CN114148310B - Electronic power-assisted braking system - Google Patents
Electronic power-assisted braking system Download PDFInfo
- Publication number
- CN114148310B CN114148310B CN202111677765.5A CN202111677765A CN114148310B CN 114148310 B CN114148310 B CN 114148310B CN 202111677765 A CN202111677765 A CN 202111677765A CN 114148310 B CN114148310 B CN 114148310B
- Authority
- CN
- China
- Prior art keywords
- cavity
- pedal
- booster
- piston
- pressure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000004088 simulation Methods 0.000 claims abstract description 38
- 239000012530 fluid Substances 0.000 claims abstract description 17
- 230000001502 supplementing effect Effects 0.000 claims abstract description 15
- 230000007246 mechanism Effects 0.000 claims abstract description 11
- 238000007789 sealing Methods 0.000 claims description 19
- 230000013011 mating Effects 0.000 claims description 7
- 230000006641 stabilisation Effects 0.000 claims 2
- 238000011105 stabilization Methods 0.000 claims 2
- 230000000694 effects Effects 0.000 abstract description 3
- 239000003921 oil Substances 0.000 description 28
- 238000000034 method Methods 0.000 description 9
- 230000008569 process Effects 0.000 description 5
- 238000011084 recovery Methods 0.000 description 5
- 230000000087 stabilizing effect Effects 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
- 238000013016 damping Methods 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 239000010720 hydraulic oil Substances 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000003213 activating effect Effects 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000009849 deactivation Effects 0.000 description 1
- 230000000881 depressing effect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000005520 electrodynamics Effects 0.000 description 1
- 230000014509 gene expression Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
- B60T8/409—Systems with stroke simulating devices for driver input characterised by details of the stroke simulating device
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention provides an electronic power-assisted braking system. The electronic power-assisted braking system comprises an oilcan and a pedal input mechanism. The pedal input mechanism comprises a main shell, a booster piston, a booster provider, a driving piston, a main cylinder input push rod and a pedal feel simulator. In a braking state, the driving piston moves towards the matching end of the driving piston, and the oil return hole and the fluid supplementing hole are communicated with the normal pressure cavity. When the decoupling gap is smaller than or equal to a preset value, the pressure relief valve loop is opened, and the pressure relief valve loop enables the oil circuit to bypass the pedal feel simulator. When the booster provider cannot work normally, the pressure relief valve loop enables the oil circuit to bypass the pedal feel simulator, at the moment, the pressure of the simulation cavity is relieved, and pedal input force is transmitted to a braking part through the driving piston and the main cylinder input push rod to generate braking force. In this mode, substantially all of the pedal input force is converted to hydraulic braking force, eliminating the effect of the pedal feel simulator.
Description
Technical Field
The invention relates to the technical field of vehicle braking, in particular to an electronic power-assisted braking system.
Background
With the development of vehicle electrodynamic and intelligent, the demand for intelligent chassis, especially electronic braking, is increasing. The motorization of the vehicle has led to the replacement of the vacuum source solution required by conventional vacuum boosters, making electronic boosting a trend. The energy recovery function of electric vehicles puts special demands on the braking system, i.e. the driver's braking request is accomplished by friction braking (hydraulic braking) and motor regenerative braking coordinated allocation. This requirement makes the driver's brake pedal input no longer have a fixed correspondence to the actual hydraulic braking force. The actual hydraulic braking force is formed by superposition coupling of the brake pedal input force and the assistance force (vacuum or electronic assistance) by a traditional vacuum booster or the ibooster electronic booster product which is proposed by the known BOSCH company. This form does not fully meet the energy recovery requirements and the pedal input force must be decoupled from the boost. Meanwhile, intelligentization, especially automatic driving, also puts forward the same demands on the electronic assistance and assistance decoupling of the braking system, namely active braking and pedal non-action during active braking.
At present, an electronic power assisting system scheme (a gap decoupling scheme) for mechanically disconnecting a brake pedal input push rod from a brake master cylinder input push rod and setting a certain gap therebetween has appeared in the market, and the scheme can meet the requirements of electronic power assistance and power assisting decoupling. When the brake pedal input force is decoupled from the assistance force, a pedal feel simulator needs to be arranged to give force feedback to the driver, otherwise, the driver is given a feeling of stepping on the pedal. Currently known gap decoupling schemes are two types, dry and wet: the dry simulator is generally directly connected in series with the pedal input push rod; the wet simulator generally connects a driving piston in series with a pedal input push rod, and an elastic device is arranged at a driven piston, and a hydraulic circuit is connected between the driving piston and the driven piston.
However, the introduction of pedal simulators brings about the following problems:
1. when the electronic power assistance fails, namely in a mechanical backup mode, part of the input force of the pedal push rod is consumed by the pedal simulator and cannot be completely converted into hydraulic braking force;
2. because of the limitation of the above problem 1, in order to meet the hardness requirement of the product quality (500N, 2.44m/s 2 Deceleration), the force value of the pedal simulator cannot be too large, so that the pedal feel has larger limit during normal power assistance;
the wet simulator scheme can set electromagnetic valve in the hydraulic circuit, so that the pedal simulator is not operated in the mechanical backup mode to solve the problems, but the electromagnetic valve and a control circuit thereof are added, and the cost and the technical difficulty are high.
Disclosure of Invention
The invention mainly aims to provide an electronic power-assisted braking system, which is used for solving the problem that in the prior art, after electronic power-assisted braking system fails, the input force of a pedal push rod is difficult to be completely converted into hydraulic braking force.
In order to achieve the above object, the present invention provides an electronic power-assisted brake system including: an oilcan; a pedal input mechanism, the pedal input mechanism comprising: the power-assisted device comprises a main shell, wherein a power-assisted cavity and a mounting cavity which are relatively independent are formed in the main shell; the first end of the booster piston extends out of the main shell to form a braking end, and the second end of the booster piston is positioned in the booster cavity to form a booster end; the power-assisted provider is connected between the oil pot and the power-assisted cavity and is used for providing pressure in the power-assisted cavity to enable the power-assisted piston to move towards the braking end of the power-assisted piston; the driving piston is movably arranged on the mounting cavity, a first end of the driving piston is a pedal input end, the pedal input end is used for being in driving connection with the brake pedal, a second end of the driving piston forms a matching end, a sealing structure matched with the inner wall of the mounting cavity is further formed on the driving piston, the mounting cavity is divided into a simulation cavity and a normal pressure cavity by the sealing structure, a pressure relief valve loop is further arranged on the driving piston, and the pressure relief valve loop is connected between the simulation cavity and the normal pressure cavity; the main cylinder input push rod is movably arranged between the power-assisted cavity and the simulation cavity, the first end of the main cylinder input push rod is matched with the power-assisted end of the power-assisted piston, and a decoupling gap is formed between the second end of the main cylinder input push rod and the matched end of the driving piston; the oil inlet end of the pedal feel simulator is communicated with the simulation cavity; the main shell is also provided with an oil return hole and a fluid supplementing hole which are communicated with the oil pot, and the oil return hole is communicated with the simulation cavity and the fluid supplementing hole is communicated with the normal pressure cavity in an unbraking state; in a braking state, the driving piston moves towards the matching end of the driving piston, and the oil return hole and the fluid supplementing hole are both communicated with the normal pressure cavity; when the decoupling gap is larger than a preset value, the pressure relief valve loop is closed; when the decoupling gap is smaller than or equal to a preset value, the pressure relief valve loop is opened, the pressure relief valve loop enables the oil way to bypass the pedal feel simulator, the matching end of the driving piston is matched with the second end of the main cylinder input push rod, and the driving piston can push the booster piston to move towards the braking end of the booster piston.
In one embodiment, the pedal input mechanism further includes a return spring mounted between the mating end of the drive piston and the inner wall of the simulation chamber.
In one embodiment, the electronic power-assisted brake system further includes a pedal travel sensor for detecting a position of the pedal input, the power-assisted provider being activated when the position of the pedal input moves toward the braking state.
In one embodiment, the electric brake system further comprises a brake pedal mounted on the pedal input.
In one embodiment, the electronic power-assisted braking system further comprises: the simulation cavity pressure sensor is used for detecting the pressure of the simulation cavity; and the booster cavity pressure sensor is used for detecting the pressure of the booster cavity.
In one embodiment, the electronic power-assisted braking system further comprises: the brake master cylinder is connected with the oilcan, and the input end of the brake master cylinder is in driving connection with the brake end of the booster piston; and the brake wheel is connected with the oil delivery port of the brake master cylinder.
In one embodiment, the electronic power-assisted brake system further includes an electronic stability system disposed between the brake master cylinder and the brake wheel.
In one embodiment, the pressure relief valve circuit comprises: the pressure release flow path is arranged on the active piston, the first end of the pressure release flow path is connected with the simulation cavity, and the second end of the pressure release flow path is connected with the normal pressure cavity; the pressure release valve is arranged on the pressure release flow path and used for controlling the on-off of the pressure release flow path; the pressure release ejector rod is connected with the pressure release valve, extends out from the matched end of the driving piston, and when the decoupling gap is smaller than or equal to a preset value, the second end of the main cylinder input ejector rod is matched with the pressure release ejector rod to open the pressure release valve; when the decoupling gap is greater than a predetermined value, the pressure relief valve is closed.
In one embodiment, the sealing structure is two first sealing rings arranged on the driving piston at intervals, and a normal pressure cavity is formed between the two first sealing rings.
In one embodiment, a second seal ring is disposed between the master cylinder input rod and the main housing.
When the technical scheme of the invention is applied, the power-assisted provider can normally work, when a driver steps on the brake pedal, the push rod connected with the brake pedal pushes the driving piston to move leftwards, the power-assisted provider generates power-assisted pressure to be transmitted to the power-assisted cavity, the first end of the power-assisted piston extends leftwards from the main shell to move, and the braked part generates braking force to slow down the vehicle. Meanwhile, with the movement of the driving piston, the fluid supplementing hole and the oil return hole are communicated with the normal pressure cavity only, the simulation cavity is a closed cavity, with the movement of the driving piston, the pressure is generated in the simulation cavity and is transmitted to the pedal feel simulator, the brake fluid of the pedal feel simulator returns to the oilcan through the normal pressure cavity and the fluid supplementing hole, and the pedal feel simulator dampens the pedal feel simulator in the process. Because of the operation of the booster, the booster piston can move leftwards with the master cylinder input push rod, and a decoupling gap formed between the second end of the master cylinder input push rod and the matching end of the master piston can be kept larger than a preset value.
When the power-assisted provider cannot work normally, the power-assisted piston cannot extend leftwards to move by providing pressure, the main cylinder input push rod cannot move leftwards, a driver can push the driving piston to move leftwards by pushing the brake pedal through the push rod, and the simulation cavity is formed into a closed cavity due to the fact that the fluid supplementing hole and the oil return hole are only communicated with the normal pressure cavity, and at the moment, the pedal feel simulator still provides damping. When the driving piston continues to move leftwards, the pressure relief valve loop is opened, the pressure in the simulation cavity can directly return to the oilcan through the normal pressure cavity and the fluid supplementing hole by the pressure relief valve loop, the pressure relief valve loop enables the oil way to bypass the pedal feel simulator, at the moment, the pressure in the simulation cavity is relieved, and pedal input force is transmitted to a braking component through the driving piston and the main cylinder input push rod to generate braking force. In this mode, substantially all of the pedal input force is converted to hydraulic braking force, eliminating the effect of the pedal feel simulator.
In addition, the working process of the vehicle in the capacity recovery mode is basically the same as that of the power-assisted provider in normal working, and the vehicle can be braked according to energy recovery, so that the power-assisted provider does not act or provides lower power-assisted pressure when a driver steps on a brake pedal, and the decoupling gap is still ensured to be kept larger than a preset value in the mode.
In addition to the objects, features and advantages described above, the present invention has other objects, features and advantages. The present invention will be described in further detail with reference to the drawings.
Drawings
The accompanying drawings, which are included to provide a further understanding 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 invention. In the drawings:
FIG. 1 shows a schematic overall structure of an embodiment of an electric power brake system according to the present invention;
fig. 2 shows a partial schematic view of the electric brake system of fig. 1.
Detailed Description
It should be noted that, without conflict, the embodiments of the present invention and features of the embodiments may be combined with each other. The invention will be described in detail below with reference to the drawings in connection with embodiments.
In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the terms so used are interchangeable under appropriate circumstances such that the embodiments of the invention described herein are, for example, capable of operation in other environments. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments in accordance with the present application. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.
Fig. 1 and 2 show an embodiment of the electric power-assisted brake system of the present invention, which includes a oilcan 10 and a pedal input mechanism 20. The pedal input mechanism 20 includes a main housing 21, a booster piston 22, a booster provider 23, a master piston 24, a master cylinder input push rod 25, and a pedal feel simulator 26. Wherein, the main housing 21 is formed with a relatively independent power-assisted cavity 21a and a mounting cavity, the power-assisted piston 22 is movably mounted on the power-assisted cavity 21a, a first end of the power-assisted piston 22 extends out from the main housing 21 to form a braking end, and a second end of the power-assisted piston 22 is positioned in the power-assisted cavity 21a to form a power-assisted end. A booster supply 23 is mounted on the main housing 21 and connected between the oilcan 10 and the booster chamber 21a, the booster supply 23 being adapted to supply pressure into the booster chamber 21a to move the booster piston 22 towards its braking end. The master piston 24 is movably mounted on the mounting chamber, a first end of the master piston 24 being a pedal input for driving connection with the brake pedal 40, and a second end of the master piston 24 forming a mating end. The driving piston 24 is further formed with a sealing structure 241 which is matched with the inner wall of the installation cavity, and the sealing structure 241 divides the installation cavity into a simulation cavity 21b and an atmospheric cavity 21c. The active piston 24 is further provided with a relief valve circuit 28, and the relief valve circuit 28 is connected between the simulation chamber 21b and the normal pressure chamber 21c. The master cylinder input rod 25 is movably installed between the booster chamber 21a and the dummy chamber 21b, a first end of the master cylinder input rod 25 is engaged with the booster end of the booster piston 22, and a decoupling gap a is formed between a second end of the master cylinder input rod 25 and the engaged end of the master piston 24. The oil inlet end of the pedal feel simulator 26 is communicated with the simulation chamber 21b, and the oil outlet end of the pedal feel simulator 26 is communicated with the normal pressure chamber 21c. The main casing 21 is further formed with an oil return hole 211 and a fluid supplementing hole 212 communicating with the oilcan 10. In the non-braking state, the oil return hole 211 is communicated with the simulation cavity 21b, and the fluid supplementing hole 212 is communicated with the normal pressure cavity 21 c; in the braking state, the active piston 24 moves toward its mating end, and both the oil return hole 211 and the fluid-supplementing hole 212 communicate with the normal-pressure chamber 21c. When the decoupling gap a is greater than a predetermined value, the relief valve circuit 28 is closed; when the decoupling gap a is less than or equal to the predetermined value, the relief valve circuit 28 is opened, the relief valve circuit 28 bypasses the pedal feel simulator 26, the mating end of the master piston 24 mates with the second end of the master cylinder input push rod 25, and the master piston 24 can push the booster piston 22 to move towards the braking end thereof.
When the technical scheme of the invention is applied, the booster provider 23 can normally work, when a driver steps on the brake pedal 40, a push rod connected with the brake pedal 40 pushes the driving piston 24 to move leftwards, the booster provider 23 generates booster pressure and transmits the booster pressure to the booster cavity 21a, the first end of the booster piston 22 extends leftwards from the main shell 21 to move, and braking parts generate braking force to slow down the vehicle. Meanwhile, with the movement of the driving piston 24, the fluid-filling hole 212 and the oil return hole 211 are only communicated with the normal pressure cavity 21c, the simulation cavity 21b becomes a closed cavity, with the continued leftward movement of the driving piston 24, the pressure generated in the simulation cavity 21b is transferred to the pedal feel simulator 26, the brake fluid of the pedal feel simulator 26 returns to the oilcan 10 through the normal pressure cavity 21c and the fluid-filling hole 212, and in the process, the pedal feel simulator 26 dampens and simulates the pedal pressure. Due to the operation of the booster supply 23, the booster piston 22 can be moved to the left with the master cylinder input rod 25, and the decoupling gap a formed between the second end of the master cylinder input rod 25 and the mating end of the master piston 24 is maintained to be greater than a predetermined value.
When the booster supply 23 cannot normally work, the booster piston 22 cannot be provided with pressure to extend leftwards, the master cylinder input push rod 25 cannot move leftwards, the driver can push the driving piston 24 to move leftwards through the push rod when stepping on the brake pedal 40, and the simulation cavity 21b is a closed cavity because the fluid supplementing hole 212 and the oil return hole 211 are only communicated with the normal pressure cavity 21c, and the pedal feel simulator 26 still provides damping at the moment. When the master piston 24 continues to move leftwards, so that when the decoupling gap a is smaller than or equal to a preset value, the pressure relief valve circuit 28 is opened, the pressure in the simulation cavity 21b can directly return to the oilcan 10 through the normal pressure cavity 21c and the fluid supplementing hole 212 by the pressure relief valve circuit 28, the pressure relief valve circuit 28 bypasses the pedal feel simulator 26, the pressure in the simulation cavity 21b is relieved, and the pedal input force is transmitted to the braking components through the master piston 24 and the master cylinder input push rod 25 to generate braking force. In this mode, substantially all of the pedal input force is converted to hydraulic braking force, eliminating the effect of pedal feel simulator 26.
In addition, the vehicle can be braked according to the energy recovery in a mode in which the power-assisted provider 23 can operate normally, and the power-assisted provider 23 is deactivated or provides a lower level of power-assisted pressure when the driver steps on the brake pedal 40, while still ensuring that the decoupling gap a remains greater than a predetermined value.
Alternatively, in the technical solution of this embodiment, the predetermined value is 0, and as another optional implementation manner, the predetermined value may be a constant value or a range greater than 0.
In the technical solution of the present embodiment, the oil outlet end of the pedal feel simulator 26 is communicated with the normal pressure chamber 21c. As an alternative embodiment, the oil outlet end of the pedal feel simulator 26 may be directly connected to the oilcan. As an alternative, the pedal feel simulator 26 may be provided with only the oil feed end and the other side with spring feedback.
As shown in fig. 2, in the technical solution of the present embodiment, optionally, the booster provider 23 includes a motor and a hydraulic component, and the motor drives the hydraulic component to work, and supplies the oil in the oil can 10 to the booster cavity 21a to move the booster piston 22. In general, failure of the booster supply 23 refers to failure of the motor component or the hydraulic component, such that hydraulic pressure cannot continue to be generated.
In the technical scheme of the present invention, a hydraulic system mainly comprising hydraulic oil is adopted, and the oil can 10 stores the hydraulic oil. As an alternative embodiment, the hydraulic system may be replaced by a pneumatic system, and the oil can 10 may be replaced by an air source, and the pneumatic system has a higher requirement for tightness, but this is an equivalent alternative which will be easily recognized by those skilled in the art, and should also fall within the protection scope of the present invention.
Preferably, as shown in fig. 2, in the technical solution of the present embodiment, the pedal input mechanism 20 further includes a return elastic member 27, and the return elastic member 27 is installed between the mating end of the driving piston 24 and the inner wall of the simulation chamber 21 b. The return spring 27 can assist in simulating the feel of a depression of the brake pedal 40 on the one hand, and the return spring 27 can also assist in returning the master piston 24 to the non-braking position on the other hand.
More preferably, as shown in fig. 1, in the present embodiment, the electronic power-assisted brake system further includes a pedal stroke sensor 31, and the pedal stroke sensor 31 is configured to detect a position of the pedal input, and the power-assisted provider 23 is activated when the position of the pedal input moves toward the braking state. Thus, the brake power can be provided by activating the booster supply unit 23 while detecting the pedal input operation. More preferably, the electric power-assisted brake system may also include a controller electrically connected to the pedal travel sensor 31, through which the activation or deactivation of the power-assisted provider 23 is controlled.
As shown in fig. 1, in the technical solution of the present embodiment, the electric power-assisted brake system further includes a brake pedal 40, and the brake pedal 40 is mounted on the pedal input end. The driver achieves braking by depressing the brake pedal 40.
More preferably, as shown in fig. 1 and 2, the electronic power-assisted brake system further includes a simulation chamber pressure sensor 32 and a power-assisted chamber pressure sensor 33, wherein the simulation chamber pressure sensor 32 is used for detecting the pressure of the simulation chamber 21b, the power-assisted chamber pressure sensor 33 is used for detecting the pressure of the power-assisted chamber 21a, in use, the simulation chamber pressure sensor 32 is mainly used for monitoring whether a simulation chamber loop is normal, and the power-assisted chamber pressure sensor 33 is mainly used for power-assisted control.
As shown in fig. 1, in the technical solution of the present embodiment, the electronic power-assisted brake system further includes a brake master cylinder 50 and a brake wheel 60, the brake master cylinder 50 is connected with the oilcan 10, an input end of the brake master cylinder 50 is in driving connection with a brake end of the power-assisted piston 22, and the brake wheel 60 is connected with an oil delivery port of the brake master cylinder 50. In use, the booster piston 22 may drive movement of the input end of the master cylinder 50, pushing the master cylinder piston within the master cylinder 50 to the left, creating brake pressure to slow the vehicle. In the technical scheme of the embodiment, two oil delivery ports are provided, and one oil delivery port is connected with two brake wheels 60.
More preferably, as shown in fig. 1, in the technical solution of the present embodiment, the electronic power-assisted braking system further includes an electronic stabilizing system 70, the electronic stabilizing system 70 is disposed between the brake master cylinder 50 and the brake wheel 60, and when in use, the braking pressure can be more stably transferred to the brake wheel via the electronic stabilizing system 50, and hydraulic braking force is generated to slow down the vehicle
As an alternative embodiment, as shown in fig. 2, the relief valve circuit 28 includes a relief flow path 281, a relief valve 282, and a relief pushrod 283. The pressure release flow path 281 is arranged on the driving piston 24, a first end of the pressure release flow path 281 is connected with the simulation cavity 21b, a second end of the pressure release flow path 281 is connected with the normal pressure cavity 21c, the pressure release valve 282 is arranged on the pressure release flow path 281 and used for controlling the on-off of the pressure release flow path 281, the pressure release ejector rod 283 is connected with the pressure release valve 282, and the pressure release ejector rod 283 extends out of the matched end of the driving piston 24. When the power-assisted supply device 23 cannot work normally, the driving piston 24 moves leftwards, the master cylinder input push rod 25 cannot move leftwards, the decoupling gap a is reduced, and when the decoupling gap a is smaller than or equal to a preset value, the second end of the master cylinder input push rod 25 is matched with the pressure release push rod 283 to open the pressure release valve 282. If the booster supply 23 can be operated normally, it is ensured that the decoupling gap a is greater than a predetermined value, so that the relief valve 282 remains closed and is not opened. As a preferred embodiment, as shown in fig. 2, a spring is mounted on the relief valve 282, and the relief valve 282 is ensured to be in a normally closed state by the elastic force of the spring. As an alternative embodiment, the relief valve circuit 28 may be of other design.
As shown in fig. 2, in the technical solution of the present embodiment, the sealing structure 241 is two first sealing rings disposed on the driving piston 24 at intervals, and a normal pressure chamber 21c is formed between the two first sealing rings. As an alternative embodiment, the sealing structure 241 may be an annular protrusion formed on the driving piston 24 by improving manufacturing accuracy.
More preferably, as shown in fig. 2, a second sealing ring 29 is provided between the master cylinder input push rod 25 and the main housing 21, and the second sealing ring 29 functions to improve the sealing property between the master cylinder input push rod 25 and the main housing 21, ensuring that the booster chamber 21a and the dummy chamber 21b can withstand a larger pressure.
The relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless it is specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective parts shown in the drawings are not drawn in actual scale for convenience of description. Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but should be considered part of the specification where appropriate. In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.
Spatially relative terms, such as "above … …," "above … …," "upper surface at … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations of "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
In the description of the present invention, it should be understood that the azimuth or positional relationships indicated by the azimuth terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal", and "top, bottom", etc., are generally based on the azimuth or positional relationships shown in the drawings, merely to facilitate description of the present invention and simplify the description, and these azimuth terms do not indicate and imply that the apparatus or elements referred to must have a specific azimuth or be constructed and operated in a specific azimuth, and thus should not be construed as limiting the scope of protection of the present invention; the orientation word "inner and outer" refers to inner and outer relative to the contour of the respective component itself.
The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (9)
1. An electronic power-assisted braking system, comprising:
an oilcan (10);
a pedal input mechanism (20), the pedal input mechanism (20) comprising:
a main housing (21), wherein a relatively independent power assisting cavity (21 a) and a mounting cavity are formed in the main housing (21);
a booster piston (22) movably mounted on the booster cavity (21 a), wherein a first end of the booster piston (22) extends out of the main shell (21) to form a braking end, and a second end of the booster piston (22) is positioned in the booster cavity (21 a) to form a booster end;
a booster provider (23) connected between the oil can (10) and the booster cavity (21 a), wherein the booster provider (23) is used for providing pressure in the booster cavity (21 a) to enable the booster piston (22) to move towards the braking end of the booster piston;
the driving piston (24) is movably arranged on the mounting cavity, a first end of the driving piston (24) is a pedal input end, the pedal input end is used for being in driving connection with the brake pedal (40), a second end of the driving piston (24) forms a matching end, a sealing structure (241) matched with the inner wall of the mounting cavity is further formed on the driving piston (24), the mounting cavity is divided into a simulation cavity (21 b) and an ordinary pressure cavity (21 c) by the sealing structure (241), a pressure relief valve loop (28) is further arranged on the driving piston (24), and the pressure relief valve loop (28) is connected between the simulation cavity (21 b) and the ordinary pressure cavity (21 c);
a master cylinder input push rod (25) movably arranged between the power-assisted cavity (21 a) and the simulation cavity (21 b), wherein a first end of the master cylinder input push rod (25) is matched with a power-assisted end of the power-assisted piston (22), and a decoupling gap (a) is formed between a second end of the master cylinder input push rod (25) and a matched end of the driving piston (24);
the pedal feel simulator (26), the oil inlet end of the pedal feel simulator (26) is communicated with the simulation cavity (21 b);
an oil return hole (211) and a fluid supplementing hole (212) which are communicated with the oil can (10) are also formed on the main shell (21), the oil return hole (211) is communicated with the simulation cavity (21 b) in an unbraked state, and the fluid supplementing hole (212) is communicated with the normal pressure cavity (21 c); in a braking state, the driving piston (24) moves towards the matching end of the driving piston, and the oil return hole (211) and the fluid supplementing hole (212) are communicated with the normal pressure cavity (21 c);
when the decoupling gap (a) is greater than a predetermined value, the relief valve circuit (28) is closed; when the decoupling gap (a) is smaller than or equal to a preset value, the pressure relief valve loop (28) is opened, the pressure relief valve loop (28) enables an oil way to bypass the pedal feel simulator (26), the matching end of the driving piston (24) is matched with the second end of the main cylinder input push rod (25), and the driving piston (24) can push the booster piston (22) to move towards the braking end of the booster piston;
the relief valve circuit (28) comprises:
a pressure release flow path (281) which is arranged on the driving piston (24), wherein a first end of the pressure release flow path (281) is connected with the simulation cavity (21 b), and a second end of the pressure release flow path (281) is connected with the normal pressure cavity (21 c);
the pressure release valve (282) is arranged on the pressure release flow path (281) and is used for controlling the on-off of the pressure release flow path (281);
the pressure release ejector rod (283) is connected with the pressure release valve (282), the pressure release ejector rod (283) extends out of the matched end of the driving piston (24), and when the decoupling gap (a) is smaller than or equal to a preset value, the second end of the master cylinder input ejector rod (25) is matched with the pressure release ejector rod (283) to open the pressure release valve (282); when the decoupling gap (a) is greater than a predetermined value, the pressure relief valve (282) is closed.
2. The electric power-assisted brake system according to claim 1, characterized in that the pedal input mechanism (20) further comprises a return spring (27), the return spring (27) being mounted between the mating end of the active piston (24) and the inner wall of the simulation chamber (21 b).
3. The electric power-assisted brake system according to claim 1, characterized in that it further comprises a pedal travel sensor (31), said pedal travel sensor (31) being adapted to detect the position of said pedal input, said power-assisted provider (23) being activated when the position of said pedal input is moved towards a braking state.
4. The electric power assisted brake system of claim 1, further comprising a brake pedal (40), the brake pedal (40) being mounted on the pedal input.
5. The electric power assisted brake system of claim 1, further comprising:
-a simulated cavity pressure sensor (32) for detecting the pressure of the simulated cavity (21 b);
and the booster cavity pressure sensor (33) is used for detecting the pressure of the booster cavity (21 a).
6. The electric power assisted brake system of claim 1, further comprising:
the brake master cylinder (50) is connected with the oilcan (10), and the input end of the brake master cylinder (50) is in driving connection with the braking end of the booster piston (22);
and the brake wheel (60) is connected with the oil delivery port of the brake master cylinder (50).
7. The electric power assisted brake system of claim 6, further comprising an electric stabilization system (70), the electric stabilization system (70) being disposed between the brake master cylinder (50) and the brake wheel (60).
8. The electric power-assisted braking system according to claim 1, characterized in that said sealing structure (241) is two first sealing rings arranged on said active piston (24) at intervals, between which said normal pressure chamber (21 c) is formed.
9. An electronic power brake system according to claim 1, characterized in that a second sealing ring (29) is provided between the master cylinder input pushrod (25) and the main housing (21).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111677765.5A CN114148310B (en) | 2021-12-31 | 2021-12-31 | Electronic power-assisted braking system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111677765.5A CN114148310B (en) | 2021-12-31 | 2021-12-31 | Electronic power-assisted braking system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114148310A CN114148310A (en) | 2022-03-08 |
| CN114148310B true CN114148310B (en) | 2024-02-02 |
Family
ID=80449922
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111677765.5A Active CN114148310B (en) | 2021-12-31 | 2021-12-31 | Electronic power-assisted braking system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114148310B (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006007874A (en) * | 2004-06-23 | 2006-01-12 | Toyota Motor Corp | Brake fluid pressure generating device and brake system |
| JP2013199177A (en) * | 2012-03-23 | 2013-10-03 | Toyota Motor Corp | Electronically controlled brake system |
| KR20150118211A (en) * | 2014-04-11 | 2015-10-22 | 주식회사 만도 | Electric brake system |
| CN105752065A (en) * | 2016-02-23 | 2016-07-13 | 中国第汽车股份有限公司 | Brake control mechanism which has electronic-hydraulic assistance function and is used for electric vehicle |
| CN113788000A (en) * | 2021-10-13 | 2021-12-14 | 南京经纬达汽车科技有限公司 | Fully-decoupled electro-hydraulic servo brake system |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10800389B2 (en) * | 2018-08-31 | 2020-10-13 | Robert Bosch Gmbh | Haptic feedback for decoupled brake system |
-
2021
- 2021-12-31 CN CN202111677765.5A patent/CN114148310B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006007874A (en) * | 2004-06-23 | 2006-01-12 | Toyota Motor Corp | Brake fluid pressure generating device and brake system |
| JP2013199177A (en) * | 2012-03-23 | 2013-10-03 | Toyota Motor Corp | Electronically controlled brake system |
| KR20150118211A (en) * | 2014-04-11 | 2015-10-22 | 주식회사 만도 | Electric brake system |
| CN105752065A (en) * | 2016-02-23 | 2016-07-13 | 中国第汽车股份有限公司 | Brake control mechanism which has electronic-hydraulic assistance function and is used for electric vehicle |
| CN113788000A (en) * | 2021-10-13 | 2021-12-14 | 南京经纬达汽车科技有限公司 | Fully-decoupled electro-hydraulic servo brake system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114148310A (en) | 2022-03-08 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP3072760B1 (en) | Brake apparatus | |
| US9061673B2 (en) | Brake system for a vehicle and method for operating a brake system for a vehicle | |
| US10207690B2 (en) | Brake apparatus | |
| US8424976B2 (en) | Brake system for motor vehicles | |
| JP6413138B2 (en) | Hydraulic pressure control device and brake system | |
| CN203078511U (en) | Automobile brake-by-wire system | |
| JP4976280B2 (en) | Method of operating a brake actuation unit of an automobile brake system | |
| CN109927698A (en) | A kind of line traffic control electro-hydraulic brake system and braking method | |
| EP2783932B1 (en) | Brake device | |
| JPH0624921B2 (en) | Hydraulic brake device | |
| CN205440327U (en) | Electronic helping hand braking system with complex function | |
| KR102115716B1 (en) | Electronic hydraulic brake device | |
| US9777751B2 (en) | Braking device | |
| US20060186733A1 (en) | Electrohydraulic brake system for motor vehicles | |
| CN109927696B (en) | Vehicle electronic hydraulic braking system and braking method | |
| GB1424939A (en) | Booster assembly for use with an hydraulic braking system | |
| US4576004A (en) | Braking device with oppositely movable diaphragms | |
| CN114148310B (en) | Electronic power-assisted braking system | |
| CN114148311B (en) | Electronic power-assisted braking device | |
| US9403515B2 (en) | Pressure transmission device for a vehicle, power-assisted braking system and method | |
| CN110562225B (en) | Hydraulic braking device, control device and method thereof, and new energy automobile braking system | |
| KR20140057888A (en) | Braking system with electric motor booster for vehicle | |
| JP4815256B2 (en) | BBW brake system | |
| JP5646965B2 (en) | Arrangement structure of vehicle structure mounting room | |
| CN111231915B (en) | Brake system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |