CN207860162U - The line traffic control brake fluid system of four-wheel pressure independent control - Google Patents

Abstract

The utility model provides the line traffic control brake fluid system of four-wheel pressure independent control, respectively via the master cylinder piping connection in master cylinder normal open switch solenoid valve and brake treadle mechanism, four pressure control units are composed in series four pressure control units in the system by a normal open switch solenoid valve, an automatically controlled compress cell and a normally opened linear solenoid valve；The normally opened linear solenoid valve downstream is separately connected a wheel cylinder, and is equipped with pressure sensor on the pipeline of the two connection；Each solenoid valve, sensor and automatically controlled compress cell are connect with electronic control unit signal respectively；The braking system can be realized including the control for brake under energization effective status and under power-off failure state, and wheel cylinder supercharging, pressurize or decompression are independently controlled by four pressure control units.The utility model can actively build pressure, Quick-pressurizing, accurate pressure control during vehicle braking and have failure braking and regenerative braking capability.

Description

The line traffic control brake fluid system of four-wheel pressure independent control

Technical field

The utility model belongs to the line control brake system technical field of intelligent electric automobile or intelligent network connection automobile, specifically relates to And the line traffic control brake fluid system of four-wheel pressure independent control.

Background technology

Under the overall situation of atmosphere polluting problem getting worse, the center of gravity of automobile industry development is just gradually by conventional fuel oil car It is shifted to the new-energy automobiles such as hybrid vehicle or pure electric automobile field in field.In the case, each enterprise's input is big Amount fund enters the design research and development in new-energy automobile field, and as what new-energy automobile was researched and developed gos deep into, it is therewith adaptably, right The braking system of the new-energy automobiles such as hybrid vehicle, pure electric automobile proposes new requirement.To realize new energy vehicle The electrification of braking system, lightweight, integrated and intelligent, new-energy automobile braking system has been phased out traditional vacuum and has been helped The form of power device, then use the form of line traffic control electric-machine directly-driven or high pressure accumulator.Currently, some vehicle component manufacturers have ground The line control brake system of oneself, such as the SCB systems of the HAS hev systems of Bosch companies of Germany and TRW Ltd. (US) One Space Park, Redondo Beach CA 90278 U.S.A. of the U.S. are made, And it is applied on new-energy automobile.Line control brake system is better than the spy of traditional vacuum booster braking system with it Point, it has also become current brake systematic research hot spot.

In the patent of invention that the patent publication No. of Tsinghua University's application is CN105667484A, it is double to disclose a kind of full decoupling Motor-driven line control brake system, the art solutions replace traditional vacuum assisted hydraulic brake system using double assist motors Vacuum booster in system drags master cylinder connecting link by deceleration torque mechanism and rack and pinion mechanism, realizes brake pressure Foundation；Simultaneously during being braked, brake feel is formed by pedal sense simulator.The system is using double power-assisteds Motor pushing sleeve, and master cylinder connecting link is pushed by sleeve, and the rear end of piston push rod is connect with reinforcement room second piston, when While motor pushing piston push rod, reinforcement room second piston also travels forward together, this is not intended to that brake feel will be influenced Feedback, or even the erroneous judgement of driver is caused, influence the safety of vehicle.

In the patent of invention that the patent publication No. of Tongji University's application is CN104760586A, a kind of bi-motor line is disclosed Braking system is controlled, motor convert rotational motion is linear motion by roller screw mechanism by two motors.A wherein motor In leading screw screw rod connect with pedal push rod, provide brake feel for driver；Another motor is then used for pushing master cylinder piston, Realize the foundation of brake pressure.But since the system uses two sets of motor-roller screw mechanisms, and it is only wherein a set of for real The foundation of existing pressure, thus it is more demanding to motor performance, and the another set of simulation for being used for realizing brake feel, and motor and pedal Between using mechanical connection, system control tool acquires a certain degree of difficulty.

Invention content

It is of the existing technology to overcome the utility model proposes the line traffic control brake fluid system of four-wheel pressure independent control Conventional braking systems vacuum booster volume is big, it is expensive, cannot achieve active brake function, brake pressure is not easy accurately to control System, can not match work and current existing motor-driven line traffic control with the current driving of intelligence auxiliary function such as ACC, AEB The defects of braking system is more demanding to motor performance, in conjunction with Figure of description, the technical solution of the utility model is as follows：

The line traffic control brake fluid system of four-wheel pressure independent control, the system is by brake treadle mechanism, electronic control unit ECU, pressure control unit and wheel cylinder composition；There are four the pressure control units, normally opened via a master cylinder respectively Switch electromagnetic valve and the master cylinder piping connection in brake treadle mechanism, four pressure control units are normally opened by one Switch electromagnetic valve, an automatically controlled compress cell and a normally opened linear solenoid valve are composed in series；Under the normally opened linear solenoid valve Trip is separately connected a wheel cylinder, and is equipped with pressure sensor on the pipeline of the two connection；The master cylinder normal open switch Solenoid valve, normal open switch solenoid valve, automatically controlled compress cell, normally opened linear solenoid valve and pressure sensor are single with electronic control respectively First signal connection；Four pressure control units independently act braking supercharging, the pressurize realized to corresponding wheel cylinder Or decompression.

Further, the automatically controlled compress cell is made of concentration motor, connection push rod and single-chamber master cylinder；The concentration electricity Machine is by electric machine casing, motor stator, rotor, roller screw nut, ball body, roller screw screw rod, first bearing and Two bearings form, and the stator is fixed on the inner peripheral wall of electric machine casing, and the rotor is mounted in stator, and two ends of rotor is logical Bearing is crossed in the end cap at electric machine casing both ends, the roller screw nut is fixedly connected on the inner peripheral surface of rotor, The roller screw screw rod is mounted on the inside of roller screw nut, and the ball body is mounted on ball-screw nut and ball wire Ball screw assembly, is formed in the guide groove of thick stick screw rod, the ball-screw screw rod is provided with through-hole in an axial direction, and on the inside of through hole back-end Equipped with edge in annular；The concentration motor is connect with electronic control unit signal；

The single-chamber master cylinder is made of single-chamber master cylinder shell, single-chamber master cylinder piston and single-chamber master cylinder piston return spring, institute It states single-chamber master cylinder shell to be fixed on the front end face of electric machine casing, the single-chamber master cylinder piston is placed in single-chamber master cylinder shell and list Single-chamber master cylinder inner cavity is formed on the bottom of chamber master cylinder shell, and single-chamber master cylinder piston return spring position is connected to single-chamber master cylinder shell Bottom and the front end face of single-chamber master cylinder piston between, had on the single-chamber master cylinder shell corresponding to single-chamber master cylinder inner cavity Single-chamber master cylinder oil inlet and single-chamber master cylinder outlet mouth；

The front end of the connection push rod acts against on the rear end face of single-chamber master cylinder piston, and rear end acts against ball-screw screw rod In the annular of inside along front end face.

Further, the brake treadle mechanism is made of brake pedal 1, master cylinder 4 and pedal sense simulator 6； The master cylinder 4 is by pedal push rod 3, pedal displacement sensor 2, brake master cylinder piston 39, brake master cylinder piston return spring 12 and master cylinder shell 5 form；One end of the brake pedal 1 and pedal push rod 3 is hinged, the other end of pedal push rod 3 with The outer end face of brake master cylinder piston 39 in master cylinder shell 5 connects, the inner face and master cylinder of brake master cylinder piston 39 Master cylinder inner cavity 15 is formed on the bottom of shell 5, and brake master cylinder piston return spring 12 is connected to the interior of brake master cylinder piston 39 Between end face and the bottom of master cylinder shell 5, it is provided on 15 corresponding master cylinder shell 5 of master cylinder inner cavity for outer Take over the hydraulic fluid port on road, the brake pedal displacement sensor 2 is mounted on pedal push rod 3, and with 16 signal of electronic control unit Connection；The pedal sense simulator 6 and 15 piping connection of master cylinder inner cavity.

Further, pedal sense simulator 6 is by simulator normally closed solenoid valve 11, simulator shell 7, emulator piston 9 and simulator spring 8 form, simulator inner cavity 10 is formed between the front end face and simulator shell 7 of the emulator piston 9, Simulator inner cavity 10 passes through 11 piping connection of simulator normally closed solenoid valve, 8 liang of the simulator spring with master cylinder inner cavity 15 The rear end face respectively at emulator piston 9 is held to be connected with the bottom surface of simulator shell 7.

Further, the master cylinder is by a check valve and oil storage cup piping connection, and is oil storage cup to system Dynamic master cylinder one-way conduction；The pressure control unit is also connected with a vacuum solenoid valve, and vacuum solenoid valve side hydraulic fluid port is logical It crosses pipeline to connect with oil storage cup, other side hydraulic fluid port controls single by pipeline and master cylinder normal open switch solenoid valve and four pressure The fluid pipeline that normal open switch solenoid valve in member is connected is connected；The vacuum solenoid valve is normally closed solenoid valve.

Compared with prior art, the beneficial effects of the utility model are：

1, four mutually independent automatically controlled compress cells pair are used in line traffic control brake fluid system described in the utility model Wheel cylinder applies brake pressure, and each automatically controlled compress cell is all made of a set of motor-ball screw framework and pushes directly on correspondence Single-chamber master cylinder, reduce requirement of the braking system to motor performance, and the braking system can be realized and actively build pressure, quickly increasing Pressure, accurate pressure control, failure braking and regenerative braking capability.

2, line traffic control brake fluid system described in the utility model eliminates traditional vacuum booster form, electric vehicle without Electric vacuum pump must additionally be increased to provide vacuum source for vacuum booster, power brake can be realized by vehicle power supply power supply Function, system structure are simplified.

3, line traffic control brake fluid system described in the utility model realizes master cylinder and four mutually independent automatically controlled The full decoupling of compress cell, the vibration biography that system generates in braking process can not be transferred on brake pedal, that is, avoid driving Member feels brake vibration, improves the comfort level of driving.

4, the line traffic control brake fluid system control of line described in the utility model can both be realized under system energization effective status Brake-by-wire, and can realize effective brake in the case where system cut-off fails, to ensure traffic safety, that is, provide failure Defencive function.

5, line traffic control brake fluid system described in the utility model is led in the case where controlling brake pedal without driver The control program crossed in electronic control unit can also realize conventional brake or ABS (anti-lock braking system Anti- LockBrakingSyst em) braking function, it creates conditions for intelligent driving.

6, line traffic control brake fluid system described in the utility model is by coordinating the vehicle speed sensor installed on vehicle, electronics The Vehicular status signal that the vehicle status sensors such as throttle sensor and trailer-mounted radar are monitored, is analyzed and determined, energy Realize TCS (traction control system Traction Control System) operating mode, ESC (body electronics stability control systems Unite Electronic Speed Control System) operating mode, ACC (adaptive cruise) operating modes and AEB (automatic emergency systems It is dynamic) braking function under operating mode.

7, the line traffic control brake fluid system of the utility model can be with regenerative braking system for vehicle co-ordination, to the full extent The recycling for realizing braking energy, to save electric energy.

Description of the drawings

Fig. 1 is the composed structure schematic diagram of line traffic control brake fluid system described in the utility model；

Fig. 2 is the structural schematic diagram of the second automatically controlled compress cell in line traffic control brake fluid system described in the utility model；

Fig. 3 is that line traffic control brake fluid system described in the utility model brakes supercharging fluid path figure under conventional brake operating mode；

Fig. 4 is line traffic control brake fluid system described in the utility model braking compression release fluid path figure under conventional brake operating mode；

Fig. 5 is that line traffic control brake fluid system described in the utility model four-wheel under ABS operating modes is pressurized fluid path figure simultaneously；

Fig. 6 is line traffic control brake fluid system described in the utility model four-wheel while pressurize fluid path figure under ABS operating modes；

Fig. 7 is that line traffic control brake fluid system described in the utility model four-wheel under ABS operating modes depressurizes fluid path figure simultaneously；

Fig. 8 is line traffic control brake fluid system described in the utility model under ABS operating modes, the near front wheel supercharging, off hind wheel and a left side Trailing wheel pressurize, off-front wheel depressurize fluid path figure；

Fig. 9 is line traffic control brake fluid system described in the utility model the near front wheel boost fluid road figure under TCS operating modes；

Figure 10 is line traffic control brake fluid system described in the utility model the near front wheel pressurize fluid path figure under TCS operating modes；

Figure 11 is that line traffic control brake fluid system described in the utility model the near front wheel under TCS operating modes depressurizes fluid path figure；

Figure 12 is line traffic control brake fluid system described in the utility model the near front wheel supercharging, off hind wheel and left side under TCS operating modes Trailing wheel pressurize, off-front wheel depressurize fluid path figure；

Figure 13 is line traffic control brake fluid system described in the utility model the near front wheel boost fluid road figure under ESC operating modes；

Figure 14 is line traffic control brake fluid system described in the utility model the near front wheel supercharging, off hind wheel and left side under ESC operating modes Trailing wheel pressurize, off-front wheel depressurize fluid path figure；

Figure 15 is that line traffic control brake fluid system described in the utility model four-wheel under ACC operating modes is pressurized fluid path figure simultaneously；

Figure 16 is line traffic control brake fluid system described in the utility model four-wheel while pressurize fluid path figure under ACC operating modes；

Figure 17 is that line traffic control brake fluid system described in the utility model four-wheel under ACC operating modes depressurizes fluid path figure simultaneously；

Figure 18 is that line traffic control brake fluid system described in the utility model four-wheel under AEB operating modes is pressurized fluid path figure simultaneously；

Figure 19 is that line traffic control brake fluid system described in the utility model four-wheel under regenerative braking operating mode is pressurized fluid path simultaneously Figure；

Figure 20 is line traffic control brake fluid system described in the utility model four-wheel booster brake fluid path under power-off failure operating mode Figure；

In figure：

1 brake pedal, 2 pedal displacement sensors, 3 pedal push rods, 4 master cylinders,

5 master cylinder shells, 6 pedal sense simulators, 7 simulator shells, 8 simulator springs,

9 emulator pistons, 10 simulator inner cavities, 11 simulator normally closed solenoid valves, 12 brake master cylinder piston return springs,

13 check valves, 14 oil storage cups, 15 master cylinder inner cavities, 16 electronic control unit ECU,

17 master cylinder normal open switch solenoid valves, 18 vacuum solenoid valves, 19 the 4th normal open switch solenoid valves, 20 thirds are normally opened to be opened Powered-down magnet valve,

21 second normal open switch solenoid valves, 22 first normal open switch solenoid valves, 23 first automatically controlled compress cells, 24 Two automatically controlled compress cells,

The automatically controlled compress cell of 25 thirds, 26 the 4th automatically controlled compress cells, 27 the 4th normally opened linear solenoid valves, 28 the 4th pressures Force snesor,

The normally opened linear solenoid valve of 29 thirds, 30 third pressure sensors, 31 second normally opened linear solenoid valves, 32 second pressures Force snesor,

33 first normally opened linear solenoid valves, 34 first pressure sensors, 35 left front wheel cylinders, braked wheel behind 36 right sides Cylinder,

37 left back wheel cylinders, wheel cylinder before 38 right sides, 39 brake master cylinder pistons；

24A concentrates motor, 24B single-chamber master cylinders；

2401 concentration electric machine casings, 2402 motor stators, 2403 rotors, 2404 ball-screw nuts,

2405 ball bodies, 2406 ball-screw screw rods, 2407 second bearings, 2408 single-chamber master cylinder shells,

2409 connection push rods, 2410 single-chamber master cylinder pistons, 2411 single-chamber master cylinder oil inlets, 2412 single-chamber master cylinder pistons Return spring,

2413 single-chamber master cylinder inner cavities, 2414 single-chamber master cylinder outlet mouths, 2415 first bearings.

Dotted line indicates that signal connection relation, fine line indicate influidic connecting relation in figure.

Specific implementation mode

For the technical solution of the utility model and its caused advantageous effect is expanded on further, in conjunction with Figure of description sheet The specific implementation mode of utility model is as follows：

The utility model provides the line traffic control brake fluid system of four-wheel pressure independent control, and the braking system is by braking Pedal gear, electronic control unit ECU, pressure control unit and wheel cylinder composition.

As shown in Figure 1, the brake treadle mechanism is by brake pedal 1, master cylinder 4, pedal sense simulator 6 and oil storage Cup 14 forms；The master cylinder 4 is by pedal push rod 3, pedal displacement sensor 2, brake master cylinder piston 39, brake master cylinder piston Return spring 12 and master cylinder shell 5 form；The pedal sense simulator 6 is by simulator normally closed solenoid valve 11, simulator Shell 7, emulator piston 9 and simulator spring 8 form, shape between the front end face and simulator shell 7 of the emulator piston 9 At simulator inner cavity 10.1 top of the brake pedal is hinged on the car body, and 1 bottom end of brake pedal is to trample end, and driver tramples End is trampled in the bottom end of brake pedal 1, and brake pedal 1 will be hinged spot wobble around top；The middle part of the brake pedal 1 and pedal 3 one end of push rod is hinged, and 3 other end of pedal push rod is connect with the rear end face of brake master cylinder piston 39, and the pedal push rod 3 will be braked Pedal thrust on pedal 1 is transferred to brake master cylinder piston 39；The pedal displacement sensor 2 is mounted on pedal push rod 3； Master cylinder inner cavity 15, the system are formed between the front end face and the bottom surface of master cylinder shell 5 of the brake master cylinder piston 39 Dynamic 12 both ends of master cylinder piston return spring connect with the bottom surface of the front end face of brake master cylinder piston 39 and master cylinder shell 5 respectively It connects；Hydraulic fluid port there are three being opened on 15 corresponding master cylinder shell 5 of the master cylinder inner cavity, wherein on master cylinder shell 5 First hydraulic fluid port passes through simulator normally closed solenoid valve 11 and 10 piping connection of simulator inner cavity, 8 both ends of the simulator spring difference It is connected with the bottom surface of simulator shell 7 in the rear end face of emulator piston 9；The second hydraulic fluid port on master cylinder shell 5 passes through one A check valve 13 and 14 piping connection of oil storage cup, and the installation direction of check valve 13 is that oil storage cup 14 is single to master cylinder inner cavity 15 To conducting, brake fluid is supplemented to master cylinder inner cavity 15 for oil storage cup 14, and prevent the brake fluid in master cylinder inner cavity 15 Flow back to oil storage cup 14.

The pedal displacement sensor 2 connect with electronic control unit ECU16 signals, and pedal displacement sensor 2 will detect The displacement signal of pedal push rod 3 is converted into electric signal and is sent to electronic control unit ECU16, is done further for electronic control unit ECU16 Analysis and judgement；The simulator normally closed solenoid valve 11 is connect with electronic control unit ECU16 signals, simulator normally closed solenoid valve 11 It is opened or closed under the control of electronic control unit ECU16, and then between control pedal sense simulator 6 and master cylinder inner cavity 15 Pipeline break-make.

As shown in Figure 1, there are four pressure control units in line traffic control brake fluid system described in the utility model, respectively First pressure control unit, second pressure control unit, third pressure control unit and the 4th pressure control unit.Four pressure The structure of control unit is identical.

The first pressure control unit is normal by the first normal open switch solenoid valve 22, the first automatically controlled compress cell 23, first Opening linear solenoid valve 33, piping connection forms successively, the other side and the left front wheel cylinder of the first normally opened linear solenoid valve 33 35 piping connections, and first pressure is installed on the pipeline that the first normally opened linear solenoid valve 33 is connect with left front wheel cylinder 35 Force snesor 34；The first normal open switch solenoid valve 22, the first automatically controlled compress cell 23,33 and of the first normally opened linear solenoid valve First pressure sensor 34 is connect with electronic control unit ECU16 signals respectively；

The second pressure control unit is normal by the second normal open switch solenoid valve 21, the second automatically controlled compress cell 24, second Opening linear solenoid valve 31, piping connection forms successively, the other side and the wheel cylinder behind the right side of the second normally opened linear solenoid valve 31 36 piping connections, and the second pressure is installed on the pipeline that the second normally opened linear solenoid valve 31 is connect with wheel cylinder 36 behind the right side Force snesor 32；The second normal open switch solenoid valve 21, the second automatically controlled compress cell 24,31 and of the second normally opened linear solenoid valve Second pressure sensor 32 is connect with electronic control unit ECU16 signals respectively；

The third pressure control unit is normal by third normal open switch solenoid valve 20, the automatically controlled compress cell 25 of third, third Opening linear solenoid valve 29, piping connection forms successively, the other side of the normally opened linear solenoid valve of the third 29 and left back wheel cylinder 37 piping connections, and third pressure is installed on the pipeline that the normally opened linear solenoid valve of third 29 is connect with left back wheel cylinder 37 Force snesor 30；The third normal open switch solenoid valve 20, the automatically controlled compress cell 25 of third, normally opened 29 and of linear solenoid valve of third Third pressure sensor 30 is connect with electronic control unit ECU16 signals respectively；

4th pressure control unit is normal by the 4th normal open switch solenoid valve 19, the 4th automatically controlled compress cell the 26, the 4th Opening linear solenoid valve 27, piping connection forms successively, the other side and the wheel cylinder before the right side of the 4th normally opened linear solenoid valve 27 38 piping connections, and the 4th pressure is installed on the pipeline that the 4th normally opened linear solenoid valve 27 is connect with wheel cylinder 38 behind the right side Force snesor 28；The 4th normal open switch solenoid valve 19, the 4th automatically controlled compress cell 26,27 and of the 4th normally opened linear solenoid valve 4th pressure sensor 28 is connect with electronic control unit ECU16 signals respectively；

Above-mentioned first normal open switch solenoid valve 22, the second normal open switch solenoid valve 21,20 and of third normal open switch solenoid valve 4th normal open switch solenoid valve 19 is connect with electronic control unit ECU16 signals respectively, and normal open switch solenoid valve is respectively used to control pair The automatically controlled compress cell answered is turned on or off with master cylinder inner cavity 15.

Automatically controlled 25 and the 4th electricity of compress cell of above-mentioned first automatically controlled compress cell 23, the second automatically controlled compress cell 24, third Control compress cell 26 is connect with electronic control unit ECU16 signals respectively, and four automatically controlled compress cells are respectively used to as braking system pair The wheel cylinder answered generates brake pressure, and accurately controls each automatically controlled supercharging list by the control signal of electronic control unit ECU16 The brake pressure of member output.

Normally opened 29 and of linear solenoid valve of above-mentioned first normally opened linear solenoid valve 33, the second normally opened linear solenoid valve 31, third 4th normally opened linear solenoid valve 27 is connect with electronic control unit ECU16 signals respectively, and electronic control unit ECU16 is normally opened linear by controlling The valve opening of solenoid valve, and then control to adjust the brake pressure of corresponding wheel cylinder.

Above-mentioned first pressure sensor 34, second pressure sensor 32, third pressure sensor 30 and the 4th pressure sensing Device 28 is connect with electronic control unit ECU16 signals respectively, and the brake pressure for detecting corresponding wheel cylinder simultaneously will detect signal It is sent to electronic control unit ECU16.

Wheel cylinder 38 is adopted before wheel cylinder 36, left back wheel cylinder 37 and the right side behind above-mentioned left front wheel cylinder 35, the right side Use disk brake.

Above-mentioned first normal open switch solenoid valve 22, the second normal open switch solenoid valve 21,20 and of third normal open switch solenoid valve The upstream of 4th normal open switch solenoid valve 19 passes through the of a master cylinder normal open switch solenoid valve 17 and master cylinder inner cavity 15 Three hydraulic fluid port piping connections, the master cylinder normal open switch solenoid valve 17 are connect with electronic control unit ECU16 signals, and the master cylinder is normally opened to be opened The effect of powered-down magnet valve 17 is：When corresponding automatically controlled compress cell work, in occluding pressure control unit and master cylinder Oil circuit connection between chamber 15 realizes the full decoupling of master cylinder and wheel cylinder.

In addition, the first normal open switch solenoid valve 22, the second normal open switch solenoid valve 21, third normal open switch solenoid valve 20 and the 4th normal open switch solenoid valve 19 upstream also by a vacuum solenoid valve 18 and 14 piping connection of oil storage cup, with Realize that the fast decompression of each pressure control unit, the vacuum solenoid valve 18 are normally closed solenoid valve.

Automatically controlled 25 and the 4th electricity of compress cell of above-mentioned first automatically controlled compress cell 23, the second automatically controlled compress cell 24, third The structure for controlling compress cell 26 is identical, below by taking the second automatically controlled compress cell 24 as an example, to the specific of automatically controlled compress cell Structure describes in detail.

As shown in Fig. 2, the second automatically controlled compress cell 24 is by concentration motor 24A, connection push rod 2409 and single-chamber master cylinder 24B is formed.The concentration motor 24A is to improve rotor to integrate motor, by concentration electric machine casing 2401, motor stator 2402, electricity Machine rotor 2403, ball-screw nut 2404, ball body 2405,2406 first bearing 2415 of ball-screw screw rod and second bearing 2407 compositions；

The concentration electric machine casing 2401 is cylindrical shape, and the motor stator 2402, which is fixed on, concentrates electric machine casing 2401 On inside circumference wall；Concentrate 2401 both ends of electric machine casing that the end cap with annular convex shoulder is housed, and the end cap central positioned at front end is opened There is through-hole；The rotor 2403 is mounted in motor stator 2402, and 2403 both ends of rotor pass through first bearing 2415 It is rotationally mounted in the end cap convex shoulder for concentrating 2401 both ends of electric machine casing with second bearing 2407；The ball-screw nut 2404 are fixedly connected on the inner peripheral surface of rotor 2403, with 2403 synchronous rotary of rotor；The ball-screw spiral shell Bar 2406 is mounted on the inside of ball-screw nut 2404, and the ball body 2405 is mounted on ball-screw nut 2404 and ball In the guide groove of leading screw screw rod 2406, the ball-screw nut 2404, ball body 2405 and ball-screw screw rod 2406 form one Cover stable ball screw assembly,；The ball-screw screw rod 2406 is provided with through-hole in an axial direction, and ring is equipped on the inside of through hole back-end Edge in shape；The diameter for concentrating the through-hole diameter of 2401 front end end cap of electric machine casing to be more than ball-screw screw rod 2406；It concentrates Motor 24A is connect with electronic control unit ECU16 signals, electronic control unit ECU16 by analyzing the collected signal of sensor, The action of motor 24A in domination set.

The single-chamber master cylinder 24B is by single-chamber master cylinder shell 2408, single-chamber master cylinder piston 2410 and single-chamber master cylinder piston return Spring 2412 forms, and the single-chamber master cylinder shell 2408 is open backwards and is fixed on the front end face for concentrating electric machine casing 2401, The single-chamber master cylinder piston 2410 is placed in the bottom in single-chamber master cylinder shell 2408 with single-chamber master cylinder shell 2408 and forms single-chamber master Cylinder inner cavity 2413, the single-chamber master cylinder piston return spring 2412 are located in single-chamber master cylinder inner cavity 2413, are connected to single-chamber master cylinder Between the bottom and the front end face of single-chamber master cylinder piston 2410 of shell 2408, in the single-chamber master corresponding to single-chamber master cylinder inner cavity 2413 Single-chamber master cylinder oil inlet 2411 and single-chamber master cylinder outlet mouth 2414 are had on cylinder housing 2408, wherein the single-chamber master cylinder Oil inlet 2411 is the oil inlet of the second electro-hydraulic compress cell 24, is used for and 15 pipeline of the first normal open switch solenoid valve Connection, the single-chamber master cylinder outlet mouth 2414 are the oil outlet of the second electro-hydraulic compress cell 24, for it is first normally opened 22 piping connection of linear solenoid valve.

The front end of the connection push rod 2409 is equipped with big push plate, and rear end is equipped with the small outer of annular；Wherein, push rod is connected 2409 small outer rear end face acts against in the annular of 2406 inside of ball-screw screw rod along front end face, the connection push rod 2409 big push plate front end face acts against on the rear end face of single-chamber master cylinder piston 2410.

After concentrating motor 24A to start, when rotor 2403 rotates forward, ball-screw nut 2404 is therewith together Rotation, ball-screw screw rod 2406 is transferred to by ball body 2405, under the action of ball screw assembly, ball-screw nut 2404 rotate in the forward direction the straight forward movement that conversion of motion is ball-screw screw rod 2406, and ball-screw screw rod 2406 pushes away in turn Dynamic connection push rod 2409 travels forward, and then single-chamber master cylinder piston 2410 is pushed to travel forward, 2413 volume of single-chamber master cylinder inner cavity It is gradually reduced under the compression of single-chamber master cylinder piston 2410, compressed liquid pressure increases；When rotor 2403 rotates backward, Ball-screw screw rod 2406 moves backward, and ball-screw screw rod 2406 is detached with connection push rod 2409, at this point, living in single-chamber master cylinder Under the promotion for filling in return spring 2412, single-chamber master cylinder piston 2410 moves backward, and the volume of single-chamber master cylinder inner cavity 2413 becomes larger, Fluid pressure reduces.

The specific work process and function of the utility model realize that process is as follows：

According to the concrete composition mechanism of the line traffic control brake fluid system of aforementioned four-wheel pressure independent control, the utility model institute The brake control process for stating the line traffic control brake fluid system of four-wheel pressure independent control includes：Control for brake mistake under energized state Brake control process under journey and off-position；

The control process of the braking process is specific as follows：

1, under energization effective status, the control for brake mistake of the line traffic control brake fluid system of the four-wheel pressure independent control Journey is as follows：

1.1 brake pedal brake feel simulation processes：

As shown in Figure 1, when driver tramples brake pedal 1, brake pedal 1 pushes pedal push rod 3 to move forward, pedal push rod 3 push the movement in master cylinder inner cavity 15 of brake master cylinder piston 39, and electronic control unit ECU16 controls the normally closed electromagnetism of simulator at this time Valve 11 is in the channel status for being powered and opening, meanwhile, electronic control unit ECU16 control master cylinder normal open switch solenoid valve 17 is in logical The off state being electrically turn off, control pedal power and wheel cylinder brake pressure realize full decoupling, the master cylinder inner cavity at this time Hydraulic oil in 15, by fluid pressure line, pedal is flowed into through simulator normally closed solenoid valve 11 under the action of brake master cylinder piston 39 In sense simulator fluid cavity, hydraulic oil pushes pedal sense simulator piston 9 to move, after pedal sense simulator piston 9 End is connected with pedal sense simulator spring 8, and pedal sense simulator spring 8 is pushed by pedal sense simulator piston 9 and generated Deformation forms elastic resistance, realizes that simulating brake pedal brake is felt；When driver loosen the brake 1 when, pedal sense mould Quasi- device spring 8 pushes pedal sense simulator piston 9 to move forward under the action of restoring force, pedal sense simulator piston 9 Further hydraulic oil is pushed to be flowed back in master cylinder inner cavity 15 through simulator normally closed solenoid valve 11 by fluid pipeline.

1.2 wheel cylinders brake pressurization control process

As shown in Figure 1, when driver tramples brake pedal 1, electronic control unit ECU16 control simulators normally closed solenoid valve 11 Hydraulic oil in the channel status opened that is powered, master cylinder inner cavity 15 flows into pedal sense through simulator normally closed solenoid valve 11 Feel in simulator fluid cavity, brake pedal 1 moves forward, and brake pedal displacement signal is sent to by brake pedal displacement sensor 2 In electronic control unit ECU16, electronic control unit ECU16 is stepped on according to the brake pedal displacement signal of input, or without trampling braking In the case of plate 2, electronic control unit ECU16 is judged by other onboard sensors and detecting system and is exported to pressure control unit Brake pressurization control signal；

1.2.1 35 booster brake of left front wheel cylinder：

As shown in Figure 1, under the monitoring of first pressure sensor 34, the pressure in left front wheel cylinder 35 reaches default Brake pressure before, electronic control unit ECU16 sends out control instruction to first pressure control unit, wherein electronic control unit ECU16 It controls the first normal open switch solenoid valve 22 and is in the off state for being powered and closing, electronic control unit ECU16 controls vacuum solenoid valve 18 The off state closed in power-off, electronic control unit ECU16 the first normally opened linear solenoid valves 33 of control are opened logical in power-off Line state, electronic control unit ECU16 send control instruction signal (due to the first electricity to the concentration motor of the first automatically controlled compress cell 23 The structure for controlling compress cell 23 is identical with the structure of the second automatically controlled compress cell 24, therefore the first automatically controlled compress cell 23 The control course of work see Fig. 2), the rotor 2403 of motor rotates forward in domination set, and ball-screw nut 2404 is therewith It rotates synchronously, ball-screw screw rod 2406 is transferred to by ball body 2405, under the action of ball screw assembly, ball-screw spiral shell Mother's 2404 rotates in the forward direction the straight forward movement that conversion of motion is ball-screw screw rod 2406, and ball-screw screw rod 2406 is in turn Connection push rod 2409 is pushed to travel forward, connection push rod 2409 pushes single-chamber master cylinder piston 2410 to travel forward, and compresses single-chamber master The cylinder piston return spring 2412 generates brake pressure in single-chamber master cylinder inner cavity 2413, which is power brake power, should Brake pressure will be transferred to through the first normally opened linear solenoid valve 33 at left front wheel cylinder 35 by fluid pressure line, realize left front system 35 booster brake of driving wheel cylinder；In addition, during above-mentioned left front 35 booster brake of wheel cylinder, electronic control unit ECU16 is also to One normally opened linear solenoid valve 33 sends out regulating control command, controls the aperture of the first normally opened linear solenoid valve 33, and then linearly adjusts Throttle the brake fluid pressure through the first normally opened linear solenoid valve 33, realizes the left front 35 booster brake pressure of wheel cylinder of linear regulation Power.

1.2.2 36 booster brake of wheel cylinder behind the right side：

As shown in Figure 1,36 booster brake process of wheel cylinder and aforementioned 35 booster brake of left front wheel cylinder behind the right side Process is identical, and summary herein is：Under the monitoring of second pressure sensor 32, the pressure behind the right side in wheel cylinder 36 reaches pre- If brake pressure before, electronic control unit ECU16 controls the second normal open switch solenoid valve 21 and vacuum solenoid valve 18 is in open circuit State, the second normally opened linear solenoid valve 31 of control are in channel status, and electronic control unit ECU16 controls the second automatically controlled compress cell 24 generate brake pressures, the brake pressure will by fluid pressure line after the second normally opened linear solenoid valve 31 is transferred to the right side braked wheel At cylinder 36,36 booster brake of wheel cylinder behind the right side is realized；In addition, electronic control unit ECU16 also controls the second normally opened linear solenoid valve 31 aperture, 36 booster brake pressure of wheel cylinder behind the linear regulation right side.

1.2.3 37 booster brake of left back wheel cylinder：

As shown in Figure 1,37 booster brake process of the left back wheel cylinder and aforementioned 35 booster brake of left front wheel cylinder Process is identical, and summary herein is：Under the monitoring of third pressure sensor 30, the pressure in left back wheel cylinder 37 reaches pre- If brake pressure before, electronic control unit ECU16 control third normal open switch solenoid valve 20 and vacuum solenoid valve 18 are in open circuit State, the control normally opened linear solenoid valve 29 of third be in channel status, and electronic control unit ECU16 controls the automatically controlled compress cell of third 25 Brake pressure is generated, which will be transferred to left back wheel cylinder by fluid pressure line through the normally opened linear solenoid valve of third 29 At 37,37 booster brake of left back wheel cylinder is realized；In addition, electronic control unit ECU16 also controls the normally opened linear solenoid valve of third 29 Aperture, the left back 37 booster brake pressure of wheel cylinder of linear regulation.

1.2.4 38 booster brake of wheel cylinder before the right side：

As shown in Figure 1,38 booster brake process of wheel cylinder and aforementioned 35 booster brake of left front wheel cylinder before the right side Process is identical, and summary herein is：Under the monitoring of the 4th pressure sensor 28, the pressure before the right side in wheel cylinder 38 reaches pre- If brake pressure before, electronic control unit ECU16 controls the 4th normal open switch solenoid valve 19 and vacuum solenoid valve 18 is in open circuit State, the 4th normally opened linear solenoid valve 27 of control are in channel status, and electronic control unit ECU16 controls the 4th automatically controlled compress cell 26 generate brake pressures, which will be transferred to braked wheel before the right side by fluid pressure line through the 4th normally opened linear solenoid valve 27 At cylinder 38,38 booster brake of wheel cylinder before the right side is realized；In addition, electronic control unit ECU16 also controls the 4th normally opened linear solenoid valve 27 aperture, 38 booster brake pressure of wheel cylinder before the linear regulation right side.

1.3 wheel cylinder service laps control process

As shown in Figure 1, wheel cylinder 36, left back wheel cylinder 37 or right preceding system after needing left front wheel cylinder 35, the right side When driving wheel cylinder 38 keeps brake pressure, electronic control unit ECU16 controls corresponding first normally opened linear solenoid valve 33, the second normally opened line Property solenoid valve 31, normally opened 29 or the 4th normally opened linear solenoid valve 27 of linear solenoid valve of third be in be powered close off state, Electronic control unit ECU16 controls the first vacuum solenoid valve 16 and is in the off state that power-off is closed, and is made behind left front wheel cylinder 35, the right side High-pressure brake liquid before driving wheel cylinder 36, left back wheel cylinder 37 or the right side in wheel cylinder 38 remains stationary as, to realize left front system Driving wheel cylinder 35, it is right after before wheel cylinder 36, left back wheel cylinder 37 or the right side wheel cylinder 38 service lap.

1.4 wheel cylinder braking compression releases control process

As shown in Figure 1, when driver loosen the brake 1 when, electronic control unit ECU16 control simulator normally closed solenoid valve 11 In the channel status opened that is powered, the hydraulic oil in simulator inner cavity 10 flows back to master cylinder through simulator normally closed solenoid valve 11 It in inner cavity 15, is moved after brake pedal 1, brake pedal displacement signal is sent to electronic control unit by brake pedal displacement sensor 2 In ECU16, electronic control unit ECU16 is according to the brake pedal displacement signal of input, or without trampling control pedal 1 the case where Under, electronic control unit ECU16 is judged by other onboard sensors and detecting system and exports braking compression release to pressure control unit Control signal；

1.4.1 35 pressure m of left front wheel cylinder：

As shown in Figure 1, under the monitoring of first pressure sensor 34, the pressure in left front wheel cylinder 35 reaches default Pressure value before, electronic control unit ECU16 sends out control instruction to the first electro-hydraulic brake module, wherein electronic control unit ECU16 It controls the first normal open switch solenoid valve 22 and is in the off state for being powered and closing, electronic control unit ECU16 controls first are normally opened linear Solenoid valve 33 is in the channel status that power-off is opened, concentration motors of the electronic control unit ECU16 to the first electro-hydraulic compress cell 2 Control instruction signal is sent (due to the complete phase of structure of the structure and the second automatically controlled compress cell 24 of the first automatically controlled compress cell 23 Together, therefore the control course of work of the first automatically controlled compress cell 23 sees Fig. 2), the rotor of motor 24A in domination set 2403 reversions, ball-screw nut 2404 rotate synchronously therewith, and ball-screw screw rod 2406 is transferred to by ball body 2405, Under the action of ball screw assembly, the reverse rotation motion of ball-screw nut 2404 is converted into ball-screw screw rod 2406 backward Linear motion, the single-chamber master cylinder piston return spring 2412 for being constantly in compressive state at this time restores elastic deformation, in single-chamber master The lower 2410 promotion connection push rod 2,409 1 of single-chamber master cylinder piston of elastic force effect of the cylinder piston return spring 2412 is logical to be moved backward, left The high-pressure brake liquid of preceding wheel cylinder 20 will be flowed back to by the first normally opened linear solenoid valve 22 in single-chamber master cylinder inner cavity 2413, be realized 35 braking compression release of left front wheel cylinder；Analogously with 35 booster brake process of left front wheel cylinder, in above-mentioned left front braked wheel During 35 braking compression release of cylinder, electronic control unit ECU16 also sends out regulating control command to the first normally opened linear solenoid valve 33, control The aperture of first normally opened linear solenoid valve 33, and then linear regulation flows through the brake fluid pressure of the first normally opened linear solenoid valve 33, Realize left front 35 braking compression release of wheel cylinder of linear regulation；

1.4.2 36 pressure m of wheel cylinder behind the right side：

As shown in Figure 1,36 pressure m process of wheel cylinder and aforementioned 35 pressure m of left front wheel cylinder behind the right side Process is identical, and summary herein is：Under the monitoring of second pressure sensor 32, the pressure behind the right side in wheel cylinder 36 reaches pre- If pressure value before, electronic control unit ECU16 controls the second normal open switch solenoid valve 21 and be in off state, the second normally opened line of control Property solenoid valve 31 be in the channel status that power-off is opened, electronic control unit ECU16 controls the second electro-hydraulic compress cell 24 and generates Negative pressure makes the high-pressure brake fluid behind the right side in wheel cylinder 36 be back to single-chamber master cylinder inner cavity through the second normally opened linear solenoid valve 31 In, realize 36 braking compression release of wheel cylinder behind the right side；Electronic control unit ECU16 also controls the aperture of the second normally opened linear solenoid valve 31, 36 booster brake pressure of wheel cylinder behind the linear regulation right side.

1.4.3 37 pressure m of left back wheel cylinder：

As shown in Figure 1,37 pressure m process of the left back wheel cylinder and aforementioned 35 pressure m of left front wheel cylinder Process is identical, and summary herein is：Under the monitoring of third pressure sensor 30, the pressure in left back wheel cylinder 37 reaches pre- If pressure value before, electronic control unit ECU16 control third normal open switch solenoid valve 20 is in off state, controls the normally opened line of third Property solenoid valve 29 be in the channel status that power-off is opened, electronic control unit ECU16 control third electro-hydraulic compress cell 25 generates Negative pressure makes high-pressure brake fluid in left back wheel cylinder 37 be back to single-chamber master cylinder inner cavity through the normally opened linear solenoid valve of third 29 In, realize 37 braking compression release of left back wheel cylinder；Electronic control unit ECU16 also controls the aperture of the normally opened linear solenoid valve of third 29, The left back 37 booster brake pressure of wheel cylinder of linear regulation.

1.4.4 38 pressure m of wheel cylinder before the right side：

As shown in Figure 1,38 pressure m process of wheel cylinder and aforementioned 35 pressure m of left front wheel cylinder before the right side Process is identical, and summary herein is：Under the monitoring of the 4th pressure sensor 28, the pressure before the right side in wheel cylinder 38 reaches pre- If pressure value before, electronic control unit ECU16 controls the 4th normal open switch solenoid valve 19 and be in off state, the 4th normally opened line of control Property solenoid valve 27 be in the channel status that power-off is opened, electronic control unit ECU16 controls the 4th electro-hydraulic compress cell 26 and generates Negative pressure makes the high-pressure brake fluid before the right side in wheel cylinder 38 be back to single-chamber master cylinder inner cavity through the 4th normally opened linear solenoid valve 27 In, realize 38 braking compression release of wheel cylinder before the right side；Electronic control unit ECU16 also controls the aperture of the 4th normally opened linear solenoid valve 27, 38 booster brake pressure of wheel cylinder before the linear regulation right side.

In addition, above-mentioned left front wheel cylinder 35, it is right after wheel cylinder before wheel cylinder 36, left back wheel cylinder 37 or the right side During 38 braking compression releases, electronic control unit ECU16 can also control vacuum solenoid valve 18 according to actual conditions and be in the unlatching that is powered Channel status, so that the high-pressure brake liquid to flow back in single-chamber master cylinder inner cavity 2413 directly can be flowed into oil storage by vacuum solenoid valve 18 In cup 14, with realize left front wheel cylinder 35, it is right after before wheel cylinder 36, left back wheel cylinder 37 or the right side wheel cylinder 38 it is fast Speed decompression.

In conclusion the line traffic control brake fluid system of the four-wheel pressure independent control is under energization effective status, wherein Four pressure control units and four wheels of vehicle corresponding to four wheel cylinders correspond and control, and control process phase It is mutually independent.

2, under power-off failure state, the control for brake mistake of the line traffic control brake fluid system of the four-wheel pressure independent control Journey is as follows：

As shown in Figure 1, when the line traffic control brake fluid system of the four-wheel pressure independent control fails because of power-off, it is each Solenoid valve is restored to power-off initial default state, i.e. simulator normally closed solenoid valve 11 and vacuum solenoid valve 18 is in power-off and closes The off state closed, master cylinder normal open switch solenoid valve 17, the first normal open switch solenoid valve 22, the second normal open switch solenoid valve 21, Third normal open switch solenoid valve 20, the 4th normal open switch solenoid valve 19, first the 33, second normally opened linear electricity of normally opened linear solenoid valve Normally opened 29 and the 4th normally opened linear solenoid valve 27 of linear solenoid valve of magnet valve 31, third is in the channel status that power-off is opened；

When driver, which tramples brake pedal 1, carries out power-off failure braking, brake pedal 1 pushes pedal push rod 3 to transport forward Dynamic, pedal push rod 3 further pushes brake master cylinder piston 39 to travel forward, and the fluid in master cylinder inner cavity 15 will first flow through master After cylinder normal open switch solenoid valve 17, it is divided into not normal through the first normal open switch solenoid valve 22, the second normal open switch solenoid valve 21, third Open switch electromagnetic valve 20 and the 4th normal open switch solenoid valve 19 corresponding the 23, second electricity of the first electro-hydraulic compress cell of inflow respectively The single-chamber master cylinder inner cavity of sub- hydraulic booster unit 24, third electro-hydraulic compress cell 25 and the 4th electro-hydraulic compress cell 26 In, then respectively via the normally opened linear solenoid valve of the first normally opened linear solenoid valve 33, the second normally opened linear solenoid valve 31, third 29 With wheel cylinder 36, left back wheel cylinder after the 4th normally opened the linear solenoid valve 27 respectively left front wheel cylinder 35 of corresponding inflow, the right side 37, in wheel cylinder 38 before the right side, realize booster brake；

When driver loosens the brake 1 releasing braking, wheel cylinder 36, left back system behind left front wheel cylinder 35, the right side High-pressure brake liquid before driving wheel cylinder 37 and the right side in wheel cylinder 38 is respectively through the first normally opened linear solenoid valve 33, the second normally opened line Property solenoid valve 31, normally opened 29 and the 4th normally opened linear solenoid valve 27 of linear solenoid valve of third accordingly flow back to the increasing of the first electro-hydraulic In the single-chamber master cylinder inner cavity for pressing unit 17, then the first electro-hydraulic compress cell is flowed back to through the first normal open switch solenoid valve 15 23, the list of the second electro-hydraulic compress cell 24, third electro-hydraulic compress cell 25 and the 4th electro-hydraulic compress cell 26 In chamber master cylinder inner cavity, it is normally opened then first to flow separately through the first normal open switch solenoid valve 22, the second normal open switch solenoid valve 21, third After switch electromagnetic valve 20 and the 4th normal open switch solenoid valve 19, then through master cylinder normal open switch solenoid valve 17 flow back to master cylinder inner cavity Braking compression release is realized in 15；At the same time, oil storage cup 14 will carry out fluid infusion by check valve 13 to master cylinder inner cavity 15, under Primary braking is ready.

It is described in the utility model according to each control process of the line traffic control brake fluid system of above-mentioned four-wheel pressure independent control The function that can realize of line traffic control brake fluid system of four-wheel pressure independent control include：Conventional brake, ABS (anti-lock systems Dynamic system Anti-lockBrakingSystem) it brakes, TCS (traction control system Traction Control System) Braking, ESC (body electronics stabilitrak Electronic Speed Control System) brakings, power-off failure Intelligence auxiliary under braking, regenerative braking adjusting and ACC (adaptive cruise) and AEB (automatic emergency brake) operating mode drives system Dynamic, the process of each brake control process and application is specific as follows：

1, conventional brake：Under energization effective status, according to aforementioned control process, driver is by controlling brake pedal 2, and four Four wheel cylinders that a pressure control unit corresponds to control are carried out at the same time braking supercharging (as shown in Figure 3)；Or four institutes Four wheel cylinders for stating pressure control unit correspondence control are carried out at the same time braking compression release (as shown in Figure 4)；In the process, originally Line traffic control brake fluid system described in utility model can simulate good pedal sense.

2, abs braking：When carrying out conventional brake, ABS is triggered when electronic control unit ECU16 judges that locking occurs for wheel, After triggering ABS controls, according to aforementioned control process, four wheel cylinders that four pressure control units correspond to control are same Shi Yici carries out braking compression release (as shown in Figure 7), service lap (as shown in Figure 6) or braking supercharging (as shown in Figure 5), and repeatedly This process, until pressure is adjusted to optimum state；Alternatively, according to aforementioned control process, four pressure control units pair In four wheel cylinders that should be controlled, part wheel cylinder supercharging, part wheel cylinder pressurize and remaining wheel cylinder decompression (as shown in figure 8, with a left side Front-wheel supercharging, off hind wheel and left rear wheel pressurize and for off-front wheel decompression)；In the process, line traffic control liquid described in the utility model Pressure braking system can simulate good pedal sense, and master cylinder and wheel cylinder full decoupling, driver do not feel as ABS caused pressure oscillations when adjusting.

3, TCS is braked：In vehicle travel process, under energization effective status, electronic control unit ECU16 judges piece wheel It has skidded (by taking the near front wheel as an example), TCS control triggerings, in the case, without trampling brake pedal 1, by electronic control unit ECU16 directly controls four pressure control units according to judgement, realizes wheel cylinder and electric mechanical compress cell complete solution Coupling, the corresponding pressure control unit installed of slip wheel carry out braking supercharging (as schemed respectively under electronic control unit ECU16 controls Shown in 9), service lap (as shown in Figure 10) or braking compression release (as shown in figure 11), realize the control to slip wheel brake pressure System, until eliminating the skidding of corresponding wheel；Alternatively, according to aforementioned control process, four pressure control units correspond to control Four wheel cylinders in, part wheel cylinder supercharging, part wheel cylinder pressurize and remaining wheel cylinder decompression (as shown in figure 12, with the near front wheel Supercharging, off hind wheel and left rear wheel pressurize and for off-front wheel decompression)；In the process, master cylinder and wheel cylinder full decoupling, Driver does not feel as caused pressure oscillation when pressure is adjusted.

4, ESC is braked：In vehicle travel process, under energization effective status, electronic control unit ECU16 judges piece wheel There is unstability, ESC control triggerings are in the case, direct according to judging by electronic control unit ECU16 without trampling brake pedal 1 Four pressure control units are controlled, realize wheel cylinder and electric mechanical compress cell full decoupling, corresponding to unstability wheel The pressure control unit of installation carries out braking supercharging (as shown in figure 13), service lap respectively under electronic control unit ECU16 controls Or braking compression release, the control to slip wheel brake pressure is realized, until unstability wheel restores normal；Alternatively, according to aforementioned control Process processed, four pressure control units correspond in four wheel cylinders of control, the supercharging of part wheel cylinder, part wheel cylinder pressurize And remaining wheel cylinder decompression (as shown in figure 14, by the near front wheel supercharging, off hind wheel and left rear wheel pressurize for off-front wheel decompression)； During this, master cylinder and wheel cylinder full decoupling, driver do not feel as caused pressure oscillation when pressure is adjusted.

5, ACC is braked：In vehicle travel process, under energization effective status, electronic control unit ECU16 judges vehicle needs Active brake, driver output control signals to line traffic control described in the utility model without trampling brake pedal 1 by entire car controller In the electronic control unit ECU16 of brake fluid system, four wheel cylinders are directly controlled by electronic control unit ECU16 and are carried out at the same time braking It is pressurized (as shown in figure 15), service lap (as shown in figure 16) or braking compression release (as shown in figure 17).

6, AEB is braked：In vehicle travel process, under energization effective status, electronic control unit ECU16 judges vehicle needs Emergency braking, driver output control signals to line traffic control described in the utility model without trampling brake pedal 1 by entire car controller In the electronic control unit ECU16 of brake fluid system, four wheel cylinders are directly controlled by electronic control unit ECU16 and are carried out at the same time braking It is pressurized (as shown in figure 18).

7, regenerative braking is adjusted：As shown in figure 19, when vehicle carries out regenerative braking, the pedal of brake pedal 1 need to be realized The full decoupling of power and wheel cylinder brake pressure, i.e., during carrying out Brake energy recovery, wheel cylinder puies forward braking system The brake pressure demand of confession reduces, but the pedal force of driver is needed to remain unchanged.The braking system can be by braking system Pedal sense simulator realize the full decoupling of pedal force and pressure of wheel cylinder in process of regenerative braking.When the braking system During normal brake application, after regenerative braking intervention, brake force needed for four wheels reduces system, by rational control algolithm, The control signal needed for the corresponding normally opened linear solenoid valve of four wheel cylinders is calculated to control linear solenoid valve both ends respectively Pressure difference, realize the linear regulation of brake pressure.

8, power-off failure is braked：Under power-off failure state, as previously mentioned, driver is by trampling brake pedal 1, four systems Driving wheel cylinder brakes supercharging (as shown in figure 20) or braking compression release simultaneously；

In conclusion each control process of the line traffic control brake fluid system of four-wheel pressure independent control described in the utility model In, when electronic control unit ECU 16 detects brake signal, four automatically controlled compress cells and corresponding electromagnetism valve actuation can be controlled at once Make, so as to actively and promptly establish brake pressure for wheel cylinder.Due to being electric signal control, whole process is by electronic control unit The controls of ECU 16 are completed, and human intervention is not necessarily to, and are controlled rapidly, sensitive, disclosure satisfy that actively fast run-up pressure and rapid pressure adjusting Function.In addition, during wheel cylinder is pressurized or is depressurized, it can be by controlling the integrated of automatically controlled compress cell simultaneously The opening size of motor action and normally opened linear valve, to realize that the accurate of pressure of wheel cylinder adjusts and accurately control.

Claims (5)

1. the line traffic control brake fluid system of four-wheel pressure independent control, it is characterised in that：

The system is made of brake treadle mechanism, electronic control unit ECU, pressure control unit and wheel cylinder；

There are four the pressure control units, respectively via the system in a master cylinder normal open switch solenoid valve and brake treadle mechanism Dynamic master cylinder piping connection, four pressure control units by a normal open switch solenoid valve, an automatically controlled compress cell and One normally opened linear solenoid valve is composed in series；

The normally opened linear solenoid valve downstream is separately connected a wheel cylinder, and is equipped with pressure on the pipeline of the two connection Sensor；

The master cylinder normal open switch solenoid valve, normal open switch solenoid valve, automatically controlled compress cell, normally opened linear solenoid valve and pressure pass Sensor is connect with electronic control unit signal respectively；

Four pressure control units independently act braking supercharging, pressurize or the decompression realized to corresponding wheel cylinder.

2. the line traffic control brake fluid system of four-wheel pressure independent control as described in claim 1, it is characterised in that：

The automatically controlled compress cell is made of concentration motor, connection push rod and single-chamber master cylinder；

The concentration motor is by electric machine casing, motor stator, rotor, roller screw nut, ball body, roller screw spiral shell Bar, first bearing and second bearing composition, the stator are fixed on the inner peripheral wall of electric machine casing, and the rotor is mounted on fixed In son, two ends of rotor is mounted on by bearing in the end cap at electric machine casing both ends, and the roller screw nut, which is fixedly connected on, to be turned On the inner peripheral surface of son, the roller screw screw rod is mounted on the inside of roller screw nut, and the ball body is mounted on ball Feed screw nut forms ball screw assembly, with the guide groove of ball-screw screw rod, and the ball-screw screw rod is provided with through-hole in an axial direction, And it is equipped with edge in annular on the inside of through hole back-end；The concentration motor is connect with electronic control unit signal；

The single-chamber master cylinder is made of single-chamber master cylinder shell, single-chamber master cylinder piston and single-chamber master cylinder piston return spring, the list Chamber master cylinder shell is fixed on the front end face of electric machine casing, and the single-chamber master cylinder piston is placed in single-chamber master cylinder shell and single-chamber master Single-chamber master cylinder inner cavity is formed on the bottom of cylinder housing, and single-chamber master cylinder piston return spring position is connected to the bottom of single-chamber master cylinder shell Between portion and the front end face of single-chamber master cylinder piston, single-chamber is had on the single-chamber master cylinder shell corresponding to single-chamber master cylinder inner cavity Master cylinder oil inlet and single-chamber master cylinder outlet mouth；

The front end of the connection push rod acts against on the rear end face of single-chamber master cylinder piston, and rear end acts against on the inside of ball-screw screw rod Annular in along front end face.

3. the line traffic control brake fluid system of four-wheel pressure independent control as described in claim 1, it is characterised in that：

The brake treadle mechanism is made of brake pedal (1), master cylinder (4) and pedal sense simulator (6)；

The master cylinder (4) is by pedal push rod (3), pedal displacement sensor (2), brake master cylinder piston (39), master cylinder Piston return spring (12) and master cylinder shell (5) composition；

The brake pedal (1) and one end of pedal push rod (3) are hinged, the other end and the master cylinder shell of pedal push rod (3) (5) outer end face of the brake master cylinder piston (39) in connects, inner face and the master cylinder shell (5) of brake master cylinder piston (39) Bottom form master cylinder inner cavity (15), brake master cylinder piston return spring (12) is connected to the interior of brake master cylinder piston (39) Between end face and the bottom of master cylinder shell (5), opened on master cylinder inner cavity (15) corresponding master cylinder shell (11) Be useful for the hydraulic fluid port of external pipeline, the brake pedal displacement sensor (3) is mounted on pedal push rod (4), and with electronics control Unit (1) signal connection processed；

The pedal sense simulator (6) and master cylinder inner cavity (15) piping connection.

4. the line traffic control brake fluid system of four-wheel pressure independent control as claimed in claim 3, it is characterised in that：

Pedal sense simulator (6) is by simulator normally closed solenoid valve (11), simulator shell (7), emulator piston (9) and simulation Device spring (8) forms, and simulator inner cavity (10) are formed between the front end face and simulator shell (7) of the emulator piston (9), Simulator inner cavity (10) passes through simulator normally closed solenoid valve (11) piping connection, the simulator bullet with master cylinder inner cavity (15) Spring (8) both ends are connected respectively at the rear end face of emulator piston (9) with the bottom surface of simulator shell (7).

5. the line traffic control brake fluid system of four-wheel pressure independent control as claimed in claim 3, it is characterised in that：

The master cylinder is oil storage cup to master cylinder one-way conduction by a check valve and oil storage cup piping connection；

The pressure control unit is also connected with a vacuum solenoid valve, and vacuum solenoid valve side hydraulic fluid port passes through pipeline and oil storage Cup connection, other side hydraulic fluid port are opened by pipeline with normally opened in master cylinder normal open switch solenoid valve and four pressure control units The connected fluid pipeline of powered-down magnet valve is connected；

The vacuum solenoid valve is normally closed solenoid valve.