CN114148306B

CN114148306B - Automobile brake system and control method thereof

Info

Publication number: CN114148306B
Application number: CN202010933052.XA
Authority: CN
Inventors: 庞彬; 王森; 张石磊; 赵奎飞; 孙楷博; 樊魏魏
Original assignee: Beehive Intelligent Steering System Jiangsu Co ltd
Current assignee: Beehive Intelligent Steering System Jiangsu Co ltd
Priority date: 2020-09-08
Filing date: 2020-09-08
Publication date: 2023-03-10
Anticipated expiration: 2040-09-08
Also published as: CN114148306A

Abstract

The invention provides an automobile braking system and a control method, and belongs to the field of automobile braking. The control system includes: the brake system comprises an ECU, a second two-position three-way electromagnetic valve, a brake pedal simulation module, a hydraulic backup module, a first controller ECU2 and a first brake branch, wherein the first brake branch is provided with a first two-position two-way electromagnetic valve, a first electronic mechanical brake assembly and a first oil duct; an operation liquid port of the oil duct is connected to a second two-position three-way electromagnetic valve through a first two-position two-way electromagnetic valve; the second two-position three-way electromagnetic valve is connected to the master cylinder; the second two-position three-way electromagnetic valve is connected to the first two-position three-way electromagnetic valve; the second two-position three-way electromagnetic valve and the control end of the master cylinder driving mechanism are connected with the ECU; the first two-position two-way electromagnetic valve and the control end of the first driving mechanism are connected with a first controller ECU2; the first controller ECU2 is connected to the ECU. The invention ensures that the braking deceleration which is required under the condition that the braking system which is more than the legal requirement fails is generated, and realizes the braking of the automobile.

Description

Automobile brake system and control method thereof

Technical Field

The invention relates to the field of vehicle braking, in particular to an automobile braking system and a control method of the automobile braking system.

Background

New energy automobiles become an important direction for future development. The new energy automobile not only has the advantage of emission reduction on the used energy source, but also can further improve the effects of energy conservation and emission reduction by using a new technology. The requirements on the braking system not only can provide enough braking efficiency and reliable braking safety, but also can cooperate with regenerative braking to recover energy to the maximum extent and improve the endurance mileage of the new energy automobile, and has enough active braking capacity, high response speed, accurate and controllable braking pressure, comfortable driving feeling and riding feeling, intelligent and diversified driving modes and the like. Although the conventional vacuum-assisted brake system can be used in a new energy automobile together with an electronic vacuum pump, the conventional vacuum-assisted brake system cannot meet the requirements of the functions, so that various electronic hydraulic brake systems are generated according to the requirements.

The brake-by-wire system (BBW) combines the traditional automobile brake system and the brake-by-wire technology, cancels a vacuum booster, has simple and compact structure, can make up the abrasion and the deformation of parts by utilizing an algorithm, ensures that the brake performance is in a good state for a long time, and can play more auxiliary functions such as ABS, ESC, TCS and the like; meanwhile, the maximum braking energy recovery is realized by matching with an energy recovery system; the active brake capacity is provided, the brake pressure is accurately controllable, and the brake requirement of the new energy automobile is met.

The above-mentioned brake-by-wire system (BBW) of the prior art has the following drawbacks:

1. the vacuum boosting brake system is assembled on a new energy vehicle in cooperation with an electronic vacuum pump, but can only meet the basic brake efficiency, and cannot meet the requirements of energy recovery, active braking, pedal feeling of an adjustable brake pedal and other functions.

2. At present, an electronic hydraulic brake system generally adopts a mode that decoupling (coupling of a brake pedal and a brake master cylinder) or partial decoupling cannot be carried out, so that the pedal feeling of a driver is necessarily changed due to the change of braking force. Therefore, the pedal has poor treading feeling and limited decoupling capacity, and cannot give full play to the regenerative braking capacity of the new energy automobile and recover the braking energy to the maximum extent.

3. Novel by-wire braking system is like electron hydraulic braking system (EHB) and electron mechanical braking system (EMB), and its footboard does not have the coupling relation with the master cylinder, belongs to complete decoupling zero, but EHB system mostly all adopts the structure of high pressure energy storage ware energy storage at present, therefore the structure is compact inadequately, manufacturing cost is high, simultaneously, there may be the high pressure problem of revealing at the vehicle collision and influence passenger's safety. The EMB system is faster and more accurate in building pressure, but lacks a fail-over function.

Disclosure of Invention

The invention aims to provide an automobile brake system and a control method, which at least solve the problem of braking of various braking modes of the brake system.

In order to achieve the above object, a first aspect of the present invention provides a brake system for an automobile, comprising:

ECU；

a second two-position three-way electromagnetic valve;

the brake pedal simulation module is provided with a first two-position three-way electromagnetic valve and a brake pedal simulation unit; a first operating liquid outlet of the brake pedal simulation unit is connected with a first shunt port of the first two-position three-way electromagnetic valve;

the hydraulic backup module is provided with a master cylinder and a master cylinder driving mechanism of the master cylinder;

a first controller ECU2;

the first brake branch is provided with a first two-position two-way electromagnetic valve and a first electronic mechanical brake component; the first electromechanical brake assembly has a brake; the brake is provided with a first piston driving device and a first driving mechanism, the first piston driving device and the first driving mechanism are used for driving the brake to work, the first piston driving device is provided with a piston cavity, and a first oil duct is arranged on the side wall of the piston cavity;

the operating fluid port of the first oil duct is connected to the confluence port of the second two-position three-way solenoid valve through the first two-position two-way solenoid valve; the first shunt port of the second two-position three-way electromagnetic valve is connected to the liquid outlet of the main cylinder; a second shunt port of the second two-position three-way solenoid valve is connected to a confluence port of the first two-position three-way solenoid valve; the second two-position three-way electromagnetic valve and the control end of the master cylinder driving mechanism are connected with the ECU; the first two-position two-way electromagnetic valve and the control end of the first driving mechanism are connected with the first controller ECU2; the first controller ECU2 is connected to the ECU.

Preferably, the hydraulic backup module further comprises an oil can, and the oil can is connected to a second shunt port of the first two-position three-way electromagnetic valve; the oil can is also connected to an oil inlet of the master cylinder.

Preferably, the vehicle brake system further includes:

a third two-position three-way electromagnetic valve;

the second brake branch is provided with a second two-position two-way electromagnetic valve and a second electromechanical brake component; the second electromechanical brake assembly has a brake; the brake is provided with a first piston driving device and a first driving mechanism, the first piston driving device and the first driving mechanism are used for driving the brake to work, the first piston driving device is provided with a piston cavity, and a second oil duct is arranged on the side wall of the piston cavity;

the operation liquid port of the second oil duct is connected to the confluence port of the third two-position three-way electromagnetic valve through the second two-position two-way electromagnetic valve; the first shunt port of the third two-position three-way electromagnetic valve is connected to the liquid outlet of the main cylinder; a second shunt port of the third two-position three-way solenoid valve is connected to a confluence port of the first two-position three-way solenoid valve; the control end of the third two-position three-way electromagnetic valve is connected with the ECU; and the control end of the second two-position two-way electromagnetic valve is connected with the first controller ECU2.

Preferably, the vehicle brake system further includes:

a second controller ECU1;

the third brake branch is provided with a third two-position two-way electromagnetic valve and a third electromechanical brake component; the third electromechanical brake assembly has a brake; the brake is provided with a first piston driving device and a first driving mechanism, the first piston driving device and the first driving mechanism are used for driving the brake to work, the first piston driving device is provided with a piston cavity, and a third oil duct is arranged on the side wall of the piston cavity;

the operation liquid port of the third oil duct is connected to the confluence port of the third two-position three-way electromagnetic valve through the third two-position two-way electromagnetic valve; the control end of the third two-position two-way electromagnetic valve is connected with the second controller ECU1; the second controller ECU1 is connected to the ECU.

Preferably, the vehicle brake system further includes:

the fourth brake branch is provided with a fourth two-position two-way electromagnetic valve and a fourth electronic mechanical brake assembly; the fourth electromechanical brake assembly has a brake; the brake is provided with a first piston driving device and a first driving mechanism, the first piston driving device and the first driving mechanism are used for driving the brake to work, the first piston driving device is provided with a piston cavity, and a fourth oil duct is arranged on the side wall of the piston cavity;

an operation liquid port of the fourth oil duct is connected to a confluence port of the second two-position three-way solenoid valve through the fourth two-position two-way solenoid valve; and the control end of the fourth two-position two-way electromagnetic valve is connected to the second controller ECU1.

Preferably, the brake further comprises:

an inlay including a brake disc disposition space;

an outer friction plate disposed on the inlay;

the outer friction plate and the inner friction plate are positioned on two opposite sides of the brake disc arrangement space;

the first piston driving device includes:

an outer piston;

an inner piston;

the piston cavity is arranged on the inlay and comprises a piston sliding space; the outer piston and the inner piston are arranged in the piston sliding space, and an operating liquid accommodating space is arranged between the outer piston and the inner piston; the outer piston is connected with the inner friction plate; the inlay is connected with the first driving mechanism, and the first driving mechanism drives the inner piston to reciprocate in the piston sliding space.

Further, the brake further comprises: the limiting and resetting assembly is used for limiting circumferential relative rotation of the inner piston and the outer piston and driving the inner piston and the outer piston to move back to back.

Further, spacing reset unit includes: the device comprises a base, a return spring and a guide rod;

one end of the guide rod is provided with a spline, and the other end of the guide rod is provided with a first positioning block; the base is provided with a second positioning block and a sliding hole matched with the spline; the return spring is arranged between the first positioning block and the second positioning block;

the inner piston is provided with a first blind hole matched with the first positioning block, and the outer piston is provided with a second blind hole matched with the second positioning block; or the inner piston is provided with a second blind hole matched with the second positioning block, and the outer piston is provided with a first blind hole matched with the first positioning block.

Further, a control method of the automobile brake system is provided, wherein the automobile brake system is the automobile brake system; the automobile brake system further comprises a pressure sensor E;

the pressure sensor E is used for detecting the pressure in the operating fluid accommodating space between the outer piston and the inner piston; the first controller ECU2 is used for responding to an active braking request, outputting a control signal of the driving mechanism according to the pressure and outputting a closing signal of the first two-position two-way electromagnetic valve; the first driving mechanism is used for driving the inner piston to move towards the outer piston according to the control signal.

Preferably, the brake pedal simulation unit comprises a brake pedal and a pedal simulator;

the brake pedal simulation module further includes:

a displacement sensor for detecting a pedal stroke of the brake pedal;

a pressure sensor A for detecting a fluid pressure output from a first operating fluid outlet in a pedal simulator on which the brake pedal acts in a braking operation;

the ECU is used for outputting a corresponding first control signal according to the pedal stroke and the liquid pressure;

the first two-position three-way electromagnetic valve is used for adjusting the flow rate of the operating fluid of the second shunt port according to the first control signal.

In a preferred embodiment of the method of the invention,

the ECU is also used for outputting a second control signal when the auxiliary braking torque generated by the energy regeneration system is confirmed to be larger than or equal to the braking torque;

the first controller ECU2 and/or the second controller ECU1 are configured to output a stop signal of the corresponding drive mechanism according to the second control signal.

Preferably, the first drive mechanism is further configured to generate a first fault signal in a fault condition;

the first controller ECU2 and/or the second controller ECU1 are used for responding to a braking signal and outputting opening signals of the first two-position two-way electromagnetic valve and/or the second two-position two-way electromagnetic valve and/or the third two-position two-way electromagnetic valve and the fourth two-position two-way electromagnetic valve; sending an alarm signal to the ECU according to the first fault signal;

the ECU is used for outputting a driving signal and opening signals of the second two-position three-way electromagnetic valve and the third two-position three-way electromagnetic valve according to the alarm signal;

the hydraulic backup module is used for outputting the corresponding brake oil pressures of the first brake branch, the second brake branch, the third brake branch and the fourth brake branch according to the driving signal.

Preferably, the hydraulic backup module 2 is further configured to generate a second fault signal in a fault state;

the first controller ECU2 and/or the second controller ECU1 are used for responding to a braking signal and outputting opening signals of the first two-position two-way electromagnetic valve and/or the second two-position two-way electromagnetic valve and/or the third two-position two-way electromagnetic valve and the fourth two-position two-way electromagnetic valve; sending a warning signal to the ECU according to the second fault signal;

the pedal simulation module is used for generating the brake signal;

the ECU is used for outputting opening signals of the second two-position three-way electromagnetic valve and the third two-position three-way electromagnetic valve according to an alarm signal and a second fault signal;

and the ECU is also used for controlling a first two-position three-way solenoid valve to output corresponding brake oil pressures of the first brake branch, the second brake branch, the third brake branch and the fourth brake branch according to the brake signal.

Preferably, a control contact on a first shunt port of the first two-position three-way electromagnetic valve is normally open, and a control contact on a second shunt port of the first two-position three-way electromagnetic valve is normally closed;

the second two-position three-way solenoid valve, the third two-position three-way solenoid valve, the first two-position two-way solenoid valve, the second two-position two-way solenoid valve, the third two-position two-way solenoid valve and the fourth two-position two-way solenoid valve are normally open solenoid valves;

under the state that the automobile brake system is powered down, the brake pedal simulation module acts on the pedal simulator in the braking operation through the brake pedal to output the corresponding brake oil pressure of the first brake branch, the second brake branch, the third brake branch and the fourth brake branch.

Through the technical scheme, the automobile BBW brake system adopts the brake branch where the EMB is located, and has a parking function; the automobile BBW braking system is provided with a two-stage backup failure mode, when a driving mechanism in the EMB fails, a first-stage backup starts to work, and the hydraulic backup module and a first piston driving device of the EMB establish an operation liquid control loop to complete automobile braking; when the primary failure occurs, the auxiliary functions of the braking system, such as ABS, ESC, TCS and the like, cannot be lost; when a driving mechanism in the EMB and a primary backup failure mode fail simultaneously, a secondary backup failure starts to act, and the brake pedal simulation module and a first piston driving device of the EMB establish an operating fluid control loop, so that the brake deceleration required under the condition that a brake system fails, which is greater than the legal requirement, is ensured to be generated, and the automobile brake is realized.

Additional features and advantages of embodiments of the present invention will be described in detail in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the embodiments of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the embodiments of the invention and do not limit the embodiments. In the drawings:

FIG. 1 is a schematic illustration of a vehicle braking system according to an embodiment of the present invention;

FIG. 2 is a block diagram illustrating a first electro-mechanical brake assembly in a vehicle braking system, according to one embodiment of the present invention;

FIG. 3 is a schematic structural diagram of a pedal simulator in a vehicle brake system according to an embodiment of the invention;

FIG. 4 is a schematic structural diagram of a limit reset assembly in an automotive braking system according to an embodiment of the present invention;

fig. 5 is a schematic diagram illustrating the cooperation of a reset assembly and a mechanical brake assembly in a vehicle brake system according to an embodiment of the invention.

Description of the reference numerals

Brake pedal simulation module 1 brake pedal 1-1 pedal simulator 1-2

First push rod 1-2-1 conical spring 1-2-2 casing 1-2-3

First inner piston 1-2-4 outer return spring 1-2-5 first outer piston 1-2-6

Oil duct 1-2-8 of pedal simulator with internal return spring 1-2-7

Displacement sensor A1-3 pressure sensor A1-4

First two-position three-way electromagnetic valve 1-5

Hydraulic backup module 2 driving motor 2-1

Speed reduction and motion conversion mechanism 2-2 master cylinder 2-3

Oilcan 2-4

ECU 3 first controller ECU 2-2 second controller ECU 1-1 ECU 2-6

Second two-position three-way electromagnetic valve 4-1 and third two-position three-way electromagnetic valve 4-2

A first two-position two-way solenoid valve 5-4 and a second two-position two-way solenoid valve 5-3

A third two-position two-way solenoid valve 5-2 and a fourth two-position two-way solenoid valve 5-1

First electromechanical brake Assembly 7-4 second electromechanical brake Assembly 7-3

Third electromechanical brake Assembly 7-2 first electromechanical brake Assembly 7-1

Pressure sensor E8-4 pressure sensor D8-3

Pressure sensor C8-2 pressure sensor B8-1

FR brake disc 9-1 FL brake disc 9-2 RR brake disc 9-3 RL brake disc 9-4

Inlay 7-3-1 outer friction plate 7-3-2 inner friction plate 7-3-3 outer piston 7-3-4

7-3-6 screw 7-3-7 nut 7-3-8 of piston in 7-3-5 of first oil duct

7-3-9 of a base 7-3-9 of a return spring 7-3-10 and 7-3-11 of a guide rod;

dashed connecting line arrows in fig. 1 indicate electrical connections; solid lines connecting the line arrows indicate mechanical connections.

Detailed Description

The following detailed description of embodiments of the invention refers to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present invention, are given by way of illustration and explanation only, not limitation.

The terms "first," "second," "third," "fourth," and the like are used solely to distinguish one from another without necessarily indicating or implying relative importance.

In the description of the present invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "disposed," "mounted," "connected," and "connected" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

As shown in fig. 1, a brake system for a vehicle includes:

the system comprises an ECU (electronic control Unit), a second two-position three-way electromagnetic valve 4-1, a first controller ECU26-2, a brake pedal simulation module 1, a hydraulic backup module 2 and a first brake branch;

the brake pedal simulation module 1 is provided with a first two-position three-way electromagnetic valve 1-5 and a brake pedal simulation unit; the brake pedal simulation unit is provided with a first operating liquid outlet which is connected with a first shunt port of the first two-position three-way electromagnetic valve 1-5;

the hydraulic backup module 2 is provided with a master cylinder 2-3 and a master cylinder driving mechanism, and the master cylinder driving mechanism is connected with the master cylinder 2-3;

the first brake branch is provided with a first two-position two-way electromagnetic valve 5-4 and a first electronic mechanical brake component 7-4; the first electromechanical brake component 7-4 has a brake; the brake is provided with a first piston driving device and a first driving mechanism, the first piston driving device and the first driving mechanism are used for driving the brake to work, the first piston driving device is provided with a piston cavity, and a first oil duct 7-3-5 is arranged on the side wall of the piston cavity;

an operation liquid port of the oil duct 7-3-5 is connected to a confluence port of the second two-position three-way solenoid valve 4-1 through the first two-position two-way solenoid valve 5-4; a first branch port of the second two-position three-way electromagnetic valve 4-1 is connected to a liquid outlet of the main cylinder 2-3; a second shunt port of the second two-position three-way electromagnetic valve 4-1 is connected to a confluence port of the first two-position three-way electromagnetic valve 1-5; the second two-position three-way electromagnetic valve 4-1 and the control end of the master cylinder driving mechanism are connected with the ECU; the first two-position two-way electromagnetic valve 5-4 and the control end of the first driving mechanism are connected with the first controller ECU 2-2; the first controller ECU 2-2 is connected with the ECU;

the master cylinder driving mechanism comprises a driving motor 2-1 and a speed reduction and motion conversion mechanism 2-2; the driving motor 2-1 is used for receiving a control signal and a second fault signal, such as a motor high-temperature signal and other alarm signals; the speed reduction and motion conversion mechanism 2-2 has various forms, and can adopt a planetary gear speed reduction mechanism to reduce the speed and increase the torque of the driving motor 2-1, and then convert the rotary motion into linear motion through a screw nut motion conversion mechanism to push the brake master cylinder 2-3 to move in a piston way;

the speed reduction/motion conversion mechanism 2-2 may be implemented by any one of a planetary gear speed reduction mechanism and a ball screw mechanism, a two-stage speed reduction gear speed reduction mechanism and a screw nut/ball screw mechanism, a harmonic gear speed reduction mechanism and a screw nut/ball screw mechanism, and a worm gear speed reduction mechanism and a screw nut/ball screw/rack and pinion mechanism.

In order to better enable the operating fluid to work circularly, the operating fluid is preferably hydraulic oil, and the hydraulic backup module 2 is further provided with an oil pot 2-4, wherein the oil pot 2-4 is connected to a second shunt port of the first two-position three-way electromagnetic valve 1-5; the oil cans 2-4 are also connected to the oil inlets of the master cylinder.

Further, the above-mentioned automobile brake system further includes:

a third two-position three-way electromagnetic valve 4-2 and a second brake branch; the second brake branch is provided with a second two-position two-way electromagnetic valve 5-3 and a second electronic mechanical brake assembly 7-3; the second electromechanical brake assembly 7-3 has a brake; the brake is provided with a first piston driving device and a first driving mechanism, the first piston driving device and the first driving mechanism are used for driving the brake to work, the first piston driving device is provided with a piston cavity, and a second oil duct is arranged on the side wall of the piston cavity; an operation liquid port of the second oil duct is connected to a confluence port of the third two-position three-way electromagnetic valve 4-2 through the second two-position two-way electromagnetic valve 5-3; the first branch port of the third two-position three-way electromagnetic valve 4-2 is connected to the liquid outlet of the main cylinder 2-3; a second shunt port of the third two-position three-way electromagnetic valve 4-2 is connected to a confluence port of the first two-position three-way electromagnetic valve 1-5; the control end of the third two-position three-way electromagnetic valve 4-2 is connected with the ECU; and the control end of the second two-position two-way electromagnetic valve 5-3 is connected with the first controller ECU 2-2.

Further, as shown in fig. 2, the brake further includes:

an inlay 7-3-1 including a brake disc setting space; the outer friction plate 7-3-2 is arranged on the inlay 7-3-1; the outer friction plate 7-3-2 and the inner friction plate 7-3-3 are positioned on two opposite sides of the brake disc arrangement space;

the first piston driving device includes: 7-3-4 parts of an outer piston; 7-3-6 of an inner piston; the piston cavity is arranged on the inlay 7-3-1 and comprises a piston sliding space;

the outer piston 7-3-4 and the inner piston 7-3-6 are arranged in the piston sliding space, and an operating fluid accommodating space is arranged between the outer piston 7-3-4 and the inner piston 7-3-6; the outer piston 7-3-4 is connected with the inner friction plate 7-3-3; the inlay 7-3-1 is connected with the first driving mechanism, and the first driving mechanism drives the inner piston 7-3-6 to reciprocate in the piston sliding space.

In a conventional braking mode, when a finished automobile sends a parking signal (a driver steps on a brake pedal 1-1) to a first controller ECU 2-2, the first controller ECU 2-2 processes the parking signal, controls a second two-position two-way electromagnetic valve 5-3 and a first two-position two-way electromagnetic valve 5-4 to be electrified and opens a channel of a main cylinder 2-3, and simultaneously controls a first electronic mechanical braking assembly 7-4 and a second electronic mechanical braking assembly 7-3 to start to act and apply braking force to an RR brake disc 9-3 and an RL brake disc 9-3 to realize parking braking of the finished automobile; the first driving mechanism comprises a first driving motor, a lead screw 7-3-7 and a nut 7-3-8; one end of the screw rod 7-3-7 is connected with an output shaft of the first driving motor.

As shown in fig. 4 and 5, in order to improve the effect of the movement of the inner piston 7-3-6 to drive the piston 7-3-4 and to improve the braking force, the brake further includes: the limiting and resetting assembly is used for limiting circumferential relative rotation of the inner piston 7-3-6 and the outer piston 7-3-4 and driving the inner piston 7-3-6 and the outer piston 7-3-4 to move back to back.

Further, spacing reset unit includes: 7-3-9 parts of a base, 7-3-10 parts of a return spring and 7-3-11 parts of a guide rod;

one end of the guide rod 7-3-11 is provided with a spline, and the other end of the guide rod 7-3-11 is provided with a first positioning block; a second positioning block and a sliding hole matched with the spline are arranged on the base 7-3-9; the return spring 7-3-10 is arranged between the first positioning block and the second positioning block;

a first blind hole matched with the first positioning block is formed in the inner piston 7-3-6, and a second blind hole matched with the second positioning block is formed in the outer piston 7-3-4; or a second blind hole matched with a second positioning block is formed in the inner piston 7-3-6, and a first blind hole matched with the first positioning block is formed in the outer piston 7-3-4. The setting positions of the first blind hole and the second blind hole are arranged according to the setting direction of the limiting reset component. The first positioning block and the second positioning block are preferably square bases.

The base 7-3-9 and the guide rod 7-3-11 are connected through splines and can move relatively in the axial direction; meanwhile, the square base of the guide rod 7-3-11 is matched with the outer piston 7-3-4, the square base of the base 7-3-9 is matched with the inner piston 7-3-6, and the inner piston 7-3-6 and the outer piston 7-3-4 cannot rotate relatively because the base 7-3-9 is connected with the guide rod 7-3-11 through a spline; when the brake is released, the inner piston 7-3-6 is separated from the outer piston 7-3-4 under the action of the return spring 7-3-10; wherein the screw 7-3-7 and the nut 7-3-8 are assembled in a cavity of the inner piston 7-3-6, the nut 7-3-8 is matched with the inner piston 7-3-6 through a square seat, and the nut 7-3-8 can only move in the X direction under the driving of the screw 7-3-7 and pushes the inner piston 7-3-6 to move in the X + direction under the action of the inner friction plate 7-3-3, the outer piston 7-3-4, the inner piston 7-3-6, the base 7-3-9 and the guide rod 7-3-11; the inner friction plate 7-3-3 is assembled on the fixed inlay 7-3-12 and is in contact fit with the outer piston 7-3-4, and the outer friction plate 7-3-2 is assembled on the floating inlay 7-3-1; the oil duct 7-3-5 is externally connected with a two-position two-way electromagnetic valve 5-3. The design reduces the manufacturing difficulty of the piston cavity and the manufacturing cost.

The automobile brake system further comprises a pressure sensor E8-4; the pressure sensor E8-4 is used for the pressure in the operating fluid accommodating space between the outer piston 7-3-4 and the inner piston 7-3-6; the first controller ECU 2-2 is used for responding to a parking signal, outputting a control signal of the driving mechanism according to the pressure and outputting an opening signal of the first two-position two-way electromagnetic valve 5-4; the first driving mechanism is used for driving the inner piston 7-3-6 to move towards the outer piston 7-3-4 according to the control signal.

Specifically, when parking, the first controller ECU 2-2 controls the second two-position two-way electromagnetic valve 5-3 to be powered off to output an opening signal, the first controller ECU 2-2 sends an action signal to the ECU, the ECU controls the second two-position three-way electromagnetic valve 4-1 to be opened, so that a channel between the second two-position two-way electromagnetic valve 5-3 and the main cylinder 2-3 is opened, a first driving motor in the second electronic mechanical brake assembly 7-3 is controlled to rotate (preferably, a speed reducing mechanism drives a screw rod 7-3-7 to rotate), the rotary motion of the screw rod 7-3-7 is converted into the axial motion of a nut 7-3-8, the nut 7-3-8 pushes the inner piston 7-3-6 to move towards the X + direction, the inner piston 7-3-6 discharges brake fluid in the cavity into the oil can 2-4 through the first oil duct 7-3-5 until the inner piston 7-3-6 contacts the outer piston 7-3-4 and pushes the outer piston 7-3-4 to move towards the X + direction, and the outer piston 7-3-4 contacts the inner friction plate 7-3-3, the outer piston 7-3-4 pushes the inner friction plate 7-3-3 to press the brake disc RR 9-3, and the inlay 7-3-1 moves towards the X-direction to drive the outer friction plate 7-3-2 to move towards the X-direction, so that the friction plates on two sides are pressed towards the brake disc with the same force, and parking braking of the automobile is achieved.

Further, as shown in fig. 1, the automobile brake system further comprises a third two-position three-way electromagnetic valve 4-2 and a second brake branch;

the second brake branch is provided with a second two-position two-way electromagnetic valve 5-3 and a second electromechanical brake assembly 7-3; the second electromechanical brake assembly 7-3 has a brake; the brake is provided with a first piston driving device and a first driving mechanism, the first piston driving device and the first driving mechanism are used for driving the brake to work, the first piston driving device is provided with a piston cavity, and a second oil duct is arranged on the side wall of the piston cavity;

an operation liquid port of the second oil channel is connected to a confluence port of a third two-position three-way electromagnetic valve 4-2 through a second two-position two-way electromagnetic valve 5-3; the first branch port of the third two-position three-way electromagnetic valve 4-2 is connected to the liquid outlet of the main cylinder 2-3; a second shunt port of the third two-position three-way solenoid valve 4-2 is connected to a confluence port of the first two-position three-way solenoid valve 1-5; the control end of the third two-position three-way electromagnetic valve 4-2 is connected with the ECU; and the control end of the second two-position two-way electromagnetic valve 5-3 is connected with the first controller ECU 2-2.

Further, as shown in fig. 1, a brake system for a vehicle, further includes: a second controller ECU 1-1 and a third brake branch; the third brake branch is provided with a third two-position two-way electromagnetic valve 5-2 and a third electromechanical brake assembly 7-2; the third electromechanical brake component 7-2 has a brake; the brake is provided with a first piston driving device and a first driving mechanism, the first piston driving device and the first driving mechanism are used for driving the brake to work, the first piston driving device is provided with a piston cavity, and a third oil duct is arranged on the side wall of the piston cavity;

an operation liquid port of the third oil duct is connected to a confluence port of a third two-position three-way electromagnetic valve 4-2 through the third two-position two-way electromagnetic valve 5-2; the control end of the third two-position two-way electromagnetic valve 5-2 is connected with the second controller ECU 1-1; the second controller ECU 1-1 is connected to the ECU.

Further, as shown in fig. 1, a brake system for a vehicle further includes a fourth brake branch; the fourth brake branch is provided with a fourth two-position two-way electromagnetic valve 5-1 and a first electronic mechanical brake assembly 7-1; the first electromechanical brake component 7-1 has a brake; the brake is provided with a first piston driving device and a first driving mechanism, the first piston driving device and the first driving mechanism are used for driving the brake to work, the first piston driving device is provided with a piston cavity, and a fourth oil duct is arranged on the side wall of the piston cavity;

an operation liquid port of the fourth oil duct is connected to a confluence port of the second two-position three-way solenoid valve 4-1 through the fourth two-position two-way solenoid valve 5-1; the control end of the fourth two-position two-way electromagnetic valve 5-1 is connected to the second controller ECU 1-1.

The first brake branch, the second brake branch, the third brake branch, the fourth brake branch, the third two-position three-way electromagnetic valve 4-2 and the second controller ECU 1-1 are used for meeting five working modes, namely a rule brake mode, an active brake mode, a parking brake mode, a primary failure backup mode and a secondary failure backup mode.

The control procedure in the normal braking mode is as follows:

when the system is in a conventional braking mode, the system is in a complete decoupling state, as shown in fig. 1, a driver steps on a brake pedal 1-1, the brake pedal 1-1 pushes an input push rod of a pedal simulator 1-2 to move forwards, a displacement sensor 1-3 detects the displacement of the input push rod of the pedal simulator and converts the displacement into an electric signal to be transmitted to an ECU, the input push rod pushes a piston of the pedal simulator 1-2 to establish oil pressure, brake fluid of the pedal simulator 1-2 is transmitted into an oil can 2-4 through a first two-position three-way electromagnetic valve 1-5, the first two-position three-way electromagnetic valve 1-5 and the oil can 2-4 channel are in an opening state under the electrified condition, meanwhile, a pressure sensor A1-4 detects the pressure in the pedal simulator 1-2 and converts the pressure into the electric signal to be transmitted to the ECU, the ECU outputs a first control signal to adjust the opening size of the first two-position three-way electromagnetic valve 1-5, so as to adjust the pressure in the pedal simulator 1-2, and realize adjustment of different pedal senses;

the ECU can also control the opening size of the first two-position three-way electromagnetic valve 1-5 through a built-in control program, so that the pressure in the pedal simulator 1-2 is adjusted, and the adjustment of different pedal feelings is realized; in a conventional braking mode, the ECU controls the flow of the first two-position three-way electromagnetic valve 1-5 to the oilcan 2-4 according to a software calibration program, so that the hydraulic damping of the pedal simulator 1-2 is adjusted, the function of actively adjusting the pedal reaction force is achieved, the simulation of pedal feeling is completed, a driver obtains the optimal pedal feedback, and the pedal feeling is enhanced;

the ECU can also obtain signals detected by the displacement sensor 1-3, the pressure sensor A1-4, the pressure sensor B8-1, the pressure sensor C8-2, the pressure sensor D8-3 and the pressure sensor E8-4 through communication with the first controller ECU 2-2 and the second controller ECU 1-1, so that the opening size of the first two-position three-way electromagnetic valve 1-5 is adjusted, the pressure in the pedal simulator 1-2 is adjusted, and adjustment of different pedal feelings is achieved.

When the first driving mechanism is used for braking, the ECU simultaneously transmits signals detected by the displacement sensor 1-3 to the first controller ECU 2-2 and the second controller ECU 1-1 after operation, the second controller ECU 1-1 controls the fourth two-position two-way electromagnetic valve 5-1 and the third two-position two-way electromagnetic valve 5-2 to be electrified, at the moment, oil paths between the first electronic mechanical brake component 7-1 and the third electronic mechanical brake component 7-2 and the master cylinder 2-3 are cut off, and the second controller ECU16-1 controls the first electronic mechanical brake component 7-1 and the third electronic mechanical brake component 7-2 to start to act to establish braking force to be correspondingly applied to the FR brake disc 9-1 and the FL brake disc 9-2; meanwhile, a pressure sensor B8-1 detects the pressure of the first electronic mechanical brake assembly 7-1, a pressure sensor C8-2 detects the pressure of the third electronic mechanical brake assembly 7-2 and transmits a pressure signal to a second controller ECU 1-1 for feedback regulation; similarly, the first controller ECU 2-2 controls the first electromechanical brake component 7-4 and the second electromechanical brake component 7-3 to work to realize automobile braking; the decoupling of the brake pedal 1-1 and the brake deceleration is realized through the opening and closing of the first two-position three-way electromagnetic valve 1-5 and the oil can 2-4 channel. The specific decoupling principle is as follows:

when a driver steps on a brake pedal 1-1, the ECU controls a first two-position three-way electromagnetic valve 1-5 and an oil can 2-4 channel to be opened, a pedal simulator 1-2 is communicated with a pipeline of the oil can 2-4, the brake pedal 1-1 compresses brake fluid of the pedal simulator 1-2 into the oil can 2-4, at the moment, the ECU can transmit signals such as vehicle speed and deceleration to a first controller ECU 2-2 and a second controller ECU 1-1, and the first controller ECU 2-2 and the second controller ECU 1-1 control whether corresponding electronic mechanical brake components are actuated or not. When the whole deceleration process is decelerated by an energy regeneration system of the vehicle, the ECU outputs a second control signal, and the first controller ECU 2-2 and/or the second controller ECU 1-1 is/are used for outputting a stop signal of a corresponding driving mechanism according to the second control signal; at the moment, the electronic mechanical brake assembly does not generate braking force; when the vehicle speed is too high and the deceleration provided by the energy regeneration system of the vehicle cannot meet the deceleration required by the braking of the vehicle, the electronic mechanical brake component starts to act to generate corresponding braking force. In the whole process, a driver only provides information such as required pedal travel and the like, and does not participate in the actual braking process, the actual braking force is completely provided by the regenerative energy system and the electromechanical braking assembly, the energy regeneration system of the vehicle can be fully exerted, the braking energy is recovered to the maximum extent, and the endurance mileage of the new energy automobile is improved.

The four brake branches are adopted to respectively and independently control the wheels, the influence of a hydraulic circuit on the traditional brake mode is avoided, the automobile can be braked by an ideal brake force distribution curve (beta line), and the safety and the operation stability of the automobile brake are improved; meanwhile, the electromechanical brake assembly EMB can realize more auxiliary functions including ABS, ESC, TCS and the like, the controllability of the braking force of the wheels is higher, and the braking system is more intelligent.

The control process in the active braking mode is as follows:

when a driver does not step on the brake pedal 1-1, if the first controller ECU 2-2 and the second controller ECU 1-1 judge that braking needs to be actively performed at the moment through information transmitted by other vehicle-mounted sensors (such as a radar, a camera, a speed measurement sensor, a distance measurement sensor and the like) connected with the first controller ECU 2-2 and the second controller ECU 1-1 or other control devices (such as an emergency braking system, an automatic driving system and the like) send an active braking request, the braking system enters an active braking working mode: AEB and other active braking signals are transmitted to a first controller ECU 2-2 and a second controller ECU 1-1, the second controller ECU 1-1 controls a fourth two-position two-way electromagnetic valve 5-1 and a third two-position two-way electromagnetic valve 5-2 to be electrified, correspondingly, an oil path between a third electronic mechanical brake assembly 7-2 and a first electronic mechanical brake assembly 7-1 and a master cylinder 2-3 is cut off, and the second controller ECU 1-1 controls E a first driving device of the third electronic mechanical brake assembly 7-2 and the first electronic mechanical brake assembly 7-1 to start to act to establish braking force to be applied to an FR brake disc 9-1 and an FL brake disc 9-2; meanwhile, the pressure sensor B8-1 detects the pressure of the first electronic mechanical brake assembly 7-1, the pressure sensor C8-2 detects the pressure of the third electronic mechanical brake assembly 7-2, and transmits a pressure signal to the ECU 1-1 for feedback regulation, so that front wheel braking is realized; similarly, the first controller ECU 2-2 controls the second two-position two-way electromagnetic valve 5-3 and the first two-position two-way electromagnetic valve 5-4 to be electrified, oil paths between the first electronic mechanical brake assembly 7-4 and the second electronic mechanical brake assembly 7-3 and the master cylinder 2-3 are cut off, and the first controller ECU 2-2 correspondingly controls the first electronic mechanical brake assembly 7-4 and the second electronic mechanical brake assembly 7-3 to act and apply braking force to the RR brake disc 9-3 and the RL brake disc 9-4; meanwhile, the pressure sensor D8-3 detects the pressure of the second electronic mechanical brake assembly 7-3, the pressure sensor E8-4 detects the pressure of the first electronic mechanical brake assembly 7-4, and transmits a pressure signal to the first controller ECU 2-2 for feedback regulation, so that rear wheel braking is realized.

The control procedure in the parking brake mode is as follows:

a first controller ECU2 (6-2) for outputting a control signal of the drive mechanism and an opening signal of the first two-position two-way solenoid valve 5-4 according to the pressure in response to a parking signal; the first driving mechanism is used for driving the inner piston 7-3-6 to move towards the outer piston (7-3-4) according to the control signal. Specifically, when parking, the first controller ECU 2-2 controls the second two-position two-way electromagnetic valve 5-3 to be powered off to output an opening signal, the first controller ECU 2-2 sends an action signal to the ECU, the ECU controls the second two-position three-way electromagnetic valve 4-1 to be opened, so that a channel between the second two-position two-way electromagnetic valve 5-3 and the main cylinder 2-3 is opened, the first driving motor in the second electronic mechanical brake assembly 7-3 is controlled to rotate, preferably, the screw 7-3-7 is driven to rotate through the speed reducing mechanism, the rotary motion of the screw 7-3-7 is converted into the axial motion of the nut 7-3-8, the nut 7-3-8 pushes the inner piston 7-3-6 to move towards the X + direction, the inner piston 7-3-6 discharges brake fluid in the cavity into the oil can 2-4 through the first oil duct 7-3-5 until the inner piston 7-3-6 contacts the outer piston 7-3-4 and pushes the outer piston 7-3-4 to move towards the X + direction, and the outer piston 7-3-4 contacts the inner friction plate 7-3-3, the outer piston 7-3-4 pushes the inner friction plate 7-3-3 to press the brake disc RR 9-3, and the inlay 7-3-1 moves towards the X-direction to drive the outer friction plate 7-3-2 to move towards the X-direction, so that the friction plates on two sides are pressed towards the brake disc with the same force, and parking braking of the automobile is achieved.

The control process in the primary failure backup mode is as follows:

the brake system scheme of the application has two-stage failure mode backup, a first driving mechanism of the electronic mechanical brake assembly brakes a first-stage failure backup working mode, namely, an EMB brake failure condition of the BBW brake system occurs, and the first driving mechanism is also used for generating a first fault signal under the brake failure condition of the first driving mechanism; the ECU outputs a driving signal and opening signals of the second two-position three-way electromagnetic valve 4-1 and the third two-position three-way electromagnetic valve 4-2 according to the alarm signal; the second two-position three-way electromagnetic valve 4-1 and the third two-position three-way electromagnetic valve 4-2 are electrified to open channels of the master cylinder 2-3 and the four electronic mechanical brake assemblies, meanwhile, the driving motor 2-1 receives a driving signal to rotate, and the rotating motion of the driving motor 2-1 is converted into linear motion through the speed reduction and motion conversion mechanism 2-2 to push the master cylinder 2-3 to start pressure building; the brake hydraulic pressure is transmitted to an electronic mechanical brake assembly EMB (7-1, 7-2, 7-3, 7-4) through a second two-position three-way electromagnetic valve 4-1, a third two-position three-way electromagnetic valve 4-2 and a two-position two-way electromagnetic valve (5-1, 5-2, 5-3, 5-4), and an external piston in the electronic mechanical brake assembly is pushed to enable a friction plate to clamp an FR brake disc 9-1, an FL brake disc 9-2, an RR brake disc 9-3 and an RL brake disc 9-4 to generate brake force, so that a vehicle is braked.

If the first electronic mechanical brake assembly 7-1 singly fails (the first driving mechanism fails), the second controller ECU 1-1 sends a first fault signal to the ECU, the ECU controls the second two-position three-way electromagnetic valve 4-1 to be electrified to open the channels between the main cylinder 2-3 and the first electronic mechanical brake assembly 7-1, and meanwhile, the second controller ECU 1-1 controls the fourth two-position two-way electromagnetic valve 5-1 to open the oil channel between the second controller ECU 1-1 and the main cylinder 2-3; the ECU controls a driving motor 2-1 to rotate, a main cylinder 2-3 is pushed by a speed reduction and motion conversion mechanism 2-2 to start pressure building, brake hydraulic pressure is transmitted to a first electronic mechanical brake assembly 7-1 by a second two-position three-way electromagnetic valve 4-1 and a fourth two-position two-way electromagnetic valve 5-1, an outer piston of the first electronic mechanical brake assembly 7-1 is pushed to enable a friction plate to clamp an FR brake disc 9-1 to generate brake force, and a pressure sensor B8-1 transmits a detected pressure signal to the ECU controller 3 for feedback regulation; at the moment, the working modes of the first electronic mechanical brake component 7-4, the second electronic mechanical brake component 7-3 and the third electronic mechanical brake component 7-2 are the same as the conventional brake mode, and the vehicle brake is realized together; when other EMBs or a plurality of EMBs fail simultaneously, the working principle is the same, and the safety and the reliability of vehicle braking under the failure condition are ensured.

The control process in the secondary failure backup mode is as follows:

when the master cylinder leaks and other working conditions, the hydraulic backup module 2 is also used for generating a second fault signal in a fault state; the first controller ECU 2-2 and/or the second controller ECU16-1 are/is used for responding to a braking signal and outputting opening signals of the first two-position two-way electromagnetic valve 5-4 and/or the second two-position two-way electromagnetic valve 5-3 and/or the third two-position two-way electromagnetic valve 5-2 and the fourth two-position two-way electromagnetic valve 5-1; sending a warning signal to the ECU according to the second fault signal; the pedal simulation module 1 is used for generating the brake signal;

the ECU is used for outputting opening signals of the second two-position three-way electromagnetic valve 4-1 and the third two-position three-way electromagnetic valve 4-2 according to an alarm signal and a second fault signal;

and the ECU is also used for controlling a first two-position three-way electromagnetic valve 1-5 to output corresponding brake oil pressures of the first brake branch, the second brake branch, the third brake branch and the fourth brake branch according to the brake signal.

When the whole vehicle is in a power-off state, the primary failure backup mode fails to generate braking, and the scheme designs a secondary failure backup mode, wherein all electromagnetic valves are in a power-off state;

the brake pedal simulation module 1 acts on the pedal simulator 1-2 through the brake pedal 1-1 in the braking operation to output the corresponding brake oil pressures of the first brake branch, the second brake branch, the third brake branch and the fourth brake branch.

As shown in fig. 5, the pedal simulator 1-2 described above includes a first push rod 1-2-1, a conical spring 1-2-2, a housing 1-2-3, a first inner piston 1-2-4, an outer return spring 1-2-5, a first outer piston 1-2-6, an inner return spring 1-2-7, and an oil outlet of a pedal simulator oil passage 1-2-8 as a first operating liquid outlet; wherein the left end of the first push rod 1-2-1 is connected with the brake pedal 1-1, and the right end of the first push rod 1-2-1 is fixedly connected with the first inner piston 1-2-4; the left end of the inner reset spring 1-2-7 is pressed on the first inner piston 1-2-4, and the right end of the inner reset spring 1-2-7 is pressed on the shell 1-2-3; the left end of the outer return spring 1-2-5 is pressed on the shell 1-2-3, and the right end of the outer return spring 1-2-5 is pressed on the first outer piston 1-2-6; the right end of the conical spring 1-2-2 is pressed on the shell 1-2-3, and the left end of the conical spring 1-2-2 is pressed on the cutting sleeve of the first push rod 1-2-1; the pedal simulator 1-2 is connected with a first two-position three-way electromagnetic valve 1-5 through a pedal simulator oil duct 1-2-8; when the brake pedal 1-1 pushes the first push rod 1-2-1 to move rightwards, the first push rod 1-2-1 overcomes the spring force of the conical spring 1-2-2 and pushes the first inner piston 1-2-4 to move rightwards at first, the piston 1-2-4 overcomes the spring force of the inner reset spring 1-2-7 and continuously builds pressure on brake fluid in a cavity, when the brake fluid pressure acts on the first outer piston 1-2-6 to generate thrust which is greater than the spring force of the outer reset spring 1-2-5, the first outer piston 1-2-6 moves leftwards, and the brake fluid is transmitted to the first two-position three-way electromagnetic valve 1-5 through the pedal simulator oil channel 1-2-8; the pedal simulator 1-2 simulates pedal feel through a conical spring 1-2-2, an outer return spring 1-2-5, an inner return spring 1-2-7 and the size of a throttling opening matched with the first two-position three-way electromagnetic valve.

The control contact on the first shunt port of the first two-position three-way electromagnetic valve 1-5 is normally open and the control contact on the second shunt port is normally closed; the second two-position three-way solenoid valve 4-1, the third two-position three-way solenoid valve 4-2, the first two-position two-way solenoid valve 5-4, the second two-position two-way solenoid valve 5-3, the third two-position two-way solenoid valve 5-2, and the fourth two-position two-way solenoid valve 5-1 are normally open solenoid valves; when a driver steps on a brake pedal 1-1, the brake pedal 1-1 pushes a pedal simulator 1-2 to start pressure build, brake hydraulic pressure is transmitted to an electronic mechanical brake assembly (7-1, 7-2, 7-3 and 7-4) through a first two-position three-way electromagnetic valve 1-5, a second two-position three-way electromagnetic valve 4-1, a third two-position three-way electromagnetic valve 4-2 and a two-position two-way electromagnetic valve (5-1, 5-2, 5-3 and 5-4), and a wheel cylinder in the electronic mechanical brake assembly is pushed to clamp an FR brake disc 9-1, an FL brake disc 9-2, an RR brake disc 9-3 and an RL brake disc 9-4, so that brake deceleration which is required when a brake system which is larger than the industrial requirement fails is generated, and the automobile is decelerated.

In summary, the automotive BBW brake system provided by the present invention has five operation modes: conventional braking, active braking, parking braking, primary backup failure and secondary backup failure; the automobile BBW brake system adopts the EMBs to respectively and independently brake four wheels, and the rear wheel EMB has a parking function.

The BBW braking system of the automobile electronic mechanical braking assembly is provided with a two-stage backup failure mode, when one or more EMBs fail, the one-stage backup failure starts to work, and the automobile braking is finished; and when the primary failure occurs, more auxiliary functions such as ABS, ESC, TCS and the like of the braking system cannot be lost; when the EMB and the primary backup failure mode fail simultaneously, the secondary backup failure starts to act, the braking deceleration required under the condition that the braking system fails, which is greater than the regulation requirement, is ensured to be generated, and the automobile braking is realized.

Although the embodiments of the present invention have been described in detail with reference to the accompanying drawings, the embodiments of the present invention are not limited to the specific details of the above embodiments, and various simple modifications can be made to the technical solution of the embodiments of the present invention within the technical idea of the embodiments of the present invention, and these simple modifications all belong to the protection scope of the embodiments of the present invention. It should be noted that the various features described in the foregoing embodiments may be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the embodiments of the present invention will not be described separately for the various possible combinations.

In addition, any combination of various embodiments of the present invention may be made, and the same should be considered as what is disclosed in the embodiments of the present invention as long as it does not depart from the spirit of the embodiments of the present invention.

Claims

1. A vehicle brake system, comprising:

ECU；

a second two-position three-way electromagnetic valve (4-1);

the brake pedal simulation module (1) is provided with a first two-position three-way electromagnetic valve (1-5) and a brake pedal simulation unit; a first operating liquid outlet of the brake pedal simulation unit is connected with a first shunt port of the first two-position three-way electromagnetic valve (1-5);

the hydraulic backup module (2) is provided with a master cylinder (2-3) and a master cylinder driving mechanism of the master cylinder (2-3);

a first controller ECU2 (6-2);

the first brake branch is provided with a first two-position two-way electromagnetic valve (5-4) and a first electromechanical brake component (7-4); the first electromechanical braking component (7-4) has a brake; the brake is provided with a first piston driving device and a first driving mechanism, the first piston driving device and the first driving mechanism are used for driving the brake to work, the first piston driving device is provided with a piston cavity, and a first oil duct (7-3-5) is arranged on the side wall of the piston cavity;

an operation liquid port of the first oil duct (7-3-5) is connected to a confluence port of the second two-position three-way electromagnetic valve (4-1) through the first two-position two-way electromagnetic valve (5-4); the first branch port of the second two-position three-way electromagnetic valve (4-1) is connected to the liquid outlet of the main cylinder (2-3); a second shunt port of the second two-position three-way electromagnetic valve (4-1) is connected to a confluence port of the first two-position three-way electromagnetic valve (1-5); the second two-position three-way electromagnetic valve (4-1) and the control end of the master cylinder driving mechanism are connected with the ECU; the first two-position two-way electromagnetic valve (5-4) and the control end of the first driving mechanism are connected with the first controller ECU2 (6-2); the first controller ECU2 (6-2) is connected with the ECU;

the brake further includes:

an inlay (7-3-1) including a brake disc setting space;

the outer friction plate (7-3-2) is arranged on the inlay (7-3-1);

the outer friction plate (7-3-2) and the inner friction plate (7-3-3) are positioned on two opposite sides of the brake disc arrangement space;

the first piston driving device includes:

an outer piston (7-3-4);

an inner piston (7-3-6);

the piston cavity is arranged on the inlay (7-3-1), and comprises a piston sliding space;

the outer piston (7-3-4) and the inner piston (7-3-6) are arranged in the piston sliding space, and an operating liquid accommodating space is arranged between the outer piston (7-3-4) and the inner piston (7-3-6); the outer piston (7-3-4) is connected with the inner friction plate (7-3-3); the inlay (7-3-1) is connected with the first driving mechanism which drives the inner piston (7-3-6) to reciprocate in the piston sliding space;

the brake further includes: the limiting and resetting assembly is used for limiting circumferential relative rotation of the inner piston (7-3-6) and the outer piston (7-3-4) and driving the inner piston (7-3-6) and the outer piston (7-3-4) to move back and forth;

spacing reset subassembly includes: a base (7-3-9), a return spring (7-3-10) and a guide rod (7-3-11);

one end of the guide rod (7-3-11) is provided with a spline, and the other end of the guide rod (7-3-11) is provided with a first positioning block; a second positioning block and a sliding hole matched with the spline are arranged on the base (7-3-9); the return spring (7-3-10) is arranged between the first positioning block and the second positioning block;

a first blind hole matched with the first positioning block is formed in the inner piston (7-3-6), and a second blind hole matched with the second positioning block is formed in the outer piston (7-3-4); or a second blind hole matched with the second positioning block is formed in the inner piston (7-3-6), and a first blind hole matched with the first positioning block is formed in the outer piston (7-3-4).

2. The automotive braking system according to claim 1, characterized in that the hydraulic backup module (2) further comprises an oil pot (2-4), the oil pot (2-4) being connected to a second tap of the first two-position three-way solenoid valve (1-5); the oil pots (2-4) are also connected to an oil inlet of the master cylinder.

3. The automotive brake system according to claim 1 or 2, characterized by further comprising:

a third two-position three-way electromagnetic valve (4-2);

the second brake branch is provided with a second two-position two-way electromagnetic valve (5-3) and a second electromechanical brake component (7-3); the second electromechanical brake assembly (7-3) has a brake; the brake is provided with a first piston driving device and a first driving mechanism, the first piston driving device and the first driving mechanism are used for driving the brake to work, the first piston driving device is provided with a piston cavity, and a second oil duct is arranged on the side wall of the piston cavity;

the operation liquid port of the second oil duct is connected to the confluence port of the third two-position three-way electromagnetic valve (4-2) through the second two-position two-way electromagnetic valve (5-3); the first branch port of the third two-position three-way electromagnetic valve (4-2) is connected to the liquid outlet of the main cylinder (2-3); a second shunt port of the third two-position three-way electromagnetic valve (4-2) is connected to a confluence port of the first two-position three-way electromagnetic valve (1-5); the control end of the third two-position three-way electromagnetic valve (4-2) is connected with the ECU; and the control end of the second two-position two-way electromagnetic valve (5-3) is connected with the first controller ECU2 (6-2).

4. A vehicle brake system according to claim 3, comprising:

a second controller ECU1 (6-1);

the third brake branch is provided with a third two-position two-way electromagnetic valve (5-2) and a third electromechanical brake component (7-2); the third electromechanical brake assembly (7-2) has a brake; the brake is provided with a first piston driving device and a first driving mechanism, the first piston driving device and the first driving mechanism are used for driving the brake to work, the first piston driving device is provided with a piston cavity, and a third oil duct is arranged on the side wall of the piston cavity;

the operation liquid port of the third oil duct is connected to the confluence port of the third two-position three-way electromagnetic valve (4-2) through the third two-position two-way electromagnetic valve (5-2); the control end of the third two-position two-way electromagnetic valve (5-2) is connected with the second controller ECU1 (6-1); the second controller ECU1 (6-1) is connected to the ECU.

5. The automotive brake system of claim 4, comprising:

the fourth brake branch is provided with a fourth two-position two-way electromagnetic valve (5-1) and a fourth electromechanical brake component (7-1); the fourth electromechanical brake assembly (7-1) has a brake; the brake is provided with a first piston driving device and a first driving mechanism, the first piston driving device and the first driving mechanism are used for driving the brake to work, the first piston driving device is provided with a piston cavity, and a fourth oil duct is arranged on the side wall of the piston cavity;

an operation liquid port of the fourth oil channel is connected to a confluence port of the second two-position three-way solenoid valve (4-1) through the fourth two-position two-way solenoid valve (5-1); and the control end of the fourth two-position two-way electromagnetic valve (5-1) is connected to the second controller ECU1 (6-1).

6. A control method of a vehicle brake system, characterized in that the vehicle brake system is the vehicle brake system according to claim 5; the automobile brake system further comprises a pressure sensor E (8-4);

the pressure sensor E (8-4) is used for detecting the pressure in the operating fluid accommodating space between the outer piston (7-3-4) and the inner piston (7-3-6); the first controller ECU2 (6-2) is used for responding to an active braking request, outputting a control signal of the driving mechanism according to the pressure and outputting a closing signal of the first two-position two-way electromagnetic valve (5-4); the first driving mechanism is used for driving the inner piston (7-3-6) to move towards the outer piston (7-3-4) according to the control signal.

7. The control method of a brake system for an automobile according to claim 6,

the brake pedal simulation unit comprises a brake pedal (1-1) and a pedal simulator (1-2);

the brake pedal simulation module (1) further comprises:

the displacement sensor (1-3) is used for detecting the pedal stroke of the brake pedal (1-1);

a pressure sensor A (1-4) for detecting a fluid pressure output from a first operating fluid outlet in a pedal simulator (1-2), wherein the brake pedal (1-1) acts on the pedal simulator (1-2) during a braking operation;

the first two-position three-way electromagnetic valve (1-5) is used for adjusting the flow rate of the operating liquid of the second shunt port according to the first control signal.

8. The control method of a brake system for an automobile according to claim 6,

the first controller ECU2 (6-2) and/or the second controller ECU1 (6-1) is configured to output a stop signal of the corresponding drive mechanism in accordance with the second control signal.

9. The control method of a brake system for an automobile according to claim 6,

the first drive mechanism is further configured to generate a first fault signal in a fault condition;

the first controller ECU2 (6-2) and/or the second controller ECU1 (6-1) is/are configured to output an opening signal of the first two-position two-way solenoid valve (5-4) and/or the second two-position two-way solenoid valve (5-3) and/or the third two-position two-way solenoid valve (5-2) and the fourth two-position two-way solenoid valve (5-1) in response to a brake signal; sending a warning signal to the ECU according to the first fault signal;

the ECU is used for outputting a driving signal and opening signals of the second two-position three-way electromagnetic valve (4-1) and the third two-position three-way electromagnetic valve (4-2) according to the alarm signal;

the hydraulic backup module (2) is used for outputting the corresponding brake oil pressures of the first brake branch, the second brake branch, the third brake branch and the fourth brake branch according to the driving signal.

10. The control method of a brake system for an automobile according to claim 6,

the hydraulic backup module (2) is also used for generating a second fault signal in a fault state;

the first controller ECU2 (6-2) and/or the second controller ECU1 (6-1) are/is configured to output an opening signal of the first two-position two-way solenoid valve (5-4) and/or the second two-position two-way solenoid valve (5-3) and/or the third two-position two-way solenoid valve (5-2) and the fourth two-position two-way solenoid valve (5-1) in response to a brake signal; sending an alarm signal to the ECU according to the second fault signal;

the brake pedal simulation module (1) is used for generating the brake signal;

the ECU is used for outputting opening signals of the second two-position three-way electromagnetic valve (4-1) and the third two-position three-way electromagnetic valve (4-2) according to an alarm signal and a second fault signal;

and the ECU is also used for controlling a first two-position three-way solenoid valve (1-5) to output corresponding brake oil pressures of the first brake branch, the second brake branch, the third brake branch and the fourth brake branch according to the brake signal.

11. The control method of a brake system for an automobile according to claim 6,

a control contact on a first shunt port of the first two-position three-way electromagnetic valve (1-5) is normally open and a control contact on a second shunt port is normally closed;

the second two-position three-way solenoid valve (4-1), the third two-position three-way solenoid valve (4-2), the first two-position two-way solenoid valve (5-4), the second two-position two-way solenoid valve (5-3), the third two-position two-way solenoid valve (5-2) and the fourth two-position two-way solenoid valve (5-1) are normally open solenoid valves;

under the power-down state of the automobile brake system, the brake pedal simulation module (1) acts on a pedal simulator (1-2) through the brake pedal (1-1) in the braking operation to output the brake oil pressure corresponding to the first brake branch, the second brake branch, the third brake branch and the fourth brake branch.