CN109204261A - A kind of brake fluid pressure Force control system accelerating wheel cylinder pressure release - Google Patents
A kind of brake fluid pressure Force control system accelerating wheel cylinder pressure release Download PDFInfo
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- CN109204261A CN109204261A CN201810989666.2A CN201810989666A CN109204261A CN 109204261 A CN109204261 A CN 109204261A CN 201810989666 A CN201810989666 A CN 201810989666A CN 109204261 A CN109204261 A CN 109204261A
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- wheel cylinder
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- 239000012530 fluid Substances 0.000 title claims abstract description 31
- 230000008878 coupling Effects 0.000 claims abstract description 68
- 238000010168 coupling process Methods 0.000 claims abstract description 68
- 238000005859 coupling reaction Methods 0.000 claims abstract description 68
- 230000006837 decompression Effects 0.000 claims abstract description 24
- 230000009467 reduction Effects 0.000 claims description 27
- 230000007246 mechanism Effects 0.000 claims description 21
- 230000005611 electricity Effects 0.000 claims description 12
- 239000002131 composite material Substances 0.000 claims description 11
- 230000007423 decrease Effects 0.000 claims description 11
- 238000004088 simulation Methods 0.000 claims description 8
- 238000000034 method Methods 0.000 claims description 6
- 238000006073 displacement reaction Methods 0.000 claims description 4
- 230000008569 process Effects 0.000 claims description 4
- 238000003825 pressing Methods 0.000 claims description 3
- 238000006243 chemical reaction Methods 0.000 claims description 2
- 230000000630 rising effect Effects 0.000 claims 2
- 241000237858 Gastropoda Species 0.000 claims 1
- 230000000694 effects Effects 0.000 abstract description 2
- 238000011161 development Methods 0.000 description 4
- 238000005516 engineering process Methods 0.000 description 3
- 238000009825 accumulation Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000011156 evaluation Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000011160 research Methods 0.000 description 2
- 206010039203 Road traffic accident Diseases 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 150000001875 compounds Chemical class 0.000 description 1
- 238000007723 die pressing method Methods 0.000 description 1
- 238000004146 energy storage Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000012827 research and development Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
- B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
- B60T8/363—Electromagnetic valves specially adapted for anti-lock brake and traction control systems in hydraulic systems
-
- 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
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
-
- 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
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
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- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electromagnetism (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
Abstract
The present invention relates to a kind of brake fluid pressure Force control systems for accelerating wheel cylinder pressure release, the accurate wheel cylinder hydraulic pressure power that the system is obtained according to hydraulic force snesor, duty ratio by controlling PWM wave accurately controls the aperture of solenoid valve, thus the hydraulic coupling and rate of pressurization of wheel cylinder are controlled, each wheel cylinder of front and back wheel can individually judge according to demand braking force and independently adjust hydraulic coupling, the operating pressure of front-wheel or rear-wheel solenoid valve is reduced using three normally closed solenoid valves and a low pressure accumulator, assists front-wheel or rear-wheel wheel cylinder fast decompression and pressure reducing circuit hydraulic coupling is stablized.Compared with prior art, wheel cylinder decompression of the present invention is flexibly rapid, few using component and cost is relatively low, and braking anti-lock function can be realized by seven solenoid valves, a low pressure accumulator, securely and reliably, can obtain good control effect.
Description
Technical field
The present invention relates to automobile brake technical fields, control more particularly, to a kind of brake fluid pressure for accelerating wheel cylinder pressure release
System.
Background technique
The problems such as due to energy shortage and environmental disruption, electric car become the Main way of auto industry future development.
In order to improve energy utilization rate, economize on resources, protect environment, the auto industry of various countries is all researching and developing electric car energetically.With
The problems such as raising and traffic accident of intelligent requirements, traffic congestion, needs to solve, the more Automobile Enterprises such as Ford, general
The research of automatic driving vehicle is carried out, automatic Pilot technology is quickly grown.Braking system as one in vehicle safety performance extremely
Important system is closed increasingly to be taken seriously.
As a kind of more novel electric controlled brake system, EHB (electro hydraulic brake system, electricity
Sub- brake fluid system) development time is shorter, but development prospect is wide, and major auto parts and components manufacturer and research institution are all in product
This system is developed in pole.Analog company in 1994 develops a set of electric control hydraulic braking using the method for Saber analogue simulation
The control system of system；2001, in the car exhibition of Frankfort, Bosch company put on display the electronic hydraulic brake system of research and development, matched
For on Benz company the 5th generation gub SL500, hereafter, Bosch and Daimler Chrysler company, which begins one's study, to be used for
The EHB system of business, and assembled on E grades of vehicles of Mercedes in 2002；2002, the Focus of Ford Motor Company
FCV braking system uses the EHB system of CPG Gmbh & Co.'s exploitation；2003, Continental Teves also started it
EHB plan, trial assembly is on some concept cars of public company.Existing EHB system can be divided into two classes --- with hydraulic pump, height
Pressing accumulator is the P-EHB of power source and using motor, reduction gearing mechanism as the I-EHB of power source.P-EHB is due to high-voltage energy-storage
Device has the risk of leakage, therefore that studies at this stage focuses on I-EHB.
Anti-lock braking system in automobiles (Anti-lock braking system, ABS) is emphasis in national 10th Five-Year Plan
The automobile electronics of development, its main function are to prevent wheel lock up in automobile emergency brake, improve automobile emergency system
Dynamic stability and direction controllability shortens braking distance, extends Life of Tyre.ABS technology continues to develop mature, control
Precision, control function constantly improve.ABS technology has been widely used in present developed country, and ABS device has become the necessary dress of automobile
It is standby.Up to 90% or more, the equipment rate of car ABS exists the equipment rate of all kinds of cars and pickup truck ABS in North America and West Europe
60% or so.The lorry ABS equipment rate for transporting dangerous material is 100%.
Existing brake system of car component is more, higher cost, and wheel cylinder decompression rate is slower, because structure is complicated,
Control when realizing braking anti-lock function is poor.
Summary of the invention
It is an object of the present invention to overcome the above-mentioned drawbacks of the prior art and provide a kind of acceleration wheel cylinder pressure releases
Brake fluid pressure Force control system.
The purpose of the present invention can be achieved through the following technical solutions:
A kind of brake fluid pressure Force control system accelerating wheel cylinder pressure release, including brake control module and and brake control module
The brake piping of connection, the brake control module include master cylinder, and the brake piping includes front-wheel branch with after
Branch is taken turns, the front-wheel branch includes the near front wheel wheel cylinder branch, off-front wheel wheel cylinder branch, and the rear-wheel branch includes left back
Wheel cylinder branch, off hind wheel wheel cylinder branch are taken turns, the off-front wheel wheel cylinder branch and left rear wheel wheel cylinder branch form the road A, described
The near front wheel wheel cylinder branch and off hind wheel wheel cylinder branch form the road B, the road A and the road B and are arranged in X-type；
When rear-wheel branch is depressurized using master cylinder, it is equipped with and subtracts between the near front wheel wheel cylinder branch, off-front wheel wheel cylinder branch
Road is pushed back, when front-wheel branch is depressurized using master cylinder, decompression is equipped between left rear wheel wheel cylinder branch, off hind wheel wheel cylinder branch
Circuit.
One end of pressure reducing circuit is connect with master cylinder, the other end and off-front wheel wheel cylinder branch, the near front wheel wheel cylinder branch or
Off hind wheel wheel cylinder branch, left rear wheel wheel cylinder branch are separately connected, and the pressure reducing circuit includes low pressure accumulator and solenoid valve.
Preferably, the pressure reducing circuit includes low pressure accumulator, third normally closed solenoid valve and the first hydraulic force snesor,
One end of the third normally closed solenoid valve is connect with master cylinder, and the other end is connect with the first hydraulic force snesor, and low pressure stores
Can device, the first hydraulic force snesor connect respectively with off-front wheel wheel cylinder branch, the near front wheel wheel cylinder branch or respectively with off hind wheel wheel
Cylinder branch, the connection of left rear wheel wheel cylinder branch.
Preferably, the near front wheel wheel cylinder branch include the near front wheel wheel cylinder, the hydraulic force snesor of fourth round cylinder, the 4th often
Open electromagnetic valve, the second master cylinder hydraulic pressure force snesor, it is the near front wheel wheel cylinder and the hydraulic force snesor of fourth round cylinder, the 4th normally opened
Solenoid valve, the second master cylinder hydraulic pressure force snesor access in master cylinder after being sequentially connected, when rear-wheel branch is subtracted using master cylinder
When pressure, the near front wheel wheel cylinder is connect by the second normally closed solenoid valve with pressure reducing circuit.
Preferably, the off-front wheel wheel cylinder branch include off-front wheel wheel cylinder, the second wheel cylinder hydraulic pressure force snesor, second often
Open electromagnetic valve, the off-front wheel wheel cylinder access after being sequentially connected with the second wheel cylinder hydraulic pressure force snesor, the second normally open solenoid valve
In master cylinder, when rear-wheel branch using master cylinder depressurize when, the off-front wheel wheel cylinder by the first normally closed solenoid valve with
Pressure reducing circuit connection.
Preferably, the left rear wheel wheel cylinder branch include left rear wheel wheel cylinder, the first wheel cylinder hydraulic coupling sensor, first often
Open electromagnetic valve, the first master cylinder hydraulic pressure force snesor, it is the left rear wheel wheel cylinder and the first wheel cylinder hydraulic coupling sensor, first normally opened
Solenoid valve, the first master cylinder hydraulic pressure force snesor access in master cylinder after being sequentially connected, when front-wheel branch is subtracted using master cylinder
When pressure, the left rear wheel wheel cylinder is connect by the 4th normally closed solenoid valve with pressure reducing circuit.
Preferably, the off hind wheel wheel cylinder branch includes that off hind wheel wheel cylinder, third wheel cylinder hydraulic coupling sensor, third are normal
Open electromagnetic valve, the off hind wheel wheel cylinder, third wheel cylinder hydraulic coupling sensor, third normally open solenoid valve access system after being sequentially connected
In dynamic master cylinder, when front-wheel branch is depressurized using master cylinder, the off hind wheel wheel cylinder passes through the 5th normally closed solenoid valve and subtracts
Push back road connection.
Preferably, the brake control module further includes that electronic control unit, motor, reduction gearing mechanism, braking are stepped on
Plate, the electronic control unit are connected to motor, and the motor is connect with reduction gearing mechanism, the master cylinder point
Do not connect with reduction gearing mechanism, brake piping, the reduction gearing mechanism include worm screw, the worm gear being connect with worm screw, with
The gear of worm gear coaxial arrangement and the rack gear connecting with gear, the worm screw are connected to motor, and the rack gear and braking are led
Cylinder connection, between the brake pedal and master cylinder successively by pedal displacement sensor, pedal simulation and decoupling unit
Connection, the pedal simulation and decoupling unit are outside brake pedal, for providing the elastic element of reaction force.
Preferably, when rear-wheel branch using master cylinder depressurize, set between the near front wheel wheel cylinder branch, off-front wheel wheel cylinder branch
When having pressure reducing circuit, which includes three kinds of operating modes, specifically:
Mode one, conventional brake mode:
Electronic control unit obtains on-vehicle information, issues control instruction to motor, and motor drives reduction gearing mechanism movement,
Reduction gearing mechanism pushes the push rod of master cylinder, and master cylinder is made to build pressure, the first normally open solenoid valve, the second normally open solenoid valve,
Third normally open solenoid valve, the power-off of the 4th normally open solenoid valve are opened, and the first normally closed solenoid valve, the second normally closed solenoid valve, third are normally closed
Solenoid valve power-off is closed, and the hydraulic coupling of master cylinder output at this time is transferred to each wheel cylinder, so that wheel cylinder hydraulic pressure power rises, if desired
The rate of hydraulic coupling is adjusted, control PWM wave duty ratio controls the aperture of each solenoid valve, according to corresponding wheel cylinder hydraulic pressure force snesor
Data be electrically turn off on corresponding normally open solenoid valve, when front-wheel or rear-wheel reach demand brake force so that wheel cylinder pressure maintaining；
Mode two, ABS/ESC operating mode:
In braking process, electronic control unit 1 calculates whether each wheel cylinder needs to depressurize according to wheel slip, specific to wrap
Include following steps:
If 201) front-wheel needs to depressurize, the first normally open solenoid valve, third normally open solenoid valve, on be electrically turn off so that left back
Wheel cylinder, off hind wheel wheel cylinder pressure maintaining are taken turns, the reversing of electronic control unit driving motor declines the hydraulic coupling of master cylinder, subsequently determines whether
When master cylinder hydraulic coupling meets corresponding wheel cylinder hydraulic pressure power demand, the first normally closed solenoid valve, the second normally closed solenoid valve power on opening,
Off-front wheel wheel cylinder, the near front wheel wheel cylinder hydraulic pressure power rapid decrease make the first normally closed electromagnetism after hydraulic coupling drops to requirements at once
Valve, the power-off of the second normally closed solenoid valve are closed, and are made the second normally open solenoid valve, are electrically turn off on the 4th normally open solenoid valve, so that off-front wheel
Wheel cylinder, the near front wheel wheel cylinder pressure maintaining, until making the second normally open solenoid valve, the 4th normally open solenoid valve when wheel cylinder hydraulic pressure power is insufficient again
Power-off is opened, and then is pressurized master cylinder to it；
If 202) rear-wheel needs to depressurize, makes the second normally open solenoid valve, is electrically turn off on the 4th normally open solenoid valve, be controlled electronically
The reversing of unit driving motor declines the pressure of master cylinder, the hydraulic coupling reduction of left rear wheel wheel cylinder, off hind wheel wheel cylinder, when hydraulic
It when power drops to requirements, is electrically turn off on the first normally open solenoid valve, third normally open solenoid valve, while electronic control unit control electricity
Machine rotates forward, and master cylinder establishes certain pressure again；
203) electronic control unit judges whether ABS/ESC operating mode terminates, and repeats if being not over above-mentioned two
Step, each rear-wheel and the control of the hydraulic coupling of each front-wheel wheel cylinder are substantially independent, only when left rear wheel wheel cylinder, off hind wheel wheel cylinder needs subtract
Pressure, and when off-front wheel wheel cylinder, the near front wheel wheel cylinder need to be pressurized, preferentially power on the second normally open solenoid valve, the 4th normally open solenoid valve
Close so that off-front wheel wheel cylinder, the near front wheel wheel cylinder pressure maintaining, then make the reduction of master cylinder hydraulic coupling make left rear wheel wheel cylinder, it is right after
Take turns the decline of wheel cylinder hydraulic pressure power；When left rear wheel wheel cylinder, off hind wheel wheel cylinder hydraulic pressure power drop to requirements, the first normally open solenoid valve,
It is electrically turn off on third normally open solenoid valve, while electronic control unit control motor rotates forward, master cylinder establishes certain pressure again；
When hydraulic coupling rises to the pressure requirements of off-front wheel wheel cylinder, the near front wheel wheel cylinder, the second normally open solenoid valve, the 4th normally opened electromagnetism
Valve power-off is opened, and is pressurized master cylinder to it；
Mode three, front-wheel composite pressure reducing mode:
When the first hydraulic force snesor feedback information shows that low pressure accumulator stores excessive brake fluid and leads to front-wheel decompression speed
When rate is too low, each front-wheel uses composite pressure reducing mode, and the second normally open solenoid valve, the power-off of the 4th normally open solenoid valve are opened at this time, the
One normally closed solenoid valve, the second normally closed solenoid valve power on opening, and the reversing of electronic control unit driving motor depressurizes master cylinder, auxiliary
Help off-front wheel wheel cylinder, the decompression of the near front wheel wheel cylinder, when hydraulic coupling drops to requirements, the second normally open solenoid valve, the 4th normally opened electricity
It is electrically turn off on magnet valve, the first normally closed solenoid valve, the power-off of the second normally closed solenoid valve are closed, and electronic control unit still controls motor and falls
Turn so that master cylinder further depressurizes, when master cylinder pressure is less than low tension loop pressure, third normally closed solenoid valve is powered on
It opens, auxiliary low pressure accumulator empties brake fluid, restores decompression rate.
When rear-wheel wheel cylinder is depressurized using pressure reducing circuit, the conventional brake mode of this system, ABS/ESC operating mode, after
It is identical using the principle of each braking mode of pressure reducing circuit situation as front-wheel wheel cylinder to take turns composite pressure reducing mode.
Compared with prior art, the invention has the following advantages that
One, present system is equipped with pressure reducing circuit in front-wheel branch or rear-wheel branch, which is equipped with low pressure accumulation of energy
Device, normally closed solenoid valve and hydraulic force snesor, can reduce the operating pressure of the solenoid valve of front-wheel or rear-wheel, assist front-wheel wheel cylinder or
Rear-wheel wheel cylinder fast decompression, and the hydraulic coupling of low tension loop is stablized, and then realize braking anti-lock function, structure is simplified,
Securely and reliably, at low cost, good control effect can be obtained；
Two, the brake piping of present system is arranged using X-type, i.e., off-front wheel branch and left rear wheel branch are a left side all the way
Front-wheel branch and off hind wheel branch are another way, and wheel cylinder pressurization realizes pressurization by former circuit by master cylinder under the structure,
Front-wheel wheel cylinder or the decompression of rear-wheel wheel cylinder pass through former circuit by master cylinder and have the pressure reducing circuit of low pressure accumulator to realize jointly
Decompression rate and more flexible is accelerated in decompression.
Detailed description of the invention
Fig. 1 is the structure for accelerating the brake fluid pressure Force control system of wheel cylinder pressure release when front-wheel wheel cylinder is depressurized using pressure reducing circuit
Schematic diagram；
Fig. 2 is the structure for accelerating the brake fluid pressure Force control system of wheel cylinder pressure release when rear-wheel wheel cylinder is depressurized using pressure reducing circuit
Schematic diagram；
Shown in figure label:
1, electronic control unit, 2, battery, 3, DC/AC converter, 4, motor, 5, reduction gearing mechanism, 6, fluid reservoir,
7, brake pedal, 8, pedal displacement sensor, 9, pedal simulation and decoupling unit, 10, master cylinder, the 11, first master cylinder hydraulic pressure
Force snesor, the 12, second master cylinder hydraulic pressure force snesor, the 13, first normally open solenoid valve, the 14, second normally open solenoid valve, 15, third
Normally open solenoid valve, the 16, the 4th normally open solenoid valve, the 17, first normally closed solenoid valve, the 18, second normally closed solenoid valve, the 19, first wheel cylinder
Hydraulic force snesor, the 20, second wheel cylinder hydraulic pressure force snesor, 21, third wheel cylinder hydraulic coupling sensor, 22, fourth round cylinder it is hydraulic
Force snesor, 23, left rear wheel wheel cylinder, 24, off-front wheel wheel cylinder, 25, off hind wheel wheel cylinder, 26, the near front wheel wheel cylinder, 27, low pressure accumulation of energy
Device, 28, third normally closed solenoid valve, the 29, first hydraulic force snesor, the 30, the 4th normally closed solenoid valve, the 31, the 5th normally closed solenoid valve.
Specific embodiment
The present invention is described in detail with specific embodiment below in conjunction with the accompanying drawings.
Embodiment
The present invention relates to a kind of brake fluid pressure Force control systems for accelerating wheel cylinder pressure release, as shown in Figure 1, including electronic control
Unit 1 (Electronic Control Unit, ECU), battery 2, DC/AC converter 3, motor 4, reduction gearing mechanism 5,
Fluid reservoir 6, brake pedal 7, pedal simulation and decoupling unit 9, master cylinder 10, solenoid valve, low pressure accumulator 27, first are hydraulic
Force snesor 29 and front-wheel wheel cylinder and rear-wheel wheel cylinder.
Electronic control unit 1 controls each solenoid valve and hydraulic force snesor.Electronic control unit 1 and DC/AC converter 3
Connection, DC/AC converter 3 are connect with motor 4, and motor 4 is connect with reduction gearing mechanism 5.Reduction gearing mechanism 5 includes and motor
The worm screws of 4 connections and worm gear connect with worm screw, the gear being coaxially disposed with worm gear and the rack gear that is connect with gear.Rack gear and system
Dynamic master cylinder 10 connects, and master cylinder 10 includes cylinder body, piston, push rod, ante-chamber, back cavity.The push rod and pedal mould of master cylinder 10
Quasi- and decoupling unit 9 connects, and pedal simulation and decoupling unit 9 are connect with brake pedal 7, and brake pedal 7 and pedal displacement sense
Device 8, electronic control unit 1 are separately connected.
The front/back cavity of master cylinder 10 is connect with brake piping.Brake piping includes left rear wheel wheel cylinder branch, off-front wheel wheel
Cylinder branch, off hind wheel wheel cylinder branch, the near front wheel wheel cylinder branch, pressure reducing circuit, multiple wheel cylinders control solenoid valve and wheel cylinder hydraulic pressure power
Sensor.Brake piping arranges that is, off-front wheel wheel cylinder branch and left rear wheel wheel cylinder branch are the near front wheel wheel cylinder branch all the way in X-type
Road and off hind wheel wheel cylinder branch are another way.
One end of pressure reducing circuit is connect with master cylinder 10, the other end and off-front wheel wheel cylinder branch, the near front wheel wheel cylinder branch
Or off hind wheel wheel cylinder branch, left rear wheel wheel cylinder branch are separately connected, pressure reducing circuit includes low pressure accumulator 27, the normally closed electromagnetism of third
Valve 28 and the first hydraulic force snesor 29, one end of third normally closed solenoid valve 28 are connect with master cylinder 10, the other end and first
Hydraulic force snesor 29 connects, low pressure accumulator 27, the first hydraulic force snesor 29 respectively with off-front wheel wheel cylinder branch, the near front wheel
Wheel cylinder branch is connected or is connect respectively with off hind wheel wheel cylinder branch, left rear wheel wheel cylinder branch.
Left rear wheel wheel cylinder (RL) 23 and the first wheel cylinder hydraulic coupling sensor 19, the first normally open solenoid valve 13, the first master cylinder liquid
Pressure sensor 11 accesses in master cylinder 10 after being sequentially connected.Off-front wheel wheel cylinder (FR) 24 and the second wheel cylinder hydraulic pressure force snesor
20, it is accessed in master cylinder 10 after the second normally open solenoid valve 14, the first master cylinder hydraulic pressure force snesor 11 are sequentially connected.Off hind wheel wheel
Cylinder (RR) 25 and third wheel cylinder hydraulic coupling sensor 21, third normally open solenoid valve 15, the second master cylinder hydraulic pressure force snesor 12 are successively
It is accessed in master cylinder 10 after connection.The near front wheel wheel cylinder (FL) 26 and the hydraulic force snesor 22 of fourth round cylinder, the 4th normally opened electromagnetism
Valve 16, the second master cylinder hydraulic pressure force snesor 12 access in master cylinder 10 after being sequentially connected.
As shown in Figure 1, when front-wheel wheel cylinder is depressurized using pressure reducing circuit decompression, rear-wheel wheel cylinder using master cylinder 10
When, off-front wheel wheel cylinder 24 and the first normally closed solenoid valve 17, low pressure accumulator 27, the first hydraulic force snesor 29, the normally closed electricity of third
Magnet valve 28 accesses in master cylinder 10 after being sequentially connected.The near front wheel wheel cylinder 26 and the hydraulic force snesor 22, second of fourth round cylinder are often
It closes after solenoid valve 18, the first hydraulic force snesor 29, third normally closed solenoid valve 28 connect and accesses in master cylinder 10.
As shown in Fig. 2, when rear-wheel wheel cylinder is depressurized using pressure reducing circuit decompression, front-wheel wheel cylinder using master cylinder 10
When, left rear wheel wheel cylinder 23 and the 4th normally closed solenoid valve 30, low pressure accumulator 27, the first hydraulic force snesor 29, the normally closed electricity of third
Magnet valve 28 accesses in master cylinder 10 after being sequentially connected.Off hind wheel wheel cylinder 25 and the 5th normally closed solenoid valve 31, the first hydraulic coupling pass
Sensor 29, third normally closed solenoid valve 28 access in master cylinder 10 after connecting.
Fluid reservoir 6 is connect with the fuel feed hole of master cylinder 10.
Present system is respectively as follows: conventional brake mode, ABS/ESC operating mode and compound subtracts there are three operating mode
Die pressing type.Which kind of operating mode electronic control unit 1 uses according to on-vehicle information judgement, and controls corresponding solenoid valve to switch
Different modes.
(1) conventional brake mode
Under the mode, Fig. 1 is identical as the braking principle of Fig. 2, it may be assumed that electronic control unit 1 obtains on-vehicle information, issues control
Instruction to motor 4, motor 4 drives reduction gearing mechanism 5 to move, and reduction gearing mechanism 5 pushes the push rod of master cylinder 10, makes to make
Dynamic master cylinder 10 builds pressure.First normally open solenoid valve 13, the second normally open solenoid valve 14, third normally open solenoid valve 15, the 4th normally opened electromagnetism
The power-off of valve 16 is opened；First normally closed solenoid valve 17, the second normally closed solenoid valve 18, the power-off of third normally closed solenoid valve 28 are closed, at this time
The hydraulic coupling that master cylinder 10 exports is transferred to each wheel cylinder, so that wheel cylinder hydraulic pressure power rises.If desired the rate of hydraulic coupling is adjusted,
Controllable PWM wave duty ratio controls the aperture of each solenoid valve.According to the data of corresponding wheel cylinder hydraulic pressure force snesor, current axis or
When rear axle reaches demand brake force, it is electrically turn off on corresponding normally open solenoid valve, so that wheel cylinder pressure maintaining.
(2) ABS/ESC operating mode
In braking process, electronic control unit 1 calculates whether each wheel cylinder needs to depressurize according to wheel slip.
When front-wheel wheel cylinder is depressurized using pressure reducing circuit:
(2-1) if front-wheel needs to depressurize, the first normally open solenoid valve 13, the second normally open solenoid valve 14, the normally opened electromagnetism of third
It is electrically turn off on valve 15, the 4th normally open solenoid valve 16, so that left rear wheel wheel cylinder 23,25 off-front wheel wheel cylinder 24 of off hind wheel wheel cylinder, left front
26 pressure maintaining of wheel cylinder is taken turns, the reversing of 1 driving motor 4 of electronic control unit declines the hydraulic coupling of master cylinder 10, subsequently determines whether to brake
When 10 hydraulic coupling of master cylinder meets corresponding wheel cylinder hydraulic pressure power demand, the first normally closed solenoid valve 17, the second normally closed solenoid valve 18, which power on, to be beaten
It opens, off-front wheel wheel cylinder 24,26 hydraulic coupling rapid decrease of the near front wheel wheel cylinder make first after hydraulic coupling drops to requirements at once
Normally closed solenoid valve 17, the power-off of the second normally closed solenoid valve 18 are closed, and the second normally open solenoid valve 14, the 4th normally open solenoid valve 16 are powered on
It closes, so that off-front wheel wheel cylinder 24,26 pressure maintaining of the near front wheel wheel cylinder, until making the second normally opened electricity when wheel cylinder hydraulic pressure power is insufficient again
Magnet valve 14, the power-off of the 4th normally open solenoid valve 16 open, and then are pressurized master cylinder 10 to it.
(2-2) makes the second normally open solenoid valve 14, is electrically turn off on the 4th normally open solenoid valve 16 if rear-wheel needs to depressurize, electricity
1 driving motor 4 of sub-control unit reverses so that the pressure of master cylinder 10 decline, thus reduction left rear wheel wheel cylinder 23, off hind wheel
The hydraulic coupling of wheel cylinder 25.When hydraulic coupling drops to requirements, the first normally open solenoid valve 13, third normally open solenoid valve 15 power on pass
It closes, while electronic control unit 1 controls motor 4 and rotates forward, master cylinder 10 establishes certain pressure again.
(2-3)
Electronic control unit 1 judges whether ABS/ESC operating mode terminates, and above-mentioned two step is repeated if being not over
Suddenly, each rear-wheel and the control of the hydraulic coupling of each front-wheel wheel cylinder are substantially independent, only when left rear wheel wheel cylinder 23, off hind wheel wheel cylinder 25 need
Decompression, and when off-front wheel wheel cylinder 24, the near front wheel wheel cylinder 26 need to be pressurized, preferentially make the second normally open solenoid valve 14, the 4th normally opened electricity
It is electrically turn off on magnet valve 16, so that off-front wheel wheel cylinder 24,26 pressure maintaining of the near front wheel wheel cylinder, then the reduction of 10 hydraulic coupling of master cylinder is made
Left rear wheel wheel cylinder 23, the decline of 25 hydraulic coupling of off hind wheel wheel cylinder；It is needed when left rear wheel wheel cylinder 23,25 hydraulic coupling of off hind wheel wheel cylinder drop to
It when evaluation, is electrically turn off on the first normally open solenoid valve 13, third normally open solenoid valve 15, while electronic control unit 1 is controlling motor 4 just
Turn, master cylinder 10 establishes certain pressure again；When hydraulic coupling rises to off-front wheel wheel cylinder 24, the pressure of the near front wheel wheel cylinder 26 needs
When evaluation, the second normally open solenoid valve 14, the power-off of the 4th normally open solenoid valve 16 are opened, and are pressurized master cylinder 10 to it.
When rear-wheel wheel cylinder is depressurized using pressure reducing circuit, as shown in Fig. 2, the ABS/ESC operating mode and front-wheel of this system
Wheel cylinder is identical using the structure of pressure reducing circuit situation, and principle is identical.
(3) front-wheel composite pressure reducing mode
When front-wheel wheel cylinder is depressurized using pressure reducing circuit:
When the first hydraulic 29 feedback information of force snesor shows that low pressure accumulator stores excessive brake fluid and front-wheel is caused to depressurize
When rate is too low, front-wheel uses composite pressure reducing mode.The second normally open solenoid valve 14, the power-off of the 4th normally open solenoid valve 16 are beaten at this time
It opens, the first normally closed solenoid valve 17, the second normally closed solenoid valve 18 power on opening, and 1 driving motor 4 of electronic control unit reverses so that system
Dynamic master cylinder 10 depressurizes, and off-front wheel wheel cylinder 24, the near front wheel wheel cylinder 26 is thus assisted to depressurize, when hydraulic coupling drops to requirements, the
It is electrically turn off on two normally open solenoid valves 14, the 4th normally open solenoid valve 16, the first normally closed solenoid valve 17, the power-off of the second normally closed solenoid valve 18
It closes, electronic control unit 1 still controls motor 4 and reverses so that master cylinder 10 further depressurizes, when 10 pressure of master cylinder
When less than pressure reducing circuit pressure, third normally closed solenoid valve 28 powers on opening, helps low pressure accumulator 27 to empty brake fluid, restores to subtract
Press rate.
Basic control rule table of the invention is as shown in table 1.
When rear-wheel wheel cylinder is depressurized using pressure reducing circuit, as shown in Fig. 2, the rear-wheel composite pressure reducing mode and front-wheel of this system
Wheel cylinder is identical using the principle of the front-wheel composite pressure reducing mode of pressure reducing circuit situation, and details are not described herein again.
The above description is merely a specific embodiment, but scope of protection of the present invention is not limited thereto, any
The staff for being familiar with the art in the technical scope disclosed by the present invention, can readily occur in various equivalent modifications or replace
It changes, these modifications or substitutions should be covered by the protection scope of the present invention.Therefore, protection scope of the present invention should be with right
It is required that protection scope subject to.
Claims (10)
1. it is a kind of accelerate wheel cylinder pressure release brake fluid pressure Force control system, which is characterized in that including brake control module and with system
The brake piping of dynamic control module connection, the brake control module includes master cylinder (10), the brake piping packet
Front-wheel branch and rear-wheel branch are included, the front-wheel branch includes the near front wheel wheel cylinder branch, off-front wheel wheel cylinder branch, after described
Wheel branch includes left rear wheel wheel cylinder branch, off hind wheel wheel cylinder branch, the off-front wheel wheel cylinder branch and left rear wheel wheel cylinder branch
The road A is formed, the near front wheel wheel cylinder branch and off hind wheel wheel cylinder branch form the road B, the road A and the road B and be arranged in X-type；
When rear-wheel branch is depressurized using master cylinder (10), it is equipped with and subtracts between the near front wheel wheel cylinder branch, off-front wheel wheel cylinder branch
Road is pushed back, when front-wheel branch is depressurized using master cylinder (10), is equipped between left rear wheel wheel cylinder branch, off hind wheel wheel cylinder branch
Pressure reducing circuit.
2. a kind of brake fluid pressure Force control system for accelerating wheel cylinder pressure release according to claim 1, which is characterized in that described
One end of pressure reducing circuit connect with master cylinder (10), the other end and off-front wheel wheel cylinder branch, the near front wheel wheel cylinder branch or the right side
Rear-wheel wheel cylinder branch, left rear wheel wheel cylinder branch are separately connected, and the pressure reducing circuit includes low pressure accumulator (27) and solenoid valve.
3. a kind of brake fluid pressure Force control system for accelerating wheel cylinder pressure release according to claim 2, which is characterized in that described
Pressure reducing circuit include low pressure accumulator (27), third normally closed solenoid valve (28) and the first hydraulic force snesor (29), it is described
One end of third normally closed solenoid valve (28) is connect with master cylinder (10), and the other end is connect with the first hydraulic force snesor (29),
Low pressure accumulator (27), the first hydraulic force snesor (29) connect respectively with off-front wheel wheel cylinder branch, the near front wheel wheel cylinder branch or
It is connect respectively with off hind wheel wheel cylinder branch, left rear wheel wheel cylinder branch.
4. a kind of brake fluid pressure Force control system for accelerating wheel cylinder pressure release according to claim 2, which is characterized in that described
The near front wheel wheel cylinder branch include the near front wheel wheel cylinder (26), the hydraulic force snesor of fourth round cylinder (22), the 4th normally open solenoid valve
(16), the second master cylinder hydraulic pressure force snesor (12), the near front wheel wheel cylinder (26) and the hydraulic force snesor of fourth round cylinder (22),
4th normally open solenoid valve (16), the second master cylinder hydraulic pressure force snesor (12) be sequentially connected after access master cylinder (10) in, when after
When taking turns branch using master cylinder (10) decompression, the near front wheel wheel cylinder (26) passes through the second normally closed solenoid valve (18) and decompression
Circuit connection.
5. a kind of brake fluid pressure Force control system for accelerating wheel cylinder pressure release according to claim 2, which is characterized in that described
Off-front wheel wheel cylinder branch include off-front wheel wheel cylinder (24), the second wheel cylinder hydraulic pressure force snesor (20), the second normally open solenoid valve
(14), the off-front wheel wheel cylinder (24) successively connects with the second wheel cylinder hydraulic pressure force snesor (20), the second normally open solenoid valve (14)
It is accessed in master cylinder (10) after connecing, when rear-wheel branch is depressurized using master cylinder (10), the off-front wheel wheel cylinder (24)
It is connect by the first normally closed solenoid valve (17) with pressure reducing circuit.
6. a kind of brake fluid pressure Force control system for accelerating wheel cylinder pressure release according to claim 2, which is characterized in that described
Left rear wheel wheel cylinder branch include left rear wheel wheel cylinder (23), the first wheel cylinder hydraulic coupling sensor (19), the first normally open solenoid valve
(13), the first master cylinder hydraulic pressure force snesor (11), the left rear wheel wheel cylinder (23) and the first wheel cylinder hydraulic coupling sensor (19),
First normally open solenoid valve (13), the first master cylinder hydraulic pressure force snesor (11) access in master cylinder (10) after being sequentially connected, currently
When taking turns branch using master cylinder (10) decompression, the left rear wheel wheel cylinder (23) passes through the 4th normally closed solenoid valve (30) and decompression
Circuit connection.
7. a kind of brake fluid pressure Force control system for accelerating wheel cylinder pressure release according to claim 2, which is characterized in that described
Off hind wheel wheel cylinder branch include off hind wheel wheel cylinder (25), third wheel cylinder hydraulic coupling sensor (21), third normally open solenoid valve
(15), the off hind wheel wheel cylinder (25), third wheel cylinder hydraulic coupling sensor (21), third normally open solenoid valve (15) are sequentially connected
It accesses in master cylinder (10) afterwards, when front-wheel branch is depressurized using master cylinder (10), the off hind wheel wheel cylinder (25) is logical
The 5th normally closed solenoid valve (31) is crossed to connect with pressure reducing circuit.
8. a kind of brake fluid pressure Force control system for accelerating wheel cylinder pressure release according to claim 1, which is characterized in that described
Brake control module further include electronic control unit (1), motor (4), reduction gearing mechanism (5), brake pedal (7), it is described
Electronic control unit (1) connect with motor (4), the motor (4) is connect with reduction gearing mechanism (5), the braking
Master cylinder (10) is connect with reduction gearing mechanism (5), brake piping respectively, and the reduction gearing mechanism (5) includes worm screw and snail
The worm gear of bar connection is connect with the gear of worm gear coaxial arrangement and the rack gear connecting with gear, the worm screw with motor (4),
The rack gear is connect with master cylinder (10), passes through pedal displacement between the brake pedal (7) and master cylinder (10)
Sensor (8), pedal simulation and decoupling unit (9) are sequentially connected, and the pedal simulation and decoupling unit (9) are set on braking
Outside pedal (7), for providing the elastic element of reaction force.
9. a kind of brake fluid pressure Force control system for accelerating wheel cylinder pressure release according to claim 1-8, feature
It is, when rear-wheel branch is depressurized using master cylinder (10), equipped with decompression between the near front wheel wheel cylinder branch, off-front wheel wheel cylinder branch
When circuit, which includes three kinds of operating modes, specifically:
(1) mode one, conventional brake mode:
Electronic control unit (1) obtains on-vehicle information, issues control instruction to motor (4), motor (4) drives reduction gearing mechanism
(5) it moves, reduction gearing mechanism (5) pushes the push rod of master cylinder (10), and master cylinder (10) is made to build pressure, the first normally opened electromagnetism
Valve (13), the second normally open solenoid valve (14), third normally open solenoid valve (15), the power-off of the 4th normally open solenoid valve (16) are opened, and first
Normally closed solenoid valve (17), the second normally closed solenoid valve (18), third normally closed solenoid valve (28) power-off are closed, at this time master cylinder (10)
The hydraulic coupling of output is transferred to each wheel cylinder, so that wheel cylinder hydraulic pressure power rises, if desired adjusts the rate of hydraulic coupling, controls PWM wave
Duty ratio controls the aperture of each solenoid valve, according to the data of correspondence wheel cylinder hydraulic pressure force snesor, when front-wheel or rear-wheel reach need
When seeking brake force, it is electrically turn off on corresponding normally open solenoid valve, so that wheel cylinder pressure maintaining；
(2) mode two, ABS/ESC operating mode:
In braking process, electronic control unit (1) calculates whether each wheel cylinder needs to depressurize according to wheel slip, specifically includes
Following steps:
If 201) front-wheel needs to depressurize, the first normally open solenoid valve (13), third normally open solenoid valve (15), on be electrically turn off so that
Left rear wheel wheel cylinder (23), off hind wheel wheel cylinder (25) pressure maintaining, electronic control unit (1) driving motor (4) reversing make master cylinder
(10) hydraulic coupling decline, when subsequently determining whether that master cylinder (10) hydraulic coupling meets corresponding wheel cylinder hydraulic pressure power demand, first is normally closed
Solenoid valve (17), the second normally closed solenoid valve (18) power on opening, and off-front wheel wheel cylinder (24), the near front wheel wheel cylinder (26) hydraulic coupling are quick
Decline at once closes the first normally closed solenoid valve (17), the second normally closed solenoid valve (18) power-off after hydraulic coupling drops to requirements
It closes, makes the second normally open solenoid valve (14), is electrically turn off on the 4th normally open solenoid valve (16), so that off-front wheel wheel cylinder (24), the near front wheel
Wheel cylinder (26) pressure maintaining, until making the second normally open solenoid valve (14), the 4th normally open solenoid valve (16) when wheel cylinder hydraulic pressure power is insufficient again
Power-off is opened, and then is pressurized master cylinder (10) to it；
If 202) rear-wheel needs to depressurize, makes the second normally open solenoid valve (14), is electrically turn off on the 4th normally open solenoid valve (16), electronics
Control unit (1) driving motor (4) reversing declines the pressure of master cylinder (10), left rear wheel wheel cylinder (23), off hind wheel wheel cylinder
(25) hydraulic coupling reduces, when hydraulic coupling drops to requirements, the first normally open solenoid valve (13), third normally open solenoid valve (15)
On be electrically turn off, while electronic control unit (1) control motor (4) rotates forward, and master cylinder (10) establishes certain pressure again；
203) electronic control unit (1) judges whether ABS/ESC operating mode terminates, and above-mentioned two step is repeated if being not over
Suddenly, each rear-wheel and the control of the hydraulic coupling of each front-wheel wheel cylinder are substantially independent, only when left rear wheel wheel cylinder (23), off hind wheel wheel cylinder (25)
Need to depressurize, and when off-front wheel wheel cylinder (24), the near front wheel wheel cylinder (26) need to be pressurized, preferentially make the second normally open solenoid valve (14),
It is electrically turn off on 4th normally open solenoid valve (16), so that off-front wheel wheel cylinder (24), the near front wheel wheel cylinder (26) pressure maintaining, then braking is led
The reduction of cylinder (10) hydraulic coupling makes left rear wheel wheel cylinder (23), the decline of off hind wheel wheel cylinder (25) hydraulic coupling；When left rear wheel wheel cylinder (23), the right side
When rear-wheel wheel cylinder (25) hydraulic coupling drops to requirements, the first normally open solenoid valve (13), third normally open solenoid valve (15) power on pass
It closes, while electronic control unit (1) control motor (4) rotates forward, master cylinder (10) establishes certain pressure again；When in hydraulic coupling
When rising to the pressure requirements of off-front wheel wheel cylinder (24), the near front wheel wheel cylinder (26), the second normally open solenoid valve (14), the 4th normally opened electricity
Magnet valve (16) power-off is opened, and is pressurized master cylinder (10) to it；
(3) mode three, front-wheel composite pressure reducing mode:
When the first hydraulic force snesor (29) feedback information shows that low pressure accumulator (27) store excessive brake fluid and front-wheel is caused to subtract
When pressing rate too low, each front-wheel uses composite pressure reducing mode, at this time the second normally open solenoid valve (14), the 4th normally open solenoid valve (16)
Power-off is opened, and the first normally closed solenoid valve (17), the second normally closed solenoid valve (18) power on opening, electronic control unit (1) driving electricity
Machine (4) reversing depressurizes master cylinder (10), auxiliary off-front wheel wheel cylinder (24), the near front wheel wheel cylinder (26) decompression, when under hydraulic coupling
When dropping to requirements, it is electrically turn off on the second normally open solenoid valve (14), the 4th normally open solenoid valve (16), the first normally closed solenoid valve
(17), the second normally closed solenoid valve (18) power-off is closed, and electronic control unit (1) still controls motor (4) and reverses so that braking master
Cylinder (10) further depressurizes, and when master cylinder (10) pressure is less than low tension loop pressure, third normally closed solenoid valve (28) is powered on
It opens, auxiliary low pressure accumulator (27) empties brake fluid, restores decompression rate.
10. a kind of brake fluid pressure Force control system for accelerating wheel cylinder pressure release according to claim 1-8, feature
It is, when front-wheel branch is depressurized using master cylinder (10), equipped with decompression between left rear wheel wheel cylinder branch, off hind wheel wheel cylinder branch
When circuit, which includes three kinds of operating modes, specifically:
(1) mode one, conventional brake mode:
Electronic control unit (1) obtains on-vehicle information, issues control instruction to motor (4), motor (4) drives reduction gearing mechanism
(5) it moves, reduction gearing mechanism (5) pushes the push rod of master cylinder (10), and master cylinder (10) is made to build pressure, the first normally opened electromagnetism
Valve (13), the second normally open solenoid valve (14), third normally open solenoid valve (15), the power-off of the 4th normally open solenoid valve (16) are opened, third
Normally closed solenoid valve (28), the 4th normally closed solenoid valve (30), the power-off of the 5th normally closed solenoid valve (31) are closed, at this time master cylinder (10)
The hydraulic coupling of output is transferred to each wheel cylinder, so that wheel cylinder hydraulic pressure power rises, if desired adjusts the rate of hydraulic coupling, controls PWM wave
Duty ratio controls the aperture of each solenoid valve, according to the data of correspondence wheel cylinder hydraulic pressure force snesor, when front-wheel or rear-wheel reach need
When seeking brake force, it is electrically turn off on corresponding normally open solenoid valve, so that wheel cylinder pressure maintaining；
(2) mode two, ABS/ESC operating mode:
In braking process, electronic control unit (1) calculates whether each wheel cylinder needs to depressurize according to wheel slip, specifically includes
Following steps:
If 201) front-wheel needs to depressurize, it is electrically turn off the first normally open solenoid valve (13), third normally open solenoid valve on (15), electronics
Control unit (1) driving motor (4) reversing declines the pressure of master cylinder (10), the near front wheel wheel cylinder (26), off-front wheel wheel cylinder
(24) hydraulic coupling reduces, when hydraulic coupling drops to requirements, the second normally open solenoid valve (14), the 4th normally open solenoid valve (16)
On be electrically turn off, while electronic control unit (1) control motor (4) rotates forward, and master cylinder (10) establishes certain pressure again；
If 201) rear-wheel needs to depressurize, the second normally open solenoid valve (14), the 4th normally open solenoid valve (16), on be electrically turn off so that
The near front wheel wheel cylinder (26), off-front wheel wheel cylinder (24) pressure maintaining, electronic control unit (1) driving motor (4) reversing make master cylinder
(10) hydraulic coupling decline, when subsequently determining whether that master cylinder (10) hydraulic coupling meets corresponding wheel cylinder hydraulic pressure power demand, the 4th is normally closed
Solenoid valve (30), the 5th normally closed solenoid valve (31) power on opening, and off hind wheel wheel cylinder (25), left rear wheel wheel cylinder (23) hydraulic coupling are quick
Decline at once closes the 4th normally closed solenoid valve (30), the power-off of the 5th normally closed solenoid valve (31) after hydraulic coupling drops to requirements
It closes, is electrically turn off the first normally open solenoid valve (13), third normally open solenoid valve on (15), so that off hind wheel wheel cylinder (25), left rear wheel
Wheel cylinder (23) pressure maintaining, until making the first normally open solenoid valve (13), third normally open solenoid valve (15) when wheel cylinder hydraulic pressure power is insufficient again
Power-off is opened, and then is pressurized master cylinder (10) to it；
203) electronic control unit (1) judges whether ABS/ESC operating mode terminates, and above-mentioned two step is repeated if being not over
Suddenly, each rear-wheel and the control of the hydraulic coupling of each front-wheel wheel cylinder are substantially independent, only when off-front wheel wheel cylinder (24), the near front wheel wheel cylinder (26)
Need to depressurize, and when left rear wheel wheel cylinder (23), off hind wheel wheel cylinder (25) need to be pressurized, preferentially make the first normally open solenoid valve (13),
Third normally open solenoid valve is electrically turn off on (15), so that left rear wheel wheel cylinder (23), off hind wheel wheel cylinder (25) pressure maintaining, then braking is led
The reduction of cylinder (10) hydraulic coupling makes off-front wheel wheel cylinder (24), the decline of the near front wheel wheel cylinder (26) hydraulic coupling；When off-front wheel wheel cylinder (24), a left side
When front-wheel wheel cylinder (26) hydraulic coupling drops to requirements, the second normally open solenoid valve (14), the 4th normally open solenoid valve (16) power on pass
It closes, while electronic control unit (1) control motor (4) rotates forward, master cylinder (10) establishes certain pressure again；When in hydraulic coupling
When rising to the pressure requirements of left rear wheel wheel cylinder (23), off hind wheel wheel cylinder (25), the first normally open solenoid valve (13), the normally opened electricity of third
Magnet valve (15) power-off is opened, and is pressurized master cylinder (10) to it；
(3) mode three, rear-wheel composite pressure reducing mode:
When the first hydraulic force snesor (29) feedback information shows that low pressure accumulator (27) store excessive brake fluid and front-wheel is caused to subtract
When pressing rate too low, each front-wheel uses composite pressure reducing mode, at this time the first normally open solenoid valve (13), third normally open solenoid valve (15)
Power-off is opened, and the 4th normally closed solenoid valve (30), the 5th normally closed solenoid valve (31) power on opening, electronic control unit (1) driving electricity
Machine (4) reversing depressurizes master cylinder (10), auxiliary left rear wheel wheel cylinder (23), off hind wheel wheel cylinder (25) decompression, when under hydraulic coupling
When dropping to requirements, the first normally open solenoid valve (13), third normally open solenoid valve are electrically turn off on (15), the 4th normally closed solenoid valve
(30), the 5th normally closed solenoid valve (31) power-off is closed, and electronic control unit (1) still controls motor (4) and reverses so that braking master
Cylinder (10) further depressurizes, and when master cylinder (10) pressure is less than low tension loop pressure, third normally closed solenoid valve (28) is powered on
It opens, auxiliary low pressure accumulator (27) empties brake fluid, restores decompression rate.
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| CN201810989666.2A CN109204261B (en) | 2018-08-28 | 2018-08-28 | Brake fluid pressure control system for accelerating pressure release of wheel cylinder |
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| CN201810989666.2A CN109204261B (en) | 2018-08-28 | 2018-08-28 | Brake fluid pressure control system for accelerating pressure release of wheel cylinder |
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| CN111409612A (en) * | 2020-04-10 | 2020-07-14 | 合肥工业大学 | Electronic hydraulic line control brake system and electronic hydraulic line control brake method thereof |
| CN113119932A (en) * | 2019-12-31 | 2021-07-16 | 上海汽车集团股份有限公司 | Hydraulic pressure estimation method of electronic hydraulic brake system |
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