CN214775833U - Multifunctional dual-motor redundant braking system - Google Patents
Multifunctional dual-motor redundant braking system Download PDFInfo
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- CN214775833U CN214775833U CN202120703979.4U CN202120703979U CN214775833U CN 214775833 U CN214775833 U CN 214775833U CN 202120703979 U CN202120703979 U CN 202120703979U CN 214775833 U CN214775833 U CN 214775833U
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Abstract
The utility model provides a redundant braking system of multi-functional bi-motor, this braking system mainly includes: the brake system comprises a brake pedal assembly, a main electro-hydraulic servo brake assembly, an auxiliary electro-hydraulic servo brake assembly, a liquid storage tank, a parallel main cylinder, a brake main cylinder, a hydraulic pressure adjusting unit and a brake set. Two sides of the main electro-hydraulic servo brake assembly are respectively connected with the brake pedal and the parallel main cylinder. The auxiliary electro-hydraulic servo assembly is connected with the brake master cylinder, wherein the mechanical assembly is provided with a self-locking mechanism, and power-off locking can be realized. The oil outlets of the brake master cylinder are respectively connected with the two oil inlets of the parallel brake master cylinder through two loops, and the two oil outlets of the parallel brake master cylinder are respectively connected with the left oil inlet and the right oil inlet of the pressure regulating unit through two loops. The utility model discloses can realize that line control brake, outside IQ that the area braking kept go that ball braking, brake energy recovery are supplementary and multiple functions such as manpower backup braking, and have multiple redundant brake function, can satisfy the braking demand of higher tonnage vehicle, improve the vehicle security.
Description
Technical Field
The utility model belongs to the technical field of the car braking, specifically relate to servo braking system among hydraulic braking system.
Background
The automobile brake system is divided according to the transmission mode of brake energy, and can be divided into a mechanical type, a hydraulic type, a pneumatic type, an electromagnetic type and the like. The braking energy transmission mode of the hydraulic braking system is hydraulic pressure, namely, the hydraulic pressure is increased by compressing the braking fluid in the braking system during braking, the hydraulic pressure is transmitted to the wheel-side brake and then finally pushes the friction plate to be attached to a brake disc or a brake drum, braking torque for preventing the wheel from rotating is generated, and finally ground braking force opposite to the driving direction of the wheel is reacted by the ground to brake the vehicle.
Compared with a pneumatic braking system, the hydraulic braking system has the following advantages: the transmission pressure and speed of the liquid are higher than those of the gas, so that the size of the energy transmission device of the hydraulic system is smaller, and the arrangement is more convenient; the transmission lag time is short, and the transmission lag time is generally only 1/2 of an air pressure energy transmission device; high transmission efficiency and high transmission ratio; fourthly, the structure is simple, and the system does not need lubrication; no consumption of engine power.
But the hydraulic braking system is generally used on middle-low tonnage vehicles due to the limitation of the arrangement space of the whole front cabin and the type selection of the booster. At present, vehicles with higher design tonnage are braked by air pressure and other modes.
In the prior art, a large-size single-diaphragm vacuum booster and a large-size double-diaphragm vacuum booster are adopted to realize hydraulic braking assistance in a certain tonnage step range (such as 6 tons or less), and some hydraulic braking assistance assemblies are also realized by adopting an electro-hydraulic servo braking assembly matched with a large-torque control motor. When the tonnage of the vehicle is higher, the current vacuum boosting system and the current electro-hydraulic braking system can not meet the braking performance of the hydraulic braking system. The prior art adopts a pneumatic braking scheme for solving the problems.
The prior art mainly has the following defects:
1. disadvantages of vacuum assisted brake systems
A vacuum booster section. If the scheme of the vacuum booster is adopted for designing the vehicle with larger tonnage, the vacuum booster with very large size (radial direction) is usually needed, and the whole vehicle is difficult to arrange; and the limit of the vacuum source capacity, booster assistance ratio and the like can not realize enough brake assistance, or when enough brake assistance is realized, corresponding ideal pedal force and pedal stroke can not be realized, so that the pedal feeling is poor.
A master cylinder section. The vehicle with larger tonnage is designed, and if a hydraulic braking scheme is adopted, the brake with corresponding specification needs to be matched. Generally, the larger the tonnage of the vehicle, the larger the size of the brake cylinder or wheel cylinder (to provide a larger braking torque), which directly results in an increase in the fluid demand.
Under the condition that the specific size (or pedal stroke) of a brake pedal lever is not changed, the diameter of a master cylinder is inevitably required to be increased (after the diameter of the master cylinder is increased, when a certain pedal stroke is stepped on, the master cylinder can compress more brake fluid to meet the requirement of fluid demand), the relation that the hydraulic pressure is multiplied by the cross section area to be acting force can be known, after the cross section area is increased (namely the diameter of the master cylinder is increased), under the condition that the same pressure of a brake system is realized, the acting force is increased, namely the force of the brake pedal is required to be correspondingly increased, and thus the requirement of regulations is not easy to meet.
Or on the premise of not changing the cylinder diameter of the brake master cylinder, the pedal stroke needs to be increased to meet the corresponding liquid demand, so that the pedal stroke is increased, and the regulation requirement is not easy to meet.
2. Disadvantages of electrohydraulic servo brake systems
And an electro-hydraulic servo brake part. The electrohydraulic servobrake is usually short in radial dimension relative to the vacuum booster, so that problems in terms of installation space are not great; and because the electro-hydraulic servo brake can adjust the pedal feel, the problem of poor pedal feel of the vacuum booster is avoided. However, the maximum servo force output by the motor is limited by the torque of the motor and the strength of the transmission mechanism, that is, the maximum braking system pressure generated is constant under the condition of a constant master cylinder diameter, and the maximum braking pressure which can be output is reduced under the same maximum servo force limit when the master cylinder diameter is larger.
A master cylinder section. Similar to the scheme of a vacuum booster, a high-tonnage vehicle usually has higher liquid demand, if the cylinder diameter of a brake master cylinder is larger, although the pedal stroke is reduced, the requirement of the final output servo force of a motor during normal brake pressure building is higher, and the pedal force during emergency brake is less easy to meet the requirement; if the cylinder diameter of the brake master cylinder is designed to be small, a large piston stroke is needed when the brake is pressurized, and although the decoupling type electro-hydraulic servo brake may not have problems, during emergency braking, corresponding deceleration requirements cannot be met under the requirements of pedal force and pedal stroke required by laws and regulations.
SUMMERY OF THE UTILITY MODEL
The utility model aims at solving the problem that the vacuum booster assembly scheme and single electro-hydraulic servo brake scheme can't or be difficult to satisfy the servo braking capability of higher design tonnage vehicle among the prior art, providing a redundant braking system of multi-functional bi-motor.
In order to achieve the above purpose, the utility model adopts the following technical scheme:
a multifunctional dual-motor redundant brake system comprises a main electro-hydraulic servo brake assembly, an auxiliary electro-hydraulic servo brake assembly, a brake pedal assembly, a liquid storage tank, a brake master cylinder, a pressure adjusting unit and a brake set; wherein:
one side of the main electro-hydraulic servo brake assembly is connected with the brake pedal assembly through a pedal connecting mechanism, and the other side of the main electro-hydraulic servo brake assembly is fixedly connected with the parallel main cylinder; the main electro-hydraulic servo brake assembly also comprises a gear transmission pair which is in transmission with a push rod of the pedal connecting mechanism, a pedal feel simulation motor which is in transmission fit with the gear transmission pair, a main controller, a main control motor transmission pair which is arranged at the front side of the gear transmission pair in a front-and-back motion manner, a main control motor which is used for driving the main control motor transmission pair, and a pedal stroke sensor which is used for detecting the stroke of a pedal; the pedal feeling simulation motor and the main control motor are respectively electrically connected with the main controller; the main control motor transmission pair is connected with a piston mandril in the parallel main cylinder and is used for driving a piston in the parallel main cylinder;
the auxiliary electro-hydraulic servo brake assembly comprises a mechanical assembly with a self-locking mechanism, a master cylinder piston stroke sensor, an auxiliary control motor, an auxiliary controller and a current sensor; the mechanical assembly is connected with the master brake cylinder and is in transmission fit with the auxiliary control motor to drive a piston in the master brake cylinder; the auxiliary controller is used for receiving sensor signals of the master cylinder piston stroke sensor and the current sensor and taking the sensor signals as control basis; the auxiliary controller is in communication connection with the main controller; the auxiliary control motor is electrically connected with the auxiliary controller;
the liquid storage tank is respectively connected with the brake master cylinder and the parallel master cylinder; the two oil outlets of the brake master cylinder are respectively connected with the two oil inlets of the parallel master cylinder through a first loop and a second loop, the two oil outlets of the parallel master cylinder are respectively connected with the two oil inlets of the pressure adjusting unit through a third loop and a fourth loop, and the pressure adjusting unit is connected to the brake set through a pipeline.
Furthermore, two piston cylinders are arranged in the parallel main cylinder in parallel, a parallel main cylinder piston is arranged in each piston cylinder respectively, the piston cylinders are divided into a front cavity and a rear cavity by the parallel main cylinder pistons, two oil inlets of the parallel main cylinder are respectively communicated with the rear cavities of the two piston cylinders, and two oil outlets of the parallel main cylinder are respectively communicated with the front cavities of the two piston cylinders; the parallel main cylinder piston is also provided with a central hole for communicating the front cavity and the rear cavity, a pair of parallel main cylinder piston ejector rods for respectively pushing the parallel main cylinder pistons in the two piston cylinders is movably arranged in the parallel main cylinder, the head part of each parallel main cylinder piston ejector rod is provided with a sealing element for abutting against and sealing the central hole, the transmission pair of the main control motor is connected with the pair of parallel main cylinder piston ejector rods so as to simultaneously drive the pair of parallel main cylinder piston ejector rods to move back and forth, and the piston cylinders are also provided with elastic elements for resetting the parallel main cylinder pistons.
Further, the sealing element is a sealing pin which is fixed at the front end of the piston mandril of the parallel main cylinder. In one embodiment, the seal pin is a tapered pin, and the seal surface is a tapered surface that mates with and seals against the opening of the central bore of the piston. The sealing pin is fixed at the front end of the piston mandril of the parallel main cylinder through a cylindrical pin.
Further, the elastic part is a return spring, and the return spring is arranged in a front cavity of the piston cylinder. The function of the return spring is to push the piston to move backwards to reset when the pushing force of the piston mandril is eliminated.
Furthermore, a return spring for returning the piston mandril of the parallel main cylinder is also arranged in the parallel main cylinder.
The utility model discloses in, owing to assist the electro-hydraulic servo brake assembly and adopted the mechanical assembly of taking self-locking mechanism, so make braking system can realize the braking and keep the function. The self-locking mechanism in the mechanical assembly is used for maintaining pressure after pressure build-up, and after the motor rotates forwards to push the piston to compress brake fluid to build pressure, the self-locking mechanism can avoid the piston to move backwards under the action of hydraulic pressure, and only when the motor rotates backwards, the piston can be driven to return, so that pressure is relieved. The mechanical assembly with the self-locking mechanism can adopt the existing design, for example, the self-locking mechanism adopts a worm gear transmission mechanism, and a mandril for pushing a piston is in transmission with a main control motor transmission pair through the worm gear transmission mechanism. Since mechanical assemblies with self-locking mechanisms are well known to those skilled in the art, they will not be described in detail.
Furthermore, the main control motor transmission pair comprises a push rod which is in transmission with an output shaft of the main control motor, and a gap is arranged between the front end of the push rod of the pedal connecting mechanism and the rear end of the push rod of the main control motor transmission pair. The gap is used for providing an idle stroke when the brake pedal assembly is pressed down and is used for recovering the braking energy of the vehicle.
Furthermore, one oil outlet of the brake master cylinder is connected with the first oil inlet of the parallel master cylinder through a first loop, and the other oil outlet of the brake master cylinder is connected with the second oil inlet of the parallel master cylinder through a second loop; the first oil outlet of the parallel master cylinder is connected with one of the oil inlets of the pressure regulating unit through a third loop and is connected with the first brake set in the brake sets through the oil outlet of the pressure regulating unit; and a second oil outlet of the parallel master cylinder is connected with the other oil inlet of the pressure regulating unit through a fourth loop and is connected with a second brake set in the brake sets through an oil outlet of the pressure regulating unit.
Further, the brake set includes a left front wheel brake, a right front wheel brake, a left rear wheel brake, and a right rear wheel brake. In a preferred embodiment, the first brake set consists of the left front wheel brake, the right front wheel brake; the second brake group consists of the left rear wheel brake and the right rear wheel brake. At this time, the four brakes adopt an H-shaped arrangement mode, and more ideal pressure distribution can be realized on the H-shaped arrangement mode, so that the working frequency of the pressure regulating unit is reduced, and the service life of the pressure regulating unit is prolonged. In another embodiment, the first brake set consists of the left and right rear wheel brakes; the second brake group consists of the left front wheel brake and the right front wheel brake.
In other embodiments, the four brakes may be arranged in other ways, such as an X-type arrangement: the first brake group consists of a left front wheel brake and a right rear wheel brake, and the second brake group consists of a right front wheel brake and a left rear wheel brake; or the first brake group consists of a right front wheel brake and a left rear wheel brake, and the second brake group consists of a left front wheel brake and a right rear wheel brake.
Furthermore, the dual-motor redundant braking system further comprises a liquid storage tank which is used for supplying brake liquid to the main brake master cylinder and the auxiliary brake master cylinder. In one embodiment, the reservoir is connected to the primary brake master cylinder and is connected to the secondary brake master cylinder via a conduit.
The utility model discloses a redundant braking system of multi-functional bi-motor, the function realization process of the electric liquid servo braking assembly wherein as follows:
for a main electro-hydraulic servo brake assembly, after a driver steps on a brake pedal for a certain stroke, a pedal stroke sensor of the electro-hydraulic servo brake assembly transmits a braking intention to a main controller, the braking intention is output to a control target of a main control motor through calculation of the main controller, and the motor is driven to push two pistons of a parallel main cylinder to move forwards to build pressure on a brake system. The rotation angle information of the main control motor and the current sensor on the main controller can be respectively used for closed-loop control of displacement and current. The master controller also controls the pedal to sense the action of the analog motor so as to provide force feedback of the brake pedal assembly.
For the auxiliary electro-hydraulic servo brake assembly, after the auxiliary controller receives an external braking request command, the command is output to a control motor control target according to a calculation result, and the motor drives the piston to move forward to build pressure on a brake system. Because the mechanical assembly is provided with the self-locking mechanism, the ejector rod on the mechanical assembly can keep displacement unchanged during power failure, namely, pressure can still be kept in the pipeline, the ejector rod on the mechanical assembly can return until the controller controls the motor to return, and the brake pressure can be relieved. A piston stroke sensor and a current sensor 205 are used for closed loop control of displacement and current, respectively.
The utility model discloses a redundant braking system of multi-functional bi-motor can realize multiple functions such as brake-by-wire, the brake-by-wire that the area braking kept, outside request braking, braking energy recovery are supplementary and manpower backup braking.
The implementation process of each function is as follows:
brake-by-wire: in the braking mode, after a driver steps on a brake pedal for a certain stroke, a main controller of the main hydraulic servo braking assembly directly controls a pedal feel simulation motor to act according to a brake pedal stroke signal, and provides acting force for the pedal connecting mechanism, and the acting force is transmitted to the brake pedal to provide pedal force simulation; the master controller also controls the action of the master control motor at the same time, pushes the piston of the parallel master cylinder, compresses the brake fluid in the parallel master cylinder, generates pressure in the third loop and the fourth loop and transmits the pressure to the brake group; meanwhile, the auxiliary controller drives the auxiliary control motor to act, so that the piston of the brake main cylinder is pushed, the piston of the brake main cylinder is compressed, pressure is generated in the first loop and the second loop and is transmitted to the parallel main cylinder, and the main electro-hydraulic servo brake assembly and the auxiliary electro-hydraulic servo brake assembly jointly brake at the moment; when the brake maintaining function is closed, after a brake pedal is released, the main control motor and the auxiliary control motor are reversely rotated, so that the piston stroke is reset, and at the moment, the brake system has no pressure;
when the pedal stroke exceeds a preset pedal stroke limit value, a gap between the pedal connecting mechanism and a push rod of the main control motor transmission pair is eliminated, at the moment, the acting force of a driver directly stepping on the brake pedal, the force of the main control motor for pushing the piston of the parallel main cylinder through the main control motor transmission pair and the force of the auxiliary electro-hydraulic servo brake assembly directly entering the parallel main cylinder to push the piston after driving the brake main cylinder to build pressure jointly act to enable the parallel main cylinder to generate pressure, so that the brake system realizes braking.
Brake-by-wire with brake hold: when the brake maintaining function is started, when a driver releases the pedal after braking, the vehicle still keeps a parking state until the brake maintaining function is released when the vehicle is driven to act next time; after the driver finishes braking, the brake pedal is released, the auxiliary control motor is powered off and self-locked, at the moment, the brake pressure generated by the brake master cylinder is kept, and the vehicle can be temporarily stopped; until the driver drives the vehicle or releases the brake hold function, the auxiliary control motor is reversely rotated, and the brake pressure held in the first and second circuits is released.
External request braking mode: in the mode, when other electric control systems of the vehicle send braking requests, the main controller also controls the main control motor to act at the same time, and builds pressure on the parallel main cylinder; meanwhile, the auxiliary controller drives the auxiliary control motor to act on the main brake cylinder to build pressure, and the main electro-hydraulic servo brake assembly and the auxiliary electro-hydraulic servo brake assembly jointly realize external request braking.
Auxiliary braking energy recovery: on the premise of meeting the braking energy recovery condition, before the stroke of the brake pedal which is stepped is smaller than the preset stroke, the pedal feeling simulation motor of the main electro-hydraulic servo brake assembly only provides the feedback of the force of the brake pedal and does not participate in the braking pressure building process, the auxiliary control motor of the auxiliary electro-hydraulic servo brake assembly does not participate in the braking process, at the moment, the main controller sends a torque request of energy recovery to the whole vehicle, the driving motor of the whole vehicle responds to the torque request of the energy recovery and applies a reverse torque with the braking effect to the whole vehicle, and the braking of the whole vehicle is realized; when the stroke of the brake pedal after being stepped is larger than the preset stroke, friction braking starts to intervene, the whole vehicle deceleration is provided together with the reverse torque in the energy recovery process, and then the vehicle braking is gradually and completely taken over.
Manual backup braking: when the control motor fails or the controller fails in power supply, the main control motor and the auxiliary control motor cannot support braking to build pressure, the pedal feeling simulation motor also stops working, a driver directly steps on a brake pedal to push the brake pedal connecting mechanism to move forwards, a gap between the pedal connecting mechanism and a push rod of a transmission pair of the main control motor is eliminated, then a piston of the parallel main cylinder is directly pushed to compress brake fluid in the parallel main cylinder, pressure is generated in the third loop and the fourth loop and is transmitted to the brake group, and manual backup braking is realized.
Besides the functions, when the electro-hydraulic servo brake assembly or a sensor of the electro-hydraulic servo brake assembly fails, the dual-motor redundant brake system can realize multiple redundant brake modes, and brake safety is guaranteed to the maximum extent. The redundant braking mode comprises a redundant braking safety strategy for coping with sensor failure and a redundant braking safety strategy for coping with motor failure, and specifically comprises the following steps:
(1) redundant braking mode with sensor failure handling.
When the driver presses the brake pedal or other electronic control system of the vehicle sends a braking request:
for a main electro-hydraulic servo brake assembly:
when a brake pedal stroke sensor of the main electro-hydraulic servo brake assembly breaks down, a main control motor of the main electro-hydraulic servo brake assembly realizes the pressure build-up of a brake system through fixed pwm control;
when a pedal stroke sensor of the main electro-hydraulic servo brake assembly works normally, if a main control motor works normally, the main control motor realizes the pressure build-up of a brake system through closed-loop control; meanwhile, if the master cylinder piston stroke sensor and the current sensor work normally, the auxiliary control motor realizes the pressure build-up of the brake system through the 'double closed loop' control; if the master cylinder piston stroke sensor works normally and the current sensor fails, the auxiliary control motor realizes the pressure build-up of the braking system through the unit loop control; if the master cylinder piston stroke sensor is in fault and the current sensor works normally, the auxiliary control motor realizes the pressure build-up of the braking system through the control of a single current loop; if the master cylinder piston stroke sensor and the current sensor are in fault, the auxiliary control motor realizes the pressure build-up of the brake system through pwm control.
The fixed pwm control means that when the pedal stroke sensor is in fault, and a driver steps on a brake pedal (namely, a brake switch is triggered), the main electro-hydraulic servo brake assembly and the auxiliary electro-hydraulic servo brake assembly control respective control motors according to fixed pwm output, so that the pressure build of a brake system is realized, and the whole vehicle is braked; the pwm control refers to the relationship between the travel of the brake pedal and the pwm of the motor, and through the one-to-one correspondence relationship, after the driver steps on the brake pedal for a certain travel, the brake system can correspondingly establish the pressure with the corresponding magnitude; the single current loop refers to the relation between the travel of the brake pedal and the control current of the motor, and through the one-to-one correspondence relation, after a driver steps on the brake pedal for a certain travel, the brake system can correspondingly build corresponding pressure; the unit arrangement ring refers to the relation between the travel of the brake pedal and the displacement of a piston mandril of a brake master cylinder, and through the one-to-one correspondence relation, after a driver steps on the brake pedal for a section of travel, a brake system can correspondingly establish pressure with corresponding magnitude; "double closed loop" refers to a closed loop control strategy that combines a single position loop and a single current loop.
(2) Redundant braking mode in response to motor failure.
In the redundant braking mode, when a driver steps on a brake pedal or other electronic control systems of the vehicle send a braking request, when a main control motor of a main electro-hydraulic servo brake assembly and an auxiliary control motor of an auxiliary electro-hydraulic servo brake assembly work normally, the two motors carry out braking together; when a main control motor of the main electro-hydraulic servo brake assembly 1 breaks down and an auxiliary control motor of the auxiliary electro-hydraulic servo brake assembly works normally, only the auxiliary control motor of the auxiliary electro-hydraulic servo brake assembly is used for braking; when a main control motor of the main electro-hydraulic servo brake assembly works normally and an auxiliary control motor of the auxiliary electro-hydraulic servo brake assembly breaks down, only the main control motor of the main electro-hydraulic servo brake assembly is used for braking; when the main control motor of the main electro-hydraulic servo brake assembly and the auxiliary control motor of the auxiliary electro-hydraulic servo brake assembly both have faults, the manual backup brake is implemented.
Due to the adoption of the technical scheme, the utility model provides a pair of multi-functional two motor redundancy braking system compares with prior art, has following advantage:
1) the utility model can meet the braking demand of vehicles with higher tonnage by adopting the control of two electro-hydraulic servo braking assemblies;
2) compared with the single electro-hydraulic servo brake assembly scheme, the utility model has more redundant brake strategies, so that the vehicle can run more safely;
3) compared with the single electro-hydraulic servo brake assembly scheme, the utility model discloses can satisfy the braking demand of vehicle under the situation that reduces the requirement to motor capacity;
4) compared with a vacuum booster, the utility model can realize more efficient recovery of braking energy on the premise of ensuring the feeling of the brake pedal, can realize external braking request (convenient for function expansion), and is little influenced by factors such as external air pressure and the like;
5) the utility model can realize more ideal pressure distribution on the vehicle with the H-shaped brake system, thereby reducing the working frequency of the pressure adjusting unit and prolonging the service life of the pressure adjusting unit;
6) aiming at the cargo vehicle with the H-shaped arrangement mode of the braking system with obvious load transfer during braking, the utility model can optimize the braking pressure distribution and reduce the loss of the brake;
7) the utility model can realize the brake keeping function under the premise of not increasing the energy consumption or the motor burden;
8) the utility model discloses can not rely on complicated spring combination to realize the footboard of ideal and feel, only just can realize through the motor simulation.
Drawings
Fig. 1 is a schematic structural diagram of a multifunctional dual-motor redundant brake system according to an embodiment of the present application.
FIG. 2 is a schematic illustration of a primary electro-hydraulic service brake assembly according to an embodiment of the present application.
FIG. 3 is a cross-sectional schematic view of a parallel master cylinder according to an embodiment of the present application.
FIG. 4 is a schematic illustration of an auxiliary electro-hydraulic servo brake assembly according to an embodiment of the present application.
FIG. 5 is a flow diagram of a redundant brake safety strategy control for sensor failure handling according to an embodiment of the present application.
FIG. 6 is a flow diagram of a redundant brake safety strategy control for motor failure handling according to one embodiment of the present application.
Detailed Description
In order to make the technical field of the present invention better understand, the technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained under the premise of equivalent changes and modifications by those skilled in the art should belong to the protection scope of the present invention.
Example one
Referring to fig. 1 to 4, the present embodiment provides a multifunctional dual-motor redundant brake system, which mainly includes a main electro-hydraulic servo brake assembly 1, an auxiliary electro-hydraulic servo brake assembly 2, a brake pedal assembly 3, a liquid storage tank 4, a brake master cylinder 5, a pressure adjusting unit 6, and a brake set 7. Wherein: the main electro-hydraulic servo brake assembly 1 is in communication connection with the auxiliary electro-hydraulic servo brake assembly 2 through a CAN bus, two ends of the main electro-hydraulic servo brake assembly 1 are respectively connected with the brake pedal assembly 3 and the parallel main cylinder 108, and the auxiliary electro-hydraulic servo brake assembly 2 is connected with the brake main cylinder 5.
In this embodiment, the reservoir tank 4 is used to supply the brake fluid to the brake master cylinder 5 and the parallel master cylinder 108. Reservoir 4 is preferably connected to the main hydraulic service brake assembly 1 and is connected to the master cylinder 5 by a low pressure line 9.
As shown in fig. 2 and 3, the main hydraulic servo brake assembly 1 is connected to the brake pedal assembly 3 at the right side thereof through a pedal connecting mechanism 101, and is fixedly connected to the parallel master cylinder 108 at the left side thereof. The brake pedal assembly 3 in this embodiment has a return spring (not shown). The main electro-hydraulic servo brake assembly 1 further comprises a gear transmission pair 102 which is in transmission with a push rod of the pedal connecting mechanism 101, a pedal feel simulation motor 103 which is in transmission fit with the gear transmission pair 102, a main controller 104, a main control motor transmission pair 107 which is arranged on the front side of the gear transmission pair 102 in a front-and-back movement mode, a main control motor 105 which is used for driving the main control motor transmission pair 107, and a pedal stroke sensor 106 which is used for detecting pedal stroke. The gear transmission pair 102 may be a multi-stage gear structure for converting the output torque of the pedal feel simulation motor 103 into the reverse thrust of the push rod of the pedal attachment mechanism 101, thereby feeding back a force feel to the pedal. The pedal feeling simulation motor 103 and the main control motor 105 are electrically connected to the main controller 104, respectively. The main control motor transmission pair 107 is connected with a piston mandril in the parallel main cylinder 108 and is used for driving a piston in the parallel main cylinder 108. The main control motor transmission pair 107 may be a multi-stage gear structure or a worm gear mechanism, and is configured to convert the output torque of the main control motor 105 into a thrust force for driving the piston ram of the parallel main cylinder 108. The main control motor transmission pair 107 comprises a push rod which is in transmission with an output shaft of the main control motor 105, and a gap is arranged between the front end of the push rod of the pedal connecting mechanism 101 and the rear end of the push rod of the main control motor transmission pair 107. The gap has the function of providing an idle stroke when the brake pedal is pressed down for recovering the braking energy of the vehicle. When the stepping stroke of the brake pedal exceeds the idle stroke, the manual backup braking can be realized. In this embodiment, an elastic member is further disposed at the rear end of the push rod of the master control motor transmission pair 107 for reducing the impact of the push rod of the brake pedal connection mechanism 101 on the master control motor transmission pair 107 when the brake pedal assembly 3 is strongly stepped on.
The parallel master cylinder 108 is internally provided with two piston cylinders in parallel, each piston cylinder is respectively provided with a parallel master cylinder piston 1082, the piston cylinders are divided into a front cavity and a rear cavity by the parallel master cylinder pistons 1082, two oil inlets of the parallel master cylinder 108 are respectively communicated with the rear cavities of the two piston cylinders, and two oil outlets of the parallel master cylinder 108 are respectively communicated with the front cavities of the two piston cylinders. The parallel main cylinder piston 1082 is further provided with a central hole for communicating the front cavity and the rear cavity, the parallel main cylinder 108 is movably provided with a pair of parallel main cylinder piston ejector rods 1081 for respectively pushing the parallel main cylinder pistons 1082 in the two piston cylinders, the head of the parallel main cylinder piston ejector rod 1081 is provided with a sealing member for abutting against and sealing the central hole, and the main control motor transmission pair 107 is connected with the pair of parallel main cylinder piston ejector rods 1081 to simultaneously drive the pair of parallel main cylinder piston ejector rods 1081 to move back and forth.
As shown in fig. 3, a concrete structure of the two parallel master cylinder pistons 1082 and the pair of parallel master cylinder piston rods 1081 of the parallel master cylinder 108 is shown. The transmission connection mode of the main control motor transmission pair 107 and the pair of parallel master cylinder piston rods 1081 can be a sliding block or an intermediate connecting block in the prior art, which is easy to implement for those skilled in the art, and is not a key technical point of the present application, and therefore, the detailed description is omitted. An elastic member for resetting the parallel master cylinder piston 1082 is further provided in the piston cylinder, and the elastic member is preferably a return spring provided in a front cavity of the piston cylinder. The function of the return spring is to push the piston to move backwards to reset when the pushing force of the piston mandril is eliminated. In addition, a return spring for returning the piston mandril of the parallel main cylinder is also arranged in the parallel main cylinder 108. The return spring is preferably sleeved on the parallel main cylinder piston ejector rod 1081, and two ends of the return spring respectively abut against the rear end portion of the parallel main cylinder piston ejector rod 1081 and the cylinder body, so that the parallel main cylinder piston ejector rod 1081 is reset backwards, the sealing element at the front end of the parallel main cylinder piston ejector rod 1081 is separated from the central hole of the piston, the thrust of the piston ejector rod is eliminated more quickly, and the parallel main cylinder piston 1082 can be reset quickly.
In the embodiment, the sealing element fixedly mounted at the front end of the piston rod 1081 of the parallel master cylinder is a sealing pin, which is preferably a tapered pin, and the sealing surface of the sealing pin is a tapered surface and is matched and sealed with the opening of the central hole of the piston. The sealing pin is fixed at the front end of the piston mandril of the parallel main cylinder through a cylindrical pin.
As shown in fig. 4, the auxiliary electro-hydraulic servo brake assembly 2 includes a mechanical assembly 201 with a self-locking mechanism, a master cylinder piston stroke sensor 202, an auxiliary control motor 203, an auxiliary controller 204, and a current sensor 205. Wherein, the mechanical assembly 201 is connected with the master cylinder 5, and the mechanical assembly 201 is in transmission fit with the auxiliary control motor 203 to drive the piston in the master cylinder 5. The master cylinder piston stroke sensor 202 and the current sensor 205 are respectively used for detecting the piston stroke of the brake master cylinder 5 and the current of the auxiliary control motor 203, and the auxiliary controller 204 is used for receiving sensor signals of the master cylinder piston stroke sensor 202 and the current sensor 205 and is used as a control basis. The auxiliary controller 204 is in communication connection with the main controller 104 through a CAN bus. The sub control motor 203 is electrically connected to the sub controller 204.
The self-locking mechanism in the mechanical assembly 201 can prevent the piston from backing up under the action of hydraulic pressure after the motor positively rotates to push the piston to compress brake fluid to build pressure, and the piston can be driven to return only when the motor reversely rotates, so that pressure is relieved. After the brake system builds pressure to realize braking, the self-locking mechanism is powered off and self-locked, so that the brake system can keep brake pressure, and the brake keeping function of the vehicle is realized. The mechanical assembly with the self-locking mechanism can adopt the existing design, for example, the self-locking mechanism adopts a worm gear mechanism, and a mandril for pushing a piston is in transmission with a main control motor transmission pair through a worm gear transmission mechanism. In addition, the self-locking mechanism can also adopt a self-locking screw rod structure. Since mechanical assemblies with self-locking mechanisms are well known to those skilled in the art, they will not be described in detail.
Two oil outlets of the brake master cylinder 5 are respectively connected with the oil inlets b and a of the parallel master cylinder 108 through a loop 1 and a loop 2, and two oil outlets d and c of the parallel master cylinder 108 are respectively connected with two oil inlets of the pressure regulating unit 6 through a loop 3 and a loop 4. The left oil inlet of the pressure regulating unit 6 is connected with the loop 3 and is connected with a first brake set of the brake set 7 through a pipeline. The right oil inlet of the pressure regulating unit 6 is connected with the loop 4 and is connected with a second brake set of the brake set 7 through a pipeline. In this embodiment, the circuits 1, 2, 3, 4 and the pipelines connected between the pressure regulating unit 6 and the brake are all high-pressure pipelines 8.
The oil outlet of the front cavity of the brake master cylinder 5 is connected to the left oil inlet of the pressure adjusting unit 6 through a first circuit (loop 1), and is connected with a first brake group in the brake group 7 through the oil outlet of the pressure adjusting unit 6. The oil outlet of the rear cavity of the brake master cylinder 5 is connected to a first oil inlet a of the shuttle valve 7 through a second loop (loop 2), the oil outlet of the brake master cylinder 5 is connected to a second oil inlet b of the shuttle valve 7 through a third loop (loop 3), and the oil outlet c of the shuttle valve 7 is connected to a right side oil inlet of the pressure regulating unit 6 through a fourth loop (loop 4) and is connected with a second brake group in the brake group 7 through the oil outlet of the pressure regulating unit 6. In this embodiment, the brake lines in the circuits 1, 2, 3, and 4 are all high-pressure lines 11.
In the present embodiment, the brake group 7 includes a left front wheel brake LF, a right front wheel brake RF, a left rear wheel brake LR, and a right rear wheel brake RR. The four brakes of the brake group 7 are grouped in pairs, and the first brake group consists of a left front wheel brake LF and a right front wheel brake RF; the second brake group is composed of a left rear wheel brake LR and a right rear wheel brake RR. The oil outlets of the pressure regulating unit 6 are connected with LF, RF, LR, RR, respectively. At this time, the four brakes adopt an H-shaped arrangement mode, and more ideal pressure distribution can be realized on the H-shaped arrangement mode, so that the working frequency of the pressure regulating unit is reduced, and the service life of the pressure regulating unit is prolonged.
The main electro-hydraulic servo brake assembly has the following functions: line control braking, external request braking, braking energy recovery assistance, manual backup braking and the like; the auxiliary electro-hydraulic servo brake assembly has the functions of external braking request and braking pressure maintenance in the system, and has the function of redundant braking backup.
The main electro-hydraulic servo brake assembly and the auxiliary electro-hydraulic servo brake assembly are functionally realized by the following steps:
for the main electro-hydraulic servo brake assembly 1, after the driver steps on the brake pedal assembly 3 for a certain stroke, the pedal stroke sensor 106 of the electro-hydraulic servo brake assembly 1 transmits the braking intention to the main controller 104, and the braking intention is output to the control target of the control motor 105 through the calculation of the main controller, and the motor is driven to push the two pistons of the parallel main cylinder 108 to move forward to build pressure on the brake system (at this time, the piston ejector 1081 seals the central hole of the piston 1082). The rotation angle information of the main control motor 105 and the current sensor on the main controller 104 can be used for closed loop control of displacement and current, respectively. The master controller 104 also controls the operation of the pedal feel simulation motor 103 to provide force feedback of the brake pedal.
For the auxiliary electro-hydraulic servo brake assembly 2, after the auxiliary controller 204 receives an external braking request command, the command is output to the control motor 203 according to the calculation result, and the motor is driven to push the piston to move forward to build pressure on the brake system. Because the mechanical assembly 201 is provided with the self-locking mechanism, the ejector rod on the mechanical assembly 201 can keep displacement when the power is off, namely, the pressure can still be kept in the pipeline, the ejector rod on the mechanical assembly 201 can not return until the controller 204 controls the motor 203 to return, and the brake pressure can not be relieved. The piston stroke sensor 202 and the current sensor 205 are used for closed loop control of displacement and current, respectively.
The utility model discloses a redundant braking system of multi-functional bi-motor, the primary function includes drive-by-wire braking, the drive-by-wire braking that the area braking kept, outside request braking, braking energy recovery are supplementary, the backup braking of manpower and multiple redundant braking function. The implementation process of each function is as follows:
1. brake by wire
In this mode, both of the two electro-hydraulic servo brake assemblies build pressure on the brake system according to the braking intention, so that the vehicle is braked. The specific process is as follows:
when a driver steps on the brake pedal assembly 3 for a certain stroke, the main controller 104 of the main electro-hydraulic servo brake assembly 1 receives a signal changed by the brake pedal stroke sensor 106, calculates a motor control target suitable for the main and auxiliary electro-hydraulic servo brake assemblies according to a brake target curve (or calculates a control target according to the pedal stroke of each of the two controllers), and then drives each motor to act. When the brake hold function is turned off, after the brake pedal assembly 3 is released, the main control motor 105 and the auxiliary control motor 203 both rotate in reverse, so that the piston stroke is reset, and at the moment, the brake system has no pressure.
When braking is carried out within a small brake pedal stroke range, the main controller 104 directly controls the pedal feel simulation motor 103 to act to provide acting force for the pedal connecting mechanism 101, and the acting force is transmitted to the brake pedal assembly 3 to provide pedal force simulation; the main controller 104 also controls the main control motor 105 to act at the same time, build pressure to the parallel brake master cylinder 108 (at this time, a part of gap exists between the pedal connecting mechanism 101 and the push rod of the main control motor transmission pair 107); the auxiliary controller 204 receives the motor control target in a CAN communication mode, and drives the motor 203 to act to build pressure on the whole brake system. Under this condition, control motor 103 provides only a pedal effort simulation of pedal feel, while control motors 105 and 203 provide a servo braking source. When the control motor 203 pushes the piston in the brake master cylinder 5 to move forwards for pressure buildup, brake fluid respectively flows into the oil inlets b and a of the brake master cylinder connected in parallel through the loop 1 and the loop 2 to push the piston 1082 to move forwards; when the control motor 105 pushes the piston mandril 1081 in the parallel brake master cylinder to move forwards, the central hole of the piston 1082 is closed, the brake fluid in the front cavity and the brake fluid in the rear cavity are isolated from each other, and the compressed brake fluid flows into the pressure regulating unit 6 from the oil outlets d and c respectively through the loop 3 and the loop 4 to build pressure on the brake system. When the pressure is released, the compressed brake fluid returns along the original path.
When the pedal stroke exceeds a preset pedal stroke limit value (generally corresponding to a larger brake pedal stroke range), a gap between a pedal connecting mechanism 101 of the main electro-hydraulic servo brake assembly 1 and a push rod of a main control motor transmission pair 107 is eliminated, and at the moment, the force fed back to the brake pedal is mainly superposed by the feedback force transmitted to the pedal connecting device 101 by the hydraulic reaction force of the pedal sense simulation motor 103 and the parallel master cylinder 108 through the control motor transmission pair 107; the pressure generated in the parallel master cylinder 108 is mainly composed of three parts, namely, a piston 1082 is pushed by the main control motor 105 through the main control motor transmission pair 107, the acting force of a driver for directly pedaling (the force acting on the pedal connecting mechanism 101 through the pedaling and the resultant force of the pedal feeling simulation motor 103 after being counteracted by the acting force of the gear transmission pair 102, and then acting on the piston 1082 through the piston ejector rod 1081), and the auxiliary electro-hydraulic servo brake assembly 2 directly enters the parallel master cylinder to push the piston 1082 after being pressurized by the brake master cylinder 5. The brake fluid flow during build and pressure release is the same as described above for the small brake pedal stroke.
2. Brake-by-wire with brake hold
When the brake maintaining function is started, when a driver releases the pedal after braking, the vehicle still keeps a parking state until the brake maintaining function is released when the vehicle is driven next time. The specific process is as follows:
the braking process of the two electro-hydraulic servo braking assemblies is completely the same as the brake-by-wire process.
When the brake maintaining function is started, a driver releases the brake pedal assembly 3 after braking is finished, the main control motor 105 is not controlled, and the ejector rod 1081 can return under the action of hydraulic pressure and a return spring force; the control motor 203 does not control (power-off self-locking), at the moment, the brake pressure generated by the brake master cylinder 5 is maintained, and the vehicle can be parked for a short time (the function can be used as automatic parking or hill-start assistance); the control motor 203 does not reverse until the driver drives the vehicle or releases the brake hold function, and the brake pressure held in the circuits 1 and 2 is released.
3. Externally requested braking
In this mode, when the main controller 104 receives a braking request sent by another electronic control system of the vehicle, the main controller 104 responds to the braking request and calculates a motor control target suitable for the main and auxiliary electro-hydraulic servo brake assemblies, directly drives the main control motor 105 to act, and builds pressure on the parallel main cylinder 108; meanwhile, the auxiliary controller 204 receives the motor control target in a CAN communication mode, drives the auxiliary control motor 203 to act, and the main control motor 105 and the auxiliary control motor 203 jointly build pressure on the whole brake system.
4. Braking energy recovery
On the premise of meeting the requirement of braking energy recovery, according to a braking target curve, before a treaded stroke of a brake pedal assembly (3) is smaller than a preset stroke (namely before friction braking intervenes, the brake pedal can be treaded within a stroke range), a pedal feel simulation motor 103 of a main electro-hydraulic servo brake assembly 1 only provides feedback of brake pedal force, does not participate in braking pressure build-up, an auxiliary control motor 203 of an auxiliary electro-hydraulic servo brake assembly 2 does not participate in a braking process, at the moment, a main controller 104 sends a torque request of energy recovery to the whole vehicle, a whole vehicle driving motor responds to the torque request of energy recovery, and applies a reverse torque with a braking effect to the whole vehicle to realize whole vehicle braking; when the stroke of the brake pedal assembly 3 after being stepped is larger than the preset stroke, the deceleration provided by the whole vehicle brake energy recovery is not enough to meet the requirement, at the moment, the friction brake starts to intervene, the deceleration of the whole vehicle is provided together with the reverse torque in the energy recovery process, and then the vehicle brake is gradually and completely taken over.
5. Manpower backup brake
When the control motor fails or the controller fails to supply power, the main control motor 105 and the auxiliary control motor 203 cannot support brake build-up, and at the moment, the pedal feel simulation motor 103 also quits working (does not hinder manual backup brake). The driver directly steps on the brake pedal assembly 3 to push the brake pedal connecting mechanism 101 to move forwards, a gap between the pedal connecting mechanism 101 and a push rod of the main control motor transmission pair 107 is eliminated, then the piston ejector rod 1081 is directly pushed to move forwards to close a central hole of the piston 1082, then the brake fluid in the parallel main cylinder 108 is compressed, pressure is generated in the loop 3 and the loop 4, and the pressure is transmitted to the brake group, so that manual backup braking is realized.
Regarding the pressure build-up process. Oil outlets d and c of the parallel master cylinder 108 respectively enter a left oil inlet and a right oil inlet of the pressure regulating unit 6 through the loop 3 and the loop 4, and then the wheels on the front axle and the rear axle are respectively braked.
Regarding the pressure release process. When the brake pedal assembly 3 is released, the brake fluid returns along the original path.
6. Redundant braking
When the electro-hydraulic servo brake assembly or a sensor of the electro-hydraulic servo brake assembly breaks down, the dual-motor redundant brake system described in the application can realize multiple redundant brake modes, and brake safety is guaranteed to the maximum extent. The redundant braking mode comprises a redundant braking safety strategy for coping with sensor failure and a redundant braking safety strategy for coping with motor failure, and the specific control method comprises the following steps of:
(1) redundant braking mode with sensor failure handling.
Referring to fig. 5, when the driver presses the brake pedal or other electronic control system of the vehicle makes a braking request:
for a main electro-hydraulic servo brake assembly:
when the brake pedal stroke sensor 106 of the main electro-hydraulic servo brake assembly 1 has a fault, the main control motor 105 of the main electro-hydraulic servo brake assembly 1 realizes the pressure build-up of the brake system through the fixed pwm control;
when the pedal stroke sensor 106 of the main hydraulic servo brake assembly 1 works normally, if the main control motor 105 works normally, the main control motor 105 realizes the pressure build-up of the brake system through closed-loop control; meanwhile, if the master cylinder piston stroke sensor 202 and the current sensor 205 both work normally, the auxiliary control motor 203 realizes the pressure build-up of the brake system through the 'double closed loop' control; if the master cylinder piston stroke sensor 202 works normally and the current sensor 205 fails, the auxiliary control motor 203 realizes the pressure build-up of the brake system through the unit loop control; if the master cylinder piston stroke sensor 202 is in fault and the current sensor 205 works normally, the auxiliary control motor 203 realizes the pressure build-up of the braking system through the control of a single current loop; if the master cylinder piston stroke sensor 202 and the current sensor 205 both have faults, the auxiliary control motor 203 realizes the pressure build-up of the brake system through the control of 'pwm'.
The fixed pwm control means that when the pedal stroke sensor is in fault, and a driver steps on a brake pedal (namely, a brake switch is triggered), the main and auxiliary electro-hydraulic servo brake assemblies 1 and 2 control respective control motors 105 and 203 according to fixed pwm output, so that the pressure build of a brake system and the braking of the whole vehicle are realized; the pwm control refers to the relationship between the travel of the brake pedal and the pwm of the motor, and through the one-to-one correspondence relationship, after the driver steps on the brake pedal for a certain travel, the brake system can correspondingly establish the pressure with the corresponding magnitude; the single current loop refers to the relation between the travel of the brake pedal and the control current of the motor, and through the one-to-one correspondence relation, after a driver steps on the brake pedal for a certain travel, the brake system can correspondingly build corresponding pressure; the unit arrangement ring refers to the relation between the travel of the brake pedal and the displacement of a piston mandril of a brake master cylinder, and through the one-to-one correspondence relation, after a driver steps on the brake pedal for a section of travel, a brake system can correspondingly establish pressure with corresponding magnitude; "double closed loop" refers to a closed loop control strategy that combines a single position loop and a single current loop.
(2) Redundant braking mode in response to motor failure.
Referring to fig. 6, in the redundant braking mode, when a driver steps on a brake pedal or a braking request is sent by another electronic control system of the vehicle, when the main control motor 105 of the main electro-hydraulic servo brake assembly and the auxiliary control motor 203 of the auxiliary electro-hydraulic servo brake assembly both work normally, both motors perform braking together; when the main control motor 105 of the main electro-hydraulic servo brake assembly 1 breaks down and the auxiliary control motor 203 of the auxiliary electro-hydraulic servo brake assembly 2 works normally, only the auxiliary control motor 203 of the auxiliary electro-hydraulic servo brake assembly 2 is used for braking; when the main control motor 105 of the main electro-hydraulic servo brake assembly 1 works normally and the auxiliary control motor 203 of the auxiliary electro-hydraulic servo brake assembly 2 breaks down, only the main control motor 105 of the main electro-hydraulic servo brake assembly performs braking; when both the main control motor 105 of the main electro-hydraulic servo brake assembly 1 and the auxiliary control motor 203 of the auxiliary electro-hydraulic servo brake assembly 2 fail, the manual backup brake is implemented.
In addition, since the mechanical assembly 201 of the auxiliary electrohydraulic servo brake assembly 2 is provided with a self-locking mechanism, when the power supply is stopped after the auxiliary control motor 203 operates, the piston rod is self-locked and maintained to a certain stroke, and the piston rod does not move forward or backward until the motor operates. If the power supply of the controller is failed suddenly during braking, the auxiliary electro-hydraulic servo brake assembly 2 can provide certain braking force by means of the self-locking device, and the rest part is overlapped by manpower.
Example two
The structure of the dual-motor redundant brake system in this embodiment is substantially the same as that in the first embodiment, and the differences are as follows: the first brake group in this embodiment is composed of a left rear wheel brake LR and a right rear wheel brake RR; the second brake group is composed of a left front wheel brake LF and a right front wheel brake RF. The four oil outlets of the pressure regulating unit 6 are respectively connected with LR, RR, LF and RF. At this time, the brake system is in an H-type arrangement.
EXAMPLE III
The structure of the dual-motor redundant brake system in this embodiment is substantially the same as that in the first embodiment, and the differences are as follows: the first brake group in this embodiment is composed of a left front wheel brake LF and a right rear wheel brake RR, and the second brake group is composed of a right front wheel brake RF and a left rear wheel brake LR. The four oil outlets of the pressure regulating unit 6 are connected with LF, RR, RF, LR, respectively. At this time, the brake system is in an X-type arrangement.
Example four
The structure of the dual-motor redundant brake system in this embodiment is substantially the same as that in the first embodiment, and the differences are as follows: the first brake group in this embodiment is composed of a right front wheel brake RF and a left rear wheel brake LR, and the second brake group is composed of a left front wheel brake LF and a right rear wheel brake RR. The four oil outlets of the pressure regulating unit 6 are connected with RF, LR, LF, RR, respectively. At this time, the brake system is in an X-type arrangement.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention; it will be apparent to those skilled in the art that various modifications and variations can be made without departing from the spirit and scope of the invention.
Claims (9)
1. A multifunctional dual-motor redundant braking system is characterized by comprising a main electro-hydraulic servo braking assembly (1), an auxiliary electro-hydraulic servo braking assembly (2), a brake pedal assembly (3), a liquid storage tank (4), a brake master cylinder (5), a pressure regulating unit (6) and a brake set (7); wherein:
one side of the main electro-hydraulic servo brake assembly (1) is connected with the brake pedal assembly (3) through a pedal connecting mechanism (101), and the other side of the main electro-hydraulic servo brake assembly is fixedly connected with a parallel main cylinder (108); the main electro-hydraulic servo brake assembly (1) further comprises a gear transmission pair (102) which is in transmission with the pedal connecting mechanism (101), a pedal sensing simulation motor (103) which is in transmission fit with the gear transmission pair (102), a main controller (104), a main control motor transmission pair (107) which is arranged on the front side of the gear transmission pair (102) in a front-and-back movement mode, a main control motor (105) which is used for driving the main control motor transmission pair (107), and a pedal stroke sensor (106) which is used for detecting pedal stroke; the pedal feeling simulation motor (103) and the main control motor (105) are respectively electrically connected with the main controller (104); the main control motor transmission pair (107) is connected with a piston mandril in the parallel main cylinder (108) and is used for driving a piston in the parallel main cylinder (108);
the auxiliary electro-hydraulic servo brake assembly (2) comprises a mechanical assembly (201) with a self-locking mechanism, a master cylinder piston stroke sensor (202), an auxiliary control motor (203), an auxiliary controller (204) and a current sensor (205); wherein the mechanical assembly (201) is connected with the master cylinder (5), and the mechanical assembly (201) is in transmission fit with the auxiliary control motor (203) to drive a piston in the master cylinder (5); the master cylinder piston stroke sensor (202) and the current sensor (205) are respectively used for detecting the piston stroke of the brake master cylinder (5) and the current magnitude of the auxiliary control motor (203), and the auxiliary controller (204) is used for receiving sensor signals of the master cylinder piston stroke sensor (202) and the current sensor (205) and is used as a control basis; the auxiliary controller (204) is in communication connection with the main controller (104); the auxiliary control motor (203) is electrically connected with the auxiliary controller (204);
the liquid storage tank (4) is respectively connected with the brake master cylinder (5) and the parallel master cylinder (108); two oil outlets of the brake master cylinder (5) are respectively connected with two oil inlets (a and b) of the parallel master cylinder (108) through a first loop and a second loop, two oil outlets (c and d) of the parallel master cylinder (108) are respectively connected with two oil inlets of the pressure regulating unit (6) through a third loop and a fourth loop, and the pressure regulating unit (6) is connected to the brake group (7) through a pipeline.
2. The multifunctional dual-motor redundant brake system according to claim 1, wherein two piston cylinders are arranged in parallel in the parallel master cylinder (108), a parallel master cylinder piston (1082) is arranged in each piston cylinder, the parallel master cylinder piston (1082) divides the piston cylinders into a front cavity and a rear cavity, two oil inlets of the parallel master cylinder (108) are respectively communicated with the rear cavities of the two piston cylinders, and two oil outlets of the parallel master cylinder (108) are respectively communicated with the front cavities of the two piston cylinders; the parallel master cylinder piston (1082) is further provided with a center hole communicated with the front cavity and the rear cavity, a pair of parallel master cylinder piston ejector rods (1081) used for respectively pushing the parallel master cylinder pistons (1082) in the two piston cylinders is movably arranged in the parallel master cylinder (108), the head of each parallel master cylinder piston ejector rod (1081) is provided with a sealing element used for abutting against and sealing the center hole, the main control motor transmission pair (107) is connected with the pair of parallel master cylinder piston ejector rods (1081) to simultaneously drive the pair of parallel master cylinder piston ejector rods (1081) to move back and forth, and an elastic element used for resetting the parallel master cylinder pistons (1082) is further arranged in the piston cylinders.
3. The multifunctional dual-motor redundant brake system according to claim 2, wherein the sealing member is a sealing pin fixed to a front end of the parallel master cylinder piston ram (1081).
4. The multi-functional dual-motor redundant brake system of claim 2, wherein the resilient member is a return spring disposed in a forward cavity of the piston cylinder.
5. The multifunctional dual-motor redundant brake system according to any one of claims 1-4, wherein the main control motor transmission pair (107) comprises a push rod which is in transmission with an output shaft of the main control motor (105), and a gap is arranged between the front end of the push rod of the pedal connecting mechanism (101) and the rear end of the push rod of the main control motor transmission pair (107).
6. The multifunctional dual-motor redundant brake system according to any one of claims 1-4, wherein one of the oil outlets of the brake master cylinder (5) is connected with the first oil inlet (b) of the parallel master cylinder (108) through a first loop, and the other oil outlet is connected with the second oil inlet (a) of the parallel master cylinder (108) through a second loop; a first oil outlet (d) of the parallel master cylinder (108) is connected with one of oil inlets of the pressure regulating unit (6) through a third loop, and is connected with a first brake set in the brake sets (7) through an oil outlet of the pressure regulating unit (6); and a second oil outlet (c) of the parallel master cylinder (108) is connected with the other oil inlet of the pressure regulating unit (6) through a fourth loop and is connected with a second brake set in the brake set (7) through an oil outlet of the pressure regulating unit (6).
7. The multifunctional dual-motor redundant brake system according to claim 6, wherein the brake set (7) comprises a left front wheel brake, a right front wheel brake, a left rear wheel brake, and a right rear wheel brake;
the first brake group consists of a left front wheel brake and a right front wheel brake; the second brake group consists of the left rear wheel brake and the right rear wheel brake.
8. The multifunctional dual-motor redundant brake system according to claim 6, wherein the brake set (7) comprises a left front wheel brake, a right front wheel brake, a left rear wheel brake, and a right rear wheel brake;
the first brake group consists of a left rear wheel brake and a right rear wheel brake; the second brake group consists of the left front wheel brake and the right front wheel brake.
9. The multifunctional dual-motor redundant brake system according to claim 1, wherein the reservoir (4) is connected to the parallel master cylinder (108) and is connected to the master cylinder (5) through a pipeline.
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113002509A (en) * | 2021-04-07 | 2021-06-22 | 南京经纬达汽车科技有限公司 | Multifunctional dual-motor redundant braking system and control method |
| CN114802154A (en) * | 2022-03-20 | 2022-07-29 | 合肥工业大学 | Coaxial dual-motor line control brake system and intelligent automobile without brake pedal |
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2021
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113002509A (en) * | 2021-04-07 | 2021-06-22 | 南京经纬达汽车科技有限公司 | Multifunctional dual-motor redundant braking system and control method |
| CN113002509B (en) * | 2021-04-07 | 2024-07-19 | 南京经纬达汽车科技有限公司 | Multifunctional dual-motor redundant braking system and control method |
| CN114802154A (en) * | 2022-03-20 | 2022-07-29 | 合肥工业大学 | Coaxial dual-motor line control brake system and intelligent automobile without brake pedal |
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