CN104149765A - Car electronic and hydraulic brake system capable of realizing time-sharing control - Google Patents
Car electronic and hydraulic brake system capable of realizing time-sharing control Download PDFInfo
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- CN104149765A CN104149765A CN201410409485.XA CN201410409485A CN104149765A CN 104149765 A CN104149765 A CN 104149765A CN 201410409485 A CN201410409485 A CN 201410409485A CN 104149765 A CN104149765 A CN 104149765A
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Abstract
The invention relates to a car electronic and hydraulic brake system capable of realizing time-sharing control. The car electronic and hydraulic brake system comprises a brake output unit, a hydraulic control unit, a brake execution unit and an electronic control unit. The system does not depend on engine vacuum, hydraulic forces of all brake cylinders are independently adjusted, and a pedaling feeling same as that of traditional brake is provided for a driver. Compared with an existing typical electronic and hydraulic brake system, time-sharing control over all brake channels can be realized, the brake channels do not need to be provided with independent pressure increasing valves and pressure reducing valves, the number of electromagnetic valves in the hydraulic control unit is reduced, and therefore the system is simpler in structure and smaller in size and weight. By means of the car electronic and hydraulic brake system, coordinated control over basic brake, other brake functions like ABS/ESP and regenerative brake can be realized.
Description
Technical field
The present invention relates to a kind of brake system, particularly about a kind of Automobile Electro-hydraulic Brake System of realizing timesharing control.
Background technology
Along with the raising gradually that the development of automotive technology requires vehicle safety, energy-saving and environmental protection etc., active safety feature (as electronic stability program (ESP)) and electric vehicle engineering development.The two proposes new requirement to motor vehicle braking system: can independently control the brake-pressure of each wheel cylinder, the brake feel that brake pedal is identical with traditional braking system is provided.In addition, electronlmobil also requires brake system not rely on driving engine degree of vacuum.
In recent years, line control brake system can meet the novel braking system of above requirement as a class, is more and more concerned.EHB wherein, has retained the hydraulic tubing of traditional braking system, and less than electromechanical braking system development difficulty, reliability is higher, more easily designs standby brake system, becomes line control brake system in the main flow scheme of real vehicle application.The scheme of EHB mainly comprises following two kinds:
Scheme one is conditional electronic hydraulic brake system; take the SBC system (SAE paper 960991) of Bosch and the ECB system (SAE paper 2002-01-0300) of Toyota is representative: with DC machine, drive Hydraulic Pump; to high pressure accumulator, be filled with braking liquid; high pressure accumulator offers brake wheel cylinder as pressure source; the pressure of single wheel cylinder regulates and realizes by a pressure charging valve and a reducing valve, also has in addition some balance cock/fail safe valves.This scheme is generally at least used 12 electromagnetic valves.The shortcoming of this kind of scheme is: electromagnetic valve number is many, and structure is comparatively complicated, and volume weight is often larger.
Scheme two is integrated type electrical hydraulic brake system, as the integrated form scheme of patent US8371661B2 proposition, only use a motor pushing master cylinder piston that pressure source is provided, and 4 electromagnetic valve adjustable brake pressure of wheel braking cylinder, compare with conditional electronic hydraulic brake system, electromagnetic valve number is few, designs simplification, and volume weight reduces.The shortcoming of this kind of scheme is: very high to the requirement of motor dynamics characteristic, standby braking is difficult for design, and the idle travel of pedal easily generates a panic to chaufeur.
Summary of the invention
For the problems referred to above, the object of this invention is to provide a kind of electromagnetic valve quantity Automobile Electro-hydraulic Brake System few, simple in structure and that control without the realized timesharing of High Performance motor.
For achieving the above object, the present invention is by the following technical solutions: a kind ofly realize the Automobile Electro-hydraulic Brake System that timesharing is controlled, it is characterized in that, it comprises a braking output unit, a hydraulic control unit, braking performance element and an electronic control unit; Described braking output unit comprises a master cylinder housing, in described master cylinder housing, interval arranges first piston and the second piston, between described first piston and described the second piston, form first piston inner chamber, in described first piston inner chamber, be provided with the first spring that two ends are connected with described first piston, the second piston respectively; Between described the second piston and described master cylinder housing, form the second piston cavity, in described the second piston cavity, be provided with the second spring that two ends are connected with described the second piston, described master cylinder inner walls respectively; The outside of described first piston connects one end of a master cylinder push rod, and the other end of described master cylinder push rod connects a brake pedal, and a pedal stroke sensor is installed on described brake pedal; On the described master cylinder housing that is positioned at described first piston inner chamber and the second piston cavity periphery, be respectively arranged with an oil inlet and an oil outlet, described in two, oil inlet is connected with a liquid storing cup, and wherein described in one, oil outlet connects a pedal stroke simulator by a brake piping; On the brake piping between described oil outlet and described pedal stroke simulator, be provided with a simulator control valve; Described hydraulic control unit comprises a motor, the mouth of described motor connects a Hydraulic Pump, one end of described Hydraulic Pump connects described liquid storing cup by brake piping, the other end connects a high pressure accumulator by brake piping, on the brake piping between described high pressure accumulator and described Hydraulic Pump, is provided with a check valve; The other end of described high pressure accumulator connects a braking transmission main line by brake piping, and described braking transmission main line is connected with oil outlet, described liquid storing cup described in another on described master cylinder housing by brake piping respectively; On the brake piping between described high pressure accumulator and described braking transmission main line, be provided with a pressure charging valve, on the brake piping between described high pressure accumulator and described pressure charging valve, be provided with an energy storage pressure sensor; On the brake piping between described oil outlet and described braking transmission main line, be provided with a fail safe valve; On the brake piping between described liquid storing cup and described braking transmission main line, be provided with a reducing valve; Describedly on braking transmission main line, be provided with a main line pressure sensor; Described braking performance element comprises a left front brake, a right front brake, a left back drg and a right back drg; Described left front brake, right front brake, left back drg and right back drg are connected with described braking transmission main line by a brake piping respectively; On the brake piping between described left front brake and described braking transmission main line, be provided with a left front pressure-modulation valve, on the brake piping between described left front pressure-modulation valve and described left front brake, be provided with a left front pressure sensor; On the brake piping between described right front brake and described braking transmission main line, be provided with a right front pressure-modulation valve, on the brake piping between described right front pressure-modulation valve and described right front brake, be provided with a right front pressure sensor; On the brake piping between described left back drg and described braking transmission main line, be provided with a left back pressure-modulation valve, on the brake piping between described left back pressure-modulation valve and described left back drg, be provided with a left back pressure sensor; On the brake piping between described right back drg and described braking transmission main line, be provided with a right back pressure-modulation valve, on the brake piping between described right back pressure-modulation valve and described right back drg, be provided with a right back pressure sensor; Described electronic control unit is electrically connected to respectively described motor, pedal stroke sensor, energy storage pressure sensor, main line pressure sensor, left front pressure sensor, right front pressure sensor, left back pressure sensor, right back pressure sensor, simulator control valve, pressure charging valve, fail safe valve, reducing valve, left front pressure-modulation valve, right front pressure-modulation valve, left back pressure-modulation valve and right back pressure-modulation valve.
Described pedal stroke simulator comprises a simulator housing, in described simulator housing, be provided with an emulator piston, between one side of described emulator piston and described simulator housing, be provided with a simulator spring, the right described simulator housing of opposite side of described emulator piston is connected with brake piping.
Described simulator control valve, pressure charging valve, fail safe valve, reducing valve, left front pressure-modulation valve, right front pressure-modulation valve, left back pressure-modulation valve and right back pressure-modulation valve are two-position two-way solenoid valve; and described simulator control valve, reducing valve and pressure charging valve are normally closed valve, described fail safe valve, left front pressure-modulation valve, right front pressure-modulation valve, left back pressure-modulation valve and right back pressure-modulation valve are normally open valve.
The present invention is owing to taking above technical scheme, it has the following advantages: 1, the present invention is provided with four paths and is connected with four drgs respectively, on every paths, be respectively arranged with a pressure-modulation valve, four paths can carry out timesharing control, therefore each passage is without independent pressure charging valve and reducing valve are set, compare with conditional electronic hydraulic brake system, electromagnetic valve quantity is few, simple in structure.2, the present invention adopts high pressure accumulator as pressure source, lower to motor requirement, and easily design realizes standby braking.Whether 3, the present invention does not rely on driving engine vacuum, exist and turn round irrelevant with driving engine.4, the present invention is obtained data and controls electromagnetic valve and can realize foundation brake function and other braking function as ABS/ESP, control with regenerative brake coordination from corresponding sensor by electronic control unit; 5, the present invention can independently regulate the pressure of each brake wheel cylinder, and does not affect pedal sense, and the pedal sense that chaufeur is identical with sensing brake system can be provided.
Accompanying drawing explanation
Fig. 1 is structural representation of the present invention;
Fig. 2 is the Output pressure of each pressure sensor and the control situation of each electromagnetic valve in the example of controlling a pressure timesharing.
The specific embodiment
Below in conjunction with drawings and Examples, the present invention is described in detail.
The present invention includes a braking output unit 1, a hydraulic control unit 2, braking performance element 3 and an electronic control unit 4.
Braking output unit 1 comprises a master cylinder housing 101, in master cylinder housing 101, be arranged at intervals with first piston 102 and the second piston 103, between first piston 102 and the second piston 103, form first piston inner chamber 104, in first piston inner chamber 104, be provided with the first spring 105 that two ends are connected with first piston 102, the second piston 103 respectively; Between the second piston and master cylinder housing, form the second piston cavity 106, in the second piston cavity 106, be provided with the second spring 107 that two ends are connected with the second piston 103, master cylinder housing 101 inwalls respectively.The outside of first piston 102 connects one end of a master cylinder push rod 108, and the other end of master cylinder push rod 108 connects a brake pedal 109, and a pedal stroke sensor 110 is installed on brake pedal 109.On the master cylinder housing 101 that is positioned at first piston inner chamber 104 and the second piston cavity 106 peripheries, be respectively arranged with an oil inlet 111,112 and an oil outlet 113,114, two oil inlets 111,112 are connected with a liquid storing cup 115, and wherein an oil outlet 114 connects a pedal stroke simulator 116 by a brake piping.On the brake piping between oil outlet 114 and pedal stroke simulator 116, be provided with a simulator control valve 117.
Hydraulic control unit 2 comprises a motor 201, the mouth of motor 201 connects a Hydraulic Pump 202, one end of Hydraulic Pump 202 connects liquid storing cup 115 by brake piping, the other end connects a high pressure accumulator 203 by brake piping, is provided with a check valve 204 on the brake piping between high pressure accumulator 203 and Hydraulic Pump 202.The other end of high pressure accumulator 203 connects a braking transmission main line 205 by brake piping, and braking transmission main line 205 is connected with another oil outlet 113, liquid storing cup 115 on master cylinder housing 101 by brake piping respectively.On the brake piping between high pressure accumulator 203 and braking transmission main line 205, be provided with a pressure charging valve 206, on the brake piping between high pressure accumulator 203 and pressure charging valve 206, be provided with an energy storage pressure sensor 207; On the brake piping between oil outlet 113 and braking transmission main line 205, be provided with a fail safe valve 208; On the brake piping between liquid storing cup 115 and braking transmission main line 205, be provided with a reducing valve 209.On braking transmission main line 205, be also provided with a main line pressure sensor 210.
Braking performance element 3 comprises a left front brake 301, the left back drg 303 of a right front brake 302, one and a right back drg 304.Left front brake 301, right front brake 302, left back drg 303 and right back drg 304 are connected with braking transmission main line 205 by a brake piping respectively.On the brake piping between left front brake 301 and braking transmission main line 205, be provided with a left front pressure-modulation valve 305, on the brake piping between left front pressure-modulation valve 305 and left front brake 301, be provided with a left front pressure sensor 306; On the brake piping between right front brake 302 and braking transmission main line 205, be provided with a right front pressure-modulation valve 307, on the brake piping between right front pressure-modulation valve 307 and right front brake 302, be provided with a right front pressure sensor 308; On the brake piping between left back drg 303 and braking transmission main line 205, be provided with a left back pressure-modulation valve 309, on the brake piping between left back pressure-modulation valve 309 and left back drg 303, be provided with a left back pressure sensor 310; On the brake piping between right back drg 304 and braking transmission main line 205, be provided with a right back pressure-modulation valve 311, on the brake piping between right back pressure-modulation valve 311 and right back drg 304, be provided with a right back pressure sensor 312.
Electronic control unit 4 is electrically connected to respectively motor 201, pedal stroke sensor 110, energy storage pressure sensor 207, main line pressure sensor 210, left front pressure sensor 306, right front pressure sensor 308, left back pressure sensor 310, right back pressure sensor 312, simulator control valve 117, pressure charging valve 206, fail safe valve 208, reducing valve 209, left front pressure-modulation valve 305, right front pressure-modulation valve 307, left back pressure-modulation valve 309 and right back pressure-modulation valve 311.
In the above-described embodiments, pedal stroke simulator 113 comprises a simulator housing 118, in simulator housing 118, be provided with an emulator piston 119, between one side of emulator piston 119 and simulator housing 118, be provided with a simulator spring 120, the right simulator housing 118 of opposite side of emulator piston 119 is connected with brake piping.
In the above-described embodiments; simulator control valve 117, pressure charging valve 206, fail safe valve 208, reducing valve 209, left front pressure-modulation valve 305, right front pressure-modulation valve 307, left back pressure-modulation valve 309 and right back pressure-modulation valve 311 are two-position two-way solenoid valve; and simulator control valve 117, reducing valve 209 and pressure charging valve 206 are normally closed valve, fail safe valve 208, left front pressure-modulation valve 305, right front pressure-modulation valve 307, left back pressure-modulation valve 309 and right back pressure-modulation valve 311 are normally open valve.
Below in conjunction with accompanying drawing, describe principle of work of the present invention, working process and control method in detail:
When system of the present invention is normally worked, the effect of described high pressure accumulator 203 is chaufeur and the vacuum boosters that replace in traditional braking system, brake-pressure source is provided, by rational driving pressure charging valve 206, reducing valve 209 and 4 pressure-modulation valves 305,307,309,311, regulates four pressure of wheel braking cylinder.Particularly, when brake pedal 109 is operated, electronic control unit 4 receives the pedal stroke data that pedal stroke sensor 110 gathers, 117 energisings of control simulation device control cock are opened, braking liquid enters pedal stroke simulator 116 by piston the first inner chamber 104 through simulator control valves 117, thereby provides the pedal sense identical with traditional braking system for chaufeur.Simultaneously, electronic control unit 4 calculates the wheel cylinder goal pressure of each drg 301,302,303,304 according to pedal stroke data, from four pressure of wheel braking cylinder sensors 306,308,310,312, collect the actual pressure of each wheel cylinder, thereby determine increasing/subtract/pressurize operation that each wheel cylinder should be implemented.In the structure of system of the present invention, each passage is only used a pressure-modulation valve to regulate this channel pressure, rather than use independent pressure charging valve, reducing valve, and therefore must use minute period control method each wheel cylinder to be implemented to increase accordingly/subtract/pressurize operation, thus realize target pressure.
The operation of each passage divides three kinds of situations:
(1) four equal supercharging of passage or pressurize: now pressure charging valve 206 energisings are opened; reducing valve 209 power-off are closed; 208 energisings of fail safe valve are closed, and by suitable PWM dutycycle, drive four pressure-modulation valves 305,307,309,311 to make wheel cylinder reach goal pressure.Dutycycle is obtained by goal pressure, actual pressure and the braking transmission main line calculation of pressure that collected by main line pressure sensor 210.
(2) four passages all reduce pressure or pressurize: now pressure charging valve 206 power-off are closed; reducing valve 209 energisings are opened; 208 energisings of fail safe valve are closed, and by suitable PWM dutycycle, drive four pressure-modulation valves 305,307,309,311 to make wheel cylinder reach goal pressure.Dutycycle is obtained by goal pressure, actual pressure and the braking transmission main line calculation of pressure that obtained by main line pressure sensor 210.
(3) four passage superchargings, decompressions exist simultaneously, also may have pressurize: now pressure must carry out timesharing control, control and are divided into former and later two stages: pressurization stages and decompression phase.During pressurization stages, pressure charging valve 209 energisings are opened, reducing valve 209 power-off are closed, 208 energisings of fail safe valve are closed, the passage of implementing blower operations drives corresponding pressure-modulation valve by suitable PWM dutycycle, implement decompression and close with the channel pressure control cock energising of pressurize operation, to keep pressure constant; During decompression phase; pressure charging valve 206 power-off are closed; reducing valve 209 energisings are opened; 208 energisings of fail safe valve are closed; the passage of implementing decompression operation drives corresponding pressure-modulation valve by suitable PWM dutycycle; implement the channel pressure control cock energising of supercharging and pressurize operation and close, to keep pressure constant.Dutycycle is obtained by goal pressure, actual pressure and the braking transmission main line calculation of pressure that obtained by main line pressure sensor 210.
Fig. 2 has provided an example that pressure timesharing is controlled.In this example, off front wheel, left rear wheel initial pressure are 0MPa, and goal pressure is maxim, and the near front wheel, off hind wheel initial pressure are maxim, and goal pressure is 0MPa, i.e. two passage superchargings and two passage decompressions occur simultaneously.Pressure is controlled and is started from 3.76s, and in this example, choosing control cycle is 10ms, and in control cycle, pressurization stages and decompression phase are 5ms.Curve in Fig. 2 represents the output of six pressure sensors and the control of six electromagnetic valves.Wherein, six pressure sensors are output as: energy storage pressure (207 outputs of energy storage pressure sensor), the near front wheel pressure (left front pressure sensor 306 outputs), off front wheel pressure (right front pressure sensor 308 outputs), left rear wheel pressure (left back pressure sensor 310 outputs), off hind wheel pressure (right back pressure sensor 312 outputs), braking transmission main line pressure (210 outputs of main line pressure sensor); In the control curve of six electromagnetic valves, 1 opens for electromagnetic valve, and 0 is closed electromagnetic valve.Six electromagnetic valves are respectively: pressure charging valve 206, reducing valve 209, left front pressure-modulation valve 305, right front pressure-modulation valve 307, left back pressure-modulation valve 309, right back pressure-modulation valve 311.
Pressure controlled detailed process: from 3.755s, each control cycle enters pressurization stages and decompression phase successively, until each wheel cylinder all reaches goal pressure.For example, when 3.775s, enter the pressurization stages that duration is 5ms, now pressure charging valve 206 is opened immediately, and reducing valve 209 is closed immediately, and braking transmission main line pressure raises rapidly.After a period of time, braking transmission main line pressure is greater than now right front wheel cylinder and left back pressure of wheel braking cylinder, and right front pressure-modulation valve 307 and left back pressure-modulation valve 309 are opened, and off front wheel and left rear wheel pressure raise.Before a period of time that pressurization stages finishes, right front pressure-modulation valve 307 and left back pressure-modulation valve 309 are closed.During 3.78s, enter the decompression phase that duration is 5ms, now pressure charging valve 206 cuts out immediately, and reducing valve 209 is opened immediately, and braking transmission main line pressure reduces rapidly.After a period of time, braking transmission main line pressure is less than now left front wheel cylinder and right back pressure of wheel braking cylinder, and left front pressure-modulation valve 305 and right back pressure-modulation valve 311 are opened, the near front wheel and off hind wheel pressure decreased.Before a period of time that decompression phase finishes, left front pressure-modulation valve 305 and right back pressure-modulation valve 311 are closed.Pressurization stages and decompression phase so circulate, thereby realize the timesharing control of pressure.
The pressure source of described system is from high pressure accumulator 203, the pressure control process of high pressure accumulator 203: electronic control unit 4 obtains energy storage pressure by energy storage pressure sensor 207, if pressure is less than drive motor 201 drive Hydraulic Pumps 202 of certain thresholding, thereby to high pressure accumulator 203, be filled with braking liquid and increase energy storage pressure, when energy storage pressure reaches certain thresholding, motor 201 power-off stalls.
Above working process is foundation brake process, as realized other braking functions as ABS/ESP/ACC etc., or need to coordinate to control with regenerative brake, need to offer the corresponding sensing data of electronic control unit 4, the target braking force that is calculated each wheel cylinder by electronic control unit 4, the implementation procedure of target braking force is identical with above-mentioned working process.
Described thrashing, may comprise simulator control valve 117, pedal stroke simulator 116, pedal stroke sensor 110 in braking output unit, the motor 201 in hydraulic control unit, Hydraulic Pump 202, high pressure accumulator 203, electromagnetic valve 206,208,209,305,307,309,311, pressure sensor 207,210,306,308,310,312 lost efficacy.Under failure mode, motor 201 and the equal power-off of electromagnetic valve 117,206,208,209,305,307,309,311.Chaufeur push down on the pedal; by master cylinder push rod 108, promote first piston 102, the second piston 103 and the first spring 105, the second spring 107; braking liquid enters respectively four drgs 301,302,303,304 by master cylinder the second piston cavity 106 by fail safe electromagnetic valve 208 and pressure-modulation valve 305,307,309,311, provides vehicle required braking force.
The present invention only describes with above-described embodiment; the structure of each parts, setting position and connection thereof all can change to some extent; on the basis of technical solution of the present invention; all improvement of indivedual parts being carried out according to the principle of the invention and equivalents, all should not get rid of outside protection scope of the present invention.
Claims (3)
1. can realize the Automobile Electro-hydraulic Brake System that timesharing is controlled, it is characterized in that, it comprises a braking output unit, a hydraulic control unit, braking performance element and an electronic control unit;
Described braking output unit comprises a master cylinder housing, in described master cylinder housing, interval arranges first piston and the second piston, between described first piston and described the second piston, form first piston inner chamber, in described first piston inner chamber, be provided with the first spring that two ends are connected with described first piston, the second piston respectively; Between described the second piston and described master cylinder housing, form the second piston cavity, in described the second piston cavity, be provided with the second spring that two ends are connected with described the second piston, described master cylinder inner walls respectively; The outside of described first piston connects one end of a master cylinder push rod, and the other end of described master cylinder push rod connects a brake pedal, and a pedal stroke sensor is installed on described brake pedal; On the described master cylinder housing that is positioned at described first piston inner chamber and the second piston cavity periphery, be respectively arranged with an oil inlet and an oil outlet, described in two, oil inlet is connected with a liquid storing cup, and wherein described in one, oil outlet connects a pedal stroke simulator by a brake piping; On the brake piping between described oil outlet and described pedal stroke simulator, be provided with a simulator control valve;
Described hydraulic control unit comprises a motor, the mouth of described motor connects a Hydraulic Pump, one end of described Hydraulic Pump connects described liquid storing cup by brake piping, the other end connects a high pressure accumulator by brake piping, on the brake piping between described high pressure accumulator and described Hydraulic Pump, is provided with a check valve; The other end of described high pressure accumulator connects a braking transmission main line by brake piping, and described braking transmission main line is connected with oil outlet, described liquid storing cup described in another on described master cylinder housing by brake piping respectively; On the brake piping between described high pressure accumulator and described braking transmission main line, be provided with a pressure charging valve, on the brake piping between described high pressure accumulator and described pressure charging valve, be provided with an energy storage pressure sensor; On the brake piping between described oil outlet and described braking transmission main line, be provided with a fail safe valve; On the brake piping between described liquid storing cup and described braking transmission main line, be provided with a reducing valve; Describedly on braking transmission main line, be provided with a main line pressure sensor;
Described braking performance element comprises a left front brake, a right front brake, a left back drg and a right back drg; Described left front brake, right front brake, left back drg and right back drg are connected with described braking transmission main line by a brake piping respectively; On the brake piping between described left front brake and described braking transmission main line, be provided with a left front pressure-modulation valve, on the brake piping between described left front pressure-modulation valve and described left front brake, be provided with a left front pressure sensor; On the brake piping between described right front brake and described braking transmission main line, be provided with a right front pressure-modulation valve, on the brake piping between described right front pressure-modulation valve and described right front brake, be provided with a right front pressure sensor; On the brake piping between described left back drg and described braking transmission main line, be provided with a left back pressure-modulation valve, on the brake piping between described left back pressure-modulation valve and described left back drg, be provided with a left back pressure sensor; On the brake piping between described right back drg and described braking transmission main line, be provided with a right back pressure-modulation valve, on the brake piping between described right back pressure-modulation valve and described right back drg, be provided with a right back pressure sensor;
Described electronic control unit is electrically connected to respectively described motor, pedal stroke sensor, energy storage pressure sensor, main line pressure sensor, left front pressure sensor, right front pressure sensor, left back pressure sensor, right back pressure sensor, simulator control valve, pressure charging valve, fail safe valve, reducing valve, left front pressure-modulation valve, right front pressure-modulation valve, left back pressure-modulation valve and right back pressure-modulation valve.
2. a kind of Automobile Electro-hydraulic Brake System that timesharing is controlled of realizing as claimed in claim 1, it is characterized in that, described pedal stroke simulator comprises a simulator housing, in described simulator housing, be provided with an emulator piston, between one side of described emulator piston and described simulator housing, be provided with a simulator spring, the right described simulator housing of opposite side of described emulator piston is connected with brake piping.
3. a kind of Automobile Electro-hydraulic Brake System that timesharing is controlled of realizing as claimed in claim 1 or 2; it is characterized in that; described simulator control valve, pressure charging valve, fail safe valve, reducing valve, left front pressure-modulation valve, right front pressure-modulation valve, left back pressure-modulation valve and right back pressure-modulation valve are two-position two-way solenoid valve; and described simulator control valve, reducing valve and pressure charging valve are normally closed valve, described fail safe valve, left front pressure-modulation valve, right front pressure-modulation valve, left back pressure-modulation valve and right back pressure-modulation valve are normally open valve.
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| CN105936260A (en) * | 2015-03-03 | 2016-09-14 | 福特全球技术公司 | Brake system and method for operating same |
| CN106218624A (en) * | 2016-09-26 | 2016-12-14 | 安徽工程大学 | A kind of vehicle electric brake fluid system and control method thereof |
| CN106427964A (en) * | 2016-02-05 | 2017-02-22 | 芜湖伯特利汽车安全系统股份有限公司 | Control-by-wire hydraulic braking system and control method thereof |
| CN106740787A (en) * | 2017-01-09 | 2017-05-31 | 吉林大学 | Line control brake system based on time-shared serial with parallel control simultaneously |
| CN108167270A (en) * | 2017-09-14 | 2018-06-15 | 吉林大学 | The hydraulic system automatic exhaust device and method of a kind of electro-hydraulic brake test-bed |
| CN110360178A (en) * | 2018-03-26 | 2019-10-22 | 比亚迪股份有限公司 | A kind of hydraulic system and vehicle |
| CN111923883A (en) * | 2020-07-15 | 2020-11-13 | 中国第一汽车股份有限公司 | Brake system matching analysis method and system considering active braking function |
| CN111994072A (en) * | 2020-09-08 | 2020-11-27 | 湖南翰坤实业有限公司 | Automobile emergency braking device and braking method |
| CN112248992A (en) * | 2020-11-03 | 2021-01-22 | 清华大学 | High-redundancy wire-controlled brake system supporting deep energy recovery function of electric automobile |
| CN112424038A (en) * | 2018-07-24 | 2021-02-26 | 罗伯特·博世有限公司 | Control device and method for operating a brake system of a vehicle |
| CN112937528A (en) * | 2021-02-04 | 2021-06-11 | 武汉元丰汽车电控系统有限公司 | Electronic hydraulic brake assembly |
| CN113460009A (en) * | 2021-07-28 | 2021-10-01 | 中国第一汽车股份有限公司 | Integrated brake system fluid infusion control method and vehicle |
| CN113640009A (en) * | 2021-07-16 | 2021-11-12 | 一汽奔腾轿车有限公司 | Electronic hydraulic brake system testing device |
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