CN106828468B - Brake two-chamber pair master cylinder bi-motor line traffic control brake fluid system - Google Patents

Brake two-chamber pair master cylinder bi-motor line traffic control brake fluid system Download PDF

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Publication number
CN106828468B
CN106828468B CN201710211883.4A CN201710211883A CN106828468B CN 106828468 B CN106828468 B CN 106828468B CN 201710211883 A CN201710211883 A CN 201710211883A CN 106828468 B CN106828468 B CN 106828468B
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China
Prior art keywords
master cylinder
braking
electromagnetic valve
switch electromagnetic
chamber pair
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CN106828468A (en
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李静
王晨
刘鹏
夏承贺
孙禄
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Jilin University
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Jilin University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)
  • Regulating Braking Force (AREA)

Abstract

The invention discloses braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system, the problem of to overcome the line traffic control brake fluid system of the big vacuum booster volume of Conventional braking systems, price and motor power-assisted to require the caused, price high to motor requirement of the quick rotating switching of motor and fast run-up pressure, accurate pressure control, it includes master cylinder output unit, hydraulic control unit, electronic control unit and wheel drag；Hydraulic control unit includes the 3rd switch electromagnetic valve, the 9th switch electromagnetic valve to the 12nd switch electromagnetic valve and lubricating cup；Master cylinder output unit is connected by master cylinder therein, lubricating cup with hydraulic control unit pipeline, while master cylinder output unit is connected by master cylinder, the 3rd switch electromagnetic valve with hydraulic control unit pipeline；9th switch electromagnetic valve to the 12nd switch electromagnetic valve connects with four wheel drag pipelines in wheel drag successively；Electronic control unit connects with master cylinder output unit, hydraulic control unit electric wire.

Description

Brake two-chamber pair master cylinder bi-motor line traffic control brake fluid system
Technical field
The present invention relates to a kind of brakes for belonging to brake system of car technical field.More precisely, the present invention relates to A kind of and braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system.
Background technology
With developing rapidly for current automobile industry, people also gradually increase to the demand of novel high-performance brake system of car Greatly.The brakes of orthodox car uses vacuum booster unit, and its shortcoming is that volume is larger, structure is complex, to engine Degree of dependence is big and braking pressure control is inaccurate, and the use of vacuum boost system has been eliminated on current most of automobiles. In order to meet now the research and development needs of the needs of to high-performance brakes and emerging ev industry, people gradually start To the research and discovery of line control brake system.
Existing line control brake system is divided into mechanical line control brake system and fluid pressure type line control brake system.Fluid pressure type line Brakes generally use motor booster type structure is controlled, by electronic control unit ECU come controlled motor, to realize various operating modes Under fast braking.The fluid pressure type line control brake system of the translator power-assisted of now due to its generally use list electric machine structure, Control when it carries out building pressure under the operating mode such as conventional brake, ABS, TCS to brake pressure precision is not accurate enough, and if braking Master cylinder piston is reached after the extreme position of its stroke, it is necessary to make piston return by the reversion of ECU controlled motors, follow-up so as to ensure The progress of braking procedure.Due to there is time interval when motor positive and inverse switches, cause the loss of time in braking procedure, so Requirement of the high-performance brakes to being swift in response property can not be met, while motor positive and inverse switching is to the service life shadow of motor Sound is larger, makes the service life of motor reduce.
Such as China Patent Publication No. CN103754206A, data of publication of application on April 30th, 2014, patented invention-creation Entitled " a kind of mechano-electronic brake fluid system ", the patent of invention disclose a kind of mechano-electronic hydraulic pressure system for vehicle Dynamic system, it promotes master cylinder to build pressure by straight-line electric arbor, but the system has the shortcomings that Stress control is not accurate enough.
Such as China Patent Publication No. CN104359099A, data of publication of application on January 28th, 2015, patented invention-creation Entitled " a kind of EHB ", the patent of invention disclose a kind of motor-driven EHB, The system contains the composition such as pedal simulator, ECU, automatically controlled Linear Moving Module, master cylinder, secondary master cylinder.This is System can utilize the rotation of the motor in automatically controlled Linear Moving Module to realize the fast run-up pressure of master cylinder, so that wheel cylinder Quick-pressurizing is to realize braking, but the system has following defect：When the motor in its automatically controlled Linear Moving Module makes braking Piston movement in master cylinder returns by the motor reversal in automatically controlled Linear Moving Module piston to after the extreme position of its stroke Position, so as to continue follow-up braking procedure.Due to existence time interval when motor positive and inverse switches, it is impossible to meet fast run-up The high performance requirements of pressure, braking distance during braking is added, and the frequent rotating switching of motor can reduce the use of motor Life-span, so many deficiencies be present.
The content of the invention
The technical problems to be solved by the invention be overcome Conventional braking systems vacuum booster volume big, price and The line traffic control brake fluid system of motor power-assisted requires that motor quickly realizes, price high to motor requirement caused by rotating switching And the problem of fast run-up pressure, accurate pressure control, there is provided braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system.
In order to solve the above technical problems, the present invention adopts the following technical scheme that realization：Described braking two-chamber is secondary main Cylinder bi-motor line traffic control brake fluid system also includes master cylinder output unit, hydraulic control unit, electronic control unit and car Take turns brake.
Described master cylinder output unit includes master cylinder；
Described hydraulic control unit includes the 3rd switch electromagnetic valve, the 9th switch electromagnetic valve, the tenth switch electromagnetic valve, the 11 switch electromagnetic valves, the 12nd switch electromagnetic valve and lubricating cup (；
Described master cylinder output unit is connected by master cylinder, lubricating cup with hydraulic control unit pipeline, is made simultaneously Dynamic master cylinder output unit is connected by master cylinder, the 3rd switch electromagnetic valve with hydraulic control unit pipeline；9th switch electromagnetism Valve, the tenth switch electromagnetic valve, the 11st switch electromagnetic valve and the 12nd switch electromagnetic valve successively with it is left back in wheel drag Wheel brake RL, off-front wheel brake FR, near front wheel brake FL are connected with off hind wheel brake RR pipelines；Electronic control unit Connected with master cylinder output unit, hydraulic control unit electric wire.
Electronic control unit described in technical scheme and master cylinder output unit, hydraulic control unit electric wire connects is Refer to：Described electronic control unit respectively with first switch magnetic valve, second switch magnetic valve, the 3rd switch electromagnetic valve, the 4th Switch electromagnetic valve, the 5th switch electromagnetic valve, the 6th switch electromagnetic valve, the 7th switch electromagnetic valve, the 8th switch electromagnetic valve, the 9th open Powered-down magnet valve, the tenth switch electromagnetic valve, the 11st switch electromagnetic valve, the 12nd switch electromagnetic valve, first pressure sensor, second Pressure sensor, the 3rd pressure sensor, the 4th pressure sensor, linear voltage regulation valve, pedal displacement sensor, No. 1 motor It is connected with the terminals electric wire of No. 2 motor.
Master cylinder output unit described in technical scheme is connected by master cylinder, lubricating cup and hydraulic control unit pipeline Connect, while master cylinder output unit is connected with hydraulic control unit pipeline and referred to by master cylinder, the 3rd switch electromagnetic valve： No. 5 braking master cylinder fuel inlet mouths on master cylinder are connected with the oil-out pipeline of the first check valve, the oil inlet of the first check valve It is connected with No. 1 lubricating cup oil-out pipeline of lubricating cup；No. 6 master cylinder oil-outs and the 3rd switch electromagnetic valve on master cylinder One end pipeline connection.
Master cylinder output unit described in technical scheme also includes brake pedal, pedal displacement sensor, pedal Sense simulator and the 4th switch electromagnetic valve；Described master cylinder includes master cylinder housing, master cylinder piston, the chamber return bullet of master cylinder I Spring, master cylinder piston and push rod.Described master cylinder piston is arranged in master cylinder housing, and the left end of master cylinder piston and master cylinder housing is formed The chamber of master cylinder I, one master cylinder return spring, left end and the master cylinder housing left end wall of master cylinder return spring are installed in the intracavitary of master cylinder I Inner side connection, the right-hand member of master cylinder return spring at the center of master cylinder piston left side with being connected；Master cylinder piston and master cylinder housing Right-hand member form the chamber of master cylinder II, the right side of master cylinder piston is fixedly connected with the left end of push rod, and the other end and the braking of push rod are stepped on Plate is connected, and pedal displacement sensor is arranged on brake pedal, and No. 5 braking master cylinder fuel inlet mouths and No. 6 are provided with master cylinder housing Master cylinder oil-out, No. 6 master cylinder oil-outs are connected with one end pipeline of the 4th switch electromagnetic valve, the 4th switch electromagnetic valve The other end and pedal sense simulator left end pipeline connect.
Hydraulic control unit described in technical scheme also includes first switch magnetic valve, second switch magnetic valve, the 5th Switch electromagnetic valve, the 6th switch electromagnetic valve, the 7th switch electromagnetic valve, the 8th switch electromagnetic valve, first pressure sensor, the second pressure Force snesor, the 3rd pressure sensor, the 4th pressure sensor, linear voltage regulation valve, the first check valve, the second check valve, the 3rd Check valve, No. 1 motor, the first mono-directional overrun clutch, the first ball-screw nut mechanism, braking two-chamber pair master cylinder, second Ball-screw nut mechanism, the second mono-directional overrun clutch and No. 2 motor；The other end of 3rd switch electromagnetic valve and first is opened Powered-down magnet valve, second switch magnetic valve, linear voltage regulation valve, the 5th switch electromagnetic valve, the 6th switch electromagnetic valve, the 7th switch electromagnetism Valve is connected with one end pipeline of the 8th switch electromagnetic valve, No. 4 of two-chamber pair master cylinder braking two-chamber pair master cylinder outlet mouths of braking and the The other end of one magnetic valve is connected using pipeline, No. 5 braking two-chamber pair master cylinder outlet mouths and the second electricity of braking two-chamber pair master cylinder The other end of magnet valve is connected using pipeline, No. 3 braking two-chamber pair master cylinder oil inlets of braking two-chamber pair master cylinder and No. 3 oil of lubricating cup Cup oil-out is connected by check valve pipeline, No. 4 brake two-chamber pair master cylinder oil inlets and lubricating cup No. 2 of braking two-chamber pair master cylinder Lubricating cup oil-out is connected by check valve pipeline, and No. 1 lubricating cup oil inlet of the linear voltage regulation valve other end and lubricating cup is connected using pipeline Connect, the other end and left front brake FL of the 5th switch electromagnetic valve, first pressure sensor, one end of the 9th switch electromagnetic valve are adopted Connected with pipeline, the other end and right front brake FR, second pressure sensor, the tenth switch electromagnetic valve of the 6th switch electromagnetic valve One end connected using pipeline, the other end of the 7th switch electromagnetic valve and left back brake RL, the 3rd pressure sensor, the 11st One end of switch electromagnetic valve is connected using pipeline, and the other end of the 8th switch electromagnetic valve and right rear brake RR, the 4th pressure pass Sensor, one end of the 12nd switch electromagnetic valve are connected using pipeline；9th switch electromagnetic valve, the tenth switch electromagnetic valve, the 11st Switch electromagnetic valve is connected with the other end of the 12nd switch electromagnetic valve and No. 2 lubricating cup oil inlets of lubricating cup using pipeline；No. 1 electronic Machine, the first mono-directional overrun clutch, the first ball-screw nut mechanism, braking two-chamber pair master cylinder, the second ball-screw nut machine Structure, the second mono-directional overrun clutch are sequentially connected with No. 2 motor.
First switch magnetic valve, second switch magnetic valve, the 4th switch electromagnetic valve, the 9th switch described in technical scheme Magnetic valve, the tenth switch electromagnetic valve, the 11st switch electromagnetic valve, the 12nd switch electromagnetic valve and linear voltage regulation valve are opened to be powered Power off the normally closed switch magnetic valve closed；Described the 3rd switch electromagnetic valve, the 5th switch electromagnetic valve, the 6th switch electromagnetic valve, 7th switch electromagnetic valve and the 8th switch electromagnetic valve close the normal open switch magnetic valve of power-off opening to be powered.
Braking two-chamber pair master cylinder described in technical scheme includes the first braking two-chamber pair main cylinder piston-rod, the second braking pair Chamber pair main cylinder piston-rod, the first braking two-chamber pair master cylinder piston and braking two-chamber pair master cylinder housing；The first described braking two-chamber Centre position of the secondary master cylinder piston in braking two-chamber pair master cylinder housing, braking two-chamber pair master cylinder housing is by the first braking two-chamber Secondary master cylinder piston is divided into I, II liang of chamber from left to right, and braking two-chamber pair master cylinder housing has two oil inlets and two oil-outs, No. 4 brakings Two-chamber pair master cylinder outlet mouth and No. 3 braking two-chamber pair master cylinder oil inlets are on I cavity shell of braking two-chamber pair master cylinder housing, and 5 Number braking two-chamber pair master cylinder outlet mouth is with No. 4 braking two-chamber pair master cylinder oil inlets positioned at the II chamber shell for braking two-chamber pair master cylinder housing On body, for the first braking two-chamber pair main cylinder piston-rod positioned at I intracavitary of braking two-chamber pair master cylinder housing, its right-hand member and the first braking are double It is connected at the center of chamber pair master cylinder piston left side, and in the first braking two-chamber pair main cylinder piston-rod and the first braking two-chamber pair Sealing ring is housed between master cylinder piston and braking two-chamber pair master cylinder housing；Second braking two-chamber pair main cylinder piston-rod is double positioned at braking II intracavitary of chamber pair master cylinder housing, its left end at the center of the first braking two-chamber pair master cylinder piston right side with being connected；Second Sealing ring is housed between braking two-chamber pair main cylinder piston-rod and braking two-chamber pair master cylinder housing.
The first ball-screw nut mechanism (38) described in technical scheme includes the first feed screw nut, the first ball and the One leading screw screw rod；The first described feed screw nut inner surface is machined with arc helicla flute, the outer surface processing of the first leading screw screw rod There is arc helicla flute, the first feed screw nut and the first leading screw screw rod are set in together synthesis helicla flute raceway；First ball is installed In the arc helicla flute that the first feed screw nut synthesizes with the first leading screw screw rod, and along helicla flute rolling path rolling；Described The right-hand member of one leading screw screw rod is provided with a cylindrical deep hole, the structure of the cylindrical deep hole and the in braking two-chamber pair master cylinder The cylindrical rod structure of the mating connection of one braking two-chamber pair main cylinder piston-rod left end is identical.
No. 1 motor, the first mono-directional overrun clutch, the first ball-screw nut mechanism, system described in technical scheme Dynamic two-chamber pair master cylinder, the second ball-screw nut mechanism, the second mono-directional overrun clutch are sequentially connected with No. 2 motor and referred to： The output shaft of No. 1 described motor is connected with the first mono-directional overrun clutch left end, the right-hand member of the first mono-directional overrun clutch It is connected with the left end of the first ball-screw nut mechanism, right-hand member and the braking two-chamber pair master cylinder of the first ball-screw nut mechanism Left end is connected, and the right-hand member of braking two-chamber pair master cylinder is connected with the left end of the second ball-screw nut mechanism, the second ball-screw spiral shell The right-hand member of parent agency is connected with the left end of the second mono-directional overrun clutch, the right-hand member of the second mono-directional overrun clutch and No. 2 it is electronic Machine exports axis connection；No. 1 motor, the first mono-directional overrun clutch and the first ball-screw nut mechanism and the second ball-screw Nut body, the second mono-directional overrun clutch and No. 2 motor are symmetrical, No. 1 motor, the first mono-directional overrun clutch Device, the first ball-screw nut mechanism, braking two-chamber pair master cylinder, the second ball-screw nut mechanism, the second mono-directional overrun clutch Device and No. 2 motor rotation conllinears.
Compared with prior art the beneficial effects of the invention are as follows：
1. braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention passes through hydraulic control due to it Two motor circulation works in unit, to carry out building pressure to each wheel cylinder, two motor are each in braking procedure Direction of rotation need not change, so save motor positive and inverse switching when time interval, make brake system more Rapidly, fast braking is realized, meets that high-performance brakes to responding rapid requirement, reduces the requirement to motor precision, So as to reduce cost.
2. braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention is due to its hydraulic control unit Two interior motor, two respective direction of rotation of motor in braking procedure need not change, and avoid motor positive and inverse Switching, the service life of motor can be effectively improved.
3. braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention passes through in hydraulic control unit Two motor circulation works, persistently each wheel cylinder is carried out to build pressure, it, can under equal wheel cylinder brake pressure demand Effectively to reduce the piston stroke of secondary master cylinder, so as to reduce the volume of secondary master cylinder, brakes is set to arrange simpler convenience.
4. braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention is due to reducing secondary master cylinder Piston stroke, the rigidity and intensity requirement of the parts such as the piston in secondary master cylinder and piston rod can be reduced suitably, so as to reduce Production cost.
5. braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention is by using pedal sense mould Intend device, more good pedal sense simulation can be realized, it can bring the preferable pedal sense feedback of driver.
6. braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention is by using switch electromagnetic valve The full decoupling of master cylinder and each wheel cylinder can be realized, so that hydraulic pressure ripple of each wheel cylinder in braking procedure It is dynamic to be transferred to master cylinder, comfortableness and stability of the lifting driver in braking procedure.
7. braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention can pass through Electronic Control list To realize, actively fast run-up pressure, and can enough carry out brake pressure using linear voltage regulation valve for the cooperation of member and hydraulic control unit Accurate control.
8. braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention disclosure satisfy that existing routine Brake request under the various working such as braking, ABS, TCS, ESC, ACC, AEB, its application is relatively broad, and prospect is preferable.
9. braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention is lost when the power-off of its brakes During effect, remain to realize brake hard by trampling brake pedal, the stability of its brakes is preferable.
Brief description of the drawings
The present invention is further illustrated below in conjunction with the accompanying drawings：
Fig. 1 is braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system structure composition schematic diagram of the present invention；
Fig. 2-1 is unidirectional super for first in braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention More clutch removes the left view of the structure composition after clutch case；
Fig. 2-2 is that the second orientation in braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention is super More clutch removes the left view of the structure composition after clutch case；
Fig. 2-3 is the first ball wire in braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention Full sectional view on the structure composition front view of thick stick nut body；
Fig. 2-4 is the second ball wire in braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention Full sectional view on the structure composition front view of thick stick nut body；
Fig. 3 is the first braking two-chamber pair of braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention Master cylinder piston moves to right conventional brake schematic diagram；
Fig. 4 is the first braking two-chamber pair of braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention Master cylinder piston moves to left conventional brake schematic diagram；
Fig. 5 is to be pressurized under the ABS operating modes of braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention Fluid path figure；
Fig. 6 is pressurize under the ABS operating modes of the present invention for braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system Fluid path figure；
Fig. 7 is to be depressurized under the ABS operating modes of braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention Fluid path figure；
Fig. 8 is left front under the TCS operating modes of the present invention for braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system Wheel cylinder is pressurized fluid path figure；
Fig. 9 is left front under the TCS operating modes of the present invention for braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system Wheel cylinder pressurize fluid path figure；
Figure 10 is left front under the TCS operating modes of the present invention for braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system Wheel cylinder depressurizes fluid path figure；
Figure 11 is each car under the TCS operating modes of the present invention for braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system Wheel supercharging, pressurize fluid path figure are left front wheel cylinder braking supercharging, the decompression of off-front wheel cylinder, left back wheel cylinder pressurize and off hind wheel cylinder pressurize Fluid path figure；
Figure 12 is left front under the ESC operating modes of the present invention for braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system Wheel cylinder is pressurized fluid path figure；
Figure 13 is left front under the ESC operating modes of the present invention for braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system Wheel cylinder pressurize fluid path figure；
Figure 14 is left front under the ESC operating modes of the present invention for braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system Wheel cylinder depressurizes fluid path figure；
Figure 15 is each car under the ESC operating modes of the present invention for braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system Wheel cylinder is pressurized, pressurize fluid path figure is that left front wheel cylinder implementation braking is pressurized, behind the decompression of off-front wheel cylinder, left back wheel cylinder pressurize and the right side The fluid path figure of wheel cylinder pressurize；
Figure 16 is to be pressurized under the ACC operating modes of braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention Fluid path figure；
Figure 17 is pressurize under the ACC operating modes of the present invention for braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system Fluid path figure；
Figure 18 is to be depressurized under the ACC operating modes of braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention Fluid path figure；
Figure 19 is to be pressurized under the AEB operating modes of braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention Fluid path figure；
Figure 20 is the power-off failure protection of braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention Supercharging fluid path figure under pattern；
Figure 21 is the power-off failure protection of braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system of the present invention Decompression fluid path figure under pattern；
In figure：1. first switch magnetic valve, 2. second switch magnetic valves, 3. the 3rd switch electromagnetic valves, 4. the 4th switch electricity Magnet valve, 5. the 5th switch electromagnetic valves, 6. the 6th switch electromagnetic valves, 7. the 7th switch electromagnetic valves, 8. the 8th switch electromagnetic valves, 9. Nine switch electromagnetic valves, 10. the tenth switch electromagnetic valves, 11. the 11st switch electromagnetic valves, 12. the 12nd switch electromagnetic valves, 13. One pressure sensor, 14. second pressure sensors, 15. the 3rd pressure sensors, 16. the 4th pressure sensors, 17. linear tune Pressure valve, 18. pedal sense simulators, 19. pedal sense simulator pistons, 20. pedal sense simulator springs, 21. pedal senses Feel simulator housing, 22. brake pedals, 23. pedal position sensors, 24. push rods, 25. master cylinder housings, 26. master cylinder pistons, 27. master cylinder return spring, 28. master cylinders, 29. first check valves, 30. second check valves, 31. the 3rd check valves, 32. oil Cup, No. 33.1 motor, 34. first mono-directional overrun clutch, 35. first feed screw nuts, 36. first balls, 37. first leading screws Screw rod, 38. first ball-screw nut mechanisms, 39. first braking two-chamber pair main cylinder piston-rods, 40. first braking two-chambers are secondary main Cylinder piston, 41. braking two-chamber pair master cylinders, 42. second braking two-chamber pair main cylinder piston-rods, 43. second ball-screw nut mechanisms, 44. the second leading screw screw rod, 45. second balls, 46. second feed screw nuts, 47. second mono-directional overrun clutch, No. 48.2 electronic Machine, 49. first mono-directional overrun clutch outer rings, 50. first mono-directional overrun clutch star-wheels, 51. first mono-directional overrun clutch Roller, 52. second orientation freewheel clutch outer rings, 53. second orientation freewheel clutch star-wheels, 54. second orientation overdrive clutch Device roller, 55. braking two-chamber pair master cylinder housings, 56. electronic control units (ECU), No. 57.1 lubricating cup oil inlets, No. 58.2 lubricating cups Oil inlet, No. 59.1 lubricating cup oil-outs, No. 60.2 lubricating cup oil-outs, No. 61.3 lubricating cup oil-outs, No. 62.3 braking two-chambers are secondary main Cylinder oil inlet, No. 63.4 braking two-chamber pair master cylinder oil inlets, No. 64.4 braking two-chamber pair master cylinder outlet mouths, No. 65.5 braking two-chambers Secondary master cylinder outlet mouth, No. 66.5 braking master cylinder fuel inlet mouths, No. 67.6 master cylinder oil-outs, A. master cylinder output units, B. Hydraulic control unit (HCU), C. electronic control units (ECU), D. wheel drags.
Embodiment
The present invention is explained in detail below in conjunction with the accompanying drawings：
Braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system includes master cylinder output unit A, hydraulic control list Member (HCU) B, electronic control unit (ECU) C and wheel drag D
Described master cylinder output unit A include brake pedal 22, pedal displacement sensor 23, master cylinder 28, Pedal sense simulator 18, the 4th switch electromagnetic valve 4；Wherein：
Pedal sense simulator 18 includes pedal sense simulator piston 19, pedal sense simulator spring 20, pedal sense Feel simulator shell 21.
Described master cylinder 28 includes master cylinder housing 25, master cylinder piston 26, the chamber return spring 27 of master cylinder I, master cylinder piston 26 with push rod 24.
Described master cylinder piston 26 is arranged in master cylinder housing 25, and the left end of master cylinder piston 26 and master cylinder housing 25 forms master The chamber of cylinder I, one master cylinder return spring 27 is installed in the intracavitary of master cylinder I, the left end and master cylinder housing 25 of master cylinder return spring 27 are left The inner side connection of end wall, the right-hand member of master cylinder return spring 27 at the center of the left side of master cylinder piston 26 with being connected；Master cylinder piston 26 The chamber of master cylinder II is formed with the right-hand member of master cylinder housing 25, the right side of master cylinder piston 26 is fixedly connected with the left end of push rod 24, push rod 24 another (right side) end connection brake pedal 22, pedal displacement sensor 23 are arranged on brake pedal 22, the master cylinder of the chamber of master cylinder I 67, No. 5 braking master cylinder fuel inlet mouths of No. 5 braking master cylinder fuel inlet mouths 66 and No. 6 master cylinder oil-outs are respectively arranged with housing 25 66 are connected with No. 1 lubricating cup oil-out 59 of lubricating cup 32 by the pipeline of the first check valve 29, on master cylinder 28 No. 6 master cylinder One end pipeline of the oil-out 67 respectively with the 3rd switch electromagnetic valve 3, the 4th switch electromagnetic valve 4 is connected, the 4th switch electromagnetic valve 4 The other end is connected with the left end pipeline of pedal sense simulator 18.
Described hydraulic control unit (HCU) B includes first switch magnetic valve 1, second switch magnetic valve the 2, the 3rd switchs Magnetic valve 3, the 5th switch electromagnetic valve 5, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve 7, the 8th switch electromagnetic valve the 8, the 9th Switch electromagnetic valve 9, the tenth switch electromagnetic valve 10, the 11st switch electromagnetic valve 11, the 12nd switch electromagnetic valve 12, first pressure pass Sensor 13, second pressure sensor 14, the 3rd pressure sensor 15, the 4th pressure sensor 16, linear voltage regulation valve 17, first are single To valve 29, the second check valve 30, the 3rd check valve 31,32, No. 1 motor 33 of lubricating cup, the first mono-directional overrun clutch 34, first Ball-screw nut mechanism 38, braking two-chamber pair master cylinder 41, the second ball-screw nut mechanism 43, the second orientation freewheel clutch 47 and No. 2 motor 48；
Wherein:Described first switch magnetic valve 1, second switch magnetic valve 2, the 4th switch electromagnetic valve 4, the 9th switch electricity Magnet valve 9, the tenth switch electromagnetic valve 10, the 11st switch electromagnetic valve 11, the 12nd switch electromagnetic valve 12, linear voltage regulation valve 17 are normal Switch electromagnetic valve is closed, is opened in the case of energization, is closed in the event of a power failure；
The 3rd described switch electromagnetic valve 3, the 5th switch electromagnetic valve 5, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve 7, the 8th switch electromagnetic valve 8 is normal open switch magnetic valve, closes in the case of energization, opens in the event of a power failure.
Described No. 1 motor 33 and No. 2 motor 48 is model identical motor.
Described No. 1 motor 33 and No. 2 motor 48 is respectively symmetrically arranged in the left and right two of braking two-chamber pair master cylinder 41 Side.The function of No. 1 motor 33 is that the first braking two-chamber pair of braking two-chamber pair master cylinder 41 is promoted by the transmission mechanism of centre Master cylinder piston 40 moves right.The function of No. 2 motor 48 is to promote described braking two-chamber pair by the transmission mechanism of centre First braking two-chamber pair master cylinder piston 40 of master cylinder 41 is moved to the left.
The first described mono-directional overrun clutch 34 is using roller orientation freewheel clutch.First mono-directional overrun clutch 34 include the first mono-directional overrun clutch outer ring 49, the first mono-directional overrun clutch star-wheel 50 and the rolling of the first mono-directional overrun clutch Post 51.First mono-directional overrun clutch 34 is arranged between No. 1 ball-screw nut mechanism 38 of motor 33 and first.I.e. No. 1 The motor shaft of motor 33 is connected with the first mono-directional overrun clutch star-wheel 50 in the first mono-directional overrun clutch 34, connection side Formula can use other mechanical connecting structures such as key or spline, realize that power transmits purpose.
The first mono-directional overrun clutch roller 51 and the first mono-directional overrun in the first described mono-directional overrun clutch 34 It is connected between clutch star-wheel 50 by several spring spindles in the groove of the first mono-directional overrun clutch star-wheel 50, the work of spring With being inner periphery and first that the first mono-directional overrun clutch roller 51 is pressed to the first mono-directional overrun clutch outer ring 49 (Fig. 2-1 is referred in the wedge-shaped slot of the outerplanar composition of mono-directional overrun clutch star-wheel 50), makes the first mono-directional overrun clutch 34 The first mono-directional overrun clutch roller 51 and the first mono-directional overrun clutch star-wheel 50, the first mono-directional overrun clutch outer ring 49 It is in contact.
The first mono-directional overrun clutch outer ring 49 and the first described rolling in the first described mono-directional overrun clutch 34 The first feed screw nut 35 in screw nut mechanism 38 is connected, and connected mode can use key or spline etc., and other mechanically connect knot Structure, realize that power transmits purpose.
The function of the first described mono-directional overrun clutch 34 is the motor shaft when No. 1 described motor 33 relative to the When the first feed screw nut 35 in one ball-screw nut mechanism 38 rotates clockwise, clutch closure is kept, with described in guarantee No. 1 motor 33 provide power effectively transmit；When the phase of the first feed screw nut 35 in the first ball-screw nut mechanism 38 When being rotated counterclockwise for the motor shaft of No. 1 motor 33, disconnect clutch, to ensure No. 1 ball of motor 33 and first Movement interference does not occur for screw-nut body 38, prevents from damaging motor.
The first described ball-screw nut mechanism 38 includes the first feed screw nut 35, the first ball 36 and the first leading screw spiral shell Bar 37.First ball-screw nut mechanism 38 can use inner loop mode or outer circulation mode.
The described inner surface of the first feed screw nut 35 is machined with arc helicla flute.The outer surface processing of first leading screw screw rod 37 There is arc helicla flute.First feed screw nut 35 and the first leading screw screw rod 37 are set in together to form helicla flute raceway.First ball 36 in the arc helicla flute of the first feed screw nut 35 and the first leading screw screw rod 37 formation, and along helicla flute rolling path rolling.
The first described feed screw nut 35 is coordinated by the first ball 36 and the first leading screw screw rod 37, forms ball-screw spiral shell It is female secondary.By the ball guide screw nat, the rotary motion of the first described feed screw nut 35 can be passed through the first ball 36 Rolling be converted to the linear motion of the first described leading screw screw rod 37, realize the conversion of power form and the transmission of power.
The right-hand member of the first described leading screw screw rod 37 is connected with the left end of the first braking two-chamber pair main cylinder piston-rod 39, connects Mode has a cylindrical deep hole, the deep hole and the first braking two-chamber pair main cylinder piston-rod 39 for the right-hand member of the first leading screw screw rod 37 Left end end outside cylinder be engaged connected, the first leading screw screw rod 37 is promoted the first braking two-chamber pair main cylinder piston-rod 39 to the right Motion, realizes the transmission of power.
The second described orientation freewheel clutch 47 is using roller orientation freewheel clutch.Second orientation freewheel clutch 47, which include the second orientation freewheel clutch outer ring 52, second, orients the orientation freewheel clutch rolling of freewheel clutch star-wheel 53 and second Post 54.
The function of the second described mono-directional overrun clutch 47 is the motor shaft when No. 2 motor 48 relative to the second ball When the second feed screw nut 46 in screw-nut body 43 turns clockwise, clutch closure is kept, to ensure No. 2 motor 48 The power of offer effectively transmits；When the second feed screw nut 46 in the second ball-screw nut mechanism 43 is relative to No. 2 motor During 48 motor shaft rotate counterclockwise, disconnect clutch, to ensure No. 2 ball-screw nut mechanisms 43 of motor 48 and second Movement interference does not occur, prevents from damaging motor.
Described second orientation freewheel clutch 47 be arranged in No. 2 ball-screw nut mechanisms 43 of motor 48 and second it Between.The motor shaft of No. 2 motor 48 is connected with the second orientation freewheel clutch star-wheel 53 in the second orientation freewheel clutch 47, Connected mode can use other mechanical connecting structures such as key or spline, realize that power transmits purpose.
The second orientation freewheel clutch roller 54 in the second described orientation freewheel clutch 47 surmounts with the second orientation It is connected between clutch star-wheel 53 by several spring spindles in the groove of the second orientation freewheel clutch star-wheel 53, the work of spring With being inner periphery and second that the second orientation freewheel clutch roller 54 is pressed to the second mono-directional overrun clutch outer ring 52 (Fig. 2-2 is referred in the wedge-shaped slot of the outerplanar composition of mono-directional overrun clutch star-wheel 53), makes the second orientation freewheel clutch 47 The second orientation freewheel clutch roller 54 and the second orientation freewheel clutch star-wheel 53, second orient freewheel clutch outer ring 52 It is in contact.
The second orientation freewheel clutch outer ring 52 and the second ball-screw in the second described orientation freewheel clutch 47 The second feed screw nut 46 in nut body 43 is connected, and connected mode can use other mechanical connecting structures such as key or spline, Realize that power transmits purpose.
First mono-directional overrun clutch 34 and the second orientation freewheel clutch 47 are model identical clutch.
The second described ball-screw nut mechanism 43 includes the second feed screw nut 46, the second ball 45 and the second leading screw spiral shell Bar 44.Second ball-screw nut mechanism 43 can use inner loop mode or outer circulation mode.
The described inner surface of the second feed screw nut 46 is machined with arc helicla flute.The outer surface processing of second leading screw screw rod 44 There is arc helicla flute.Second feed screw nut 46 and the second leading screw screw rod 44 are set in together to form helicla flute raceway.Second ball 45 in the arc helicla flute that the second feed screw nut 46 and the second leading screw screw rod 44 are formed, and is rolled along helicla flute raceway It is dynamic.
The second described feed screw nut 46 is coordinated by the second ball 45 and the second leading screw screw rod 44, forms ball-screw spiral shell It is female secondary.By the ball guide screw nat, rolling that can be by the rotary motion of the second feed screw nut 46 by the second ball 45 The linear motion of the second leading screw screw rod 44 is converted to, realizes the conversion of power form and the transmission of power.
The left end of the second described leading screw screw rod 44 is connected with the right-hand member of the second braking two-chamber pair main cylinder piston-rod 42, connects Mode is provided with a cylindrical deep hole, the deep hole and the second braking two-chamber pair master cylinder piston for the left end of the second leading screw screw rod 44 The right-hand member end outside cylinder of bar 42 be mutually interference fitted it is connected, make the second leading screw screw rod 44 promote second braking two-chamber pair master cylinder piston Bar 42 realizes the transmission of power to left movement.
First ball-screw nut mechanism 38 and the second ball-screw nut mechanism 43 are symmetrical configuration part.
Described braking two-chamber pair master cylinder 41 includes the first braking two-chamber pair main cylinder piston-rod 39, second and brakes the secondary master of two-chamber Cylinder piston rod 42, first brakes two-chamber pair master cylinder piston 40 and braking two-chamber pair master cylinder housing 55.
The first described braking two-chamber pair master cylinder piston 40 is initially located at the interposition in braking two-chamber pair master cylinder housing 55 Put, sealing ring is housed between the first braking two-chamber pair master cylinder piston 40 and the cylinder body of braking two-chamber pair master cylinder 41, to realize sealing Effect.Brake two-chamber pair master cylinder 41 by the first braking two-chamber pair master cylinder piston 40 in braking two-chamber pair master cylinder 41 from a left side to The right side is divided into I, II liang of chamber.Braking two-chamber pair master cylinder housing 55 has two oil inlets and two oil-outs, No. 4 braking two-chamber pair master cylinder outlets 64 and No. 3 braking two-chamber pair master cylinder oil inlets 62 of mouth are on I cavity shell of braking two-chamber pair master cylinder housing 55, No. 5 brakings pair Chamber pair master cylinder outlet mouth 65 and No. 4 braking two-chamber pair master cylinder oil inlets 63 are positioned at II cavity shell for braking two-chamber pair master cylinder housing 55 On, one end of No. 4 braking two-chamber pair master cylinder outlet mouths 64 and the first magnetic valve 1 of braking two-chamber pair master cylinder 41 is connected by pipeline Connect, No. 5 braking two-chamber pair master cylinder outlet mouths 65 of braking two-chamber pair master cylinder 41 and one end of second solenoid valve 2 are connected by pipeline Connect, No. 3 lubricating cup oil-outs 61 of No. 3 braking two-chamber pair master cylinder oil inlets 62 and lubricating cup 32 of braking two-chamber pair master cylinder 41 pass through list Connected to the pipeline of valve 31, No. 2 lubricating cups of No. 4 braking two-chamber pair master cylinder oil inlets 63 and lubricating cup 32 of braking two-chamber pair master cylinder 41 go out Hydraulic fluid port 60 is connected by the pipeline of check valve 30.
Described first brakes two-chamber pair main cylinder piston-rod 39 positioned at I intracavitary for braking two-chamber pair master cylinder housing 55, and with It is connected at the center of the left side of first braking two-chamber pair master cylinder piston 40, the second braking two-chamber pair main cylinder piston-rod 42 is positioned at system II intracavitary of dynamic two-chamber pair master cylinder housing 55, and be connected with the first braking two-chamber pair master cylinder piston 40.
The right-hand member of the first described braking two-chamber pair main cylinder piston-rod 39 and first in braking two-chamber pair master cylinder housing 55 It is connected at the center of the left side of braking two-chamber pair master cylinder piston 40, connected mode can use flange connection, threaded connection or card Other mechanical connecting structures such as ring connection, and lived in the first braking two-chamber pair main cylinder piston-rod 39 and the first braking two-chamber pair master cylinder Sealing ring is housed between plug 40 and braking two-chamber pair master cylinder housing 55, to realize sealing function.
The left end of the second described braking two-chamber pair main cylinder piston-rod 42 and first in braking two-chamber pair master cylinder housing 55 Be connected at the center of the right side of braking two-chamber pair master cylinder piston 40, connected mode can use flange connection, threaded connection or Other mechanical connecting structures such as snap ring connection, and in the second braking two-chamber pair main cylinder piston-rod 42 and the first braking two-chamber pair master cylinder Sealing ring is housed between piston 40 and braking two-chamber pair master cylinder housing 55, to realize sealing function.
Followed by two motor (33, No. 2 motor 48 of No. 1 motor) in described hydraulic control unit (HCU) B Ring works, and persistently each wheel cylinder is carried out to build pressure, it can effectively reduce braking under equal wheel cylinder brake pressure demand The piston stroke of two-chamber pair master cylinder, so as to reduce the volume of secondary master cylinder, brakes is set to arrange simpler convenience.
Piston strokes of described hydraulic control unit (HCU) B due to reducing braking two-chamber pair master cylinder, to braking two-chamber The first braking two-chamber pair master cylinder piston 40 and the first braking two-chamber pair main cylinder piston-rod 39, second in secondary master cylinder brake two-chamber pair The rigidity of the grade part of main cylinder piston-rod 42 can be reduced suitably with intensity requirement, so as to reduce production cost.
No. 6 master cylinder oil-outs 67 on described master cylinder 28 switch with the 3rd switch electromagnetic valve the 3, the 4th respectively One end of magnetic valve 4 is connected by pipeline, the other end and first switch magnetic valve 1, the second switch electricity of the 3rd switch electromagnetic valve 3 Magnet valve 2, linear voltage regulation valve 17, the 5th switch electromagnetic valve 5, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve 7 and the 8th switch One end pipeline connection of magnetic valve 8, No. 4 braking two-chamber pair master cylinder outlet mouths 64 of braking two-chamber pair master cylinder 41 and the first magnetic valve 1 other end is connected by pipeline, No. 5 braking two-chamber pair master cylinder outlet mouths 65 and second solenoid valve of braking two-chamber pair master cylinder 41 2 other end is connected by pipeline, No. 3 braking two-chamber pair master cylinder oil inlets 62 and the 3 of lubricating cup 32 of braking two-chamber pair master cylinder 41 Number lubricating cup oil-out 61 passes through the pipeline of check valve 31 and connected, No. 4 braking two-chamber pair master cylinder oil inlets of braking two-chamber pair master cylinder 41 63 are connected with No. 2 lubricating cup oil-outs 60 of lubricating cup 32 by the pipeline of check valve 30, the one end of linear voltage regulation valve 17 and the 5th switch electricity Magnet valve 5, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve 7 are connected with one end of the 8th switch electromagnetic valve 8 by pipeline, linearly The other end of pressure regulator valve 17 is connected with No. 1 lubricating cup oil inlet 57 of lubricating cup 32 by pipeline, the other end point of the 5th switch electromagnetic valve 5 Do not connected with one end of left front brake FL, first pressure sensor 13, the 9th switch electromagnetic valve 9 by pipeline, the 6th switch The one end of the other end of magnetic valve 6 respectively with right front brake FR, second pressure sensor 14, the tenth switch electromagnetic valve 10 passes through Pipeline is connected, and the other end of the 7th switch electromagnetic valve 7 is opened with left back brake RL, the 3rd pressure sensor the 15, the 11st respectively One end of powered-down magnet valve 11 is connected by pipeline, and the other end of the 8th switch electromagnetic valve 8 is pressed with right rear brake RR, the 4th respectively Force snesor 16, one end of the 12nd switch electromagnetic valve 12 are connected by pipeline；The other end and lubricating cup of 9th switch electromagnetic valve 9 32 No. 2 oil inlets 58 are connected by pipeline, the other end of the tenth switch electromagnetic valve 10 and No. 2 lubricating cup oil inlets 58 of lubricating cup 32 Being connected by pipeline, the other end of the 11st switch electromagnetic valve 11 is connected with No. 2 lubricating cup oil inlets 58 of lubricating cup 32 by pipeline, The other end of 12nd switch electromagnetic valve 12 is connected with No. 2 lubricating cup oil inlets 58 of lubricating cup 32 by pipeline.
No. 1 motor 33, the first mono-directional overrun clutch 34, the first ball-screw nut mechanism 38, braking two-chamber are secondary main Cylinder 41, the second ball-screw nut mechanism 43, the second mono-directional overrun clutch 47 are sequentially connected with No. 2 motor 48.I.e.：
The output shaft of No. 1 described motor 33 is connected with the left end of the first mono-directional overrun clutch 34, the first mono-directional overrun The right-hand member of clutch 34 is connected with the left end of the first ball-screw nut mechanism 38, the right-hand member of the first ball-screw nut mechanism 38 Be connected with the left end for braking two-chamber pair master cylinder 41, brake the right-hand member and the second ball-screw nut mechanism 43 of two-chamber pair master cylinder 41 Left end is connected, and the right-hand member of the second ball-screw nut mechanism 43 is connected with the left end of the second mono-directional overrun clutch 47, and second is single Right-hand member and No. 2 motor 48 to freewheel clutch 47 export axis connection；No. 1 motor 33, the first mono-directional overrun clutch 34 With the first ball-screw nut mechanism 38 and the second ball-screw nut mechanism 43, the second mono-directional overrun clutch 47 and No. 2 electricity Motivation 48 is symmetrical, No. 1 motor 33, the first mono-directional overrun clutch 34, the first ball-screw nut mechanism 38, braking Two-chamber pair master cylinder 41, the second ball-screw nut mechanism 43, the second mono-directional overrun clutch 47 and No. 2 axiss of rotation of motor 48 Collinearly.
Described wheel drag D includes left rear wheel brake RL, off-front wheel brake FR, near front wheel brake FL and the right side Rear wheel brake RR；Left rear wheel brake RL, off-front wheel brake FR, near front wheel brake FL and off hind wheel brake RR are disks Formula brake, the disk brake type may be selected to be applied to the disc brake with fixed caliper or floating clamp of car in motor field current Disk brake, the actual disk brake standard component from current automotive industry standards of the disk brake.
Electronic control unit (ECU) C of described braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system and described First switch magnetic valve 1, second switch magnetic valve 2, the 3rd switch electromagnetic valve 3, the 4th switch electromagnetic valve the 4, the 5th switch electricity Magnet valve 5, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve 7, the 8th switch electromagnetic valve 8, the 9th switch electromagnetic valve the 9, the tenth are opened Powered-down magnet valve 10, the 11st switch electromagnetic valve 11, the 12nd switch electromagnetic valve 12, first pressure sensor 13, second pressure pass 23, No. 1 sensor 14, the 3rd pressure sensor 15, the 4th pressure sensor 16, linear voltage regulation valve 17, pedal displacement sensor electricity Motivation 33 is adopted with the corresponding terminals of No. 2 motor 48 and run wires to.
The concrete operating principle and each operating mode course of work of the present invention is as follows：
1. conventional brake
Refering to Fig. 3, after driver's brake pedal 22, pedal displacement sensor 23 detects displacement signal, and by this Signal sends electronic control unit (ECU) 56 to, and electronic control unit (ECU) 56 provides line traffic control hydraulic system by calculating analysis (HCU) B and master cylinder output unit A performs order.4th switch electromagnetic valve 4, which is powered, to be opened, and brake fluid is from the chamber of master cylinder I Entered by the 4th switch electromagnetic valve 4 in pedal sense simulator 18 and produce driver pedal sensation.3rd switch electromagnetic valve 3 is logical It is electrically turn off, realizes the full decoupling of master cylinder 28.Second switch magnetic valve 2, which is powered, to be opened, the 5th switch electromagnetic valve the 5, the 6th switch Magnetic valve 6, the 7th switch electromagnetic valve 7, the power-off of the 8th switch electromagnetic valve 8 are opened, and first switch magnetic valve the 1, the 9th switchs electromagnetism Valve 9, the tenth switch electromagnetic valve 10, the 11st switch electromagnetic valve 11, the power-off of the 12nd switch electromagnetic valve 12 are closed, and ECU gives No. 1 electricity The working signal of machine 33, No. 1 electric motor operation, it is assumed that the first braking two-chamber pair master cylinder piston 40 is initially located at described braking two-chamber Centre position in secondary master cylinder 41, No. 1 motor 33 drive the first mono-directional overrun clutch in the first mono-directional overrun clutch 34 Device star-wheel 50 turns clockwise, unidirectional super by first because now the first mono-directional overrun clutch 34 is operated in bonding state First mono-directional overrun clutch star-wheel 50 rotates more in clutch 34, makes the first mono-directional overrun clutch roller 51 by frictional force Wedging is acted in narrow groove, thus drives the first mono-directional overrun clutch outer ring 49 to be rotated.First mono-directional overrun from Clutch outer ring 49 drives the first feed screw nut 35 in the first ball-screw nut mechanism 38 to rotate, and passes through the first feed screw nut 35th, the ball guide screw nat that the first ball 36, the first leading screw screw rod 37 are formed, realize the rotation fortune of the first feed screw nut 35 Turn is changed to the linear motion of the first leading screw screw rod 37, and the first leading screw screw rod 37 promotes the first braking two-chamber pair main cylinder piston-rod 39 Move right, the first braking two-chamber pair main cylinder piston-rod 39 also promotes the first braking two-chamber in braking two-chamber pair master cylinder 41 simultaneously Secondary master cylinder piston 40 moves right, and II chamber volume in braking two-chamber pair master cylinder 41 reduces, pressure increase, and brake fluid can be by the Two switch electromagnetic valves 2, the 5th switch electromagnetic valve 5, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve 7, the 8th switch electromagnetic valve 8 Flow into four wheel cylinders, realize each wheel braking.Due to the first braking two-chamber pair master cylinder in braking two-chamber pair master cylinder 41 Piston 40 moves right, and the I chamber volume increase in braking two-chamber pair master cylinder 41, pressure reduces, and the brake fluid of lubricating cup 32 can pass through 3rd check valve 31 is flowed into I chamber in braking two-chamber pair master cylinder 41.Unnecessary brake fluid will pass through linear voltage regulation valve 17 Return in lubricating cup 32.Flow of pressurized is as shown in thick line in Fig. 3.Simultaneously because the first braking two-chamber pair master cylinder piston 40 moves right, By mediation member, make the second feed screw nut 46 in the second ball-screw nut mechanism 43 relative to No. 2 motor 48 During motor shaft rotate counterclockwise, disconnect the second mono-directional overrun clutch 47, to ensure No. 2 ball-screws of motor 48 and second Movement interference does not occur for nut body 43, prevents from damaging No. 2 motor 48.
When the first braking two-chamber pair master cylinder piston 40 move right to the also surplus S1 of extreme right position Smax1 apart from when, S1 is by being calculated, if now the brake pressure in each wheel cylinder is insufficient for the required braking target pressure of driver Force value, No. 2 motor 48 start the slow-speed of revolution in advance and worked, and the brake pressure value in each wheel cylinder is by the pressure on each wheel cylinder Force snesor measures.
When the first braking two-chamber pair master cylinder piston 40 is moved to extreme right position Smax1, No. 1 motor 33 stops work Make.Now because the brake pressure in wheel cylinder can not meet the required braking target pressure value of driver, No. 2 motor 48 are opened Beginning is operated in normal operation, continues to be pressurized each wheel cylinder.
Now first switch magnetic valve 1, which is powered, is opened, and the power-off of second switch magnetic valve 2 is closed, and No. 2 motor 48 drive the The second orientation freewheel clutch star-wheel 53 in two orientation freewheel clutches 47 turns clockwise, because now the second orientation surmounts Clutch 47 is operated in bonding state, is revolved by the second orientation freewheel clutch star-wheel 53 in the second orientation freewheel clutch 47 Turn, the second orientation freewheel clutch roller 54 is acted on wedging in narrow groove by frictional force, thus drive the second orientation Freewheel clutch outer ring 52 is rotated.Second orientation freewheel clutch outer ring 52 is driven in the second ball-screw nut mechanism 43 The second feed screw nut 46 rotate, by the second feed screw nut 46, the second ball 45, the second leading screw screw rod 44 formed ball wire Thick stick pair of nut, realizes the linear motion that the rotary motion of the second feed screw nut 46 is converted to the second leading screw screw rod 44, second Thick stick screw rod 44 promotes the second braking two-chamber pair main cylinder piston-rod 42, and to left movement, the second braking two-chamber pair main cylinder piston-rod 42 is simultaneously Also the first braking two-chamber pair master cylinder piston 40 in braking two-chamber pair master cylinder 41 is promoted to be transported to the left from extreme right position Smax1 Dynamic, I chamber volume in braking two-chamber pair master cylinder 41 reduces, and pressure increase, brake fluid can pass through first switch magnetic valve the 1, the 5th Switch electromagnetic valve 5, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve 7, the 8th switch electromagnetic valve 8 flow into four wheel cylinders In, realize that each wheel cylinder continues to be pressurized.Due to the first braking two-chamber pair master cylinder piston 40 in braking two-chamber pair master cylinder 41 to the left Mobile, the II chamber volume increase in braking two-chamber pair master cylinder 41, pressure reduces, and the brake fluid of lubricating cup 32 can pass through the second check valve 30 are flowed into II chamber in braking two-chamber pair master cylinder 41.Unnecessary brake fluid will return to lubricating cup 32 by linear voltage regulation valve 17 In.If flow of pressurized is as shown in thick line in Fig. 4.Simultaneously because the first braking two-chamber pair master cylinder piston 40 is moved to the left, in Between driving member, make motor shaft of the first feed screw nut 35 in the first ball-screw nut mechanism 38 relative to No. 1 motor 33 When rotating counterclockwise, disconnect the first mono-directional overrun clutch 34, to ensure No. 1 ball-screw nut machine of motor 33 and first Movement interference does not occur for structure 38, prevents from damaging No. 1 motor 33.
When the first braking two-chamber pair master cylinder piston 40 move to the left with the also surplus S1 of left end extreme position Smax2 apart from when, S1 is by being calculated, if now the brake pressure in each wheel cylinder is insufficient for the required brake pressure of driver Value, No. 1 motor 33 start the slow-speed of revolution in advance and worked, and the brake pressure value in each wheel cylinder is by the pressure on each wheel cylinder Sensor measures.
When the first braking two-chamber pair master cylinder piston 40 is moved to left end extreme position Smax2, No. 2 motor 48 stop work Make.Now because the brake pressure in wheel cylinder can not meet the required braking target pressure value of driver, No. 1 weight of motor 33 Normal operation newly is begun operating in, continues to be pressurized each wheel cylinder, the course of work now comes back to above-mentioned Fig. 3's The course of work, if task to the first braking two-chamber pair master cylinder piston 40 is moved to extreme right position Smax1 again, each wheel Cylinder pressure value can not still meet the braking target pressure value of operator demand, and now, No. 2 motor 48 restart to be operated in just Normal operating condition, continue to be pressurized each wheel cylinder, the course of work now comes back to the above-mentioned Fig. 4 course of work.Pass through The continuous circulation of the above-mentioned two course of work, move the reciprocation cycle of the first braking two-chamber pair master cylinder piston 40 or so, until each The pressure value of wheel cylinder reaches target pressure value of the driver to braking, realizes the braking of each wheel.
2.ABS is braked
After driver's brake pedal 22, pedal displacement sensor 23 detects displacement signal, and this signal is transmitted Electron control unit (ECU) 56, electronic control unit (ECU) 56 by calculate analysis provide line traffic control hydraulic system (HCU) B with Master cylinder output unit A performs order.4th switch electromagnetic valve 4, which is powered, to be opened, and brake fluid passes through the 4th from the chamber of master cylinder I Switch electromagnetic valve 4, which enters in pedal sense simulator 18, produces driver pedal sensation.3rd switch electromagnetic valve 3, which is powered, closes, Realize the full decoupling of master cylinder 28.Second switch magnetic valve 2 be powered open, the 5th switch electromagnetic valve 5, the 6th switch electromagnetic valve 6, 7th switch electromagnetic valve 7, the power-off of the 8th switch electromagnetic valve 8 are opened, first switch magnetic valve 1, the 9th switch electromagnetic valve the 9, the tenth Switch electromagnetic valve 10, the 11st switch electromagnetic valve 11, the power-off of the 12nd switch electromagnetic valve 12 are closed, and ECU works to No. 1 motor 33 Signal, No. 1 electric motor operation, it is assumed that the first braking two-chamber pair master cylinder piston 40 is initially located at described braking two-chamber pair master cylinder 41 Interior centre position, No. 1 motor 33 drive the first mono-directional overrun clutch star-wheel 50 in the first mono-directional overrun clutch 34 Turn clockwise, because now the first mono-directional overrun clutch 34 is operated in bonding state, pass through the first mono-directional overrun clutch First mono-directional overrun clutch star-wheel 50 rotates in 34, makes effect wedging of the first mono-directional overrun clutch roller 51 by frictional force In narrow groove, thus the first mono-directional overrun clutch outer ring 49 is driven to be rotated.First mono-directional overrun clutch outer ring The first feed screw nut 35 in 49 the first ball-screw nut mechanisms 38 of drive rotates, and is rolled by the first feed screw nut 35, first The ball guide screw nat that pearl 36, the first leading screw screw rod 37 are formed, realizes and is converted to the rotary motion of the first feed screw nut 35 The linear motion of first leading screw screw rod 37, the first leading screw screw rod 37 promote the first braking two-chamber pair main cylinder piston-rod 39 to transport to the right Dynamic, the first braking two-chamber pair main cylinder piston-rod 39 also promotes the first braking two-chamber pair master cylinder in braking two-chamber pair master cylinder 41 simultaneously Piston 40 moves right, and II chamber volume in braking two-chamber pair master cylinder 41 reduces, and pressure increase, brake fluid can pass through second switch Magnetic valve 2, the 5th switch electromagnetic valve 5, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve 7, the 8th switch electromagnetic valve 8 flow into four In individual wheel cylinder, each wheel braking is realized.When electronic control unit (ECU) judges wheel lock up, triggering ABS controls.
Pressurization stages：
Refering to Fig. 5, after driver's brake pedal 22, pedal displacement sensor 23 detects displacement signal, and by this Signal sends electronic control unit (ECU) 56 to, and electronic control unit (ECU) 56 provides line traffic control hydraulic system by calculating analysis (HCU) B and master cylinder output unit A performs order.4th switch electromagnetic valve 4, which is powered, to be opened, and brake fluid is from the chamber of master cylinder I Entered by the 4th switch electromagnetic valve 4 in pedal sense simulator 18 and produce driver pedal sensation.3rd switch electromagnetic valve 3 is logical It is electrically turn off, realizes the full decoupling of master cylinder 28.Second switch magnetic valve 2, which is powered, to be opened, the 5th switch electromagnetic valve the 5, the 6th switch Magnetic valve 6, the 7th switch electromagnetic valve 7, the power-off of the 8th switch electromagnetic valve 8 are opened, and first switch magnetic valve the 1, the 9th switchs electromagnetism Valve 9, the tenth switch electromagnetic valve 10, the 11st switch electromagnetic valve 11, the power-off of the 12nd switch electromagnetic valve 12 are closed, and ECU gives No. 1 electricity The working signal of machine 33, No. 1 electric motor operation, it is assumed that the first braking two-chamber pair master cylinder piston 40 is initially located at described braking two-chamber Centre position in secondary master cylinder 41, No. 1 motor 33 drive the first mono-directional overrun clutch in the first mono-directional overrun clutch 34 Device star-wheel 50 turns clockwise, unidirectional super by first because now the first mono-directional overrun clutch 34 is operated in bonding state First mono-directional overrun clutch star-wheel 50 rotates more in clutch 34, makes the first mono-directional overrun clutch roller 51 by frictional force Wedging is acted in narrow groove, thus drives the first mono-directional overrun clutch outer ring 49 to be rotated.First mono-directional overrun from Clutch outer ring 49 drives the first feed screw nut 35 in the first ball-screw nut mechanism 38 to rotate, and passes through the first feed screw nut 35th, the ball guide screw nat that the first ball 36, the first leading screw screw rod 37 are formed, realize the rotation fortune of the first feed screw nut 35 Turn is changed to the linear motion of the first leading screw screw rod 37, and the first leading screw screw rod 37 promotes the first braking two-chamber pair main cylinder piston-rod 39 Move right, the first braking two-chamber pair main cylinder piston-rod 39 also promotes the first braking two-chamber in braking two-chamber pair master cylinder 41 simultaneously Secondary master cylinder piston 40 moves right, and II chamber volume in braking two-chamber pair master cylinder 41 reduces, pressure increase, and brake fluid can be by the Two switch electromagnetic valves 2, the 5th switch electromagnetic valve 5, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve 7, the 8th switch electromagnetic valve 8 Flow into four wheel cylinders, realize each wheel braking.Due to the first braking two-chamber pair master cylinder in braking two-chamber pair master cylinder 41 Piston 40 moves right, and the I chamber volume increase in braking two-chamber pair master cylinder 41, pressure reduces, and the brake fluid of lubricating cup 32 can pass through 3rd check valve 31 is flowed into I chamber in braking two-chamber pair master cylinder 41.Unnecessary brake fluid will pass through linear voltage regulation valve 17 (the reciprocation cycle motion principle of the first braking two-chamber pair master cylinder piston 40 or so and conventional brake of ABS operating modes is returned in lubricating cup 32 Equally).Flow of pressurized is as shown in thick line in Fig. 5.
Packing stage：
Refering to Fig. 6, the 5th switch electromagnetic valve 5, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve the 7, the 8th switch electromagnetism Valve 8, which is powered, closes, the 9th switch electromagnetic valve 9, the tenth switch electromagnetic valve 10, the 11st switch electromagnetic valve the 11, the 12nd switch electricity The power-off of magnet valve 12 is closed, and the oil pressure in four wheel cylinders keeps constant.Flow of pressurized is as shown in thick line in Fig. 6.
Decompression phase：
Refering to Fig. 7, the 5th switch electromagnetic valve 5, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve the 7, the 8th switch electromagnetism Valve 8, which is powered, closes, the 9th switch electromagnetic valve 9, the tenth switch electromagnetic valve 10, the 11st switch electromagnetic valve the 11, the 12nd switch electricity Magnet valve 12, which is powered, to be opened, and brake fluid switchs from each wheel cylinder by the 9th switch electromagnetic valve 9, the tenth switch electromagnetic valve the 10, the 11st Magnetic valve 11, the 12nd switch electromagnetic valve 12 flow back into lubricating cup 32, realize each wheel cylinder decompression.Flow of pressurized is as shown in thick line in Fig. 7.
TCS operating modes：
In wheel driving process, electronic control unit (ECU) 56 judges wheel-slip (by taking off-front wheel as an example), triggering TCS is controlled.Now, it is not necessary to step on brake pedal, therefore pedal sense simulator 18 does not work.3rd switch electromagnetic valve 3, which is powered, to close Close, realize master cylinder full decoupling.
Pressurization stages：
Refering to Fig. 8, second switch magnetic valve 2, which is powered, to be opened, and the power-off of the 5th switch electromagnetic valve 5 is opened, first switch electromagnetism Valve 1, the power-off of the 9th switch electromagnetic valve 9 are closed, and ECU gives No. 1 working signal of motor 33, No. 1 electric motor operation, it is assumed that the first braking Two-chamber pair master cylinder piston 40 is initially located at the centre position in described braking two-chamber pair master cylinder 41, and No. 1 motor 33 drives the The first mono-directional overrun clutch star-wheel 50 in one mono-directional overrun clutch 34 turns clockwise, due to now the first mono-directional overrun Clutch 34 is operated in bonding state, is revolved by the first mono-directional overrun clutch star-wheel 50 in the first mono-directional overrun clutch 34 Turn, the first mono-directional overrun clutch roller 51 is acted on wedging in narrow groove by frictional force, thus drive first is unidirectional Freewheel clutch outer ring 49 is rotated.First mono-directional overrun clutch outer ring 49 is driven in the first ball-screw nut mechanism 38 The first feed screw nut 35 rotate, by the first feed screw nut 35, the first ball 36, the first leading screw screw rod 37 formed ball wire Thick stick pair of nut, realizes the linear motion that the rotary motion of the first feed screw nut 35 is converted to the first leading screw screw rod 37, first Thick stick screw rod 37 promotes the first braking two-chamber pair main cylinder piston-rod 39 to move right, and the first braking two-chamber pair main cylinder piston-rod 39 is simultaneously Also the first braking two-chamber pair master cylinder piston 40 in braking two-chamber pair master cylinder 41 is promoted to move right, in braking two-chamber pair master cylinder 41 II chamber volume reduce, pressure increase, brake fluid can flow into left front system by second switch magnetic valve 2, the 5th switch electromagnetic valve 5 In driving wheel cylinder, realize that front left wheel is braked.Due to the first braking two-chamber pair master cylinder piston 40 in braking two-chamber pair master cylinder 41 to Move right, the I chamber volume increase in braking two-chamber pair master cylinder 41, pressure reduces, and the brake fluid of lubricating cup 32 can be unidirectional by the 3rd Valve 31 is flowed into I chamber in braking two-chamber pair master cylinder 41.Unnecessary brake fluid will return to lubricating cup by linear voltage regulation valve 17 In 32 (the reciprocation cycle motion principle of the first braking two-chamber pair master cylinder piston 40 or so of TCS operating modes is as conventional brake).Liquid Pressure stream is as shown in thick line in Fig. 7.
Packing stage：
Refering to Fig. 9, the energization of the 5th switch electromagnetic valve 5 is closed, the power-off of the 9th switch electromagnetic valve 9 is closed, left front wheel cylinder Interior oil pressure keeps constant.Flow of pressurized is as shown in thick line in Fig. 9.
Decompression phase：
Refering to Figure 10, the 5th switch electromagnetic valve 5 be powered close, the 9th switch electromagnetic valve 9 is powered and opened, brake fluid is from left front Wheel cylinder flow back into lubricating cup 32 by the 9th switch electromagnetic valve 9, realizes left front wheel cylinder decompression.Flow of pressurized is as shown in thick line in Figure 10.
Refering to Figure 11, left front wheel cylinder brakes pressurization, the decompression of off-front wheel cylinder, left back wheel cylinder pressurize, off hind wheel cylinder pressurize Simultaneous situation (other situations just do not enumerate, and principle is all identical), now second switch magnetic valve the 2, the tenth is opened Powered-down magnet valve 10, which is powered, to be opened, and the power-off of the 5th switch electromagnetic valve 5 is opened, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve 7, the Eight switch electromagnetic valves 8, which are powered, closes, first switch magnetic valve 1, the 9th switch electromagnetic valve 9, the 11st switch electromagnetic valve the 11, the tenth The power-off of two switch electromagnetic valves 12 is closed.Flow of pressurized is as shown in thick line in Figure 11.
ESC operating modes：
In vehicle travel process, when ECU judges vehicle unstability, triggering ESC control (using negative understeer to the right as Example：Need that front left wheel is implemented to brake, vehicle is kept stable).Brake pedal need not be now stepped on, therefore pedal sense is simulated Device 18 does not work.3rd switch electromagnetic valve 3, which is powered, closes, and realizes master cylinder full decoupling.
Pressurization stages：
Refering to Figure 12, second switch magnetic valve 2, which is powered, to be opened, and the power-off of the 5th switch electromagnetic valve 5 is opened, first switch electromagnetism Valve 1, the power-off of the 9th switch electromagnetic valve 9 are closed, and ECU gives No. 1 working signal of motor 33, No. 1 electric motor operation, it is assumed that the first braking Two-chamber pair master cylinder piston 40 is initially located at the centre position in described braking two-chamber pair master cylinder 41, and No. 1 motor 33 drives the The first mono-directional overrun clutch star-wheel 50 in one mono-directional overrun clutch 34 turns clockwise, due to now the first mono-directional overrun Clutch 34 is operated in bonding state, is revolved by the first mono-directional overrun clutch star-wheel 50 in the first mono-directional overrun clutch 34 Turn, the first mono-directional overrun clutch roller 51 is acted on wedging in narrow groove by frictional force, thus drive first is unidirectional Freewheel clutch outer ring 49 is rotated.First mono-directional overrun clutch outer ring 49 is driven in the first ball-screw nut mechanism 38 The first feed screw nut 35 rotate, by the first feed screw nut 35, the first ball 36, the first leading screw screw rod 37 formed ball wire Thick stick pair of nut, realizes the linear motion that the rotary motion of the first feed screw nut 35 is converted to the first leading screw screw rod 37, first Thick stick screw rod 37 promotes the first braking two-chamber pair main cylinder piston-rod 39 to move right, and the first braking two-chamber pair main cylinder piston-rod 39 is simultaneously Also the first braking two-chamber pair master cylinder piston 40 in braking two-chamber pair master cylinder 41 is promoted to move right, in braking two-chamber pair master cylinder 41 II chamber volume reduce, pressure increase, brake fluid can flow into left front system by second switch magnetic valve 2, the 5th switch electromagnetic valve 5 In driving wheel cylinder, realize that front left wheel is braked.Due to the first braking two-chamber pair master cylinder piston 40 in braking two-chamber pair master cylinder 41 to Move right, the I chamber volume increase in braking two-chamber pair master cylinder 41, pressure reduces, and the brake fluid of lubricating cup 32 can be unidirectional by the 3rd Valve 31 is flowed into I chamber in braking two-chamber pair master cylinder 41.Unnecessary brake fluid will return to lubricating cup by linear voltage regulation valve 17 In 32 (the reciprocation cycle motion principle of the first braking two-chamber pair master cylinder piston 40 or so of ESC operating modes is as conventional brake).Liquid Pressure stream is as shown in thick line in Figure 12.
Packing stage：
Refering to Figure 13, the energization of the 5th switch electromagnetic valve 5 is closed, the power-off of the 9th switch electromagnetic valve 9 is closed, left front wheel cylinder Interior oil pressure keeps constant.Flow of pressurized is as shown in thick line in Figure 13.
Decompression phase：
Refering to Figure 14, the 5th switch electromagnetic valve 5 be powered close, the 9th switch electromagnetic valve 9 is powered and opened, brake fluid is from left front Wheel cylinder flow back into lubricating cup 32 by the 9th switch electromagnetic valve 9, realizes left front wheel cylinder decompression.Flow of pressurized is as shown in thick line in Figure 14.
Refering to Figure 15, left front wheel cylinder brakes pressurization, the decompression of off-front wheel cylinder, left back wheel cylinder pressurize, off hind wheel cylinder pressurize Simultaneous situation (other situations just do not enumerate, and principle is all identical), now second switch magnetic valve the 2, the tenth is opened Powered-down magnet valve 10, which is powered, to be opened, and the power-off of the 5th switch electromagnetic valve 5 is opened, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve 7, the Eight switch electromagnetic valves 8, which are powered, closes, first switch magnetic valve 1, the 9th switch electromagnetic valve 9, the 11st switch electromagnetic valve the 11, the tenth The power-off of two switch electromagnetic valves 12 is closed.Flow of pressurized is as shown in thick line in Figure 15.
ACC operating modes：
When being run under ACC mode, when sensor is found and front truck vehicle distances are nearer, triggering ACC work, now, Brake pedal need not be stepped on, therefore pedal sense simulator 18 does not work.
Pressurization stages:
Refering to Figure 16, the 3rd switch electromagnetic valve 3, which is powered, closes, and realizes the full decoupling of master cylinder 28.Second switch magnetic valve 2 It is powered and opens, the 5th switch electromagnetic valve 5, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve 7, the 8th switch electromagnetic valve 8 powers off Open, first switch magnetic valve 1, the 9th switch electromagnetic valve 9, the tenth switch electromagnetic valve 10, the 11st switch electromagnetic valve the 11, the tenth The power-off of two switch electromagnetic valves 12 is closed, and ECU gives No. 1 working signal of motor 33, No. 1 electric motor operation, it is assumed that the first braking two-chamber Secondary master cylinder piston 40 is initially located at the centre position in described braking two-chamber pair master cylinder 41, and No. 1 motor 33 drives the first list The first mono-directional overrun clutch star-wheel 50 into freewheel clutch 34 turns clockwise, due to now the first mono-directional overrun clutch Device 34 is operated in bonding state, is rotated, made by the first mono-directional overrun clutch star-wheel 50 in the first mono-directional overrun clutch 34 First mono-directional overrun clutch roller 51 is acted on wedging in narrow groove by frictional force, thus drive the first mono-directional overrun from Clutch outer ring 49 is rotated.First mono-directional overrun clutch outer ring 49 drives first in the first ball-screw nut mechanism 38 Feed screw nut 35 rotates, the ball-screw nut formed by the first feed screw nut 35, the first ball 36, the first leading screw screw rod 37 Pair, realize the linear motion that the rotary motion of the first feed screw nut 35 is converted to the first leading screw screw rod 37, the first leading screw screw rod 37 promote the first braking two-chamber pair main cylinder piston-rod 39 to move right, and the first braking two-chamber pair main cylinder piston-rod 39 also promotes simultaneously The first braking two-chamber pair master cylinder piston 40 in braking two-chamber pair master cylinder 41 moves right, II chamber in braking two-chamber pair master cylinder 41 Volume reduces, and pressure increase, brake fluid can pass through second switch magnetic valve 2, the 5th switch electromagnetic valve 5, the 6th switch electromagnetic valve 6th, the 7th switch electromagnetic valve 7, the 8th switch electromagnetic valve 8 are flowed into four wheel cylinders, realize each wheel braking.It is double due to braking The first braking two-chamber pair master cylinder piston 40 in chamber pair master cylinder 41 moves right, and I chamber volume in braking two-chamber pair master cylinder 41 increases Greatly, pressure reduces, and the brake fluid of lubricating cup 32 can be flowed into by the 3rd check valve 31 in I chamber in braking two-chamber pair master cylinder 41. Unnecessary brake fluid will return in lubricating cup 32 (the first braking two-chamber pair master cylinder piston of ACC operating modes by linear voltage regulation valve 17 40 or so reciprocation cycle motion principles are as conventional brake).Flow of pressurized is as shown in thick line in Figure 16.
Packing stage：
Refering to Figure 17, the 5th switch electromagnetic valve 5, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve the 7, the 8th switch electromagnetism Valve 8, which is powered, closes, the 9th switch electromagnetic valve 9, the tenth switch electromagnetic valve 10, the 11st switch electromagnetic valve the 11, the 12nd switch electricity The power-off of magnet valve 12 is closed, and the oil pressure in four wheel cylinders keeps constant.Flow of pressurized is as shown in thick line in Figure 17.
Decompression phase：
Refering to Figure 18, the 5th switch electromagnetic valve 5, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve the 7, the 8th switch electromagnetism Valve 8, which is powered, closes, the 9th switch electromagnetic valve 9, the tenth switch electromagnetic valve 10, the 11st switch electromagnetic valve the 11, the 12nd switch electricity Magnet valve 12, which is powered, to be opened, and brake fluid switchs from each wheel cylinder by the 9th switch electromagnetic valve 9, the tenth switch electromagnetic valve the 10, the 11st Magnetic valve 11, the 12nd switch electromagnetic valve 12 flow back into lubricating cup 32, realize each wheel cylinder decompression.Thick line institute in flow of pressurized such as Figure 18 Show.
6.AEB operating modes are braked
Refering to Figure 19, the system can quickly realize automobile to brakes in the case where identifying that automobile will collide Braking.When recognizing the need for quickly realizing automobile brake, electronic control unit (ECU) 56 provides line traffic control liquid by calculating analysis Pressure system (HCU) B and master cylinder output unit A performs order.Now, it is not necessary to step on brake pedal, therefore pedal sense is simulated Device 18 does not work.Second switch magnetic valve 2, which is powered, to be opened, and the power-off of the 5th switch electromagnetic valve 5 is opened, first switch magnetic valve 1, the The power-off of nine switch electromagnetic valves 9 is closed, and ECU gives No. 1 working signal of motor 33, No. 1 electric motor operation, it is assumed that the first braking two-chamber pair Master cylinder piston 40 is initially located at the centre position in described braking two-chamber pair master cylinder 41, and No. 1 drive first of motor 33 is unidirectional The first mono-directional overrun clutch star-wheel 50 in freewheel clutch 34 turns clockwise, due to now the first mono-directional overrun clutch 34 are operated in bonding state, are rotated by the first mono-directional overrun clutch star-wheel 50 in the first mono-directional overrun clutch 34, make One mono-directional overrun clutch roller 51 is acted on wedging in narrow groove by frictional force, thus drives the first mono-directional overrun clutch Device outer ring 49 is rotated.First mono-directional overrun clutch outer ring 49 drives first in the first ball-screw nut mechanism 38 Thick stick nut 35 rotates, the ball-screw nut formed by the first feed screw nut 35, the first ball 36, the first leading screw screw rod 37 Pair, realize the linear motion that the rotary motion of the first feed screw nut 35 is converted to the first leading screw screw rod 37, the first leading screw screw rod 37 promote the first braking two-chamber pair main cylinder piston-rod 39 to move right, and the first braking two-chamber pair main cylinder piston-rod 39 also promotes simultaneously The first braking two-chamber pair master cylinder piston 40 in braking two-chamber pair master cylinder 41 moves right, II chamber in braking two-chamber pair master cylinder 41 Volume reduces, and pressure increase, brake fluid can flow into left front wheel cylinder by second switch magnetic valve 2, the 5th switch electromagnetic valve 5 In, realize that front left wheel is braked.Because the first braking two-chamber pair master cylinder piston 40 in braking two-chamber pair master cylinder 41 moves right, The I chamber volume increase in two-chamber pair master cylinder 41 is braked, pressure reduces, and the brake fluid of lubricating cup 32 can be flowed into by the 3rd check valve 31 Into I chamber in braking two-chamber pair master cylinder 41.Unnecessary brake fluid will return to (ESC in lubricating cup 32 by linear voltage regulation valve 17 The reciprocation cycle motion principle of the first braking two-chamber pair master cylinder piston 40 or so of operating mode is as conventional brake).Flow of pressurized is as schemed In 19 shown in thick line.
7. fail safe
When braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system power-off failure, this system can still be carried out promptly Brake, now first switch magnetic valve 1, second switch magnetic valve 2, the 4th switch electromagnetic valve 4, the 9th switch electromagnetic valve the 9, the tenth Switch electromagnetic valve 10, the 11st switch electromagnetic valve 11, the power-off of the 12nd switch electromagnetic valve 12 are closed, the 3rd switch electromagnetic valve 3, the Five switch electromagnetic valves 5, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve 7, the power-off of the 8th switch electromagnetic valve 8 are opened.
1) the brake pedal stage is stepped in failure braking：
Refering to Figure 20, brake pedal 22, the brake fluid of I chamber is by the 3rd switch electromagnetic valve 3, the in master cylinder 28 Five switch electromagnetic valves 5, the 6th switch electromagnetic valve 6, the 7th switch electromagnetic valve 7, the 8th switch electromagnetic valve 8 enter four wheel cylinders Implement failure braking.Flow of pressurized is as shown in thick line in Figure 20.
2) the loose brake pedal stage is braked in failure：
Refering to Figure 21, loosen the brake, each wheel cylinder brake fluid passes through the 5th switch electromagnetic valve 5, the 6th switch electromagnetic valve 6th, the 7th switch electromagnetic valve 7, the 8th switch electromagnetic valve 8, the 3rd switch electromagnetic valve 3 are returned in master cylinder 28, realize failure Decompression.Flow of pressurized is as shown in thick line in Figure 21.

Claims (8)

1. one kind braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system, including electronic control unit (C), its feature exist In described braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system also includes master cylinder output unit (A), hydraulic pressure control Unit (B) processed and wheel drag (D)；
Described master cylinder output unit (A) includes master cylinder (28)；
Described hydraulic control unit (B) includes the 3rd switch electromagnetic valve (3), the 9th switch electromagnetic valve (9), the tenth switch electromagnetism Valve (10), the 11st switch electromagnetic valve (11), the 12nd switch electromagnetic valve (12) and lubricating cup (32)；
Described master cylinder output unit (A) is connected by master cylinder (28), lubricating cup (32) and hydraulic control unit (B) pipeline Connect, while master cylinder output unit (A) passes through master cylinder (28), the 3rd switch electromagnetic valve (3) and hydraulic control unit (B) Pipeline connects；9th switch electromagnetic valve (9), the tenth switch electromagnetic valve (10), the 11st switch electromagnetic valve (11) are opened with the 12nd Powered-down magnet valve (12) successively with the left rear wheel brake RL in wheel drag (D), off-front wheel brake FR, near front wheel brake FL is connected with off hind wheel brake RR pipelines；Electronic control unit (C) and master cylinder output unit (A), hydraulic control unit (B) electric wire connects；
Described hydraulic control unit (B) also includes first switch magnetic valve (1), second switch magnetic valve (2), the 5th switch electricity Magnet valve (5), the 6th switch electromagnetic valve (6), the 7th switch electromagnetic valve (7), the 8th switch electromagnetic valve (8), first pressure sensor (13), second pressure sensor (14), the 3rd pressure sensor (15), the 4th pressure sensor (16), linear voltage regulation valve (17), First check valve (29), the second check valve (30), the 3rd check valve (31), No. 1 motor (33), the first mono-directional overrun clutch (34), the first ball-screw nut mechanism (38), braking two-chamber pair master cylinder (41), the second ball-screw nut mechanism (43), the Two mono-directional overrun clutch (47) and No. 2 motor (48)；
The other end and first switch magnetic valve (1), second switch magnetic valve (2), the linear voltage regulation valve of 3rd switch electromagnetic valve (3) (17), the 5th switch electromagnetic valve (5), the 6th switch electromagnetic valve (6), the 7th switch electromagnetic valve (7) and the 8th switch electromagnetic valve (8) The connection of one end pipeline, No. 4 braking two-chamber pair master cylinder outlet mouths (64) of braking two-chamber pair master cylinder (41) and the first magnetic valve (1) The other end connected using pipeline, No. 5 of (41) braking two-chamber pair master cylinder outlet mouths (65) of braking two-chamber pair master cylinder and the second electricity The other end of magnet valve (2) is connected using pipeline, No. 3 of (41) braking two-chamber pair master cylinder oil inlets (62) of braking two-chamber pair master cylinder with No. 3 lubricating cup oil-outs (61) of lubricating cup (32) are connected by check valve (31) pipeline, No. 4 brakings of braking two-chamber pair master cylinder (41) Two-chamber pair master cylinder oil inlet (63) is connected with No. 2 lubricating cup oil-outs (60) of lubricating cup (32) by check valve (30) pipeline, linearly Pressure regulator valve (17) other end is connected with No. 1 lubricating cup oil inlet (57) of lubricating cup (32) using pipeline, the 5th switch electromagnetic valve (5) The other end is connected with one end of left front brake FL, first pressure sensor (13), the 9th switch electromagnetic valve (9) using pipeline, The other end and right front brake FR, second pressure sensor (14), the tenth switch electromagnetic valve (10) of 6th switch electromagnetic valve (6) One end using pipeline connect, the other end and left back brake RL, the 3rd pressure sensor of the 7th switch electromagnetic valve (7) (15), one end of the 11st switch electromagnetic valve (11) is connected using pipeline, is made behind the other end of the 8th switch electromagnetic valve (8) and the right side Dynamic device RR, the 4th pressure sensor (16), one end of the 12nd switch electromagnetic valve (12) are connected using pipeline；9th switch electromagnetism Valve (9), the tenth switch electromagnetic valve (10), the 11st switch electromagnetic valve (11) and the 12nd switch electromagnetic valve (12) the other end with No. 2 lubricating cup oil inlets (58) of lubricating cup (32) are connected using pipeline；No. 1 motor (33), the first mono-directional overrun clutch (34), It is first ball-screw nut mechanism (38), braking two-chamber pair master cylinder (41), the second ball-screw nut mechanism (43), second unidirectional Freewheel clutch (47) is sequentially connected with No. 2 motor (48).
2. according to the braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system described in claim 1, it is characterised in that described Electronic control unit (C) connect and refer to master cylinder output unit (A), hydraulic control unit (B) electric wire：
Described electronic control unit (C) is electric with first switch magnetic valve (1), second switch magnetic valve (2), the 3rd switch respectively Magnet valve (3), the 4th switch electromagnetic valve (4), the 5th switch electromagnetic valve (5), the 6th switch electromagnetic valve (6), the 7th switch electromagnetic valve (7), the 8th switch electromagnetic valve (8), the 9th switch electromagnetic valve (9), the tenth switch electromagnetic valve (10), the 11st switch electromagnetic valve (11), the 12nd switch electromagnetic valve (12), first pressure sensor (13), second pressure sensor (14), the 3rd pressure sensing Device (15), the 4th pressure sensor (16), linear voltage regulation valve (17), pedal displacement sensor (23), No. 1 motor (33) and 2 The terminals electric wire connection of number motor (48).
3. according to the braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system described in claim 1, it is characterised in that described Master cylinder output unit (A) connected by master cylinder (28), lubricating cup (32) with hydraulic control unit (B) pipeline, simultaneously Master cylinder output unit (A) is connected by master cylinder (28), the 3rd switch electromagnetic valve (3) and hydraulic control unit (B) pipeline Connect and refer to：
No. 5 braking master cylinder fuel inlet mouths (66) on master cylinder (28) are connected with the oil-out pipeline of the first check valve (29), the The oil inlet of one check valve (29) is connected with No. 1 lubricating cup oil-out (59) pipeline of lubricating cup (32)；
No. 6 master cylinder oil-outs (67) on master cylinder (28) are connected with one end pipeline of the 3rd switch electromagnetic valve (3).
4. according to the braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system described in claim 1, it is characterised in that described Master cylinder output unit (A) also include brake pedal (22), pedal displacement sensor (23), pedal sense simulator (18) with the 4th switch electromagnetic valve (4)；
Described master cylinder (28) includes master cylinder housing (25), the chamber return spring (27) of master cylinder I, master cylinder piston (26) and push rod (24)；
Described master cylinder piston (26) is arranged in master cylinder housing (25), the left end shape of master cylinder piston (26) and master cylinder housing (25) Into the chamber of master cylinder I, one master cylinder return spring (27), the left end and master cylinder of master cylinder return spring (27) are installed in the intracavitary of master cylinder I The inner side connection of housing (25) left end wall, the right-hand member of master cylinder return spring (27) at the center of master cylinder piston (26) left side with connecting Connect；The right-hand member of master cylinder piston (26) and master cylinder housing (25) forms the chamber of master cylinder II, the right side of master cylinder piston (26) and push rod (24) left end is fixedly connected, and the other end of push rod (24) is connected with brake pedal (22), pedal displacement sensor (23) installation On brake pedal (22), No. 5 braking master cylinder fuel inlet mouths (66) and No. 6 master cylinder oil-outs are provided with master cylinder housing (25) (67), No. 6 master cylinder oil-outs (67) are connected with one end pipeline of the 4th switch electromagnetic valve (4), the 4th switch electromagnetic valve (4) The other end be connected with the left end pipeline of pedal sense simulator (18).
5. according to the braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system described in claim 1, it is characterised in that described First switch magnetic valve (1), second switch magnetic valve (2), the 4th switch electromagnetic valve (4), the 9th switch electromagnetic valve (9), Ten switch electromagnetic valves (10), the 11st switch electromagnetic valve (11), the 12nd switch electromagnetic valve (12) are with linear voltage regulation valve (17) It is powered and opens the normally closed switch magnetic valve that power-off is closed；
Described the 3rd switch electromagnetic valve (3), the 5th switch electromagnetic valve (5), the 6th switch electromagnetic valve (6), the 7th switch electromagnetism Valve (7) powers off the normal open switch magnetic valve opened with the 8th switch electromagnetic valve (8) to be powered to closing.
6. according to the braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system described in claim 1, it is characterised in that described Braking two-chamber pair master cylinder (41) include first braking two-chamber pair main cylinder piston-rod (39), second braking two-chamber pair main cylinder piston-rod (42), the first braking two-chamber pair master cylinder piston (40) and braking two-chamber pair master cylinder housing (55)；
Centre position of the first described braking two-chamber pair master cylinder piston (40) in braking two-chamber pair master cylinder housing (55), system Dynamic two-chamber pair master cylinder housing (55) is divided into I, II liang of chamber from left to right by the first braking two-chamber pair master cylinder piston (40), brakes two-chamber Secondary master cylinder housing (55) has two oil inlets and two oil-outs, No. 4 braking two-chamber pair master cylinder outlet mouths (64) and No. 3 braking two-chamber pairs Master cylinder oil inlet (62) is on I cavity shell of braking two-chamber pair master cylinder housing (55), No. 5 braking two-chamber pair master cylinder outlet mouths (65) with No. 4 braking two-chamber pair master cylinder oil inlets (63) on II cavity shell of braking two-chamber pair master cylinder housing (55), first I intracavitary of the two-chamber pair main cylinder piston-rod (39) positioned at braking two-chamber pair master cylinder housing (55) is braked, its right-hand member and the first braking are double It is connected at the center of chamber pair master cylinder piston (40) left side, and in the first braking two-chamber pair main cylinder piston-rod (39) and the first system Sealing ring is housed between dynamic two-chamber pair master cylinder piston (40) and braking two-chamber pair master cylinder housing (55)；Second braking two-chamber pair master cylinder Piston rod (42) is positioned at II intracavitary for braking two-chamber pair master cylinder housing (55), its left end and the first braking two-chamber pair master cylinder piston (40) it is connected at the center of right side；Second braking two-chamber pair main cylinder piston-rod (42) and braking two-chamber pair master cylinder housing (55) Between sealing ring is housed.
7. according to the braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system described in claim 1, it is characterised in that described The first ball-screw nut mechanism (38) include the first feed screw nut (35), the first ball (36) and the first leading screw screw rod (37)；
Described the first feed screw nut (35) inner surface is machined with arc helicla flute, the outer surface processing of the first leading screw screw rod (37) There is arc helicla flute, the first feed screw nut (35) is set in together to form helicla flute raceway with the first leading screw screw rod (37)；First Ball (36) is arranged in the arc helicla flute that the first feed screw nut (35) and the first leading screw screw rod (37) are formed, and along spiral Groove rolling path rolling；The right-hand member of the first described leading screw screw rod (37) is provided with a cylindrical deep hole, the knot of the cylindrical deep hole Structure and the outside cylinder of the mating connection of first braking two-chamber pair main cylinder piston-rod (39) left end in braking two-chamber pair master cylinder (41) Structure is identical.
8. according to the braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system described in claim 1, it is characterised in that described No. 1 motor (33), the first mono-directional overrun clutch (34), the first ball-screw nut mechanism (38), braking two-chamber it is secondary main Cylinder (41), the second ball-screw nut mechanism (43), the second mono-directional overrun clutch (47) and No. 2 motor (48) are sequentially connected Refer to：
The output shaft of No. 1 described motor (33) is connected with the first mono-directional overrun clutch (34) left end, the first mono-directional overrun The right-hand member of clutch (34) is connected with the left end of the first ball-screw nut mechanism (38), the first ball-screw nut mechanism (38) Right-hand member with braking two-chamber pair master cylinder (41) left end be connected, brake two-chamber pair master cylinder (41) right-hand member and the second ball-screw spiral shell The left end connection of parent agency (43), the right-hand member of the second ball-screw nut mechanism (43) and the second mono-directional overrun clutch (47) Left end connects, the right-hand member of the second mono-directional overrun clutch (47) and No. 2 motor (48) output axis connections；No. 1 motor (33), First mono-directional overrun clutch (34) and the first ball-screw nut mechanism (38) and the second ball-screw nut mechanism (43), the Two mono-directional overrun clutch (47) are symmetrical, No. 1 motor (33), the first mono-directional overrun clutch with No. 2 motor (48) Device (34), the first ball-screw nut mechanism (38), braking two-chamber pair master cylinder (41), the second ball-screw nut mechanism (43), Second mono-directional overrun clutch (47) and No. 2 motor (48) rotation conllinears.
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