CN211809554U - Integrated braking system with adjustable pedal feel - Google Patents
Integrated braking system with adjustable pedal feel Download PDFInfo
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- CN211809554U CN211809554U CN201921742632.XU CN201921742632U CN211809554U CN 211809554 U CN211809554 U CN 211809554U CN 201921742632 U CN201921742632 U CN 201921742632U CN 211809554 U CN211809554 U CN 211809554U
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Abstract
The utility model discloses an integrated braking system of adjustable is felt to footboard. A stroke displacement sensor is integrally installed on the brake master cylinder; the motor is connected with the auxiliary main cylinder, and the pressure building one-way valve is input and connected to the brake fluid oil cup; two paths of oil paths are output from a double cavity on a brake main cylinder, the front cavity of the brake main cylinder is connected back to the pressure build-up one-way valve input through a pedal simulator, the rear cavity of the brake main cylinder is connected to a brake cylinder of a front wheel brake and a brake cylinder of a rear wheel brake of an automobile through two coupling valves, and a linear liquid inlet valve is arranged on the oil path between the coupling valve and each brake cylinder; the auxiliary main cylinder is connected between the coupling valve and the linear liquid inlet valve corresponding to the front and rear wheel brakes through two pressure building unit liquid supply valves; the pressure-building one-way valve is connected to the brake wheel cylinders, and a linear liquid outlet valve is arranged in an oil path between each brake wheel cylinder. The utility model discloses the braking force of each wheel cylinder of accurate control realizes quick pressure boost, realizes quick accurate control wheel cylinder pressure, and the fine realization is braked the feel in time of simulating traditional braking.
Description
Technical Field
The utility model belongs to car intelligent driving brake control system especially relates to an integrated braking system of adjustable is felt to footboard among the automobile brake system.
Background
Under the vigorous development environment of new energy automobiles, the automobiles are developing from the traditional internal combustion engine power to the direction of hybrid power and pure electric power driving. The automobile without the power of the traditional internal combustion engine does not have a vacuum source to provide vacuum assistance for a brake master cylinder in the braking process, and in order to solve the problem, the existing electric vehicle or hybrid vehicle can be additionally provided with a vacuum pump on the traditional booster to serve as the vacuum source. The method improves the cost on one hand and increases the inevitable working noise of a vacuum pump on the other hand. In addition, the traditional brake master cylinder only has the function of providing braking force, cannot meet the energy recovery function of the energy-saving automobile, and is additionally provided with an energy recovery device for realizing energy recovery, so that the cost is increased.
SUMMERY OF THE UTILITY MODEL
In order to solve the problem that exists among the background art, the utility model provides an integrated braking system of adjustable is felt to footboard, integrated form brake master cylinder can the accurate control each wheel cylinder's braking force, can reach the effect of quick pressure boost in the time of regulation moreover, realizes the function of quick accurate control wheel cylinder pressure. The foot feeling of the brake can be well simulated in the process of traditional braking.
The utility model adopts the technical proposal that:
the utility model discloses a master cylinder control section and pressure execution part, the master cylinder control section includes brake master cylinder, footboard simulator and brake fluid oil cup, the pressure execution part include motor, vice master cylinder, coupling valve, linear feed liquor valve and brake wheel cylinder; a stroke displacement sensor is integrally installed on the brake master cylinder; the motor is connected with the auxiliary main cylinder, the output end of the motor pushes the piston in the auxiliary main cylinder to reciprocate through the transmission component, and the input ends of the pressure build one-way valves are respectively and directly connected to the brake fluid oil cups; two paths of oil paths are respectively output from the two cavities of the brake master cylinder, the front cavity of the brake master cylinder is connected back to the input end of the pressure build-up one-way valve through a pedal simulator, the rear cavity of the brake master cylinder is respectively connected to a brake wheel cylinder of a front wheel brake and a brake wheel cylinder of a rear wheel brake of an automobile through two coupling valves, and the oil paths between the coupling valves and each brake wheel cylinder are respectively connected with and provided with a linear liquid inlet valve; the auxiliary main cylinder is respectively connected between the coupling valve and the linear liquid inlet valve corresponding to the front wheel brake and between the coupling valve and the linear liquid inlet valve corresponding to the front wheel brake through two pressure building unit liquid supply valves; the pressure-building one-way valve is directly connected to the brake wheel cylinders of the front and rear wheel brakes of the automobile, and the oil path between each brake wheel cylinder is connected with a linear liquid outlet valve.
The main cylinder control part of the utility model can realize nonlinear brake feeling by nonlinear regulation simulation of the electro-hydraulic cooperation control mode; the pressure executing portion provides rapid and accurate wheel cylinder pressure control and adjustment.
The liquid supply valve and the coupling valve of the pressure building unit are both switch valves.
The linear liquid inlet valve and the linear liquid outlet valve are both regulating valves.
The pressure build-up one-way valve is a valve which is controlled by the oil pressure at two ends and only flows to the auxiliary main cylinder through the brake oil cup.
The pedal simulator is a nonlinear control pedal simulator and comprises a pedal simulator cylinder body, a pedal simulator piston, a piston return spring, a foot feeling adjusting valve, a simulator valve, an oil cup and a pressure sensor; the pedal simulator piston is arranged in a pedal simulator cylinder body, the inner cavity of the pedal simulator cylinder body is divided into two cavities of a piston front cavity and a piston rear cavity, a piston return spring is arranged in the pedal simulator cylinder body piston rear cavity, the pedal simulator cylinder body piston rear cavity is communicated with a brake fluid cup through a foot feel adjusting valve, and the pedal simulator cylinder body piston front cavity is communicated with a rod cavity of a brake master cylinder through a simulator valve.
And a pressure sensor is arranged on an oil pipeline between the simulator valve and a master cylinder of the brake.
The foot feeling regulating valve is a linear control electromagnetic valve and can linearly regulate the flow, and the rear brake fluid flows into the rear cavity of the piston from the oil cup through the foot feeling regulating valve; the simulator valve is a switching valve, and the pressure brake fluid flows into the brake master cylinder from the piston front chamber through the simulator valve without regulating the flow rate.
The simulator valve is connected with a front one-way valve for brake fluid backflow in parallel, and the front one-way valve flows to a brake master cylinder from a piston front cavity under the control of specific oil pressure; the foot-sensing regulating valve is connected with a rear one-way valve for brake fluid backflow in parallel, and the rear one-way valve flows to the rear cavity of the piston from the oil cup under the control of specific oil pressure.
The pedal simulator can simulate the foot feel of the traditional brake pedal, a pedal simulator foot feel regulating valve is arranged on the pedal simulator and used for simulating the brake foot feel in different states, and the nonlinear control of the brake pedal simulation can be realized through electro-hydraulic cooperation.
The utility model has the advantages that:
the utility model discloses a technical scheme in, pressure execution part provides quick accurate wheel cylinder pressure control.
Further, after the pressure in the brake wheel cylinder is controlled to be specific by the linear liquid inlet valve, the braking force supplement in the energy recovery state can be realized. And the real-time change of the wheel cylinder pressure is realized in the energy recovery process, and the energy recovery efficiency is improved. Meanwhile, the anti-lock wheel and vehicle body stabilizing system can be realized on the basis, and a good expansion platform is provided for the expansion function of intelligent driving.
Drawings
The invention will be further described with reference to the accompanying drawings and specific embodiments:
FIG. 1 is an operating state diagram of an integrated brake system;
FIG. 2 is an operating state diagram of a conventional boost condition;
FIG. 3 is a diagram showing an operation state in a conventional decompression state;
FIG. 4 is an operating state diagram of an active independent boost state;
FIG. 5 is a diagram of the operating conditions of the active independent decompression regime;
fig. 6 is a diagram of the operational state of the brake in a failure braking state.
Fig. 7 is a schematic diagram of the overall structure of the nonlinear control pedal simulator.
Fig. 8 is a graph of simulated foot feel PV characteristics of the nonlinear control pedal simulator.
Fig. 9 is a control flow rate linear characteristic diagram of a pedal simulator foot-feel adjustment valve in a nonlinear control pedal simulator.
Fig. 10 is a flowchart of the overall control of the nonlinear control pedal simulator.
FIG. 11 is a schematic diagram of the operation of the components of the non-linear control pedal simulator during a brake-down maneuver.
FIG. 12 is a schematic diagram of the operation of the components of the non-linear control pedal simulator when driving up or maintaining a braking process.
Detailed Description
The present invention will be further explained with reference to the drawings and examples.
As shown in fig. 1, the brake system comprises a master cylinder control part and a pressure execution part, wherein the master cylinder control part comprises a brake master cylinder, a pedal simulator and a brake fluid cup, the pressure execution part comprises a motor, a secondary master cylinder, a coupling valve, a linear liquid inlet valve and a brake wheel cylinder, and the motor is a brushless motor; a stroke displacement sensor is integrally installed on the brake master cylinder and used for measuring the moving depth and speed of a piston pedal on the brake master cylinder; the pressure building unit is composed of a brushless motor and an auxiliary main cylinder, the motor is connected with the auxiliary main cylinder, the output end of the motor pushes a piston in the auxiliary main cylinder to reciprocate through a transmission component, the rear cavity of the auxiliary main cylinder is connected to the input end of a pressure building one-way valve, and the input ends of the pressure building one-way valves are respectively and directly connected to brake fluid oil cups; two paths of oil paths are respectively output from two cavities on a brake main cylinder, a front cavity of the brake main cylinder is connected to the input end of a pressure build-up one-way valve through a pedal simulator, a rear cavity of the brake main cylinder is connected with a pressure sensor, the rear cavity of the brake main cylinder is respectively connected to a brake wheel cylinder of a front wheel brake and a brake wheel cylinder of a rear wheel brake of an automobile through two coupling valves, a linear liquid inlet valve is connected and mounted on the oil path between the coupling valve and each brake wheel cylinder, each linear liquid inlet valve is connected with a one-way valve for returning oil in parallel, and the output end of a liquid supply valve of a pressure build-up unit is connected between the coupling; the rear cavity of the auxiliary main cylinder is respectively connected between the coupling valve and the linear liquid inlet valve corresponding to the front wheel brake and between the coupling valve and the linear liquid inlet valve corresponding to the front wheel brake through two pressure building unit liquid supply valves; the pressure-building one-way valve is directly connected to the brake wheel cylinders of the front and rear wheel brakes of the automobile, and the oil path between each brake wheel cylinder is connected with a linear liquid outlet valve.
The front cavity of the brake main cylinder is closer to one side with the rod, and the rear cavity is closer to one side without the rod. Both the front and rear chambers are pressure-establishing chambers.
And the liquid supply valve and the coupling valve of the pressure building unit are both switch valves. The linear liquid inlet valve and the linear liquid outlet valve are both regulating valves. The pressure build-up check valve is a valve which is controlled by the oil pressure at two ends and only flows to the auxiliary main cylinder through the brake oil cup.
In a specific embodiment, the two front wheels of the vehicle each have a brake and the two rear wheels each have a brake.
In specific implementation, the rear cavity of the auxiliary master cylinder and the brake wheel cylinder are both provided with pressure sensors.
One path of oil in the back cavity of the brake master cylinder is divided into two paths, wherein one path of oil is used for closing a simulator valve of the electromagnetic valve and a pedal simulator, and the other path of oil is output and connected to the pressure execution part through the coupling valve. Two oil paths are respectively output from the two cavities of the brake master cylinder, are respectively divided into two paths and four paths, and are respectively divided into two paths through the linear liquid inlet valve, one path is output to the wheel cylinder, and the other path is returned to the oil cup through the liquid outlet valve.
In specific implementation, two oil ports communicated with the oil cup can be formed in the side wall of the brake main cylinder, and the two oil ports are respectively positioned beside the front cavity and the rear cavity. During non-pressure build-up operation, as shown in fig. 1 and 3-5, two oil ports communicate the front cavity and the rear cavity with the oil cup. In the pressure build-up working process, as shown in fig. 2 and 6, the piston expands to block the two oil ports, and the front cavity and the rear cavity are not communicated with the oil cup.
As shown in fig. 7, the specific implementation includes a pedal simulator cylinder 1, a pedal simulator piston 2, a piston return spring 3, a foot feel adjusting valve 4, a simulator valve 5, an oil cup 6 and a pressure sensor 7; the pedal simulator piston 2 is arranged in the pedal simulator cylinder body 1, the inner cavity of the pedal simulator cylinder body 1 is divided into two cavities of a piston front cavity and a piston rear cavity, the piston return spring 3 is arranged in the piston rear cavity of the pedal simulator cylinder body 1, the piston return spring 3 is connected between the pedal simulator piston 2 and the inner cavity wall of the pedal simulator cylinder body 1 piston rear cavity, the pedal simulator cylinder body 1 piston rear cavity is communicated with a brake fluid cup through a foot feel adjusting valve 4, and the pedal simulator cylinder body 1 piston front cavity is communicated with the front cavity of a brake master cylinder through a simulator valve 5.
A pressure sensor 7 is arranged on an oil pipeline between the simulator valve 5 and a master cylinder of the brake; the foot feel adjusting valve 4 is a linear control electromagnetic valve, and the back brake fluid flows into the piston back cavity from the oil cup 6 through the foot feel adjusting valve 4; the simulator valve 5 is an on-off valve, and pressure brake fluid flows from the piston front chamber to the brake master cylinder through the simulator valve 5.
The simulator valve 5 is connected in parallel with a front one-way valve for brake fluid backflow, and the foot-sensing regulating valve 4 is connected in parallel with a rear one-way valve for brake fluid backflow. The one-way valves connected in parallel with the simulator valve 5 and the foot-sensing regulating valve 4 are controlled by oil pressure to realize one-way flow, and can be opened only when the oil pressure at the inlet end is greater than that at the outlet end. If the oil pressure at the inlet end is less than the oil pressure at the outlet end, the valve core is blocked by the higher oil pressure at the outlet end and cannot be opened.
The piston front cavity is used for collecting pressure brake fluid stepped from a master cylinder of the brake when a driver brakes. The piston rear cavity is provided with a piston return spring 3 end which is a sealed cavity filled with oil cup brake fluid, wherein the piston rear cavity is connected to a brake fluid oil cup 6 through a foot feel adjusting valve 4. The pressure sensor 7 is arranged to monitor the pressure in the front chamber of the piston during operation of the entire pedal simulator.
As shown by the broken line in fig. 8, most of the pedal simulators today adopt a non-linear curve in a linear fitting graph of a multi-segment broken line type in the graph to satisfy the pedal feeling of the driver.
Fig. 9 shows a characteristic curve of the flow rate controlled by the foot-sensing control valve according to the present invention. The amount of brake fluid flowing out of the rear chamber of the pedal simulator is controlled by controlling the solenoid valve to change the pressure, thereby simulating a changing foot feeling.
As shown in fig. 10, the control flow of the pedal simulator in the entire brake system is shown.
The utility model discloses an implement the working process as follows:
after the ignition of the driver, the brake system is initialized to carry out fault self-checking:
if the self-checking of the brake system fails, the pedal simulator does not intervene in the work;
if no failure occurs in self-checking of the brake system, the pedal simulator is involved to enter into work, and the method specifically comprises the following steps:
when a driver steps on a brake pedal, as shown in fig. 11, a simulator valve 5 and a foot feeling adjusting valve 4 are electrified, the brake pedal pushes a piston in a main cylinder of the brake to move, so that the front brake fluid pressure in the main cylinder of the brake is increased to form pressure brake fluid, the pressure brake fluid enters a piston front cavity of a pedal simulator cylinder 1 of the pedal simulator through the simulator valve 5, a piston 2 compresses a piston return spring 3 to increase the oil pressure of a piston rear cavity of the pedal simulator cylinder 1, the rear brake fluid in the piston rear cavity of the pedal simulator cylinder 1 is discharged to an oil cup 6 through the foot feeling adjusting valve 4, the foot feeling adjusting valve 4 adjusts the flow rate when the rear brake fluid in the piston rear cavity of the pedal simulator cylinder 1 is discharged, resistance is formed by adjusting the flow rate, and the brake resistance fed back to the driver is formed by the combined action of the resistance and the spring force of the piston return spring 3, namely the brake feel;
when the driver keeps the pedal unchanged or lifts the pedal, the simulator valve 5 and the foot feel adjusting valve 4 are powered off, the pressure sensor 7 collects pressure variation and processes the pressure variation to keep the pressure of the brake fluid (specifically, when the pressure sensor 7 collects pressure and becomes small, the simulator valve 5 and the foot feel adjusting valve 4 are closed and do not circulate, oil is returned through the two one-way valves, so that the pressures of the front cavity and the rear cavity are kept balanced), and the pressure is maintained to ensure the brake foot feel of the driver.
The resulting braking resistance is denoted by F, and the composition is F ═ FL+FS，FLDamping force F generated when the brake fluid flowsSIs the elastic force of a spring in the back cavity of the piston. Wherein FL＝PL×S，PLIs the instantaneous pressure of the piston back chamber, SIs the area of the piston back cavity on which the hydraulic pressure acts. Wherein Fs＝Ks×L，KsIs the spring rate of the piston return spring 2 and L is the length of compression of the piston return spring 2. FIG. 8 is a continuity chart showing a simulated PV characteristic curve relationship between a target brake pressure and a brake fluid volume, and F is obtained by calculating a compression length of a spring at a current target pressure P using a required V brake fluid volumesIn known amounts.
In a specific embodiment, control FLThe damping force generated when the brake fluid flows further performs nonlinear control of the foot feeling. Because the liquid flow type is due to the action of pressure difference, the liquid flow formula is provided
Wherein P isLThe rear end of the pedal simulator foot feeling regulating valve is directly connected with an oil cup for the instant pressure of the rear cavity of the pedal simulator, P0Indicates the atmospheric pressure P0Gamma is the volume weight of the liquid, the intrinsic parameters of the liquid, and u is the flow rate of the liquid in the current state.
The foot-sensing adjustment valve shown in fig. 9 is used to control the flow rate, convert the flow rate into a flow rate u, and control the setting of the flow rate u of the liquid flow by controlling the foot-sensing adjustment valve 4, and then according to the setting
To obtain FLAnd thus the magnitude of the resistance feel F value, to achieve a non-linear continuous feel adjustment of the entire pedal simulator, to achieve a non-linear process as represented by the continuous curve of fig. 8.
When the driver keeps still, the foot feel adjusting valve 4 is immediately powered off, and the pressure of the rear cavity of the piston of the simulator is maintained.
When a driver lifts up the brake pedal, as shown in fig. 12, all the foot feel regulating valves 4 and the simulator valves 5 are powered off, the piston 2 moves forwards, the front brake fluid is pushed by the piston 2 to return to the brake master cylinder through the front one-way valves connected with the simulator valves 5 in parallel, the rear cavity brake fluid forms negative pressure, and the rear brake fluid in the oil cup is sucked back to the rear cavity of the piston through the rear one-way valves connected with the foot feel electromagnetic valves 4 in parallel to prepare for next simulation braking.
The utility model discloses the mode of operation of specific implementation includes:
A) fig. 2 shows the operating state of the conventional supercharging state.
When the driver presses the brake pedal, the coupling valves are electrified to isolate the master cylinder control part from the pressure execution part and conduct. A simulator valve in the pedal simulator is opened, and a foot feeling regulating valve is opened; and the liquid supply valve and the linear liquid inlet valve of the pressure building unit are both opened, and the linear liquid outlet valve is closed.
In the master cylinder control part, a brake pedal pushes brake fluid in a front cavity of a brake master cylinder to enter a piston front cavity of a pedal simulator through a simulator valve, and oil in a piston rear cavity (spring cavity) at the other end of the pedal simulator flows out through a foot sensing regulating valve and flows into an oil cup. Therefore, the simulation brake foot feeling can be adjusted in an electro-hydraulic matching control mode through the pedal simulator structure, and nonlinear brake foot feeling simulation is realized.
In the pressure execution part, the brushless motor works to push the auxiliary main cylinder, high-pressure oil is formed by oil in a rear cavity of the auxiliary main cylinder, the high-pressure oil reaches an outlet of the pressure building one-way valve, so that the pressure building one-way valve cannot be opened and is not conducted, the high-pressure oil is pushed to brake wheel cylinders of brakes of front and rear wheels through the pressure building unit liquid supply valve and the linear liquid inlet valve to supply liquid, and therefore high-pressure brake liquid is provided for the wheel cylinders to form braking, and the rapid pressure boost control of the wheel cylinder pressure is achieved.
The brake fluid flowing out of the linear liquid inlet valve flows to the brake wheel cylinder and cannot directly flow back to the oil cup through the linear liquid outlet valve.
B) As shown in fig. 3, is the operating state in the normal decompression state.
When the driver lifts the brake pedal, the coupling valves are continuously electrified, and the master cylinder control part and the pressure execution part are kept isolated and are not conducted with each other. Closing a simulator valve in the pedal simulator, and closing the foot feeling regulating valve; and the liquid supply valve and the linear liquid inlet valve of the pressure building unit are both opened, and the linear liquid outlet valve is closed.
In the master cylinder control part, brake fluid in the oil cup enters a piston rear cavity (spring cavity) of the pedal simulator through a rear one-way valve, and oil in a piston front cavity at the other end of the pedal simulator flows out through a front one-way valve and flows into a brake pedal to push a front cavity of the brake master cylinder.
In the pressure execution part, the brushless motor works to pull back the auxiliary main cylinder, oil liquid in a rear cavity of the auxiliary main cylinder forms low-pressure oil, the low-pressure oil reaches an outlet of the pressure build one-way valve to open and conduct the pressure build one-way valve, and brake liquid of a brake wheel cylinder of a brake of a front wheel and a brake wheel cylinder of a rear wheel flows to the rear cavity of the auxiliary main cylinder through the linear liquid inlet valve and the pressure build unit liquid supply valve, so that brake release is formed, the brake liquid pressure of the wheel cylinder is reduced, and the rapid pressure reduction control of the wheel cylinder pressure is.
The fluid flows out of the brake wheel cylinder and flows to the linear fluid inlet valve, and the fluid cannot directly flow back into the oil cup through the linear fluid outlet valve.
C) The operation state of the active independent supercharging state is shown in fig. 4.
When a driver does not brake, and the vehicle recognizes that the boosting brake is needed, the wheel cylinders needing to be braked are braked, wheels needing no braking are not braked at the moment, and the corresponding liquid inlet and outlet valves are in a closed state.
At this time, the coupling valves are energized to isolate the master cylinder control section and the pressure execution section from conduction. A simulator valve and a foot feeling regulating valve in the pedal simulator are closed; the liquid supply valves of the pressure building units are all opened, the linear liquid inlet valves of the wheels needing to be braked are opened, the linear liquid inlet valves of the wheels needing not to be braked are closed, and the linear liquid outlet valves are all closed.
In the master cylinder control part, because the simulator valve and the foot feel adjusting valve are closed, the brake pedal does not push the brake master cylinder to move, so the master cylinder control part does not work, and oil does not flow.
In the pressure execution part, the brushless motor works to push the auxiliary main cylinder, high-pressure oil is formed by oil in a rear cavity of the auxiliary main cylinder, the high-pressure oil reaches an outlet of the pressure building one-way valve, so that the pressure building one-way valve cannot be opened and is not conducted, the high-pressure oil is pushed to a brake wheel cylinder of a brake of a wheel to be braked after passing through the pressure building unit liquid supply valve and the linear liquid inlet valve, and then the high-pressure oil supplies liquid to the brake wheel cylinder of the brake of the wheel to be braked, so that high-pressure brake liquid is provided for the wheel cylinder of the wheel.
While the wheels without braking do not apply the brakes, as shown in fig. 4, the first three wheels are not braked and the last wheel is braked.
The brake fluid flowing out of the linear liquid inlet valve flows to the brake wheel cylinder and cannot directly flow back to the oil cup through the linear liquid outlet valve.
D) Fig. 5 shows the operation state of the active independent decompression state.
When the driver does not brake, and the vehicle is identified to need pressure reduction braking, the wheel cylinder is selectively braked, and the brake fluid flows back to the oil cup through the fluid outlet valve when the brake is withdrawn.
At this time, the coupling valves are energized to isolate the master cylinder control section and the pressure execution section from conduction. A simulator valve and a foot feeling regulating valve in the pedal simulator are closed; and the liquid supply valves of the pressure building unit are opened, the linear liquid inlet valve and the linear liquid outlet valve of the wheel needing to withdraw the brake are opened, and the linear liquid inlet valve and the linear liquid outlet valve of the wheel needing not to withdraw the brake are closed.
In the master cylinder control part, because the simulator valve and the foot feel adjusting valve are closed, the brake pedal does not push the brake master cylinder to move, so the master cylinder control part does not work, and oil does not flow.
In the pressure execution part, when the driver does not brake, and the vehicle recognizes that pressure reduction braking is needed, the wheel cylinder is selectively braked, and the brake is withdrawn and flows back to the oil cup through the liquid outlet valve. At the moment, the brushless motor works according to the push-out position of the current auxiliary main cylinder to pull back the auxiliary main cylinder, low-pressure oil is formed by oil in a rear cavity of the auxiliary main cylinder, and the low-pressure oil reaches an outlet of the pressure building one-way valve to open and conduct the pressure building one-way valve so as to perform fluid supplementing work. Brake fluid flowing out in the pressure reduction process of a brake wheel cylinder of a brake of a wheel to be braked flows out through a corresponding linear liquid outlet valve, so that the pressure of the wheel cylinder can be quickly and accurately controlled through pressure reduction. The non-brake wheel drive-by-wire liquid inlet valve is electrified to keep the brake liquid in a cut-off state.
While the wheels without braking are not braked back, as shown in fig. 5, the first three wheels are braked without back and the last wheel is braked back.
Meanwhile, the brake fluid flowing out of the brake wheel cylinder flows to the linear liquid inlet valve and returns to the auxiliary main cylinder, and the redundant brake fluid can directly flow back to the oil cup through the linear liquid outlet valve.
E) FIG. 6 shows the brake operating condition in the failure braking condition;
in the braking process of a driver, under the condition that a product fails and all electromagnetic valves (a simulator valve and a foot feeling adjusting valve) and a motor cannot work, a pedal simulator and a secondary master cylinder cannot intervene in work, and when the driver steps on a brake pedal, brake fluid of the master cylinder directly enters a wheel cylinder.
At this time, the coupling valve is not energized, and the master cylinder control section and the pressure execution section are conducted to each other. A simulator valve and a foot feeling regulating valve in the pedal simulator can not work and are closed; the liquid supply valves of the pressure building units can not work and are closed, the linear liquid outlet valves are closed, and the linear liquid inlet valves are opened.
The master cylinder control part and the pressure execution part are communicated with each other, because the simulator valve and the foot feel adjusting valve are closed, the brake pedal pushes the brake master cylinder to form high-pressure oil, high-pressure brake fluid in the front cavity cannot enter a piston front cavity of the pedal simulator through the simulator valve or a front one-way valve but enters two brake wheel cylinder oil paths of the front wheel/the rear wheel through a coupling valve, and the high-pressure oil is pushed to the brake wheel cylinders of the brakes of the two brake wheels to supply liquid through a liquid supply valve and a linear liquid inlet valve of the pressure building unit; the high-pressure brake fluid in the back cavity directly enters two brake wheel cylinder oil paths of the back wheel/the front wheel through another coupling valve, and the high-pressure brake fluid is pushed to the brake wheel cylinders of the brakes of the other two brake wheels for supplying fluid after passing through the fluid supply valve of the pressure building unit and the linear fluid inlet valve.
Because the linear liquid outlet valve is closed, the brake liquid flowing out of the linear liquid inlet valve and flowing to the brake wheel cylinder cannot flow back to the oil cup through the linear liquid outlet valve.
From this above-mentioned implementation, the utility model discloses multiple braking operating mode can be realized simultaneously to integrated braking structure with footboard simulator to can the cooperation of electricity liquid realize that nonlinear adjustment simulation braking feel, realize the footboard feel adjustable in braking process.
Claims (8)
1. An integrated braking system with adjustable pedal feel comprises a master cylinder control part and a pressure execution part, and is characterized in that:
the master cylinder control part comprises a brake master cylinder, a pedal simulator and a brake fluid oil cup, and the pressure execution part comprises a motor, an auxiliary master cylinder, a coupling valve, a linear liquid inlet valve and a brake wheel cylinder; a stroke displacement sensor is integrally installed on the brake master cylinder; the motor is connected with the auxiliary main cylinder, the output end of the motor pushes the piston in the auxiliary main cylinder to reciprocate through the transmission component, and the input ends of the pressure build one-way valves are respectively and directly connected to the brake fluid oil cups; two paths of oil paths are respectively output from the two cavities of the brake master cylinder, the front cavity of the brake master cylinder is connected back to the input end of the pressure build-up one-way valve through a pedal simulator, the rear cavity of the brake master cylinder is respectively connected to a brake wheel cylinder of a front wheel brake and a brake wheel cylinder of a rear wheel brake of an automobile through two coupling valves, and the oil paths between the coupling valves and each brake wheel cylinder are respectively connected with and provided with a linear liquid inlet valve; the auxiliary main cylinder is respectively connected between the coupling valve and the linear liquid inlet valve corresponding to the front wheel brake and between the coupling valve and the linear liquid inlet valve corresponding to the rear wheel brake through two pressure building unit liquid supply valves; the pressure-building one-way valve is directly connected to the brake wheel cylinders of the front and rear wheel brakes of the automobile, and the oil path between each brake wheel cylinder is connected with a linear liquid outlet valve.
2. The integrated brake system with adjustable pedal feel according to claim 1, wherein:
the liquid supply valve and the coupling valve of the pressure building unit are both switch valves.
3. The integrated brake system with adjustable pedal feel according to claim 1, wherein:
the linear liquid inlet valve and the linear liquid outlet valve are both regulating valves.
4. The integrated brake system with adjustable pedal feel according to claim 1, wherein:
the pressure build-up one-way valve is a valve which is controlled by the oil pressure at two ends and only flows to the auxiliary main cylinder through the brake oil cup.
5. The integrated brake system with adjustable pedal feel according to claim 1, wherein:
the pedal simulator is a nonlinear control pedal simulator and comprises a pedal simulator cylinder body (1), a pedal simulator piston (2), a piston return spring (3), a foot feel adjusting valve (4), a simulator valve (5), an oil cup (6) and a pressure sensor (7); the pedal simulator piston (2) is arranged in the pedal simulator cylinder body (1), the inner cavity of the pedal simulator cylinder body (1) is divided into two cavities of a piston front cavity and a piston rear cavity, the piston return spring (3) is arranged in the piston rear cavity of the pedal simulator cylinder body (1), the piston rear cavity of the pedal simulator cylinder body (1) is communicated with a brake fluid oil cup through the foot feel adjusting valve (4), and the piston front cavity of the pedal simulator cylinder body (1) is communicated with a rod cavity of the brake master cylinder through the simulator valve (5).
6. The integrated brake system with adjustable pedal feel according to claim 5, wherein:
and a pressure sensor (7) is arranged on an oil pipeline between the simulator valve (5) and a master cylinder of the brake.
7. The integrated brake system with adjustable pedal feel according to claim 5, wherein:
the foot feel adjusting valve (4) is a linear control electromagnetic valve and can linearly adjust the flow, and the rear brake fluid flows into the rear cavity of the piston from the oil cup (6) through the foot feel adjusting valve (4); the simulator valve (5) is an on-off valve, and the pressure brake fluid flows into the brake master cylinder from the piston front cavity through the simulator valve (5) without regulating the flow rate.
8. The integrated brake system with adjustable pedal feel according to claim 5, wherein:
the simulator valve (5) is connected in parallel with a front one-way valve for brake fluid backflow, and the front one-way valve flows to a brake master cylinder from a piston front cavity under the control of fixed oil pressure; the foot feeling adjusting valve (4) is connected with a rear one-way valve for brake fluid backflow in parallel, and the rear one-way valve flows to the rear cavity of the piston from the oil cup (6) under the control of fixed oil pressure.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921742632.XU CN211809554U (en) | 2019-10-17 | 2019-10-17 | Integrated braking system with adjustable pedal feel |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921742632.XU CN211809554U (en) | 2019-10-17 | 2019-10-17 | Integrated braking system with adjustable pedal feel |
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| Publication Number | Publication Date |
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| CN211809554U true CN211809554U (en) | 2020-10-30 |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110682899A (en) * | 2019-10-17 | 2020-01-14 | 浙江亚太机电股份有限公司 | Integrated braking system with adjustable pedal feel |
| CN110682900A (en) * | 2019-10-17 | 2020-01-14 | 浙江亚太机电股份有限公司 | Integrated braking system with adjustable pedal feel and self-checking function |
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2019
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110682899A (en) * | 2019-10-17 | 2020-01-14 | 浙江亚太机电股份有限公司 | Integrated braking system with adjustable pedal feel |
| CN110682900A (en) * | 2019-10-17 | 2020-01-14 | 浙江亚太机电股份有限公司 | Integrated braking system with adjustable pedal feel and self-checking function |
| WO2021073645A1 (en) * | 2019-10-17 | 2021-04-22 | 浙江亚太机电股份有限公司 | Integrated braking system having adjustable pedal feeling and self-inspection function |
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