CN109774692B - Four-wheel independent braking device and automobile - Google Patents
Four-wheel independent braking device and automobile Download PDFInfo
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- CN109774692B CN109774692B CN201711130645.7A CN201711130645A CN109774692B CN 109774692 B CN109774692 B CN 109774692B CN 201711130645 A CN201711130645 A CN 201711130645A CN 109774692 B CN109774692 B CN 109774692B
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Abstract
The invention provides a four-wheel independent brake device and an automobile, and aims to solve the problems that brake decoupling cannot be realized and 4-wheel real-time independent pressure control cannot be realized in a common mode of the conventional four-wheel independent brake device. The four-wheel independent brake device comprises a brake pedal, an ECU, 4 hydraulic pressure generating devices and 4 brake actuators. The four-wheel independent brake device disclosed by the embodiment of the invention adopts a mode that each brake actuator is distributed with an independent hydraulic generator for control, and replaces a mode that a traditional hydraulic generator and a complex ESP module are added to control each brake actuator. Thus, 4-round real-time independent pressure control is realized through a relatively simpler structure.
Description
Technical Field
The invention relates to the field of vehicle engineering, in particular to the field of four-wheel braking of automobiles.
Background
As shown in fig. 1, the conventional four-wheel brake system includes a brake pedal 1 ', a hydraulic pressure generating device 2 ' connected to the brake pedal 1 ', an ESP (Electronic Stability Program) module 3 ' connected to the hydraulic pressure generating device 2 ', and a front left brake 5 ', a front right brake 6 ', a rear left brake 7 ' and a rear right brake 8 ' connected to the ESP module 3 ' through a brake pipe 4 '.
The ESP module has the functions of braking a certain wheel to adjust the posture of the vehicle body when detecting that the vehicle runs abnormally and is possibly out of control, and reducing the power output of an engine to relieve symptoms. The ESP System comprises ABS (anti-lock Brake System, Chinese full name: anti-lock Brake System) and ASR (AccelerationSlip Regulation, Chinese full name: anti-skid System), which are extensions of the functions of the two systems. The system is composed of a control unit, a steering sensor (for detecting the torsion angle of a steering wheel), a wheel sensor (for detecting the rotating speed of each wheel), a side-slip sensor (for detecting the rotating state of a vehicle body around a vertical axis), and a transverse acceleration sensor (for detecting the turning centrifugal force).
Meanwhile, in order to cope with the situation that the instability and uncontrollable phenomenon of the vehicle occurs due to the possible wheel slip, rolling or tire adhesion loss, etc., an EBD (Electric brake force distribution, chinese) and VDC (VEHICLE DYNAMIC CONTROL, chinese) system is used as an auxiliary system.
Before the EBD system is used for ABS system, the slip ratio of the rear wheel tyre can be automatically compared by taking the front wheel as a reference according to the weight of the vehicle body and the road surface condition, and the braking force distribution ratio of the front axle and the rear axle can be automatically adjusted. If the difference is found to be adjusted, the brake oil pressure system will adjust the oil pressure transmitted to the rear wheel to obtain a more balanced and more nearly ideal brake force distribution, thereby improving the braking efficiency (shortening the braking distance to a certain extent) and improving the braking stability in cooperation with the ABS. The VDC system is used for immediately intervening when the vehicle has wheel slip, side rolling or tire adhesion loss, braking control is purposefully carried out on individual wheels while the rotating speed of the engine is reduced, and the vehicle is finally guided into a normal running track, so that the danger caused by out-of-control of the vehicle is avoided.
After a brake pedal 1 'is pressed, four-wheel braking is realized by distributing hydraulic pressure of a hydraulic pressure generating device 2' to 4 wheels through an ESP module 3 ', and the hydraulic pressure is transmitted to 4 brakes through a brake pipeline 4'. In the normal mode, during the basic braking, 4 wheels are simultaneously increased and reduced with the same pressure. The brake decoupling can not be realized, and the 4-wheel real-time independent pressure control can not be realized. The advanced brake mode cannot be automatically realized, the pressurization of the rear axle pressure-maintaining front axle can be realized only when the EBD function is activated, and the four-wheel separate braking can be realized only when the VDC function is activated when the vehicle reaches the instability limit.
Disclosure of Invention
The invention provides a four-wheel independent brake device and an automobile, and aims to solve the problems that brake decoupling cannot be realized and 4-wheel real-time independent pressure control cannot be realized in a common mode of the conventional four-wheel independent brake device.
The invention provides a four-wheel independent brake device, which comprises a brake pedal, an ECU (electronic control unit), 4 hydraulic pressure generation devices and 4 brake actuators, wherein the ECU is connected with the brake pedal through a hydraulic oil pipe;
the 4 hydraulic generating devices are respectively a left front hydraulic device, a right front hydraulic device, a left rear hydraulic device and a right rear hydraulic device;
the 4 brake actuators are respectively a left front brake, a right front brake, a left rear brake and a right rear brake;
the left front hydraulic device is connected with the left front brake, the right front hydraulic device is connected with the right front brake, the left rear hydraulic device is connected with the left rear brake, and the right rear hydraulic device is connected with the right rear brake;
and the ECU controls the 4 hydraulic generation devices connected with the ECU to perform braking control according to the acquired depth signal of the brake pedal.
The four-wheel independent brake device disclosed by the embodiment of the invention adopts a mode that each brake actuator is distributed with an independent hydraulic generator for control, and replaces a mode that a traditional hydraulic generator and a complex ESP module are added to control each brake actuator. Thus, 4-round real-time independent pressure control can be realized through a relatively simpler structure.
Further, the brake pedal is connected with a brake master cylinder, and the brake master cylinder is respectively connected with the left front brake and the right front brake through pipelines; normally open solenoid valves are respectively arranged on pipelines between the left front brake and the right front brake and the brake master cylinder;
the pipelines of the left front hydraulic device and the left front brake and the pipelines of the right front hydraulic device and the right front brake are respectively provided with a normally closed electromagnetic valve;
the normally open solenoid valve and the normally closed solenoid valve are connected to the ECU.
Or the brake pedal is connected with a brake master cylinder, and the brake master cylinder is respectively connected with the left rear brake and the right rear brake through pipelines; normally open solenoid valves are respectively arranged on pipelines between the left rear brake and the brake master cylinder and between the right rear brake and the brake master cylinder;
normally closed solenoid valves are respectively arranged on pipelines of the left rear hydraulic device and the left rear brake and pipelines of the right rear hydraulic device and the right rear brake;
the normally open solenoid valve and the normally closed solenoid valve are connected to the ECU.
The foot feeling simulator is connected with the brake master cylinder.
A normally closed electromagnetic valve is arranged between the foot feeling simulator and the brake master cylinder; the normally closed electromagnetic valve is connected with the ECU.
The hydraulic generating device comprises a driving motor, a speed reducing mechanism, a main cylinder, a liquid cup and a braking hard pipe;
the speed reducing mechanism is respectively connected with the driving motor and the master cylinder and is used for transmitting the power of the driving motor to the master cylinder;
the master cylinder is respectively connected with the liquid cup and the brake hard tube; the brake hard tube is connected with the brake actuator;
the driving motor is connected with the ECU and is controlled by the ECU.
The left front hydraulic device is connected with a pipeline of the left front brake, the right front hydraulic device is connected with a pipeline of the right front brake, the left rear hydraulic device is connected with a pipeline of the left rear brake, and a pipeline of the right rear hydraulic device is connected with the right rear brake, pressure sensors are respectively arranged on the pipelines, and the pressure sensors are connected with the ECU.
Pressure sensors are respectively arranged on a pipeline for connecting the left front hydraulic device with the left front brake, a pipeline for connecting the right front hydraulic device with the right front brake, a pipeline for connecting the left rear hydraulic device with the left rear brake and a pipeline for connecting the right rear hydraulic device with the right rear brake, and the pressure sensors are connected with the ECU;
the pressure sensor is arranged on a pipeline of the left front hydraulic device connected with the left front brake and is also arranged on the pipelines of the left front brake and the brake master cylinder; and the pressure sensor is arranged on a pipeline of the right front hydraulic device connected with the right front brake and is also arranged on the pipelines of the right front brake and the brake master cylinder at the same time.
Pressure sensors are respectively arranged on a pipeline for connecting the left front hydraulic device with the left front brake, a pipeline for connecting the right front hydraulic device with the right front brake, a pipeline for connecting the left rear hydraulic device with the left rear brake and a pipeline for connecting the right rear hydraulic device with the right rear brake; the pressure sensor is connected with the ECU;
the pressure sensor is arranged on a pipeline of the left rear hydraulic device connected with the left rear brake and is also arranged on the pipelines of the left rear brake and the brake master cylinder; and the pressure sensor arranged on a pipeline of the right rear hydraulic device connected with the right rear brake is also arranged on the pipelines of the right rear brake and the brake master cylinder at the same time.
The brake device also comprises a brake depth sensor which is connected with the brake pedal;
the brake depth sensor is connected with the ECU.
The device also comprises one or more of a wheel speed sensor, a yaw rate sensor and a steering wheel angle sensor which are connected with the ECU.
The switching of each electromagnetic valve by the ECU is controlled by adding a brake master cylinder and the electromagnetic valves, so that the switching of various brake modes is realized. The system can realize normal braking modes (basic braking, regenerative braking and the like), dynamic braking modes and the like; 0-100% brake decoupling can be realized; when the whole vehicle circuit breaks down, a driver steps on a brake pedal to push a brake main cylinder to build pressure, and the pressure is transmitted to a left front brake and a right front brake (or transmitted to a left rear brake and a right rear brake), so that emergency braking in a standby mode is realized, and braking force can be generated when the system fails. Meanwhile, when the vehicle is in dynamic turning braking and other conditions, the functions of auxiliary steering braking and the like can be realized by combining a wheel speed sensor, a yaw rate sensor, a steering wheel angle sensor and the like, and the dynamic stability performance of the turning of the whole vehicle is improved.
A second aspect of the present invention provides an automobile including the four-wheel independent brake apparatus provided above.
According to the automobile disclosed by the invention, because the four-wheel independent brake device disclosed by the invention adopts a mode that each brake actuator is distributed with an independent hydraulic pressure generating device for control, and replaces a mode that a traditional hydraulic pressure generating device and a complex ESP module are added to control each brake actuator of the automobile. Thus, 4-round real-time independent pressure control can be realized through a relatively simpler structure.
And by adding a brake master cylinder and an electromagnetic valve, the switching of each electromagnetic valve by the ECU is controlled, and the switching of various brake modes can be realized. The system can realize normal braking modes (basic braking, regenerative braking and the like), dynamic braking modes and the like; 0-100% brake decoupling can be realized; when the whole vehicle circuit breaks down, a driver steps on a brake pedal to push a brake main cylinder to build pressure, and the pressure is transmitted to a left front brake and a right front brake (or transmitted to a left rear brake and a right rear brake), so that emergency braking in a standby mode is realized, and braking force can be generated when the system fails. Meanwhile, when the vehicle is in dynamic turning braking and other conditions, the functions of auxiliary steering braking and the like can be realized by combining a wheel speed sensor, a yaw rate sensor, a steering wheel angle sensor and the like, and the dynamic stability performance of the turning of the whole vehicle is improved.
Drawings
FIG. 1 is a schematic view of a conventional four wheel brake system provided in the prior art;
FIG. 2 is a schematic illustration of a four-wheel independent brake system provided in an embodiment of the present invention;
FIG. 3 is a schematic diagram of a hydraulic pressure generating device provided in an embodiment of the present invention;
FIG. 4 is a schematic diagram illustrating operation of the four-wheel independent brake device in foundation braking and regenerative braking modes according to an embodiment of the present invention;
FIGS. 5 and 6 are schematic views illustrating the operation of the four-wheel independent brake device in the dynamic braking mode according to the embodiment of the present invention;
fig. 7 is a schematic diagram illustrating the operation of the four-wheel independent brake device provided in the embodiment of the present invention in the standby mode.
Wherein, in fig. 1, the reference numbers: 1', a brake pedal; 2', a hydraulic pressure generating device; 3', an ESP module; 4', a brake pipeline; 5', a left front brake; 6', a right front brake; 7', a left rear brake; 8', a right rear brake;
reference numbers in fig. 2-7: 1. a brake pedal; 2. a brake depth sensor; 3. a brake master cylinder; 4. a foot sensation simulator; 5. an ECU; 6. a hydraulic pressure generating device; 7. a brake actuator; 8. a pressure sensor; 9. an electromagnetic valve; 6a, a right rear hydraulic device; 6b, a left rear hydraulic device; 6c, a right front hydraulic device; 6d, a left front hydraulic device; 7a, a right rear brake; 7b, a left rear brake; 7c, a right front brake; 7d, a left front brake; 8a, a right rear pressure gauge; 8b, a left rear pressure gauge; 8c, a right front pressure gauge; 8d, a left front pressure gauge; 9a, a right front normally open electromagnetic valve; 9b, a left front normally open electromagnetic valve; 9c, a right front normally closed electromagnetic valve; 9d, a left front normally closed electromagnetic valve; 9e, a foot-sensing normally closed electromagnetic valve; 61. a drive motor; 62. a speed reduction mechanism; 63. a master cylinder; 64. a liquid cup; 65. and (5) braking the hard tube.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Example 1
The example provides a four-wheel independent brake device, as shown in fig. 2, which comprises a brake pedal 1, an ECU5 (Electronic Control Unit, Chinese), 4 hydraulic pressure generating devices 6 and 4 brake actuators 7;
the 4 hydraulic pressure generating devices 6 comprise a left front hydraulic device 6d, a right front hydraulic device 6c, a left rear hydraulic device 6b and a right rear hydraulic device 6 a;
the 4 brake actuators 7 comprise a left front brake 7d, a right front brake 7c, a left rear brake 7b and a right rear brake 7 a;
the left front hydraulic device 6d is connected with the left front brake 7d through a pipeline, the right front hydraulic device 6c is connected with the right front brake 7c through a pipeline, the left rear hydraulic device 6b is connected with the left rear brake 7b through a pipeline, and the right rear hydraulic device 6a is connected with the right rear brake 7a through a pipeline.
The ECU5 controls the 4 hydraulic pressure generating devices 6 connected with the ECU according to the collected depth signal of the brake pedal 1 to perform braking control.
Specifically, the four-wheel independent brake device is provided with a brake depth sensor 2, and the brake depth sensor 2 is connected with the brake pedal 1;
the brake depth sensor 2 is connected to the ECU 5. The brake depth sensor 2 is used to detect the stepping depth of the brake pedal 1, so that the ECU5 can make corresponding execution decision according to the pedal depth signal of the brake pedal 1 in combination with the signals collected by other sensors.
In the embodiment, a brake master cylinder 3 is further arranged, and the brake pedal 1 is connected with the brake master cylinder 3; the brake master cylinder 3 is connected with the left front brake 7d and the right front brake 7c through pipelines respectively, or the brake master cylinder 3 is connected with the left rear brake 7a and the right rear brake 7c through pipelines respectively. In this example, the brake master cylinder 3 is specifically explained by connecting the left front brake 7d and the right front brake 7c through a pipe.
Meanwhile, on the piping of the left front hydraulic device 6d and the left front brake 7d, and on the piping of the right front hydraulic device 6c and the right front brake 7 c; and the lines leading out from the master cylinder 3 to the left front brake 7d and the right front brake 7c are controlled by the solenoid valve 9, except for the state of the solenoid valve 9. (alternatively, if the brake master cylinder 3 is connected to the left rear brake 7a and the right rear brake 7c through pipes, the pipes for the left rear hydraulic device 6b and the left rear brake 7b, the pipes for the right rear hydraulic device 6a and the right rear brake 7a, and the pipes leading out from the brake master cylinder 3 to the left rear brake 7b and the right rear brake 7a may be controlled by solenoid valves 9).
The lower side is to arrange normally closed solenoid valves on the pipelines of the left front hydraulic device 6d and the left front brake 7d and the pipelines of the right front hydraulic device 6c and the right front brake 7 c; and the lines leading out to the left front brake 7d and the right front brake 7c from the brake master cylinder 3 are each specifically explained by taking an example in which a normally open solenoid valve is provided for control.
In this example, the pipelines of the left front hydraulic device 6d and the left front brake 7d and the pipelines of the right front hydraulic device 6c and the right front brake 7c are respectively provided with a normally closed electromagnetic valve; specifically, a left front normally closed solenoid valve 9d is arranged on a pipeline of the left front hydraulic device 6d and the left front brake 7 d; a right front normally closed electromagnetic valve 9c is arranged on a pipeline of the right front hydraulic device 6c and the right front brake 7 c. The normally closed solenoid valve is well known to those skilled in the art, and is closed, i.e., open, in a normal state (power-off state) and opened, i.e., conductive, in a power-on state.
Normally open solenoid valves are respectively arranged on pipelines between the left front brake 7d and the right front brake 7c and the brake master cylinder 3; specifically, a left front normally open solenoid valve 9b is arranged on a pipeline between the left front brake 7d and the brake master cylinder 3, and a right front normally open solenoid valve 9a is arranged on a pipeline between the right front brake 7c and the brake master cylinder 3. The normally open solenoid valve is well known to those skilled in the art, and is in contrast to a normally closed solenoid valve, which is in an open state (i.e., closed state) in a normal (de-energized state) and is in a closed state (i.e., open circuit) in an energized state.
As shown in fig. 3, the hydraulic pressure generating device 6 in this example includes a driving motor 61, a speed reducing mechanism 62, a master cylinder 63, a liquid cup 64, and a brake hard tube 65;
the speed reducing mechanism 62 is respectively connected with the driving motor 61 and the master cylinder 63, and transmits the power of the driving motor 61 to the master cylinder 63;
the master cylinder 63 is respectively connected with the liquid cup 64 and the brake hard tube 65; the brake hard tube 65 is connected with the brake actuator 7;
the drive motor 61 is connected to the ECU5 and controlled by the ECU 5. The driving motor 61 pushes the master cylinder 63 to perform pressurization and depressurization through the speed reducing mechanism 62; the hydraulic pressure is then transmitted to the associated brake actuator 7 through the brake pipe 65.
The ECU5 is connected to the 4 hydraulic pressure generation devices 6, the normally open electromagnetic valves, and the normally closed electromagnetic valves. The ECU5 collects signals and calculates and outputs signals according to the collected signals to control the operation of each solenoid valve and the hydraulic pressure generating device 6.
In this example, the four-wheel independent brake device further includes a foot feeling simulator 4, and the foot feeling simulator 4 is connected to the master cylinder 3. The pedal force feedback can be adjusted by adjusting the spring stiffness, and pedal feel adjustment is achieved. Thus, the user experience is better.
A normally closed solenoid valve is arranged between the foot feeling simulator 4 and the brake master cylinder 3; the normally closed electromagnetic valve is connected with the ECU 5. In this example, the normally closed solenoid valve is referred to as a foot-sensing normally closed solenoid valve 9e for the sake of distinction. The foot-sensing normally closed solenoid valve 9e controls the on-off between the foot-sensing simulator 4 and the brake master cylinder 3.
As shown in fig. 2, a pressure sensor 8 is respectively arranged on the pipelines connecting the brake actuator and the hydraulic pressure generating device 6; that is, pressure sensors 8 are respectively arranged on a pipeline connecting the left front hydraulic device 6d with the left front brake 7d, a pipeline connecting the right front hydraulic device 6c with the right front brake 7c, a pipeline connecting the left rear hydraulic device 6b with the left rear brake 7b, and a pipeline connecting the right rear hydraulic device 6a with the right rear brake 7 a; the pressure sensor 8 is connected to the ECU 5. Specifically, the pressure sensors 8 include a left front pressure gauge 8d, a right front pressure gauge 8c, a left rear pressure gauge 8b, and a right rear pressure gauge 8 a; the left front pressure gauge 8d is provided on a pipe connecting the left front brake 7d with the master cylinder 3 and the left front hydraulic device 6 d. The right front pressure gauge 8c is provided on a pipe connecting the right front brake 7c with the master cylinder 3 and the right front hydraulic device 6 c. The left rear pressure gauge 8b is provided on a pipe connecting the left rear brake 7b and the left rear hydraulic device 6 b. The right rear pressure gauge 8a is provided on a pipe connecting the right rear brake 7a and the right rear hydraulic device 6 a.
Preferably, in this embodiment, a pressure sensor 8 (left front pressure gauge 8 d) provided on a line connecting the left front brake 7d to the left front hydraulic device 6d is also provided on a line connecting the left front brake 7d and the master cylinder 3; a pressure sensor 8 (right front pressure gauge 8 c) provided on a pipe connecting the right front hydraulic device 6c with the right front brake 7c is also provided on a pipe connecting the right front brake 7c and the master cylinder 3 at the same time.
Of course, if the master cylinder 3 connects the left rear brake 7b and the right rear brake 7a through pipes, respectively; then, a pressure sensor 8 (left rear pressure gauge 8 b) provided on a pipe of the left rear hydraulic device connecting the left rear brake 7b is also simultaneously placed on a pipe of the left rear brake 7b and the master cylinder 3; a pressure sensor 8 (right rear pressure gauge 8 a) provided on a pipe line connecting the right rear brake 7a to the right rear hydraulic device is also provided on the pipe lines of the right rear brake 7a and the master cylinder 3 at the same time.
The hydraulic pressure distributed to the brake actuator 7 by the hydraulic pressure generating device 6 and the brake master cylinder 3 can be further detected by the pressure sensor 8; to achieve finer closed loop control.
The four-wheel independent brake device further comprises one or more of a wheel speed sensor, a yaw rate sensor and a steering wheel angle sensor which are connected with the ECU 5. The sensor can further realize the functions of auxiliary steering (including functions of Brake Assist (HBA), Hill Hold (HHC), vehicle hold (AVH), anti-lock Brake system (ABS), electronic Brake force distribution (EBD), dynamic stability Control (VDC) and the like), and improves the dynamic stability of the turning of the whole vehicle.
The operation states of the various modes will be further described in detail with reference to the drawings.
As shown in fig. 4, during basic braking, a driver steps on a brake pedal 1, the ECU5 collects pedal depth signals transmitted back by a brake depth sensor 2, controls the two normally open electromagnetic valves to be closed, and opens 3 normally closed electromagnetic valves, as shown by arrows in the figure, the pressure of a brake master cylinder 3 of the ECU is transmitted to a foot feeling simulator 4 to realize brake decoupling, meanwhile, the ECU5 calculates the current braking force demand of the driver, sends the current braking force demand to four independent hydraulic generation devices 6 to execute actions, and 4 pressure sensors 8 feed back the pressure signals to the ECU5 to realize closed-loop pressure control, so that the braking force meeting the demand of the driver is generated. And realizing a basic braking function. Decoupling is well known to those skilled in the art and refers to the process of decoupling, and if the deceleration is not decoupled, i.e., how much deceleration is stepped on by the foot, the motor feedback cannot intervene to recover more energy, so decoupling is needed during braking.
Regenerative braking mode referring also to fig. 4, so-called regenerative braking, also called feedback braking, is a braking technique often used on electric vehicles. When braking, the motor is switched to the generator to run, the rotor of the motor is driven to rotate by the inertia of the vehicle to generate reaction torque, and part of kinetic energy or potential energy is converted into electric energy to be stored or utilized, so that the energy recovery process is realized. Instead of being wasted, the heat is dissipated, so that the regenerative braking force generated by the reverse dragging of the motor is required to be adopted as much as possible in the braking energy recovery control process, and meanwhile, the friction braking force generated by the brake actuator 7 actuated by treading on the pedal to clamp the brake disc is not expected to participate in the braking process, so that the braking system is required to be capable of achieving the decoupling of the friction braking force and the regenerative braking force. During regenerative braking, a driver steps on the brake pedal 1, the ECU5 collects pedal depth signals transmitted back by the brake depth sensor 2, the two normally open electromagnetic valves are controlled to be closed, the 3 normally closed electromagnetic valves are opened, as shown by arrows in the figure, the pressure of the brake master cylinder 3 is transmitted to the foot feeling simulator 4 to realize brake decoupling, meanwhile, the ECU5 calculates the current braking force demand of the driver, according to the current brake feedback force, hydraulic pressure required to be executed is calculated and sent to the four independent hydraulic generation devices 6 to execute actions, the total braking force required by the driver is guaranteed to be unchanged, and then the braking force required by the driver is generated. The regenerative braking function is realized.
When the vehicle is in dynamic braking, if the vehicle is in a turning braking condition, taking left-turning braking as an example, as shown in fig. 5, a driver steps on the brake pedal 1, the ECU5 controls 2 normally open electromagnetic valves to close, 3 normally closed electromagnetic valves to open, as shown by an arrow in the figure, the pressure of the brake master cylinder 3 is transmitted to the foot feeling simulator 4 to realize brake decoupling, and meanwhile, the ECU5 calculates a unilateral braking force increasing demand according to a pedal depth signal, a pedal angle signal, a current vehicle speed signal and the like transmitted by the brake depth sensor 2, and transmits the unilateral braking force increasing demand to the two hydraulic generation devices 6 on the left side (namely, the front left hydraulic device 6d and the rear left hydraulic device 6 b) to perform pressurization action. When a driver lifts the brake pedal 1, as shown in fig. 6, the ECU5 controls 2 normally open solenoid valves to be closed and 3 normally closed solenoid valves to be opened, as shown by arrows in the figure, the pressure of the brake master cylinder 3 is transmitted to the foot feeling simulator 4 to realize brake decoupling, meanwhile, the ECU5 calculates the unilateral braking force reduction demand according to the pedal depth signal, the steering wheel angle signal, the current vehicle speed signal and the like, and sends the unilateral braking force reduction demand to the two left hydraulic generation devices 6 (namely, the front left hydraulic device 6d and the rear left hydraulic device 6 b) to execute pressure reduction action, so as to realize dynamic auxiliary turning brake control. When the brake pedal 1 returns to the initial position, each solenoid valve is de-energized and returns to the initial state.
During the braking of the standby mode, as shown in fig. 7, at this time, when the circuit of the whole vehicle breaks down, the device is in the power-off mode, 2 normally-open electromagnetic valves are in the normally-open state, and 3 normally-closed electromagnetic valves are in the normally-closed state. The driver steps on the brake pedal 1 to push the brake master cylinder 3 to build pressure, and the pressure is transmitted to the left front brake 7d and the right front brake 7c, so that the brake in the standby mode is realized.
In summary, the present application can realize switching between various modes without a complicated ESP module, and can realize a basic braking function through the master cylinder 3 even when a circuit is failed and the power is off, thereby preventing a no-braking condition.
The four-wheel independent brake device disclosed by the embodiment adopts a mode that each brake actuator 7 is distributed with an independent hydraulic pressure generating device 6 for control, and replaces a mode that a traditional hydraulic pressure generating device 6 and a complicated ESP module are added to control each brake actuator 7. Thus, 4-round real-time independent pressure control can be realized through a relatively simpler structure.
By adding the master cylinder 3 and the solenoid valves, the switching of the solenoid valves by the ECU5 is controlled, and the switching of various brake modes can be realized. The system can realize normal braking modes (basic braking, regenerative braking and the like), dynamic braking modes and the like; 0-100% brake decoupling can be realized; when the whole vehicle circuit breaks down, a driver steps on a brake pedal to push the brake master cylinder 3 to build pressure, and the pressure is transmitted to the left front brake 7d and the right front brake 7c (or transmitted to the left rear brake 7b and the right rear brake 7a), so that emergency braking in a standby mode is realized, and braking force can be generated when the system fails. Meanwhile, when the vehicle is in dynamic turning braking and other conditions, the auxiliary steering function can be realized by combining the wheel speed sensor, the yaw rate sensor, the steering wheel corner sensor and the like, and the dynamic stability of the turning of the whole vehicle is improved.
Example 2
This example provides an automobile including the four-wheel independent brake apparatus provided in embodiment 1 above. Since the vehicle disclosed in this embodiment does not require any modification of the structure or system other than the four-wheel independent brake device, which has been specifically explained in embodiment 1, detailed description thereof is omitted.
In the automobile disclosed in the embodiment, because the four-wheel independent brake device is disclosed, a mode that each brake actuator 7 is distributed with an independent hydraulic pressure generating device 6 for control is adopted, and a mode that the traditional hydraulic pressure generating device 6 and a complicated ESP module are added to control each brake actuator 7 is replaced. Thus, 4-round real-time independent pressure control can be realized through a relatively simpler structure.
By adding a master cylinder and an electromagnetic valve, the switching of various brake modes can be realized by controlling the switching of the electromagnetic valves by the ECU 5. The system can realize normal braking modes (basic braking, regenerative braking and the like), dynamic braking modes and the like; 0-100% brake decoupling can be realized; when the whole vehicle circuit breaks down, a driver steps on a brake pedal to push the brake master cylinder 3 to build pressure, and the pressure is transmitted to the left front brake 7d and the right front brake 7c (or transmitted to the left rear brake 7b and the right rear brake 7a), so that emergency braking in a standby mode is realized, and braking force can be generated when the system fails. When the whole vehicle circuit has a fault, a driver can step on the brake pedal 1 to push the brake master cylinder 3 to build pressure, and the pressure is transmitted to the left front brake 7d and the right front brake 7c (or transmitted to the left rear brake 7b and the right rear brake 7a), so that emergency braking in a standby mode is realized, and braking force can be generated when the system fails. Meanwhile, when the vehicle is in dynamic turning braking and other conditions, the auxiliary steering function can be realized by combining the wheel speed sensor, the yaw rate sensor, the steering wheel corner sensor and the like, and the dynamic stability of turning of the whole vehicle is improved.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (10)
1. A four-wheel independent brake device is characterized by comprising a brake pedal, an ECU, 4 hydraulic pressure generating devices and 4 brake actuators;
the 4 hydraulic generating devices are respectively a left front hydraulic device, a right front hydraulic device, a left rear hydraulic device and a right rear hydraulic device;
the 4 brake actuators are respectively a left front brake, a right front brake, a left rear brake and a right rear brake;
the left front hydraulic device is connected with the left front brake, the right front hydraulic device is connected with the right front brake, the left rear hydraulic device is connected with the left rear brake, and the right rear hydraulic device is connected with the right rear brake;
the ECU controls the 4 hydraulic generation devices connected with the ECU to perform braking control according to the collected depth signal of the brake pedal;
the brake pedal is connected with a brake master cylinder, and the brake master cylinder is respectively connected with the left front brake and the right front brake through pipelines; normally open solenoid valves are respectively arranged on pipelines between the left front brake and the right front brake and the brake master cylinder;
the pipelines of the left front hydraulic device and the left front brake and the pipelines of the right front hydraulic device and the right front brake are respectively provided with a normally closed electromagnetic valve;
the normally open electromagnetic valve and the normally closed electromagnetic valve are connected to the ECU;
or the brake pedal is connected with a brake master cylinder, and the brake master cylinder is respectively connected with the left rear brake and the right rear brake through pipelines; normally open solenoid valves are respectively arranged on pipelines between the left rear brake and the brake master cylinder and between the right rear brake and the brake master cylinder;
normally closed solenoid valves are respectively arranged on pipelines of the left rear hydraulic device and the left rear brake and pipelines of the right rear hydraulic device and the right rear brake;
the normally open solenoid valve and the normally closed solenoid valve are connected to the ECU.
2. The four-wheel independent brake system according to claim 1, further comprising a foot feel simulator connected to the master cylinder.
3. The four-wheel independent brake device according to claim 2, wherein a normally closed solenoid valve is provided between the foot feel simulator and the brake master cylinder; the normally closed electromagnetic valve is connected with the ECU.
4. The four-wheel independent brake device according to claim 1, wherein the hydraulic pressure generating device comprises a drive motor, a speed reducing mechanism, a master cylinder, a liquid cup and a brake hard pipe;
the speed reducing mechanism is respectively connected with the driving motor and the master cylinder and is used for transmitting the power of the driving motor to the master cylinder;
the master cylinder is respectively connected with the liquid cup and the brake hard tube; the brake hard tube is connected with the brake actuator;
the driving motor is connected with the ECU and is controlled by the ECU.
5. A four-wheel independent brake device according to claim 1, wherein pressure sensors are respectively arranged on a pipeline connecting the left front hydraulic device with the left front brake, a pipeline connecting the right front hydraulic device with the right front brake, a pipeline connecting the left rear hydraulic device with the left rear brake, and a pipeline connecting the right rear hydraulic device with the right rear brake, and the pressure sensors are connected with the ECU.
6. The four-wheel independent brake device according to claim 1, wherein pressure sensors are respectively arranged on a pipeline for connecting the left front hydraulic device with the left front brake, a pipeline for connecting the right front hydraulic device with the right front brake, a pipeline for connecting the left rear hydraulic device with the left rear brake, and a pipeline for connecting the right rear hydraulic device with the right rear brake, and the pressure sensors are connected with the ECU;
the pressure sensor is arranged on a pipeline of the left front hydraulic device connected with the left front brake and is also arranged on the pipelines of the left front brake and the brake master cylinder; and the pressure sensor is arranged on a pipeline of the right front hydraulic device connected with the right front brake and is also arranged on the pipelines of the right front brake and the brake master cylinder at the same time.
7. A four-wheel independent brake device according to claim 1, wherein pressure sensors are respectively arranged on a pipeline for connecting the left front hydraulic device with the left front brake, a pipeline for connecting the right front hydraulic device with the right front brake, a pipeline for connecting the left rear hydraulic device with the left rear brake, and a pipeline for connecting the right rear hydraulic device with the right rear brake; the pressure sensor is connected with the ECU;
the pressure sensor is arranged on a pipeline of the left rear hydraulic device connected with the left rear brake and is also arranged on the pipelines of the left rear brake and the brake master cylinder; and the pressure sensor arranged on a pipeline of the right rear hydraulic device connected with the right rear brake is also arranged on the pipelines of the right rear brake and the brake master cylinder at the same time.
8. The four-wheel independent brake system according to claim 1, further comprising a brake depth sensor connected to the brake pedal;
the brake depth sensor is connected with the ECU.
9. The four-wheel independent brake device according to claim 1, further comprising one or more of a wheel speed sensor, a yaw rate sensor, and a steering wheel angle sensor connected to the ECU.
10. A vehicle comprising the four-wheel independent brake device according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711130645.7A CN109774692B (en) | 2017-11-15 | 2017-11-15 | Four-wheel independent braking device and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711130645.7A CN109774692B (en) | 2017-11-15 | 2017-11-15 | Four-wheel independent braking device and automobile |
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| Publication Number | Publication Date |
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| CN109774692A CN109774692A (en) | 2019-05-21 |
| CN109774692B true CN109774692B (en) | 2020-09-15 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201711130645.7A Active CN109774692B (en) | 2017-11-15 | 2017-11-15 | Four-wheel independent braking device and automobile |
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Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110525409A (en) * | 2019-08-15 | 2019-12-03 | 芜湖伯特利汽车安全系统股份有限公司 | The redundancy service braking system of vehicle |
| CN112849105B (en) * | 2019-11-27 | 2023-07-11 | 比亚迪股份有限公司 | Vehicle braking system, control method and vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| DE602004003852T2 (en) * | 2003-04-24 | 2007-08-30 | Nissan Motor Co., Ltd., Yokohama | vehicle brake system |
| CN2815799Y (en) * | 2005-08-04 | 2006-09-13 | 力帆实业(集团)有限公司 | Four-wheel brake dual-circuit hydraulic brake device |
| CN102582605A (en) * | 2012-03-27 | 2012-07-18 | 清华大学 | Automotive distributed electronic hydraulic braking system with pressure retaining valves |
| DE102014225954A1 (en) * | 2014-12-16 | 2016-06-16 | Continental Teves Ag & Co. Ohg | Brake control device and brake system |
| CN104943672A (en) * | 2015-06-16 | 2015-09-30 | 吉林大学 | Hydraulic brake system and method with double hydraulic cylinder four-wheel failure backup |
| CN106314404B (en) * | 2016-06-14 | 2019-12-13 | 芜湖伯特利汽车安全系统股份有限公司 | brake-by-wire system with oil pressure boosting and control method thereof |
| CN106828468B (en) * | 2017-04-01 | 2017-12-19 | 吉林大学 | Brake two-chamber pair master cylinder bi-motor line traffic control brake fluid system |
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