CN216185080U - Three-channel brake system of electric automobile - Google Patents
Three-channel brake system of electric automobile Download PDFInfo
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- CN216185080U CN216185080U CN202122670323.XU CN202122670323U CN216185080U CN 216185080 U CN216185080 U CN 216185080U CN 202122670323 U CN202122670323 U CN 202122670323U CN 216185080 U CN216185080 U CN 216185080U
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Abstract
The utility model discloses a three-channel type braking system of an electric automobile, which comprises: the brake fluid can, the brake master cylinder and the oil inlet main oil way are respectively provided with a pressurizing unit, a front shaft loop switching valve and a rear shaft loop switching valve which are mutually connected in parallel; and the ABS unit comprises a left front wheel braking subsystem, a right front wheel braking subsystem and a rear wheel braking subsystem respectively. The utility model utilizes the method of single brake loop control and three-way joint connection to integrally control the rear axle brake loop with smaller load, thereby simplifying the brake loop, reducing the number of electromagnetic valves, simplifying the controller and control software, reducing the cost of the system and simultaneously improving the working consistency of the rear axle brake loop; the boosting unit and the brake pedal rod are used for respectively carrying out automatic and active control on the ABS unit, and signals are transmitted to the ECU through the sensor, so that the switching between automatic braking and active braking is realized, and the automobile can be quickly adapted to function switching in various modes.
Description
Technical Field
The utility model relates to the field of electric automobiles, in particular to a three-channel type brake system of an electric automobile.
Background
In recent years, new pure electric vehicles are developed vigorously, so that the automobile industry is changed to electrification and intellectualization. The chassis system serving as a core unit of the automobile is also developing rapidly towards the direction of electronic control, more and more automobile chassis parts utilize electronic control and artificial intelligence technology, so that the functions of the parts are richer, diversified and intelligent, and a foundation is provided for realizing complete automatic driving in the future. On the other hand, with the market spread of electric vehicles and the rising prices of raw materials in the manufacturing industry, cost control of entire vehicles and parts is also becoming a focus of attention.
Most of electric automobile braking systems in the market at present adopt a multi-unit split structure, and comprise an electric power-assisted brake eBooster, an anti-lock controller ABS or ESC, an electronic parking controller EPB, a matched cable, a brake oil pipe for connecting the eBooster and the ABS or ESC, a support and other accessories. The system generates brake assistance through the eBooster, and then accurately regulates and controls the brake oil pressure of four wheels by using ABS or ESC to execute brake control. In addition, the EPB controller is also required to perform a parking control function of the vehicle for the parking brake actuator.
The solution for realizing the brake control of the new energy automobile by using the plurality of split electric control units has numerous and dispersed parts, occupies extra vehicle space, has low efficiency, increases the complexity of the material management of the whole automobile and the assembly process of a production line, and inevitably increases the production cost of the new energy automobile. Moreover, because the components need to be coordinated and communicated with each other, errors are easy to occur, and the reliability of the system is influenced.
In addition, because the eBooster can only support the semi-decoupling work of the brake pedal, under the working condition of active braking or ABS of the vehicle, pedal vacancy or pedal shaking can occur, the brake pedal feeling of a driver is influenced, and the driving comfort is reduced. When the system works in an ABS mode, in order to carry out anti-lock control by reducing the pressure of a brake wheel cylinder of a vehicle, a brush motor is adopted to drive a plunger pump to work inside the system, brake oil is pumped back to a brake oil pot from the wheel cylinder, the working noise is high, and the driving comfort is reduced.
SUMMERY OF THE UTILITY MODEL
In order to solve the technical problems, realize an electromechanical-hydraulic integrated brake control system and save the installation space of the whole automobile, the utility model provides a three-channel brake system of an electric automobile.
The utility model is realized by the following technical scheme:
a three-channel brake system of an electric vehicle, comprising:
a brake fluid oil pot for supplying brake fluid;
the oil inlet of the brake master cylinder is communicated with the brake fluid oil can so that the brake fluid enters the brake master cylinder;
the oil inlet main oil path is communicated with an oil outlet of the brake main cylinder, and a pressurization unit, a front axle loop switching valve and a rear axle loop switching valve which are mutually connected in parallel are respectively arranged on the oil inlet main oil path;
the ABS unit comprises a left front wheel braking subsystem, a right front wheel braking subsystem and a rear wheel braking subsystem respectively, the boosting unit, the front shaft loop switching valve and the rear shaft loop switching valve selectively output brake fluid to the oil inlet valve of the corresponding braking subsystem in the ABS unit through oil passages and then drive the brake caliper to brake, and each braking subsystem comprises an oil outlet valve used for outputting the brake fluid of the brake caliper;
and the main return oil way is used for communicating the oil outlet valve of each braking subsystem with the braking fluid oil can and returning the braking fluid to the braking fluid oil can.
Preferably, the brake master cylinder is provided with two chambers, namely a first chamber and a second chamber, an output end of the first chamber is communicated with an input end of the front axle loop switching valve to form a first oil inlet main oil path, a first output end of the second chamber is communicated with an input end of the rear axle loop switching valve to form a second oil inlet main oil path, a second output end of the second chamber is communicated with the pressurizing unit to form a third oil inlet main oil path, and the front axle loop switching valve and the rear axle loop switching valve are in a normally closed state.
Preferably, the output end of the first cavity is communicated with the input end of a pedal simulation switching valve arranged in a pedal simulator unit through the first oil inlet main oil way, the pedal simulation switching valve controls a pedal simulator through oil pressure and finally returns brake fluid to a brake fluid oil can through a branch return oil way, and the pedal simulation switching valve is in a normally open state.
Preferably, one end of the brake master cylinder is mechanically connected with a brake pedal rod, and a pedal position sensor used for providing signals for the pedal simulation switching valve when the brake pedal rod is started is arranged between the brake pedal rod and the brake master cylinder.
Preferably, the left front wheel braking subsystem comprises a first oil inlet valve and a first oil outlet valve, the first oil inlet valve is communicated with the first oil inlet main oil way, the right front wheel braking subsystem comprises a second oil inlet valve and a second oil outlet valve, the second oil inlet valve is communicated with the third oil inlet main oil way, the rear wheel braking subsystem comprises a third oil inlet valve and a third oil outlet valve, the third oil inlet valve is communicated with the second oil inlet main oil way, the output end of the first oil inlet valve and the input end of the first oil outlet valve are communicated with a left front wheel brake caliper of the automobile, the output end of the second oil inlet valve and the input end of the second oil outlet valve are communicated with a right front wheel brake caliper of the automobile, the output end of the third oil inlet valve and the input end of the third oil outlet valve are communicated with a three-way joint, and the left rear wheel brake caliper and the right rear wheel brake caliper are respectively controlled through the three-way joint.
Preferably, the pressure boost unit includes a pressure cylinder, the main cavity of pressure cylinder is linked together with the brake fluid oilcan, just the pressure cylinder exports a front axle booster valve and a rear axle booster valve with main cavity brake fluid output through the main intracavity oil pressure of a brushless DC motor control pressure cylinder, brushless DC motor's one end is provided with motor position sensor, front axle booster valve and rear axle booster valve are in normally open state.
Preferably, the output end of the front shaft booster valve is respectively communicated with the input end of the first oil inlet valve and the input end of the second oil inlet valve through oil passages, and the output end of the rear shaft booster valve is communicated with the input end of the third oil inlet valve through oil passages.
Preferably, a branch oil path is further arranged between the main cavity of the pressurizing cylinder and the brake fluid oil can, a one-way valve is arranged on the branch oil path, and a first hydraulic pressure sensor is arranged between the one-way valve and the pressurizing cylinder.
Preferably, the brake fluid oil can comprises a first inner cavity, a second inner cavity and a third inner cavity, the main return oil way is communicated with the first inner cavity, a diagnostic test valve is arranged on an oil way between the brake master cylinder and the brake fluid oil can, the diagnostic test valve is communicated with the second inner cavity, and the main third oil inlet oil way is communicated with the third inner cavity.
Preferably, a second hydraulic pressure sensor is arranged on the second oil inlet main oil path.
The technical scheme of the utility model has the following beneficial effects:
1. by adopting the electromechanical and hydraulic integrated brake control system, the number of parts is reduced, the installation space of the whole vehicle is saved, the installation procedure is simplified, the cost of the new energy whole vehicle is reduced, and the efficiency is improved;
2. the method for controlling the single brake loop and connecting the three-way joint is utilized to integrally control the rear axle brake loop with smaller load, so that the brake loop is simplified, the number of electromagnetic valves is reduced, a controller and control software are simplified, the cost of the system is reduced, and the working consistency of the rear axle brake loop is improved;
3. the automatic and active control of the ABS unit is respectively implemented by utilizing the pressurizing unit and the brake pedal rod, and signals are transmitted to the ECU through the sensor, so that the switching between the automatic brake and the active brake is realized, and the automobile can quickly adapt to the function switching under various modes;
4. the brake pedal rod and the brake main loop are completely decoupled, the pedal feeling of a driver is completely provided by the pedal simulator unit and cannot be influenced by the pressurization unit and the ABS unit, the automatic driving requirement can be met, the problem of pedal vibration or hardening under the pedal linkage or ABS working condition is avoided, and the driving comfort is improved;
5. through the work of controller drive brushless DC motor, support vehicle drive-by-wire brake control, satisfy the demand of autonomous brake braking among the autopilot, this brushless DC motor direct drive pressure cylinder mechanism, output brake pressure, compact structure, and work efficiency is high, the noise is little, improve new energy automobile's driving travelling comfort greatly, simultaneously, through brushless motor's position sensor and the hydraulic pressure force sensor in hydraulic circuit, realize closed-loop control with the controller, guarantee brake pressure accurate control.
Drawings
FIG. 1: is a control schematic diagram of the three-channel type brake system of the electric automobile in the preferred embodiment of the utility model.
Detailed Description
In order that the objects, advantages and features of the utility model will be more clearly and specifically shown and described, there shall now be shown and explained by way of the following non-limiting illustration of preferred embodiments. The embodiment is only a typical example of the technical solution of the present invention, and any technical solution formed by adopting equivalent replacement or equivalent transformation falls within the scope of the present invention.
Furthermore, the terms "first" and "second" in this document are used for descriptive purposes only and are not to be construed as indicating or implying a ranking of importance or an implicit indication of the number of technical features shown. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the present invention, "a plurality" means two or more unless specifically defined otherwise.
As shown in fig. 1, the present invention discloses a three-channel brake system for an electric vehicle, comprising: a brake fluid pot 1 for supplying brake fluid; a master cylinder 3; the main oil inlet path is communicated with an oil outlet of the brake master cylinder 3, and the main oil inlet path is respectively provided with a pressurizing unit 4, a front axle loop switching valve 6 and a rear axle loop switching valve 7 which are mutually connected in parallel; the ABS unit 8 comprises a left front wheel braking subsystem, a right front wheel braking subsystem and a rear wheel braking subsystem respectively; and a return main oil passage.
Specifically, the booster unit 4, the front axle circuit switching valve 6 and the rear axle circuit switching valve 7 selectively output brake fluid to an oil inlet valve of a corresponding brake subsystem in the ABS unit 8 through an oil path to drive a brake caliper for braking, and each brake subsystem includes an oil outlet valve for outputting the brake fluid of the brake caliper, and the main return oil path communicates the oil outlet valve of each brake subsystem with the brake fluid pot 1 to return the brake fluid to the brake fluid pot 1.
The electric automobile three-channel brake system is characterized in that an electronic control unit (hereinafter referred to as ECU unit) is also arranged outside the electric automobile three-channel brake system, a plurality of electromagnetic valves and hydraulic pressure sensors which are arranged on oil paths in the electric automobile three-channel brake system and a brushless direct current motor 13 are in circuit connection or signal connection with the ECU, the electromagnetic valves and the hydraulic pressure sensors are in hydraulic oil path connection through internal oil paths in the electric automobile three-channel brake system, when the system operates, the sensors transmit information such as oil pressure in the oil paths to the ECU unit, and then the ECU unit controls the electromagnetic valves and the brushless direct current motor 13 in the electric automobile three-channel brake system to be closed and opened, so that different modes are switched.
Specifically, an oil inlet of the brake master cylinder 3 is communicated with the brake fluid oil can 1 so that the brake fluid enters the brake master cylinder 3, the brake master cylinder 3 is provided with two chambers which are respectively a first chamber and a second chamber, an output end of the first chamber is communicated with an input end of the front axle loop switching valve 6 to form a first oil inlet main oil path, a first output end of the second chamber is communicated with an input end of the rear axle loop switching valve 7 to form a second oil inlet main oil path, the front axle loop switching valve 6 and the rear axle loop switching valve 7 are in a normally closed state, the second oil inlet main oil path is provided with a second hydraulic pressure sensor 25 for testing an oil pressure condition on the oil path and transmitting data to the ECU unit, and the ECU unit controls the opening and closing of the front axle loop switching valve 6 and the rear axle loop switching valve 7 after receiving information feedback; the second output end of the second cavity is communicated with the pressurizing unit 4 to form a third oil inlet main oil path, specifically, the output end of the first cavity is communicated with the input end of a pedal simulation switching valve 17 arranged in a pedal simulator unit 5 through the first oil inlet main oil path, the pedal simulation switching valve 17 controls a pedal simulator 18 through oil pressure and finally returns brake fluid to the brake fluid oil can 1 through a branch return oil path 28, and the pedal simulation switching valve 17 is in a normally open state.
One end of the brake master cylinder 3 is mechanically connected with a brake pedal rod 27, a pedal position sensor 26 used for providing signals for the pedal simulation switching valve 17 when the brake pedal rod 27 is started is arranged between the brake pedal rod 27 and the brake master cylinder 3, the outlet end of the pedal simulation switching valve 17 is further connected with a pedal simulator 18, a piston and a spring are arranged inside the pedal simulator 18 and used for forming pedal force feedback, and the driving comfort is improved.
In the ABS unit 8, the left front wheel brake subsystem includes a first oil inlet valve 19 and a first oil outlet valve 20, the first oil inlet valve 19 is communicated with the first oil inlet main oil way, the right front wheel braking subsystem comprises a second oil inlet valve 22 and a second oil outlet valve 21, the second oil inlet valve 22 is communicated with the third oil inlet main oil way, the rear wheel braking subsystem comprises a third oil inlet valve 23 and a third oil outlet valve 24, the third oil inlet valve 23 is communicated with the second oil inlet main oil way, the output end of the first oil inlet valve 19 and the input end of the first oil outlet valve 20 are communicated with a left front wheel brake caliper of the automobile, the output end of the second oil inlet valve 22 and the input end of the second oil outlet valve 21 are communicated with a right front wheel brake caliper of the automobile, the output end of the third oil inlet valve 23 and the input end of the third oil outlet valve 24 are communicated with a three-way joint 9, and the left rear wheel brake caliper and the right rear wheel brake caliper are respectively controlled through the three-way joint 9.
The brake fluid oil can 1 comprises a first inner cavity 101, a second inner cavity 102 and a third inner cavity 103, the backflow main oil way is communicated with the first inner cavity 101, a diagnostic test valve 2 is arranged on an oil way between the brake master cylinder 3 and the brake fluid oil can 1, the diagnostic test valve 2 is communicated with the second inner cavity 102, and the third oil inlet main oil way is communicated with the third inner cavity 103.
In a preferred embodiment of the present invention, the boosting unit 4 includes a boosting cylinder 12, a main cavity of the boosting cylinder 12 is communicated with the brake fluid oil can 1, the boosting cylinder 12 controls oil pressure in the main cavity of the boosting cylinder 12 through a brushless dc motor 13 and outputs brake fluid in the main cavity to a front shaft boosting valve 15 and a rear shaft boosting valve 16, one end of the brushless dc motor 13 is provided with a motor position sensor 14 for feeding back motor working information to an ECU, the front shaft boosting valve 15 and the rear shaft boosting valve 16 are in a normally open state, an output end of the front shaft boosting valve 15 is respectively communicated with an input end of a first oil inlet valve 19 and an input end of a second oil inlet valve 22 through oil passages, and an output end of the rear shaft boosting valve 16 is communicated with an input end of a third oil inlet valve 23 through oil passages.
In the scheme, the branch oil path is communicated with the third inner cavity 103, a one-way valve 10 is arranged on the branch oil path, so that brake fluid in the brake fluid oil can 1 is output outwards from the one-way valve 10 in a single direction, a first hydraulic pressure sensor 11 is arranged between the one-way valve 10 and the pressure cylinder 12 and used for feeding oil pressure information on the branch oil path back to an ECU (electronic control unit) so as to control the on and off of the one-way valve 10, and particularly, the branch oil path is arranged outside the outlet end of the pressure cylinder 12.
The three-channel brake system of the electric automobile can realize the following working modes by treading the brake pedal rod 27 and automatically controlling the electromagnetic valves and the motor switches on the oil channels by the ECU unit:
the first working mode is as follows: normal braking mode
The mode is mainly to provide a brake boosting function for a conventional braking process, firstly, an ECU controls and closes a front loop switching valve and a rear loop switching valve and a diagnosis test valve 2, opens a front shaft booster valve 15, a rear shaft booster valve 16 and a pedal simulation switching valve 17 in a pedal simulation module, when a driver steps on a brake pedal, a brake pedal rod 27 is driven, so that a brake master cylinder 3 is pushed to compress brake fluid in a first cavity, the brake fluid passes through the pedal simulation switching valve 17 through an internal oil duct and reaches an upper cavity at the inlet end of a pedal simulator 18, an internal piston is pushed to compress an internal spring to form pedal force feedback, meanwhile, a pedal position sensor 26 collects the position of the brake pedal rod 27 in real time and transmits the position to the ECU, a brushless direct current motor 13 in the booster module is calculated and driven to work, the booster cylinder 12 is pushed to draw out the brake fluid from a brake fluid oil pot 1, and then the brake fluid is squeezed out at a certain pressure, the brake fluid is sent into an ABS module, and for a front shaft, the brake fluid respectively passes through a first oil inlet valve 19 and a second oil inlet valve 22 and enters two front wheel brake calipers to generate required braking force; for the rear axle, brake fluid passes through a common third oil inlet valve 23 and is then respectively sent to two rear axle brake calipers through a three-way joint 9 to generate required braking force; in the process, the position information of the motor rotor acquired by the motor position sensor 14 in real time and the brake fluid pressure signal acquired by the fluid pressure sensor are fed back to the ECU to be subjected to closed-loop control, and after normal braking is finished, the ECU controls the brushless direct current motor 13 to reversely rotate to pull the pressure cylinder 12 to move leftwards to generate inner cavity negative pressure, so that the one-way valve 10 is automatically opened under the action of negative pressure difference, brake fluid is pumped out from the brake fluid oil pot 1, and when the brake fluid is filled in the inner cavity of the pressure cylinder 12, preparation is made for next braking.
And a second working mode: brake by wire mode
The mode is mainly used for helping a vehicle realize autonomous brake force output under the condition of no driver input, such as the automatic emergency braking working condition of the vehicle, and the like, when an ECU (electronic control Unit) in the system receives the braking command requirement sent by a control system of the vehicle, the ECU drives a brushless direct current motor 13 in a boosting module to work, pushes a boosting cylinder 12 to draw brake fluid out of a brake fluid oil pot 1, then extrudes the brake fluid at a certain pressure, and sends the brake fluid into an ABS (anti-lock brake system) module, and for a front shaft, the brake fluid respectively passes through a first oil inlet valve 19 and a second oil inlet valve 22 and enters two front wheel brake calipers to generate the required brake force; for the rear axle, brake fluid passes through the third oil inlet valve 23 and is then respectively sent to the two rear axle brake calipers through the three-way joint 9 to generate required braking force, and in the process, the position information of the motor rotor acquired by the motor position sensor 14 in real time and the brake fluid pressure signal acquired by the fluid pressure sensor are fed back to the ECU to be subjected to closed-loop control.
And a third working mode: anti-lock braking mode
The mode is mainly used for realizing the function of helping the vehicle to relieve the wheel brake locking problem, for example in the vehicle braking process, when a certain wheel is locked and skids out of control, firstly, the ECU can calculate the wheel slippage rate by collecting the signals of a plurality of wheel speed sensors in real time, if the front axle wheel occurs in the slippage, in the ABS module, the ECU controls to close corresponding to the first oil inlet valve 19 and the second oil inlet valve 22 of the front wheel loop, the first oil outlet valve 20 and the second oil outlet valve 21 are opened, the brake fluid can flow back to the brake fluid oil pot 1 through the oil way, the pressure relief is realized to reduce the brake force, the wheel brake locking phenomenon is eliminated, if the rear axle wheel occurs in the slippage, in the ABS module, the ECU controls the closing of a third oil inlet valve 23 of a rear axle loop, opens a third oil outlet valve 24, brake fluid can flow back to the brake fluid oil can 1 through a return oil way 29, the pressure relief is realized to reduce the braking force, and the phenomenon of locking of rear axle wheels in braking is eliminated.
And a fourth working mode: pure mechanical safety backup brake mode
The mode is used for realizing the failure backup function by only providing the braking force by the driver under the condition that the electric control system fails to work, at the moment, because the brushless DC motor 13 in the ECU or the booster module is out of order, the motor cannot run, and the valves of each path are restored to the default state of non-electrification (i.e. the front axle loop switching valve 6 and the rear axle loop switching valve 7 are opened, the front axle booster valve 15 and the rear axle booster valve 16 are closed, the oil inlet valves of each path are opened, the oil outlet valve is closed, the pedal simulation switching valve 17 is closed, and the one-way valve 10 is closed), when a driver steps on the brake pedal, the brake pedal rod 27 is pushed, the brake master cylinder 3 is compressed, the brake fluid in the first cavity is squeezed out, the brake fluid passes through the front shaft switching valve and the rear shaft switching valve and then is sent to the ABS module, and the brake caliper enters each wheel brake caliper through each oil inlet valve to generate corresponding mechanical safety backup braking force.
And a fifth working mode: electronic parking brake control mode
The electronic control mode is used for providing an electronic control function for parking braking of a vehicle, and after a driver presses a parking button or a vehicle control unit sends a parking command, an ECU generates parking control signals to two parking actuators arranged on a rear axle brake caliper through cables to drive motors in the actuators to work, so that the parking braking is realized.
The utility model has various embodiments, and all technical solutions formed by adopting equivalent transformation or equivalent transformation are within the protection scope of the utility model.
Claims (10)
1. Three-channel formula braking system of electric automobile, its characterized in that: the method comprises the following steps:
a brake fluid oil pot for supplying brake fluid;
the oil inlet of the brake master cylinder is communicated with the brake fluid oil can so that the brake fluid enters the brake master cylinder;
the oil inlet main oil path is communicated with an oil outlet of the brake main cylinder, and a pressurization unit, a front axle loop switching valve and a rear axle loop switching valve which are mutually connected in parallel are respectively arranged on the oil inlet main oil path;
the ABS unit comprises a left front wheel braking subsystem, a right front wheel braking subsystem and a rear wheel braking subsystem respectively, the boosting unit, the front shaft loop switching valve and the rear shaft loop switching valve selectively output brake fluid to the oil inlet valve of the corresponding braking subsystem in the ABS unit through oil passages and then drive the brake caliper to brake, and each braking subsystem comprises an oil outlet valve used for outputting the brake fluid of the brake caliper; and
and the main return oil way is used for communicating the oil outlet valve of each braking subsystem with the braking fluid oil can and returning the braking fluid to the braking fluid oil can.
2. The three-channel brake system for the electric vehicle according to claim 1, wherein: the brake master cylinder is provided with two cavities, namely a first cavity and a second cavity, the output end of the first cavity is communicated with the input end of the front axle loop switching valve to form a first oil inlet main oil way, the first output end of the second cavity is communicated with the input end of the rear axle loop switching valve to form a second oil inlet main oil way, the second output end of the second cavity is communicated with the pressurizing unit to form a third oil inlet main oil way, and the front axle loop switching valve and the rear axle loop switching valve are in a normally closed state.
3. The three-channel brake system for electric vehicles according to claim 2, wherein: the output end of the first cavity is communicated with the input end of a pedal simulation switching valve arranged in a pedal simulator unit through the first oil inlet main oil way, the pedal simulation switching valve controls a pedal simulator through oil pressure and finally returns brake fluid to a brake fluid oil can through a branch return oil way, and the pedal simulation switching valve is in a normally open state.
4. The three-channel brake system for electric vehicles according to claim 3, wherein: one end of the brake master cylinder is mechanically connected with a brake pedal rod, and a pedal position sensor used for providing signals for the pedal simulation switching valve when the brake pedal rod is started is arranged between the brake pedal rod and the brake master cylinder.
5. The three-channel brake system for electric vehicles according to claim 2, wherein: the left front wheel braking subsystem comprises a first oil inlet valve and a first oil outlet valve, the first oil inlet valve is communicated with the first oil inlet main oil way, the right front wheel braking subsystem comprises a second oil inlet valve and a second oil outlet valve, the second oil inlet valve is communicated with the third oil inlet main oil way, the rear wheel braking subsystem comprises a third oil inlet valve and a third oil outlet valve, the third oil inlet valve is communicated with the second oil inlet main oil way, the output end of the first oil inlet valve is communicated with the input end of the first oil outlet valve and the automobile left front wheel brake caliper, the output end of the second oil inlet valve is communicated with the input end of the second oil outlet valve and the automobile right front wheel brake caliper, the output end of the third oil inlet valve is communicated with the input end of the third oil outlet valve and a three-way joint, and the left rear wheel brake caliper and the right rear wheel brake caliper are respectively controlled through the three-way joint.
6. The three-way brake system for the electric vehicle according to any one of claims 2 to 5, wherein: the booster unit includes a pressure cylinder, the main cavity of pressure cylinder is linked together with the brake fluid oilcan, just the pressure cylinder is through a brushless DC motor control pressure cylinder owner intracavity oil pressure and with main cavity brake fluid output to a front axle booster valve and a rear axle booster valve, brushless DC motor's one end is provided with motor position sensor, front axle booster valve and rear axle booster valve are in normally open state.
7. The three-channel brake system for electric vehicles according to claim 6, wherein: the output end of the front shaft booster valve is respectively communicated with the input end of the first oil inlet valve and the input end of the second oil inlet valve through oil paths, and the output end of the rear shaft booster valve is communicated with the input end of the third oil inlet valve through oil paths.
8. The three-channel brake system for electric vehicles according to claim 6, wherein: a branch oil path is further arranged between the main cavity of the pressure cylinder and the brake fluid oil can, a one-way valve is arranged on the branch oil path, and a first hydraulic pressure sensor is arranged between the one-way valve and the pressure cylinder.
9. The three-way brake system for the electric vehicle according to any one of claims 2 to 5, wherein: the brake fluid oil pot comprises a first inner cavity, a second inner cavity and a third inner cavity, the backflow main oil way is communicated with the first inner cavity, a diagnostic test valve is arranged on an oil way between the brake main cylinder and the brake fluid oil pot and communicated with the second inner cavity, and the third oil inlet main oil way is communicated with the third inner cavity.
10. The three-channel brake system for electric vehicles according to claim 2, wherein: and a second hydraulic pressure sensor is arranged on the second oil inlet main oil path.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122670323.XU CN216185080U (en) | 2021-11-03 | 2021-11-03 | Three-channel brake system of electric automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122670323.XU CN216185080U (en) | 2021-11-03 | 2021-11-03 | Three-channel brake system of electric automobile |
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| CN216185080U true CN216185080U (en) | 2022-04-05 |
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| CN202122670323.XU Active CN216185080U (en) | 2021-11-03 | 2021-11-03 | Three-channel brake system of electric automobile |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115009247A (en) * | 2022-07-08 | 2022-09-06 | 燕山大学 | EHB drive-by-wire braking system with redundancy function |
| CN115140006A (en) * | 2022-09-06 | 2022-10-04 | 万向钱潮股份公司 | Brake-by-wire system and vehicle |
| CN115158266A (en) * | 2022-09-07 | 2022-10-11 | 万向钱潮股份公司 | Brake system |
-
2021
- 2021-11-03 CN CN202122670323.XU patent/CN216185080U/en active Active
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115009247A (en) * | 2022-07-08 | 2022-09-06 | 燕山大学 | EHB drive-by-wire braking system with redundancy function |
| CN115009247B (en) * | 2022-07-08 | 2023-09-26 | 燕山大学 | EHB line control braking system with redundancy function |
| CN115140006A (en) * | 2022-09-06 | 2022-10-04 | 万向钱潮股份公司 | Brake-by-wire system and vehicle |
| CN115158266A (en) * | 2022-09-07 | 2022-10-11 | 万向钱潮股份公司 | Brake system |
| CN115158266B (en) * | 2022-09-07 | 2024-02-13 | 万向钱潮股份公司 | Braking System |
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