CN218986369U - Power chassis domain architecture and vehicle - Google Patents
Power chassis domain architecture and vehicle Download PDFInfo
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- CN218986369U CN218986369U CN202223551230.6U CN202223551230U CN218986369U CN 218986369 U CN218986369 U CN 218986369U CN 202223551230 U CN202223551230 U CN 202223551230U CN 218986369 U CN218986369 U CN 218986369U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/72—Electric energy management in electromobility
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Abstract
The utility model discloses a power chassis domain architecture and a vehicle, comprising: the front driving motor is electrically connected with the domain controller, is connected to the front axle and used for driving the front wheels, and is suitable for carrying out reverse dragging braking on the front wheels under the control of the domain controller; the rear driving motor is electrically connected with the domain controller, is connected with the rear axle and is used for driving the rear wheel and is suitable for carrying out reverse towing braking on the rear wheel under the control of the domain controller; the front wheel braking unit is an electronic hydraulic braking system and is electrically connected with the domain controller so as to brake the front wheels under the control of the domain controller. Therefore, the braking force of the front wheel braking unit and the braking force of the reverse braking for matched braking meets the requirement while meeting the domain centralized development trend, the braking effect is good, the braking attenuation of part of braking force provided by the decoupled braking pedal and the braking attenuation under the matching of the reverse braking is lower, and the braking stability can be improved.
Description
Technical Field
The utility model relates to the technical field of vehicles, in particular to a power chassis domain architecture and a vehicle.
Background
In the related art, with the development of electronic and electric technologies, sensor technologies and vehicle-mounted network technologies, vehicle electronic and electric architectures are being upgraded, and vehicle architectures gradually evolve from distributed-domain centralized-central computing.
That is, the drive-by-wire and electric control gradually replace the traditional mechanical control structure, and under the concept of a chassis domain with a centralized domain, the braking system and the power system cannot be effectively integrated, so that the space occupation is large and the reliability is low.
Disclosure of Invention
The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present utility model is to provide a power chassis domain architecture, in which a driving motor can participate in a braking process and be integrated with an electro-hydraulic braking system to realize vehicle braking, so that the reliability is high and the domain centralized development trend is met.
The utility model further provides a vehicle adopting the power chassis domain architecture.
An embodiment of the power chassis domain architecture according to the first aspect of the present utility model comprises: the front driving motor is electrically connected with the domain controller, is connected to a front axle and used for driving a front wheel, and is suitable for carrying out anti-dragging braking on the front wheel under the control of the domain controller; the rear driving motor is electrically connected with the domain controller, is connected with a rear axle and is used for driving a rear wheel, and is suitable for carrying out reverse towing braking on the rear wheel under the control of the domain controller; the front wheel braking unit is an electro-hydraulic braking system and is electrically connected with the domain controller so as to brake the front wheels under the control of the domain controller.
According to the power chassis domain architecture provided by the embodiment of the utility model, the braking system and the driving system are integrated into a power chassis domain structure, and the front wheel braking unit and the rear driving motor are controlled by the domain controller to carry out reverse braking, so that the braking force of the front wheel braking unit and the reverse braking for matched braking meets the requirement while the domain centralized development trend is met, the braking effect is good, and when the front wheel braking unit fails, the braking attenuation of part of braking force provided by the decoupled braking pedal and the braking attenuation under the matched reverse braking is lower, so that the braking stability, the braking reliability and the safety can be improved.
According to some embodiments of the utility model, the front wheel brake unit includes: the brake master cylinder, the brake wheel cylinder, the main supply part and the redundant supply part are connected in parallel, and are used for supplying the brake fluid in the liquid storage tank to the brake wheel cylinder.
In some embodiments, the main supply comprises: the brake fluid pressure-increasing control device comprises a supply motor, a pressure-increasing control valve and an inlet valve, wherein the supply motor, the pressure-increasing control valve and the inlet valve are sequentially connected, the supply motor is connected with the liquid storage tank, and the inlet valve is connected with the brake wheel cylinder to form a brake fluid pressure-increasing loop.
Further, the front wheel includes: the left front wheel and the right front wheel are respectively arranged corresponding to the left front wheel and the right front wheel.
In some embodiments, the power chassis domain architecture further comprises: the pedal assembly is connected with the brake master cylinder, and the pedal force simulation unit is connected with the brake master cylinder to simulate pedal feedback.
Further, the master cylinder includes: first cavity, second cavity and liquid reserve tank, first cavity the second cavity all with the liquid reserve tank intercommunication, the footboard subassembly includes: the brake pedal and the push rod are connected with the first cavity, the first cavity is connected with the pedal force simulation unit, and the pedal force simulation unit is connected with the brake master cylinder to form a feedback loop.
Further, the first chamber and the second chamber are communicated with the brake cylinder, and are adapted to supply the brake fluid to the brake cylinder when the master supply portion fails.
In some embodiments, the redundant supply includes: the redundant motor is connected with the redundant inlet valve in sequence, the redundant motor is connected with the liquid storage tank, and the redundant inlet valve is connected with the brake wheel cylinder to form a redundant pressure-increasing loop.
Further, the front wheel includes: the left front wheel and the right front wheel, the redundant inlet valve and the brake cylinder are two, and are respectively arranged corresponding to the left front wheel and the right front wheel, and one redundant motor supplies the brake fluid to the two redundant inlet valves which are connected in parallel.
Further, the redundancy supply section further includes: and a redundant return valve disposed between the tank and the redundant inlet valve.
According to an embodiment of the second aspect of the present utility model, a vehicle includes: the power chassis domain architecture described in the above embodiments.
Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.
Drawings
The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:
FIG. 1 is a schematic diagram of a power chassis domain architecture according to an embodiment of the present utility model;
fig. 2 is a schematic flow path diagram of a front wheel brake unit and pedal assembly, pedal force simulation unit according to an embodiment of the present utility model.
Reference numerals:
the power chassis domain architecture 100,
the front driving motor 10 is driven by a motor,
the rear drive motor 20 is driven by a motor,
the front wheel brake unit 30,
a master cylinder 31, a first chamber 311, a second chamber 312, a reservoir 313, a supply valve 314, a master cylinder pressure sensor 315,
front left brake wheel cylinder 321, front right brake wheel cylinder 322, front left wheel cylinder control valve 323, front right wheel cylinder control valve 324,
a main supply portion 33, a left front supply motor 331, a left front pressure-increasing control valve 332, a left front inlet valve 333, a right front supply motor 334, a right front pressure-increasing control valve 335, a right front inlet valve 336, an oil pressure sensor 347, a motor current sensor 348,
the redundant supply 34, the redundant motor 341, the redundant inlet valve 342, the redundant return valve 343,
the left front outlet valve 351, the right front outlet valve 352,
the electronic parking unit 50,
the battery pack 60, the powertrain 70,
a pedal force simulation unit 80, a simulator 81, and a simulator control valve 82.
Detailed Description
Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.
A power chassis domain architecture 100 and a vehicle according to an embodiment of the present utility model are described below with reference to fig. 1-2.
As shown in fig. 1, a power chassis domain architecture 100 according to an embodiment of the first aspect of the present utility model includes: domain controller, front drive motor 10, rear drive motor 20, and front wheel brake unit 30, electronic parking unit 50, and battery pack 60, powertrain 70, and the like.
The domain controller is used as a general controller of the power chassis centralized domain architecture, and can integrate and control a brake assembly (a front wheel brake unit 30) and a driving assembly (a power assembly 70, a battery pack 60, a transmission system and the like) in the power chassis domain architecture 100, so that the integration degree can be effectively improved, and the space occupation can be reduced.
Specifically, the front driving motor 10 is electrically connected with the domain controller, and the front driving motor 10 is connected to the front axle and is used for driving the front wheels and is suitable for performing reverse towing braking on the front wheels under the control of the domain controller; the rear driving motor 20 is electrically connected with the domain controller, the rear driving motor 20 is connected with the rear axle and is used for driving the rear wheels, one or two front driving motors 10 and the rear driving motors 20 can be used for realizing front wheel driving and rear wheel driving, and the rear driving motor 20 is suitable for carrying out reverse dragging braking, namely regenerative braking, on the front wheels and/or the rear wheels under the control of the domain controller, and at least part of kinetic energy is recovered while the front wheels and the rear wheels are braked, so that the energy consumption is reduced.
Further, the front wheel brake unit 30 is an electro-hydraulic brake system and is electrically connected to the domain controller to brake the front wheels under the control of the domain controller.
It can be appreciated that the front wheel is braked by adopting an electro-hydraulic brake system, and optionally, the front driving motor 10 is used for braking in a reverse towing mode, the rear wheel is directly used for braking in a reverse towing mode by adopting the rear driving motor 20, and on the premise of meeting the braking force requirement, the electro-hydraulic brake system can decouple the brake pedal 41 when the system fails, so that the front wheel can recover at least part of the braking force and can be matched with the reverse towing braking force for braking, and the braking stability based on the electric control of the domain controller can be improved.
According to the power chassis domain architecture 100 of the embodiment of the present utility model, the braking system and the driving system are integrated into a power chassis domain structure, and the front wheel braking unit 30 and the rear driving motor 20 are controlled by a domain controller to perform anti-drag braking, so that the braking force of the front wheel braking unit 30 and the anti-drag braking to perform matched braking meets the requirement while conforming to the domain centralized development trend, the braking effect is good, and when the front wheel braking unit 30 fails, the braking attenuation of a part of braking force provided by the decoupled rear brake pedal 41 and the braking attenuation under the matched anti-drag braking is lower, so that the braking stability, the braking reliability and the safety can be improved.
As shown in fig. 2, the front wheel brake unit 30 includes: the master cylinder 31 and the wheel cylinders, and the master supply portion 33 and the redundant supply portion 34, the master supply portion 33 and the redundant supply portion 34 being connected in parallel, and each being for supplying the brake fluid in the reservoir 313 to the wheel cylinders.
Specifically, the brake cylinder includes: the front left wheel cylinder and the front right wheel cylinder are used for braking the front left wheel and the front right wheel, respectively, and the master cylinder 31 can store a certain amount of brake fluid and can supply the brake fluid to the front left wheel cylinder 321 and the front right wheel cylinder 322 through the master supply unit 33 or the redundant supply unit 34 when braking is required.
The main supply portion 33 is used for supplying brake fluid to the left front brake wheel cylinder 321 and the right front brake wheel cylinder 322 during a daily braking process, and when components in the main supply portion 33 fail to supply brake fluid, the redundant supply portion 34 can supply brake fluid to the left front brake wheel cylinder 321 and the right front brake wheel cylinder 322, so that stability and reliability of brake fluid supply are ensured, and safety in use of the vehicle is improved.
In the embodiment shown in fig. 2, the main supply 33 includes: the supply motor, the pressure-increasing control valve, and the inlet valve are connected in this order, and the supply motor is connected to the reservoir 313, and the inlet valve is connected to the brake cylinder to form a brake fluid pressure-increasing circuit.
Specifically, when braking is performed, the supply motor is connected to the liquid storage tank 313, and is configured to drive the brake fluid in the liquid storage tank 313 to the inlet valve, and flow into the brake wheel cylinder through the inlet valve, so as to realize the build-up of pressure in the brake wheel cylinder, thereby performing braking through the brake wheel cylinder.
Thus, by providing the supply motor, a rapid establishment of the brake fluid pressure can be achieved to improve the braking effect and the braking response speed.
Illustratively, the front wheel includes: the left front wheel and the right front wheel are respectively provided with two supply motors, two pressure-increasing control valves, two inlet valves and two brake cylinders, and are respectively corresponding to the left front wheel and the right front wheel.
In other words, the left front wheel is correspondingly provided with a left front supply motor 331, a left front pressure-increasing control valve 332, a left front brake wheel cylinder 321 and a left front inlet valve 333, the right front wheel is correspondingly provided with a right front supply motor 334, a right front pressure-increasing control valve 335, a right front brake wheel cylinder 322 and a right front inlet valve 336, and the left front supply motor 331, the right front supply motor 334, the left front pressure-increasing control valve 332 and the right front pressure-increasing control valve 335 are all electrically connected with a domain controller, and the domain controller reasonably controls braking force according to the required assistance information, and enables the front wheel brake unit 30 to meet the braking force required by a user through the main supply part 33, thereby improving driving experience.
Of course, the structure of the main supply portion 33 of the embodiment of the utility model is not limited thereto, and in other embodiments, the supply motor may be one and the brake fluid may be supplied to the left front brake wheel cylinder 321 and the right front brake wheel cylinder 322 at the same time.
Further, the front wheel includes: the left front wheel and the right front wheel, the redundant inlet valve 342 and the brake cylinder are provided in two, and are provided corresponding to the left front wheel and the right front wheel, respectively, and one redundant motor 341 supplies brake fluid to the two redundant inlet valves 342 connected in parallel.
Specifically, the left front wheel is correspondingly provided with a left front brake wheel cylinder 321, the right front wheel is correspondingly provided with a right front brake wheel cylinder 322, the redundant inlet valves 342 are respectively provided with the left front brake wheel cylinder 321 and the right front brake wheel cylinder 322, and the redundant motor 341 can simultaneously supply brake fluid to the two redundant inlet valves 342 so as to supply brake fluid to the left front brake wheel cylinder 321 and the right front brake wheel cylinder 322 and realize brake assistance.
Thus, the structure of the redundant supply part 34 is simpler and the number of motors is smaller while the operation stability and reliability of the front wheel brake unit 30 are improved, and the cost of the front wheel brake unit 30 can be reduced.
In some embodiments, the power chassis domain architecture 100 further comprises: a pedal assembly 40 and a pedal force simulation unit 80, the pedal assembly 40 being connected to the brake master cylinder 31, the pedal force simulation unit 80 being connected to the brake master cylinder 31 to simulate pedal feedback.
Specifically, the pedal force simulation unit 80 may provide the reaction force of stepping on the brake pedal 41 to simulate pedal feedback, improving the driving experience.
As shown in fig. 2, the master cylinder 31 includes: the first chamber 311, the second chamber 312, and the liquid reservoir 313, the first chamber 311, the second chamber 312 are all in communication with the liquid reservoir 313, and the pedal assembly 40 includes: the brake pedal 41, the push rod 42 are connected to the first chamber 311, the first chamber 311 is connected to the pedal force simulation unit 80, and the pedal force simulation unit 80 is connected to the reservoir 313 to form a feedback loop.
Specifically, the pedal force simulation unit 80 includes a simulator 81 and a simulator control valve 82, the brake pedal 41 is connected to the push rod 42, the first chamber 311 and the second chamber 312 are connected in series, and the first chamber 311 and the second chamber 312 are both connected to the reservoir 313, in which a brake fluid is stored, the first chamber 311 or the second chamber 312 is connected to the simulator 81, the simulator 81 is connected to the simulator control valve 82, the simulator control valve 82 is connected to the reservoir 313, and the push rod 42 is provided with a stroke sensor 43 to detect the stepping depth of the brake pedal 41, and is connected to a domain sensor signal.
Furthermore, the push rod 42 compresses the first chamber 311 and the second chamber 312, and the brake fluid in the first chamber 311 or the second chamber 312 flows into the simulator 81, and the simulator control valve 82 controls the flow rate of the return flow to the liquid storage tank 313 according to the control signal of the domain sensor, so as to feed back the pedal feedback force corresponding to the pedal stepping depth of the driver, thereby effectively improving the driving experience.
Wherein, the liquid storage tank 313 is provided with a supply valve 314, the first chamber 311 and the second chamber 312 are communicated with the liquid storage tank 313 or directly connected with the liquid storage tank 313 through the supply valve 314, the first chamber 311 or the second chamber 312 can be provided with a brake master cylinder pressure sensor 315, so as to obtain the oil circuit pressure of the brake master cylinder 31 in real time, avoid the overlarge oil circuit pressure, and further improve the stability and the safety.
As shown in fig. 2, in some embodiments, the redundant supply 34 includes: the redundant motor 341 and the redundant inlet valve 342 are sequentially connected, the redundant motor 341 and the redundant inlet valve 342 are connected with the liquid storage tank 313, and the redundant inlet valve 342 is connected with the brake wheel cylinder to form a redundant pressure-increasing loop.
Thus, when the main supply unit 33 fails, the brake fluid in the reservoir 313 of the master cylinder 31 can be supplied to the wheel cylinders via the redundant motor 341 and the redundant inlet valve 342, thereby realizing redundant backup of the front wheel brake and improving the operation stability and reliability of the front wheel brake unit 30.
It should be noted that, the redundant supply portion 34 and the main supply portion 33 are connected in parallel, and the two portions will not interfere, and when the redundant motor 341 of the redundant supply portion 34 sends out the redundant braking signal, the redundant pressure-increasing circuit is started to be established, so as to realize rapid pressure-increasing of the brake cylinder.
It can be understood that, the redundant booster circuit directly obtains the brake fluid from the reservoir 313 through the redundant motor 341, after the redundant braking is completed, the brake fluid in the brake wheel cylinder automatically flows back to the reservoir 313, when the main supply portion 33 fails and the redundant braking needs to be performed through the redundant supply portion 34, the brake fluid does not need to flow through the first chamber 311 and the second chamber 312, the corresponding pedal assembly 40 cannot establish the oil pressure, that is, when the main supply portion 33 fails, the oil pressure is not established in the oil path where the brake pedal 41 is located, so that the brake pedal 41 can be ensured to be stepped according to the expectations of the driver, the brake cannot be performed in time when the main supply portion 33 fails, the braking stability and the reliability of the power chassis domain architecture are improved, and better driving experience can be given to the driver.
Meanwhile, an oil pressure sensor 347 may be disposed on the supply circuit of the main supply portion 33 and the supply circuit of the redundant supply portion 34, a motor current sensor 348 may be disposed on the supply motor and the redundant motor 341, and the motor current sensor 348 and the oil pressure sensor 347 are both connected with the domain controller in a signal manner to detect flow and oil pressure, so that the braking stability and reliability of the front wheel braking unit 30 can be improved by avoiding too high oil pressure while ensuring that the power-assisted braking requirement is met, and a redundant backflow valve 343 may be further disposed in the redundant pressurizing circuit of the redundant supply portion 34, wherein the redundant backflow valve 343 is disposed between the liquid tank 313 and the redundant inlet valve 342, so that when the oil pressure is too high, the braking liquid is timely depressurized through the redundant backflow valve 343 to the liquid tank 313, and the braking stability and reliability of the front wheel braking unit 30 are improved.
In the embodiment shown in fig. 2, further, the first chamber 311 and the second chamber 312 are in communication with the brake cylinders and adapted to supply brake fluid to the brake cylinders when the master supply portion 33 fails.
Specifically, the first chamber 311 is connected to the front left wheel cylinder 321 through the front left wheel cylinder control valve 323, the second chamber 312 is connected to the front right wheel cylinder 322 through the front right wheel cylinder control valve 324, and when the main supply unit 33 fails, the driver steps on the brake pedal 41, and after the first chamber 311 and part of the brake fluid in the second chamber 312 are opened through the front left wheel cylinder control valve 323 and the front right wheel cylinder control valve 324, the brake fluid enters the front left wheel cylinder 321 and the front right wheel cylinder 322, so as to decouple the artificial brake force, and then supply the artificial brake force to the front left wheel cylinder 321 and the front right wheel cylinder 322, thereby supplementing the brake force and improving the brake stability.
It should be noted that, in the front wheel brake unit 30 according to the embodiment of the present utility model, when the main supply portion 33 fails, the main supply portion 33 is used for assisting, when the main supply portion 33 fails, the redundant supply portion 34 is used for assisting, and when both the main supply portion 33 and the redundant supply portion 34 fail, the braking force generated by manually stepping on the pedal and the anti-drag braking of the rear drive motor 20 are used for braking, so that the stability and reliability of the braking can be effectively improved.
As shown in fig. 2, the left and right front brake cylinders 321 and 322 are also connected to left and right front outlet valves 351 and 352, and both the left and right front outlet valves 351 and 352 are connected to the reservoir 313 so that the brake fluid in the left and right front brake cylinders 321 and 322 is returned to the reservoir 313 after braking is completed.
According to an embodiment of the second aspect of the present utility model, a vehicle includes: the power chassis domain architecture 100 in the above embodiment has the same technical effects as the power chassis domain architecture 100 described above, and will not be described herein.
In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.
In the description of the utility model, a "first feature" or "second feature" may include one or more of such features.
In the description of the present utility model, "plurality" means two or more.
In the description of the utility model, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, and may also include the first and second features not being in direct contact but being in contact with each other by another feature therebetween.
In the description of the utility model, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature.
In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.
Claims (11)
1. A power chassis domain architecture, comprising:
a domain controller;
a front drive motor (10), the front drive motor (10) being electrically connected to the domain controller, the front drive motor (10) being connected to a front axle and being adapted to drive a front wheel and being adapted to apply a reverse drag brake to the front wheel under control of the domain controller;
a rear drive motor (20), the rear drive motor (20) being electrically connected to the domain controller, the rear drive motor (20) being connected to a rear axle and being adapted to drive a rear wheel and being adapted to apply a reverse drag brake to the rear wheel under control of the domain controller;
and the front wheel braking unit (30) is an electronic hydraulic braking system and is electrically connected with the domain controller so as to brake the front wheels under the control of the domain controller.
2. The power chassis domain architecture of claim 1, wherein the front wheel brake unit (30) comprises:
a master cylinder (31) and a brake cylinder;
a main supply part (33) and a redundant supply part (34), wherein the main supply part (33) and the redundant supply part (34) are connected in parallel and are used for supplying brake fluid in a liquid storage tank (313) to a brake cylinder.
3. The power chassis domain architecture according to claim 2, characterized in that the main supply (33) comprises: the brake fluid pressure control device comprises a supply motor, a pressure increasing control valve and an inlet valve, wherein the supply motor, the pressure increasing control valve and the inlet valve are sequentially connected, the supply motor is connected with a liquid storage tank (313), and the inlet valve is connected with a brake cylinder to form a brake fluid pressure increasing loop.
4. A power chassis domain architecture according to claim 3, wherein the front wheel comprises: the left front wheel and the right front wheel are respectively arranged corresponding to the left front wheel and the right front wheel.
5. The power chassis domain architecture of claim 4, further comprising: a pedal assembly (40) and a pedal force simulation unit (80), the pedal assembly (40) being connected to the brake master cylinder (31), the pedal force simulation unit (80) being connected to the brake master cylinder (31) to simulate pedal feedback.
6. The power chassis domain architecture of claim 5, wherein the brake master cylinder (31) comprises: a first chamber (311), a second chamber (312) and a reservoir (313), the first chamber (311), the second chamber (312) being in communication with the reservoir (313), the pedal assembly (40) comprising: brake pedal (41), push rod (42) with first cavity (311) links to each other, first cavity (311) with pedal force simulation unit (80) links to each other, pedal force simulation unit (80) with master cylinder (31) links to each other to form the feedback loop.
7. The power chassis domain architecture of claim 6, wherein the redundant supply (34) comprises: the redundant motor (341) and the redundant inlet valve (342), the redundant motor (341) and the redundant inlet valve (342) are connected in sequence, the redundant motor (341) is connected with the liquid storage tank (313), and the redundant inlet valve (342) is connected with the brake wheel cylinder to form a redundant pressure-increasing loop.
8. The power chassis domain architecture of claim 7, wherein the front wheel comprises: the left front wheel and the right front wheel, the redundant inlet valve (342) and the brake cylinder are respectively arranged corresponding to the left front wheel and the right front wheel, and one redundant motor (341) supplies the brake fluid to the two redundant inlet valves (342) which are connected in parallel.
9. The power chassis domain architecture of claim 7, wherein the redundant supply (34) further comprises: -a redundant return valve (343), the redundant return valve (343) being arranged between the reservoir (313) and the redundant inlet valve (342).
10. The power chassis domain architecture of claim 6, wherein the first chamber (311) and the second chamber (312) are in communication with the brake cylinders and adapted to supply the brake fluid to the brake cylinders upon failure of a main supply (33).
11. A vehicle, characterized by comprising: the power chassis domain architecture of any one of claims 1-10.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223551230.6U CN218986369U (en) | 2022-12-29 | 2022-12-29 | Power chassis domain architecture and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202223551230.6U CN218986369U (en) | 2022-12-29 | 2022-12-29 | Power chassis domain architecture and vehicle |
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| CN218986369U true CN218986369U (en) | 2023-05-09 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116653901A (en) * | 2023-07-28 | 2023-08-29 | 小米汽车科技有限公司 | Parking brake control method, system, device and vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116653901A (en) * | 2023-07-28 | 2023-08-29 | 小米汽车科技有限公司 | Parking brake control method, system, device and vehicle |
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