CN107458365B - Decoupled brake-by-wire system and control method thereof - Google Patents
Decoupled brake-by-wire system and control method thereof Download PDFInfo
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- CN107458365B CN107458365B CN201710845779.0A CN201710845779A CN107458365B CN 107458365 B CN107458365 B CN 107458365B CN 201710845779 A CN201710845779 A CN 201710845779A CN 107458365 B CN107458365 B CN 107458365B
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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
- B60T13/74—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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- 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
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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
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
The invention discloses a decoupled brake-by-wire system which comprises an oil pot (01), oil pot liquid outlet one-way valves (02 and 03), a brake master cylinder (04), a Pedal Feel Simulator (PFS) (06), isolating valves (07 and 08), a linear normally-closed valve (11), a high-pressure accumulator pressure sensor (12), a high-pressure accumulator (13), a motor-pump pressurizing system (14), pipeline pressurizing valves (15, 16, 17 and 18), pipeline pressure reducing valves (19, 20, 21 and 22), a pedal stroke sensor (23) and an ECU (31). By adopting the technical scheme, compared with the configuration scheme of the motor driving auxiliary main cylinder, the response requirement on a motor-pump system is reduced; the power requirements of the motor and the ECU are reduced; the safety performance of the system is improved.
Description
Technical Field
The invention belongs to the technical field of automobile braking systems. More particularly, the present invention relates to a decoupled brake-by-wire system. In addition, the invention also relates to a control method of the braking system.
Background
The power assisting of the traditional automobile brake system is realized by utilizing vacuum generated by the operation of an engine or vacuum generated by the operation of an electronic vacuum pump in a vacuum booster. As shown in fig. 17, a conventional automotive brake system includes a vacuum booster 4. When a driver presses a brake pedal 6 during braking, a brake master cylinder 3 is driven to pass through an electric control pressure regulating unit ABS/ESC2, and pressure is built up on a brake 1 to generate brake fluid pressure; in the process, a vacuum booster is needed to amplify the pedal force proportionally, so that a driver can realize braking force meeting the braking requirement of the whole vehicle under proper pedal feel.
With the development of new energy technology and braking technology of automobiles, an increasing demand is being generated for a braking system without vacuum assistance. Mainly in two aspects: firstly, the development of new energy automobiles, such as electric automobiles, does not need an external electronic vacuum pump to carry out a vacuum pumping power source-an engine for a vacuum booster on the whole automobile, and has the defects of obvious electric energy consumption and noise; secondly, active safety braking technology is developed, for example, a vehicle can identify expected danger after being matched with radar waves or visual sensors, and the vehicle is actively braked or emergently braked to avoid collision. Thus, the technology of the brake-by-wire system has been developed, and the prior art is analyzed by retrieving relevant patent documents:
as shown in fig. 18, patent document with patent application number US20140028084A1 discloses a solution of decoupled brake-by-wire. The scheme is that a brake master cylinder 2 and a pedal feel simulator 3 form a driver pressurizing mechanical module, a motor 5 drives a secondary master cylinder to realize the line-control pressurizing adjustment, and 18 electromagnetic valves are distributed at different positions of a pipeline and a loop to realize the pressure control and adjustment. The electromagnetic valve is more, the auxiliary main cylinder is pressurized, the motor is required to have very high power, and the working current of the ECU control unit is required to be up to hundreds of amperes; when the system is powered off in the braking process, the booster function is lost and the foot is suddenly jacked; when power failure occurs in the AEB process, the AEB function is lost; AEB function is lost locally in the event of leakage or runaway of the isolation valves (23 a, 23 b). In short, the design requirements of the configuration scheme are high, and the safety of the configuration scheme is defective.
Disclosure of Invention
The invention provides a decoupled brake-by-wire system, which aims at: avoiding a high-power motor and a high-current ECU; the safety protection of the system in the failure state is greatly increased, and the system can exert safe and reliable braking performance under some abnormal conditions.
In order to achieve the above purpose, the technical scheme adopted by the invention is as follows:
the invention provides a decoupled brake-by-wire system, which comprises an oilcan, an oilcan liquid outlet one-way valve, a brake master cylinder, a pedal feel simulator PFS, a block valve, a linear normally closed valve, a high-pressure accumulator pressure sensor, a high-pressure accumulator, a motor-pump pressurizing system, a pipeline pressurizing valve, a pipeline pressure reducing valve, a pedal stroke sensor and an ECU, wherein the ECU is used for controlling the work of the electromagnetic valve and the motor, acquiring signals of the pressure sensor and the stroke sensor and interaction signals of other sensors and an electronic control module of the whole automobile;
two pipelines between the brake master cylinder and the oil pot are respectively provided with a one-way valve, and the conduction direction of the one-way valve is from the oil pot to the brake master cylinder;
the pedal feel simulator PFS is connected with one of the brake master cylinder chambers; a pedal feel control valve is arranged on a pipeline between the pedal feel simulator PFS and the brake master cylinder chamber;
two ends of the pipeline booster valve are respectively connected with a brake on the whole vehicle at one end; the other ends are connected in pairs and then are respectively connected with a block valve;
the pipeline pressure reducing valves are respectively connected with the pipeline pressure increasing valves, and oil outlets of the pipeline pressure reducing valves are communicated to the oilcan;
the isolating valve is respectively connected with two chambers of the brake master cylinder;
an oil suction port of the motor-pump pressurizing system is connected with an oil pot, and an oil outlet of the motor-pump pressurizing system is connected with the high-pressure accumulator and the linear normally-closed valve;
the linear normally-closed valve is connected to the two-chamber oil outlet loops of the brake master cylinder, is respectively connected with the two isolating valves, and is also connected with a loop formed by the pipeline booster valves and a loop formed by the pipeline booster valves;
the ECU is used for controlling the work of each electromagnetic valve, controlling the rotating speed of the motor, acquiring a stroke sensor signal, acquiring a pressure sensor signal and carrying out signal interaction transmission with other electronic control modules or networks of the whole vehicle through the design of a control circuit.
The ECU is connected with each electromagnetic valve, each pressure sensor, the pedal stroke sensor, a motor control circuit of the hydraulic pump, each control module of the whole vehicle and the network signal.
And a loop one-way valve is arranged on one of the pipelines of the linear normally-closed valve and the connection of the two chamber oil outlets of the brake master cylinder, and the conduction direction of the loop one-way valve is from the linear normally-closed valve to the oil outlet of the brake master cylinder.
The loop check valve is arranged on a pipeline between the linear normally-closed valve and the isolating valve.
And a loop pressure sensor is arranged on a pipeline between the linear normally-closed valve and the loop one-way valve.
And a high-pressure accumulator pressure sensor is arranged on the intersecting pipelines of the high-pressure accumulator, the motor-pump pressurizing system and the linear normally-closed valve.
And a loop one-way valve is respectively arranged on a pipeline of the linear normally-closed valve connected with the oil outlets of the two chambers of the brake master cylinder, and the conducting direction of the loop one-way valve is from the linear normally-closed valve to the oil outlet of the brake master cylinder.
The loop check valve is arranged on a pipeline between the linear normally-closed valve and the isolating valve.
A loop check valve is arranged on one of the pipelines of the linear normally-closed valve and the oil outlets of the two chambers of the brake master cylinder; a loop switch valve is arranged on the other pipeline of the linear normally closed valve connected with the oil outlets of the two chambers of the brake master cylinder; the conducting direction of the loop check valve is from a linear normally closed valve to a block valve.
The loop check valve and the loop switch valve are respectively arranged on a pipeline between the linear normally-closed valve and the isolating valve.
The loop switch valve is a normally closed electromagnetic valve.
And a loop switch valve is respectively arranged on a pipeline of the linear normally-closed valve connected with oil outlets of the two chambers of the brake master cylinder.
The loop switch valve is respectively arranged on a pipeline between the linear normally-closed valve and the isolating valve.
The loop switch valve is a normally closed electromagnetic valve.
The loop switch valve is arranged between two loops of the master cylinder after the two loops pass through the isolating valve.
The one-way valve is arranged on the other side of the two block valves connected with the brake master cylinder; one end of the one-way valve is connected with the oilcan; the other end of one of the one-way valves is connected between the isolating valve and the two pipeline pressurizing valves, and the conducting direction is that the oil pot is conducted between the isolating valve and the pipeline pressurizing valves in a one-way; the other end of the other one of the check valves is connected between the other one of the block valves and the other two pipeline pressurizing valves, and the conduction direction is that the oilcan is conducted between the other one of the block valves and the other two pipeline pressurizing valves in a one-way.
A pressure sensor is arranged between the brake master cylinder and the isolating valve.
The main cylinder oil pot adopts a three-chamber structure; the first chamber is connected with two pipeline pressure reducing valves in four wheel brakes through a liquid discharging pipeline, the second chamber is connected with the other two pipeline pressure reducing valves in four wheel brakes through a liquid discharging pipeline, and the third chamber is connected with an oil sucking pipeline of a motor-pump pressurizing system.
The invention also provides a control method of the decoupled brake-by-wire system, which has the technical scheme that:
when the system is not electrified and controlled, the brake master cylinder does not have an oil-passing loop which is conducted to the direction of the oil pot, and when the system is automatically and emergently braked and suddenly power-off occurs, the pressure of a brake pipeline which is established by the automatic emergency braking cannot disappear, and the whole vehicle can still be braked by the established brake strength;
when the system is not electrified and controlled, the brake master cylinder does not have an oil-passing loop which is communicated to the direction of the oil pot, and when the system is used for automatic emergency braking, the automatic emergency braking can still be completed when the isolating valve is in leakage failure or the valve is out of control and cannot be closed;
when the system is not electrified and controlled, the brake master cylinder does not have an oil-passing loop which is communicated to the direction of the oil pot, when a driver brakes to realize the brake-by-wire, if the system is in a power failure to cause panic of the driver and lose the correct braking intention, the brake master cylinder needs to ignore the top foot of a brake pedal, when the pedal is to be fully depressed, the driver can still maintain certain braking pipeline pressure when the pedal is released, the safety parking of the whole vehicle is ensured, and after the vehicle is parked, the system can be powered on again to reduce the pressure.
When the system is not electrified and controlled, the brake master cylinder does not have an oil-passing loop which is communicated to the direction of the oil pot, and can still maintain certain brake pipeline pressure when a driver releases a pedal, so that the safety stop of the whole vehicle is ensured; the system can be powered on again after stopping to reduce the pressure, but if the system is powered on again and still cannot work normally, the system cannot reduce the pressure, the pressure can be released rapidly and manually by using a release switch arranged between the loop and the oilcan, and the vehicle can be recovered to run.
By adopting the technical scheme, compared with the configuration scheme of the motor driving auxiliary main cylinder, the invention reduces the response requirement on a motor-pump system; the power requirements of the motor and the ECU are reduced; compared with other decoupling invention schemes, when the system is not electrified and controlled, the brake master cylinder does not have an oil-passing loop which is communicated to the direction of the oil pot, so that when the system is automatically braked in an emergency and suddenly power-off occurs, the pressure of a brake pipeline which is established by the automatic emergency brake cannot disappear, and the whole vehicle can still brake by the established brake strength; under the same condition, when the isolating valve is in leakage failure or the valve is out of control and cannot be closed, the system can still complete automatic emergency braking; when the brake master cylinder is not electrified and controlled, an oil-passing loop which is conducted to the direction of an oil can is not present, when a driver brakes to realize brake-by-wire, if the system is in a failure to cause panic of the driver and the correct braking intention is lost (if the top foot of a brake pedal needs to be ignored and the pedal needs to be fully depressed), the system can still maintain certain braking pipeline pressure when the driver releases the pedal, so that the safety parking of the whole vehicle is ensured; after stopping, the system can be powered up again to reduce the voltage.
Drawings
The contents shown in the drawings and the marks in the drawings are briefly described as follows:
FIG. 1 is a schematic illustration of an initial configuration of a brake-by-wire system of the present invention;
FIG. 2 is a schematic illustration of a brake-by-wire system of the present invention with the addition of a one-way valve;
FIG. 3 is a schematic illustration of a brake-by-wire system of the present invention with the addition of two check valves;
FIG. 4 is a schematic illustration of a configuration of a boost output circuit coupled to a one-way valve and a switching solenoid valve in a brake-by-wire system of the present invention;
FIG. 5 is a schematic illustration of a configuration of a boost output circuit coupled to two on-off solenoid valves in a brake-by-wire system of the present invention;
FIG. 6 is a schematic illustration of a configuration of the brake-by-wire system of the present invention with two circuits separated by a switching solenoid valve;
FIG. 7 is a schematic illustration of the configuration of the brake by wire system of the present invention with the return check valve of the reservoir to master cylinder moved to the lower end of the block valve;
FIG. 8 is a schematic illustration of the brake-by-wire system of the present invention with the return check valve of the reservoir to the master cylinder moved in parallel with the brake pressure reducing valve;
FIG. 9 is a circuit diagram of the brake-by-wire system of the present invention with the addition of 1 pressure sensor at the master cylinder chamber outlet;
FIG. 10 is a circuit diagram of the brake-by-wire system of the present invention with the addition of 1 release switch between the circuit and the oilcan;
FIG. 11 is a schematic illustration of the connection of the three chambers of the master cylinder oilcan of the brake-by-wire system of the present invention with the master cylinder oil suction line, the brake pressure relief valve relief line;
FIG. 12 is a schematic diagram of a boost regulation loop of the brake-by-wire system of the present invention, implementing brake-by-wire when the driver is pedaling, implementing AEB, ACC, etc. functions when the driver is not pedaling;
FIG. 13 is a schematic diagram of an active boost regulation loop of the brake-by-wire system of the present invention, implementing TCS, ESC, etc. functions by independently boosting 4 wheels, the illustration of which is to boost wheels 24;
FIG. 14 is a schematic diagram of an ABS buck regulation loop of the brake-by-wire system of the present invention, implementing the ABS function by independent voltage regulation for 4 wheels, which is shown in this figure as buck for wheel 24;
FIG. 15 is a schematic circuit diagram of the brake-by-wire system of the present invention in a backup mechanical braking mode, wherein the brake master cylinder outputs oil which is directly pressurized to four wheel ends through a normally open valve of the circuit to establish a braking force which meets the regulations;
fig. 16 is a schematic illustration of a typical application configuration of the brake-by-wire system of the present invention.
The labels in fig. 1 to 16 are:
01. oilcan, 02, oilcan outlet check valve, 03, oilcan outlet check valve, 04, brake master cylinder, 05, pedal feel control valve, 06, pedal feel simulator PFS,07, block valve, 08, block valve, 09, circuit check valve, 09', circuit check valve, 10, circuit pressure sensor, 11, linear normally closed valve, 12, high pressure accumulator pressure sensor, 13, high pressure accumulator, 14, motor-pump pressurization system, 15, pipeline pressurization valve, 16, pipeline pressurization valve, 17, pipeline pressurization valve, 18, pipeline pressurization valve, 19, pipeline depressurization valve, 20, pipeline depressurization valve, 21, pipeline depressurization valve, 22, pipeline depressurization valve, 23, pedal travel sensor, 24, whole vehicle brake, 25, whole vehicle brake, 26, whole vehicle brake, 27, whole vehicle brake, 28, circuit switching valve, 28', circuit switching valve, 30, release switch, 31, ECU,041, piston rod;
FIG. 17 is a schematic diagram of a conventional automotive braking system;
fig. 18 is a schematic structural diagram of an example of a decoupled brake-by-wire in the prior art.
Detailed Description
The following detailed description of the embodiments of the invention, given by way of example only, is presented in the accompanying drawings to aid in a more complete, accurate, and thorough understanding of the inventive concepts and aspects of the invention by those skilled in the art.
1. The general structure of the invention:
1. fig. 1 is a schematic structural view of a brake-by-wire system according to the present invention.
2 one-way valves 02 and 03 are connected between the brake master cylinder 04 and the oil can 01, and the conduction direction of the one-way valves is from the oil can to the brake master cylinder; the master cylinder stroke sensor 23 is not limited to the use of one-way and multi-way linear sensors, and a linear displacement sensor or an angular displacement sensor may be employed.
The pedal feel simulator PFS06 is connected with one of the chambers of the brake master cylinder 04, and a pedal feel control valve 05 is connected on a pipeline between the pedal feel simulator PFS06 and the chamber;
two ends of the pipeline booster valves 15, 16, 17 and 18 are respectively connected with brakes 24, 25, 26 and 27 on the whole vehicle at one end and are respectively connected with isolating valves 07 and 08 at the other end;
the pipeline pressure reducing valves 19, 20, 21 and 22 are respectively connected with the pipeline pressure increasing valves 15, 16, 17 and 18, and oil outlets of the pressure reducing valves are communicated to the oilcan 01;
the isolating valves 07 and 08 are respectively connected with two chambers of the brake master cylinder 04;
the oil suction port of the motor-pump pressurizing system 14 is connected with the oil pot 01, and the oil outlet is connected with the high-pressure accumulator 13 and the linear normally-closed valve 11;
the linear normally-closed valve 11 is connected to a circuit for discharging oil from two chambers of the brake master cylinder, is respectively connected with the two block valves 07 and 08 and is also connected with a circuit formed by the pipeline booster valves 15 and 16 and a circuit formed by the pipeline booster valves 17 and 18;
the ECU31 is configured to control the operation of each electromagnetic valve, control the rotation speed of the motor, obtain the signal of the travel sensor, obtain the signal of the pressure sensor, and perform signal interaction transmission with other electronic control modules or networks of the whole vehicle through the design of a control circuit.
2. The specific working mode of the line control hydraulic braking system is as follows:
the brake master cylinder 04 transmits pedal force input by a driver through a pedal piston rod 041, and a pedal stroke sensor 23 is used for obtaining the braking intention of the driver; when a driver steps on a brake pedal, brake fluid in a cavity of the brake master cylinder 04 is compressed and discharged, the ECU controls the electromagnetic valve 05 to open, the block valves 07 and 08 to close, and the pedal feel simulator PFS06 serves as a load output by the master cylinder; the cylinder diameter and the stroke of the brake master cylinder 04 are designed through the PV curve of the inner cavity load of the pedal feel simulator 06 in a matched mode, and therefore the brake pedal feel meeting the requirements of a driver is obtained.
The high-pressure accumulator 13 can store hydraulic oil meeting multiple braking and pressurizing, the charging of the high-pressure accumulator is completed by the motor-pump assembly 14, the pressure sensor 12 monitors the charging pressure in the charging process, and the charging is stopped after the upper limit value is reached; the release of the high-pressure accumulator is performed by the linear pressure regulating valve 11, and the ECU controls the electromagnetic force of the linear pressure regulating valve 11 to control and release the pressure of the high-pressure accumulator according to the input of a driver or the input of intelligent driving of the whole vehicle, so that controllable pressure output is realized. The output pressure is fed back by the pressure sensor 10 on the loop, and fed back to the ECU in real time to adjust the electromagnetic force of the linear pressure regulating valve 11.
When the ECU31 interacts with other electronic control modules of the whole vehicle, the system can be controlled to realize various intelligent electronic control braking functions on the whole vehicle at present, such as brake-by-wire, ABS, ASR, ESC, AEB, ACC and coordination control.
The brake master cylinder 04 has no pipeline from the conduction direction to the oilcan, so that partial functional failure of the system can not be caused by sudden power failure when the system fails in power failure or the whole vehicle fails in power failure. For example, in the AEB process, the brake-by-wire system builds pressure at the fastest speed to avoid collision in an emergency, but the system is dangerous once power failure occurs, but the system can still maintain the established pressure in the pipeline when power failure occurs, maintain the established braking pressure of the whole vehicle, and ensure the safe parking of the whole vehicle in the current running environment.
2. The technical scheme of the invention comprises the following specific analysis:
1. fig. 12 is a circuit diagram of the brake-by-wire system of the present invention in normal operation.
After the driver presses the brake pedal, the pedal movement is transmitted to the pedal piston rod 041 of the brake-by-wire scheme of the invention, the pedal sensor 23 transmits signals to the electronic control unit ECU31, and the ECU controls the electromagnetic force of the linear pressure regulating valve 11 after a series of calculations according to the displacement-time relation xt input by the driver, so as to obtain the required ideal brake pressure-time relation Pt; the pressure reducing adjustment is realized by any one or more of pressure reducing valves 19, 20, 21, 22 arranged at the wheel end; at the same time, the ECU controls the block valves 07, 08 to be closed by energization, the pedal feel control valve 05 to be opened by energization, and the brake fluid of the brake master cylinder 04 is output to the pedal feel simulator PFS06 to establish the foot feel amount according with the feel of the driver.
2. Fig. 13 is a circuit diagram of the active boost of the brake-by-wire system of the present invention.
When the whole vehicle is not braked, the ECU31 in the linear control braking system can judge the braking demand or receive a braking demand signal according to the road condition and the running condition of the whole vehicle, and then the valve and the pump of the system are controlled to carry out active supercharging, so that TCS (traffic control system) is also called ASR (automatic service control), and the functions of anti-skid control, ESC (electronic stability control), AEB (automatic service brake) and ACC (automatic service control) are realized. The need for brake-by-wire for these functions can be generalized as: active pressurization of the brakes in the braking system is required and selective pressurization of the four wheels is possible. Taking the example of active pressurization of the brake 24 therein, a circuit diagram of the active pressurization is shown in fig. 13.
When the braking requirement of active boosting is obtained, the normally closed linear pressure regulating valve 11 controls the output pressure P (t) of the high-pressure accumulator 13 through proportional voltage, the boosting valves 16, 17 and 18 are electrified and closed, the isolating valves 07 and 08 are electrified and closed, and the hydraulic pressure output by the high-pressure accumulator boosts the brake 24 according to the requirement.
3. Fig. 14 is a circuit diagram of the ABS function of the brake-by-wire system of the present invention.
The whole vehicle can possibly enter locking during emergency braking, and the brake-by-wire system has an anti-lock function, namely ABS. When the ECU31 obtains the anti-lock control demand, the pressure increasing valves 15, 16, 17, 18 of the control system are electrified and closed to enter an ABS pressure maintaining state, and when the brake has the pressure reducing demand, the pressure reducing valves on the brake pipeline are controlled to carry out pressure reducing adjustment control. Taking the brake 24 as an example, when the brake 24 is required to be depressurized, the ECU31 controls the pressure reducing valve 19 on the line to be energized to open, thereby realizing the depressurization. As shown in fig. 4.
4. Fig. 15 is a circuit diagram of the brake-by-wire system of the present invention during a mechanical backup brake.
The brake-by-wire system is an electric control braking system product which depends on normal power supply, and when the system is affected by power supply faults or the whole vehicle power supply system faults, the system can possibly work abnormally. In order to consider the driving safety, the linear braking system provided by the invention has a mechanical backup braking function. According to the requirement, the system enters a mechanical backup braking mode. The driver presses the brake pedal, the brake fluid in the brake master cylinder 04 is compressed to output the brake fluid, and the brake fluid passes through the block valves 07 and 08 and then passes through the booster valves 15, 16, 17 and 18 to the four wheel brakes 24, 25, 26 and 27, so that mechanical backup braking is realized.
5. Fig. 6 is a schematic diagram of a configuration of the brake-by-wire system of the present invention in which two circuits are separated by a switching solenoid valve.
The check valves 02 and 03 in the brake-by-wire system are not limited to be placed in the oil pot and directly connected with the brake master cylinder, and the check valves can be placed at other positions of a loop, and the function of the check valves is that the brake fluid of the oil pot 01 is conducted to the brake master cylinder 04 in a one-way. The one-way valve is moved to one of the pressure relief valves 19, 20, 21, 22, the pressure relief valve 20. The pressure reducing valve is connected with a one-way valve in parallel, and when the brake master cylinder 04 needs fluid supplementing, the oil in the oil pot enters the brake master cylinder through the one-way valve.
6. Fig. 7 is a schematic view showing a configuration in which an oil return check valve of a brake-by-wire system of the present invention from an oil can to a master cylinder is moved to a lower end of a block valve.
When the linear normally closed valve 11 of the brake-by-wire system is connected to the circuits for oil outlet of the two chambers of the brake master cylinder, one circuit check valve 09 and 09' are respectively arranged on the two circuits of the connecting pipeline. When the system is powered off, if a certain brake joint fails, the 2-loop check valve can separate the two loops, so that the system is prevented from being completely braked.
7. Fig. 16 is an exemplary application of the brake-by-wire system of the present invention.
The hydraulic generating device is realized by a motor-pump system, the invention is not limited to be realized by one loop or a plurality of loops, and is not limited to be designed in a redundancy way on the configuration scheme described by the invention, so that the number of sensors is increased on the configuration scheme of the invention, or the redundancy design of valves of the same type is increased, and the invention is within the protection scope of the invention.
While the invention has been described above with reference to the accompanying drawings, it will be apparent that the invention is not limited to the above embodiments, but is capable of being modified or applied directly to other applications without modification, as long as various insubstantial modifications of the method concept and technical solution of the invention are adopted, all within the scope of the invention.
Claims (18)
1. The decoupling brake-by-wire system comprises an oilcan (01), oilcan liquid outlet one-way valves (02 and 03), a brake master cylinder (04), a pedal feel simulator PFS (06), isolating valves (07 and 08), a linear normally closed valve (11), a high-pressure accumulator pressure sensor (12), a high-pressure accumulator (13), a motor-pump pressurizing system (14), pipeline pressurizing valves (15, 16, 17 and 18), pipeline pressure reducing valves (19, 20, 21 and 22), pedal stroke sensors (23) and an ECU (31), wherein the ECU (31) is used for controlling the operation of the electromagnetic valves and motors, acquiring signals of the pressure sensors and the pedal stroke sensors and interacting signals with other sensors and electronic control modules of the whole automobile; the isolating valves (07, 08), the linear normally closed valve (11), the pipeline pressurizing valves (15, 16, 17, 18) and the pipeline reducing valves (19, 20, 21, 22) are electromagnetic valves;
the method is characterized in that:
two pipelines between the brake master cylinder (04) and the oil pot (01) are respectively provided with one check valve (02, 03), and the conduction direction of the check valve is from the oil pot (01) to the brake master cylinder (04);
the pedal feel simulator PFS (06) is connected with one of the chambers of the brake master cylinder (04); a pedal feel control valve (05) is arranged on a pipeline between the pedal feel simulator PFS (06) and the brake master cylinder (04) chamber;
two ends of the pipeline booster valves (15, 16, 17 and 18) are respectively connected with brakes (24, 25, 26 and 27) on the whole vehicle at one end; the other ends are connected in pairs and then are respectively connected with isolating valves (07, 08);
the pipeline pressure reducing valves (19, 20, 21 and 22) are respectively connected with the pipeline pressure increasing valves (15, 16, 17 and 18) in a one-to-one correspondence manner, and oil outlets of the pipeline pressure reducing valves are communicated with the oil pot (01);
the isolating valves (07, 08) are respectively connected with two chambers of the brake master cylinder (04);
an oil suction port of the motor-pump pressurizing system (14) is connected with an oil pot (01), and an oil outlet of the motor-pump pressurizing system is connected with the high-pressure accumulator (13) and the linear normally-closed valve (11);
the linear normally closed valve (11) is connected to the two-chamber oil outlet loop of the brake master cylinder (04), is respectively connected with the two isolation valves (07, 08) and is also connected with the loop formed by the pipeline pressurizing valves (15, 16, 17, 18);
the ECU (31) is connected with the electromagnetic valve, each pressure sensor, the pedal stroke sensor, a motor control circuit of the motor-pump pressurizing system (14), each control module of the whole vehicle and a network signal;
the check valves (02, 03) are arranged on the other side of the two isolation valves (07, 08) connected with the brake master cylinder (04); one end of the one-way valve (02, 03) is connected with the oilcan (01); the other end of one of the check valves (03) is connected between the isolating valve (07) and the two pipeline pressurizing valves (17, 18), and the conducting direction is from one-way conduction of the oilcan (01) to the space between the isolating valve (07) and the pipeline pressurizing valves (17, 18); the other end of the other one-way valve (02) is connected between the other isolating valve (08) and the other two pipeline pressurizing valves (15, 16), and the conducting direction is from the oilcan (01) to the space between the other isolating valve (08) and the other two pipeline pressurizing valves (15, 16) in a one-way.
2. The decoupled brake-by-wire system of claim 1, wherein: and a loop check valve (09) is arranged on one of the pipelines of the linear normally-closed valve (11) connected with the oil outlets of the two chambers of the brake master cylinder (04), and the conducting direction of the loop check valve (09) is from the linear normally-closed valve (11) to the oil outlet of the brake master cylinder (04).
3. The decoupled brake-by-wire system of claim 2, wherein: the loop check valve (09) is arranged on a pipeline between the linear normally-closed valve (11) and the isolating valves (07, 08).
4. The decoupled brake-by-wire system of claim 2, wherein: a loop pressure sensor (10) is arranged on a pipeline between the linear normally-closed valve (11) and the loop one-way valve (09).
5. The decoupled brake-by-wire system of claim 1, wherein: and a high-pressure accumulator pressure sensor (12) is arranged on the intersecting pipelines of the high-pressure accumulator (13), the motor-pump pressurizing system (14) and the linear normally-closed valve (11).
6. The decoupled brake-by-wire system of claim 1, wherein: on the pipeline that the said linear normally closed valve (11) is connected with two cavity oil outlets of the brake master cylinder (04), set up a return circuit check valve (09, 09 ') separately, the said return circuit check valve (09, 09') is from the linear normally closed valve (11) to the oil outlet of the brake master cylinder (04).
7. The decoupled brake-by-wire system of claim 6, wherein: the loop check valve (09) is arranged on a pipeline between the linear normally-closed valve (11) and the isolating valves (07, 08).
8. The decoupled brake-by-wire system of claim 1, wherein: a loop check valve (09) is arranged on one of the pipelines of the linear normally-closed valve (11) connected with the oil outlets of the two chambers of the brake master cylinder (04); a loop switch valve (28) is arranged on the other pipeline of the linear normally-closed valve (11) connected with the oil outlets of the two chambers of the brake master cylinder (04); the conducting direction of the loop check valve (09) is from the linear normally closed valve (11) to the isolating valve.
9. The decoupled brake-by-wire system of claim 8, wherein: the loop check valve (09) and the loop switch valve (28) are respectively arranged on the pipeline between the linear normally-closed valve (11) and the isolating valves (07, 08).
10. The decoupled brake-by-wire system of claim 8, wherein: the loop switch valve (28) is a normally closed electromagnetic valve.
11. The decoupled brake-by-wire system of claim 1, wherein: and a loop switch valve (28, 28') is respectively arranged on a pipeline of the linear normally-closed valve (11) connected with oil outlets of the two chambers of the brake master cylinder (04).
12. The decoupled brake-by-wire system of claim 11, wherein: the loop switch valves (28, 28') are respectively arranged on the pipelines between the linear normally-closed valve (11) and the isolating valves (07, 08).
13. The decoupled brake-by-wire system of claim 11, wherein: the loop switch valves (28, 28') are normally closed electromagnetic valves.
14. The decoupled brake-by-wire system of claim 11, wherein: the circuit switching valve (28) is arranged between two circuits of the master cylinder after the two circuits pass through the isolating valves (07, 08).
15. The decoupled brake-by-wire system of claim 1, wherein: a pressure sensor is arranged between the brake master cylinder (04) and the isolating valve (07).
16. The decoupled brake-by-wire system of claim 1, wherein: the main cylinder oil pot (01) adopts a three-chamber structure; wherein, the first chamber is connected with the liquid discharge pipeline of the pressure reducing valves of 2 pipelines in the four wheel brakes, the second chamber is connected with the liquid discharge pipeline of the pressure reducing valves of the other 2 pipelines in the four wheel brakes, and the third chamber is connected with the oil suction pipeline of the motor-pump pressurizing system (14).
17. A control method of a decoupled brake-by-wire system according to any of claims 1 to 16, characterized by:
when the system is not electrified and controlled, the brake master cylinder does not have an oil-passing loop which is conducted to the direction of the oil pot, and when the system is automatically and emergently braked and suddenly power-off occurs, the pressure of a brake pipeline which is established by the automatic emergency braking cannot disappear, and the whole vehicle can still be braked by the established brake strength;
when the system is not electrified and controlled, the brake master cylinder does not have an oil-passing loop which is communicated to the direction of the oil pot, and when the system is automatically braked in an emergency mode, the automatic emergency braking can still be completed when the isolating valves (07, 08) are in leakage failure or the valves are out of control and cannot be closed;
when the system is not electrified and controlled, the brake master cylinder does not have an oil-passing loop which is communicated to the direction of the oil pot, when a driver brakes to realize the brake-by-wire, if the system is in a power failure to cause panic of the driver and lose the correct braking intention, the brake master cylinder needs to ignore the top foot of a brake pedal, when the pedal is to be fully depressed, the driver can still maintain certain braking pipeline pressure when the pedal is released, the safety parking of the whole vehicle is ensured, and after the vehicle is parked, the system can be powered on again to reduce the pressure.
18. A control method of a decoupled brake-by-wire system according to any of claims 1 to 16, characterized by: when the system is not electrified and controlled, the brake master cylinder does not have an oil-passing loop which is communicated to the direction of the oil pot, and can still maintain certain brake pipeline pressure when a driver releases a pedal, so that the safety stop of the whole vehicle is ensured; the system can be powered on again after stopping to reduce the pressure, but if the system is powered on again and still cannot work normally, the system cannot reduce the pressure, the pressure can be released rapidly and manually by using a release switch (30) arranged between a loop formed by the pipeline booster valve and the oilcan, so that the vehicle can resume running.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710839546 | 2017-09-18 | ||
| CN201710839546X | 2017-09-18 |
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| CN201710845779.0A Active CN107458365B (en) | 2017-09-18 | 2017-09-19 | Decoupled brake-by-wire system and control method thereof |
| CN201721198958.1U Withdrawn - After Issue CN207875615U (en) | 2017-09-18 | 2017-09-19 | Decoupled brake-by-wire system |
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| Application Number | Title | Priority Date | Filing Date |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107458365B (en) * | 2017-09-18 | 2023-09-26 | 芜湖伯特利电子控制系统有限公司 | Decoupled brake-by-wire system and control method thereof |
| CN107891850A (en) * | 2017-12-18 | 2018-04-10 | 浙江力邦合信智能制动系统股份有限公司 | A kind of integrated electric hydraulic brake system with decoupling function |
| CN108001435A (en) * | 2017-12-30 | 2018-05-08 | 芜湖伯特利电子控制系统有限公司 | Hydraulic control structure of pressurization module of electronic brake-by-wire system |
| CN108248592A (en) * | 2018-02-06 | 2018-07-06 | 吉林大学 | Electric-machine directly-driven line control brake system and its brake control method with master/slave cylinder |
| CN108407788B (en) * | 2018-02-12 | 2020-03-17 | 浙江亚太机电股份有限公司 | Automobile braking energy recovery system with pedal feel feedback |
| CN108454600B (en) * | 2018-02-12 | 2019-11-15 | 浙江亚太机电股份有限公司 | The control system and method for auto pedal sense feedback based on decoupling braking system |
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| CN109591785A (en) * | 2018-11-30 | 2019-04-09 | 三汽车起重机械有限公司 | Automatic driving vehicle brake circuit system and automatic driving vehicle |
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| CN111319592A (en) * | 2020-02-18 | 2020-06-23 | 万向钱潮股份有限公司 | Backup system of integrated electronic control brake power-assisting system |
| CN112654538A (en) * | 2020-03-09 | 2021-04-13 | 华为技术有限公司 | Braking system, braking method and automobile |
| CN113442891B (en) * | 2020-03-26 | 2022-12-09 | 比亚迪股份有限公司 | Auxiliary braking device, hydraulic braking system and vehicle |
| CN112519739A (en) * | 2020-11-06 | 2021-03-19 | 浙江零跑科技有限公司 | Split type electronic hydraulic braking system and method |
| CN114056313B (en) * | 2022-01-17 | 2022-04-22 | 万向钱潮股份有限公司 | Fault diagnosis method for multi-axis commercial vehicle line control brake system |
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| CN107458365A (en) | 2017-12-12 |
| CN207875615U (en) | 2018-09-18 |
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Address after: 241009 Taishan Road, Wuhu economic and Technological Development Zone, Wuhu, Anhui, 19 Applicant after: WUHU BETHEL ELECTRONIC CONTROL SYSTEMS Co.,Ltd. Address before: 241009 Wuhu six economic development zone, No. 226, Yin Hu Bei Road, Anhui. Applicant before: WUHU BETHEL ELECTRONIC CONTROL SYSTEMS Co.,Ltd. |
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