CN111071229A - Air-assisted hydraulic braking system and new energy automobile - Google Patents
Air-assisted hydraulic braking system and new energy automobile Download PDFInfo
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- CN111071229A CN111071229A CN201911419537.0A CN201911419537A CN111071229A CN 111071229 A CN111071229 A CN 111071229A CN 201911419537 A CN201911419537 A CN 201911419537A CN 111071229 A CN111071229 A CN 111071229A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention relates to the technical field of automobiles and discloses an air-assisted hydraulic braking system and a new energy automobile. The hydraulic braking device comprises a front shaft braking mechanism and a rear shaft braking mechanism; the air booster device is respectively communicated with the front axle brake mechanism and the rear axle brake mechanism through air pressure pipelines so as to respectively provide air pressure driving force for hydraulic braking of the front axle brake mechanism and the rear axle brake mechanism; the motor braking device is used for braking the automobile by the motor; the electric control device is respectively electrically connected with the air power assisting device and the motor braking device, so that the air pressure driving force of the air power assisting device respectively acting on the front axle braking mechanism and the rear axle braking mechanism can be regulated, and the braking force of the motor braking device can also be regulated. Its advantage does: the automobile brake can be realized by cooperatively controlling the gas power assisting device and the motor brake device, the energy recovery efficiency and the endurance mileage are improved, and the automobile brake is suitable for new energy automobiles with more than 3.5 tons.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to an air-assisted hydraulic braking system and a new energy automobile.
Background
At the present stage, the electronic control booster of bosch and ericsson is only suitable for vehicles with the total weight of less than 3.5 tons, and the hydraulic brake system of the new energy automobile is limited by the part resources and can only be suitable for the new energy automobile with the total weight of less than 3.5 tons. For a hydraulic braking new energy automobile with the total weight of more than 3.5 tons, a parallel braking energy recovery strategy is almost adopted, and the braking energy recovery efficiency of the strategy is low. With the continuous improvement of the demand of the urban logistics company on the endurance mileage of the hydraulically-braked new energy automobile, the realization of efficient energy recovery becomes a problem to be solved urgently.
Therefore, it is highly desirable to provide a pneumatic-assisted hydraulic brake system and a new energy automobile, which can improve the energy recovery efficiency of the new energy automobile with a total weight of more than 3.5 tons, and further improve the endurance mileage.
Disclosure of Invention
The invention aims to provide an air-assisted hydraulic braking system which can improve the energy recovery efficiency of a new energy automobile with the total weight of more than 3.5 tons and further improve the endurance mileage.
The invention adopts the following technical scheme to achieve the purpose:
a gas-assisted hydraulic brake system comprising:
the hydraulic braking device comprises a front shaft braking mechanism for hydraulically braking a front shaft of the automobile and a rear shaft braking mechanism for hydraulically braking a rear shaft of the automobile;
the air power assisting device is respectively communicated with the front axle braking mechanism and the rear axle braking mechanism through air pressure pipelines and is used for respectively providing air pressure driving force for hydraulic braking of the front axle braking mechanism and the rear axle braking mechanism;
the motor braking device is used for braking the automobile by the motor;
and the electric control device is respectively electrically connected with the air power assisting device and the motor braking device, can regulate and control the air power assisting device to respectively act on the air pressure driving force of the front axle braking mechanism and the air pressure driving force of the rear axle braking mechanism, and can regulate and control the braking force of the motor braking device so as to realize braking energy recovery.
Optionally, the gas assist device comprises:
the electric air compressor comprises an electric air compressor, an air storage cylinder, an electric control brake valve, a front axle bridge control module and a rear axle bridge control module, wherein the electric control brake valve, the front axle bridge control module and the rear axle bridge control module are respectively and electrically connected with the electric control device, the electric control brake valve is provided with a front axle brake control channel and a rear axle brake control channel which are mutually independent, the electric control brake valve is also provided with a brake pedal for actively controlling the opening degrees of the front axle brake control channel and the rear axle brake control channel, the air storage cylinder comprises a first air chamber and a second air chamber which are mutually independent,
the air outlet of the electric air compressor is respectively communicated with the air inlet of the first air chamber and the air inlet of the second air chamber, the air outlet of the first air chamber is communicated with the first air inlet formed in the front axle brake control passage, the first air outlet formed in the front axle brake control passage is communicated with the air inlet formed in the front axle bridge control module, and the air outlet formed in the front axle bridge control module is communicated with the front axle brake mechanism through an air pressure pipeline; and the air outlet formed in the second air chamber is communicated with a second air inlet formed in the rear axle brake control passage, the second air outlet formed in the rear axle brake control passage is communicated with the air inlet formed in the rear axle bridge control module, and the air outlet formed in the rear axle bridge control module is communicated with the rear axle brake mechanism through an air pressure pipeline.
Optionally, the front axle bridge control module includes a first air pressure sensor, the first air pressure sensor is disposed at an air outlet formed on the front axle bridge control module, and the first air pressure sensor is electrically connected to the electric control device;
the rear axle bridge control module comprises a second air pressure sensor, the second air pressure sensor is arranged at an air outlet formed in the rear axle bridge control module, and the second air pressure sensor is electrically connected with the electric control device.
Optionally, the front axle bridge control module is further provided with a first bypass air inlet communicated with an air outlet formed in the front axle bridge control module, the first bypass air inlet is communicated with the air outlet formed in the first air chamber through an air pressure pipeline, and the electric control device is configured to be capable of electrically controlling and adjusting the opening degree of the first bypass air inlet;
the rear axle bridge control module is also provided with a second bypass air inlet communicated with an air outlet formed in the rear axle bridge control module, the second bypass air inlet is communicated with an air outlet formed in the second air chamber through an air pressure pipeline, and the electric control device is configured to be capable of electrically controlling and adjusting the opening degree of the second bypass air inlet.
Optionally, the pneumatic booster further comprises:
the electric control air processing unit is provided with a first air processing passage connected in series between the electric air compressor and the first air chamber, and the electric control air processing unit is also provided with a second air processing passage connected in series between the electric air compressor and the second air chamber.
Optionally, the hydraulic brake device further comprises a reservoir, the front axle brake mechanism comprises a front air booster belt master cylinder assembly and a front axle brake component for front axle braking, and the rear axle brake mechanism comprises a rear air booster belt master cylinder assembly and a rear axle brake component for rear axle braking, wherein,
the front air booster with the main cylinder assembly comprises a first hydraulic chamber and a first air pressure chamber which are mutually isolated through a piston, the first air pressure chamber is used for providing air pressure driving force for the first hydraulic chamber, an air inlet formed in the first air pressure chamber is communicated with an air outlet formed in the front axle bridge control module, a liquid outlet formed in the liquid storage device is communicated with a liquid inlet formed in the first hydraulic chamber, and a liquid outlet formed in the first hydraulic chamber is communicated with the front axle brake assembly through a hydraulic pipeline;
the rear air booster with the main cylinder assembly comprises a second hydraulic chamber and a second air pressure chamber which are mutually isolated through a piston, the second air pressure chamber is used for providing air pressure driving force for the second hydraulic chamber, an air inlet formed in the second air pressure chamber is communicated with an air outlet formed in the rear axle bridge control module, a liquid outlet formed in the liquid storage device is communicated with a liquid inlet formed in the second hydraulic chamber, and the liquid outlet formed in the second hydraulic chamber is communicated with the rear axle brake assembly through a hydraulic pipeline.
Optionally, a first ABS solenoid valve is connected in series between a liquid outlet formed on the first hydraulic chamber and the front axle brake assembly; and a second ABS electromagnetic valve is connected in series between a liquid outlet formed in the second hydraulic chamber and the rear axle brake assembly, and the first ABS electromagnetic valve and the second ABS electromagnetic valve are respectively and electrically connected with the electric control device.
Optionally, a first hydraulic sensor is arranged on a hydraulic pipeline of the first ABS solenoid valve, which is communicated with the first hydraulic chamber, and the first hydraulic sensor is electrically connected with the electric control device;
and a second hydraulic sensor is arranged on a hydraulic pipeline communicated with the second hydraulic chamber of the second ABS solenoid valve, and the second hydraulic sensor is electrically connected with the electric control device.
Optionally, the electric control device comprises:
the controller is electrically connected with the air power assisting device and the motor braking device;
and the vehicle speed detection mechanism is electrically connected with the controller and is used for detecting the rotating speeds of the front wheel and the rear wheel of the automobile.
The invention also aims to provide a new energy automobile, wherein the air-assisted hydraulic braking system can improve the energy recovery efficiency of the new energy automobile with the total weight of more than 3.5 tons, so as to improve the endurance mileage.
The invention adopts the following technical scheme to achieve the purpose:
a new energy automobile comprises the air-assisted hydraulic brake system.
The invention has the beneficial effects that:
compared with a parallel energy recovery strategy commonly adopted by a hydraulic braking energy recovery system of a new energy automobile with the total weight of more than 3.5 tons in the prior art, the electric control device can cooperatively control the air power assisting device and the motor braking device to realize automobile braking. Under the condition of meeting energy recovery, firstly, the motor braking device is used for braking so as to recover braking energy, when the motor braking device cannot meet the braking requirement of a vehicle, the air power assisting device is used for providing air pressure driving force to drive the front shaft braking mechanism and the rear shaft braking mechanism to perform hydraulic braking respectively, and further the efficiency of recovering the braking energy and the vehicle endurance mileage can be effectively improved, the problem that a new energy automobile with the total weight of more than 3.5 tons in the prior art can only adopt a hydraulic braking system of a parallel type energy recovery strategy with low braking energy recovery efficiency due to the limitation of part resources is solved, and the hydraulic braking system is suitable for new energy automobiles with the total weight of more than 3.5 tons.
Drawings
FIG. 1 is a control schematic of a pneumatic-assisted hydraulic brake system provided by the present invention;
fig. 2 is a schematic structural diagram of an electrically controlled brake valve provided by the invention.
In the figure:
100-air booster device; 101-an electric air compressor; 102-an electronically controlled air handling unit; 103-a second gas chamber; 104-a first gas chamber; 105-an electrically controlled brake valve; 1051-a first air inlet; 1052-a first air outlet; 1053-a second air inlet; 1054-second outlet; 106-rear axle bridge control module; 107-a second barometric pressure sensor; 108-front axle bridge control module; 109-a first air pressure sensor; 110-a first air chamber sensor; 111-a second gas cell sensor; 112-vehicle dashboard and voice alarm unit;
200-hydraulic braking means; 201-a reservoir; 202-front air booster with master cylinder assembly; 203-rear air booster with master cylinder assembly; 204-integral ABS solenoid valve; 205-a first hydraulic pressure sensor; 206-a second hydraulic sensor; 207-a first front wheel brake assembly; 208-a second front wheel brake assembly; 209-a first rear wheel brake assembly; 210-a second rear wheel brake assembly;
300-motor braking means;
400-an electronic control device; 401-vehicle CAN bus; 402-a first front wheel speed detection assembly; 403-a second front wheel speed detection assembly; 404-first rear wheel speed detection assembly; 405-a second rear wheel speed detection assembly; 406-a brake controller; 407-hydraulic ABS controller.
Detailed Description
In order to make the technical problems solved, the technical solutions adopted and the technical effects achieved by the present invention clearer, the technical solutions of the present invention are further described below by way of specific embodiments with reference to the accompanying drawings.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "left", "right", and the like are used based on the orientations and positional relationships shown in the drawings only for convenience of description and simplification of operation, and do not indicate or imply that the referred device or element must have a specific orientation, be configured and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.
As shown in fig. 1, the pneumatic-assisted hydraulic brake system provided in this embodiment is mainly applied to new energy vehicles with a total weight of more than 3.5 tons. The air-assisted hydraulic brake system mainly comprises an air-assisted device 100, a hydraulic brake device 200, a motor brake device 300 and an electric control device 400. The hydraulic brake device 200 includes a front axle brake mechanism for hydraulically braking a front axle of the vehicle and a rear axle brake mechanism for hydraulically braking a rear axle of the vehicle. The air power assisting device 100 is respectively communicated with the front axle braking mechanism and the rear axle braking mechanism through air pressure pipelines, and the air power assisting device 100 is used for respectively providing air pressure driving force for hydraulic braking of the front axle braking mechanism and the rear axle braking mechanism. The motor brake device 300 is used for motor braking of a vehicle. The electric control device 400 is electrically connected to the air-assisted device 100 and the motor braking device 300, respectively, the electric control device 400 can regulate and control the air pressure driving force of the air-assisted device 100 acting on the front axle braking mechanism and the rear axle braking mechanism, respectively, and the electric control device 400 can also regulate and control the braking force of the motor braking device 300, so as to realize the recovery of the braking energy. In this embodiment, the motor braking device 300 can provide a motor braking torque for the rear axle of the vehicle, so as to realize motor braking.
The air-assisted hydraulic brake system of the present embodiment achieves cooperative and independent control of the air-assisted device 100 and the motor brake device 300 by the electric control device 400. The electric control device 400 can control the air power assisting device 100 to respectively provide corresponding air pressure driving force for a front axle braking mechanism and a rear axle braking mechanism of the hydraulic braking device 200 according to actual braking requirements, so that hydraulic braking of a front wheel of a front axle braking mechanism and a rear wheel of a rear axle braking mechanism of a hydraulic braking automobile is realized; meanwhile, the electric control device 400 can also synchronously and independently control the motor braking device 300 to brake, thereby realizing energy recovery.
Compared with a parallel energy recovery strategy commonly adopted by a hydraulic braking energy recovery system of a new energy automobile with the total weight of more than 3.5 tons in the prior art, the air-assisted hydraulic braking system of the embodiment can realize automobile braking and braking energy recovery by cooperatively and synchronously controlling the air-assisted device 100 and the motor braking device 300 through the electric control device 400. Under the condition of meeting the energy recovery, the motor brake device 300 can be firstly used for carrying out motor brake so as to realize the energy recovery, and when the brake force of the motor brake device can not meet the brake requirement of the vehicle, under the control of the electric control device 400, the air power assisting device 100 is matched to drive the front axle brake mechanism and the rear axle brake mechanism to respectively carry out hydraulic brake so as to meet the brake requirement, so that the brake energy recovery efficiency of the vehicle can be effectively improved, and the cruising mileage of the vehicle can be improved; the problem that a new energy automobile with the total weight larger than 3.5 tons only can adopt a hydraulic braking system with a parallel type energy recovery strategy with low energy recovery efficiency due to limitation of part resources in the prior art is solved, and the air-assisted hydraulic braking system is suitable for the new energy automobile with the total weight larger than 3.5 tons.
Specifically, as shown in fig. 1-2, the air power assisting device 100 includes an electric air compressor 101, an air reservoir, and an electrically controlled valve 105, a front axle bridge control module 108, and a rear axle bridge control module 106 electrically connected to an electric control device 400, respectively. The electrically controlled valve 105 is provided with a front axle brake control passage and a rear axle brake control passage which are mutually independent, the electrically controlled valve 105 is also provided with a brake pedal 1055 for actively stepping on and controlling the opening degrees of the front axle brake control passage and the rear axle brake control passage, and the air cylinder comprises a first air chamber 104 and a second air chamber 103 which are mutually independent. The air cylinder is further provided with a first air chamber sensor 110 for detecting the air pressure of the first air chamber 104 and a second air chamber sensor 111 for detecting the air pressure of the second air chamber 103. In addition, the air-assisted hydraulic brake system also includes a vehicle instrument panel and voice alarm unit 112. The second air chamber sensor 111 and the first air chamber sensor 110 are respectively and electrically connected with a vehicle instrument panel and a voice alarm unit 112, and further transmit the air pressure value electric signals to the vehicle instrument panel and the voice alarm unit 112 respectively for alarming when the air pressure value is too low.
As shown in fig. 1, in this embodiment, an air outlet of the electric air compressor 101 is respectively communicated with an air inlet of the first air chamber 104 and an air inlet of the second air chamber 103, the electric air compressor 101 is configured to provide high-pressure air, an air outlet of the first air chamber 104 is communicated with a first air inlet 1051 of the front axle brake control passage, a first air outlet 1052 formed on the front axle brake control passage is communicated with an air inlet formed on the front axle bridge control module 108, and an air outlet formed on the front axle bridge control module 108 is communicated with the front axle brake mechanism through an air pressure pipeline. An air outlet formed in the second air chamber 103 is communicated with a second air inlet 1053 formed in the rear axle brake control passage, a second air outlet 1054 formed in the rear axle brake control passage is communicated with an air inlet formed in the rear axle bridge control module 106, and an air outlet formed in the rear axle bridge control module 106 is communicated with a rear axle brake mechanism through an air pressure pipeline.
In the present embodiment, active hydraulic braking can be performed by depressing the brake pedal 1055. After the brake pedal 1055 is stepped, the front axle brake control channel and the rear axle brake control channel are respectively in corresponding different opening degree states according to different stepping strokes; meanwhile, a brake displacement sensor provided in the electrically controlled valve 105 can feed back a stepping brake signal to the electric control device 400. Under the condition that hydraulic braking is required, the electronic control device 400 can respectively control the opening degree of the air inlet communicated with the second air outlet 1054 and the opening degree of the air inlet communicated with the first air outlet 1052 and formed in the rear axle control module 106 and the front axle control module 108 according to braking requirements, so as to provide corresponding air pressure driving force for the front axle braking mechanism and the rear axle braking mechanism.
With respect to the hydraulic brake device 200, specifically, as shown in fig. 2, the hydraulic brake device 200 further includes a reservoir 201, and the front axle brake mechanism includes a front air booster band master cylinder assembly 202 and a front axle brake assembly for front axle braking, which includes a first front wheel brake assembly 207 and a second front wheel brake assembly 208 that are in communication with the front air booster band master cylinder assembly 202 through hydraulic lines. The front air booster with the main cylinder assembly 202 comprises a first hydraulic chamber and a first air pressure chamber which are isolated from each other through a piston, the first air pressure chamber is used for providing air pressure driving force for the first hydraulic chamber, an air inlet formed in the first air pressure chamber is communicated with an air outlet formed in the front axle bridge control module 108, a liquid outlet formed in the liquid reservoir 201 is communicated with a liquid inlet formed in the first hydraulic chamber, and a liquid outlet formed in the first hydraulic chamber is communicated with the front axle brake assembly through a hydraulic pipeline. The rear axle brake mechanism comprises a rear air booster belt main cylinder assembly 203 and a rear axle brake assembly for braking the rear axle, wherein the rear axle brake assembly comprises a first rear wheel brake assembly 209 and a second rear wheel brake assembly 210 which are communicated with the rear air booster belt main cylinder assembly 203 through a hydraulic pipeline. The rear air booster with the main cylinder assembly 203 comprises a second hydraulic chamber and a second hydraulic chamber which are isolated from each other through a piston, the second hydraulic chamber is used for providing air pressure driving force for the second hydraulic chamber, an air inlet formed in the second hydraulic chamber is communicated with an air outlet formed in the rear axle bridge control module 106, a liquid outlet formed in the liquid storage device 201 is communicated with a liquid inlet formed in the second hydraulic chamber, and the liquid outlet formed in the second hydraulic chamber is communicated with the rear axle brake assembly through a hydraulic pipeline. The front air booster belt master cylinder assembly 202 and the rear air booster belt master cylinder assembly 203 in the embodiment both adopt an air-cap liquid air booster pump using the utility model patent CN 204472779U.
In addition, in order to avoid the locking problem during the hydraulic braking process, as shown in fig. 1, a first ABS solenoid valve is connected in series between the liquid outlet of the first hydraulic chamber of the front air booster belt master cylinder assembly 202 and the front axle brake assembly. A second ABS electromagnetic valve is connected in series between a liquid outlet of a second hydraulic chamber of the rear air booster with the main cylinder assembly 203 and the rear axle brake assembly, and the first ABS electromagnetic valve and the second ABS electromagnetic valve are electrically connected with the electric control device 400, so that the locking problem in the hydraulic braking process is avoided. In the present exemplary embodiment, the first ABS solenoid valve and the second ABS solenoid valve are designed as an integrated ABS solenoid valve 204. In other embodiments, the device can be designed separately and independently, and can also achieve the same effect.
In order to accurately monitor the hydraulic braking force of the front axle brake assembly and the hydraulic braking force of the rear axle brake assembly, as shown in fig. 1, a first hydraulic sensor 205 is arranged on a hydraulic pipeline connecting the integrated ABS solenoid valve 204 and the first hydraulic chamber, and the first hydraulic sensor 205 is electrically connected to the electric control device 400, so as to accurately monitor the hydraulic braking force of the front axle brake assembly. The second hydraulic sensor 206 is arranged on a hydraulic pipeline through which the integrated ABS electromagnetic valve 204 is communicated with the second hydraulic chamber, and the second hydraulic sensor 206 is electrically connected with the electric control device 400, so that the hydraulic braking force of the rear axle brake assembly can be accurately monitored.
In addition, in order to accurately monitor the air pressure values at the air outlet of the front axle bridge control module 108 and the air outlet of the rear axle bridge control module 106 in real time, the electronic control device 400 controls the air pressure values in the first air pressure chamber of the front air pressure booster belt main cylinder assembly 202 and the second air pressure chamber of the rear air pressure booster belt main cylinder assembly 203 in real time. In this embodiment, the front axle bridge control module 108 includes a first air pressure sensor 109, the first air pressure sensor 109 is disposed at an air outlet formed on the front axle bridge control module 108, and the first air pressure sensor 109 is electrically connected to the electric control device 400, so as to accurately monitor an air pressure value at the air outlet formed on the front axle bridge control module 108 in real time; rear axle bridge accuse module 106 includes second baroceptor 107, and second baroceptor 107 sets up in the gas outlet department of seting up on rear axle bridge accuse module 106, and second baroceptor 107 is connected with electrically controlled device 400 electricity, and then realizes the real-time accurate control to the atmospheric pressure value of the gas outlet department of seting up on rear axle bridge accuse module 106.
In order to realize that the driver does not need to actively step on the brake pedal 1055 when special conditions such as an emergency occur in a state that the electric control device 400 can operate, the automobile can realize automatic hydraulic braking under the control of the electric control device 400, and further can be matched with vehicle braking control suitable for unmanned driving. As shown in fig. 1, the front axle bridge control module 108 is further provided with a first bypass air inlet (not shown) communicated with an air outlet provided on the front axle bridge control module 108, the first bypass air inlet is communicated with the air outlet provided on the first air chamber 104 through an air pressure pipeline, and the electronic control device 400 can electrically control and adjust the opening degree of the first bypass air inlet. The rear axle bridge control module 106 is further provided with a second bypass air inlet communicated with the air outlet of the rear axle bridge control module 106, the second bypass air inlet is communicated with the air outlet formed in the second air chamber 103 through an air pressure pipeline, and the electric control device 400 can electrically control and adjust the opening degree of the second bypass air inlet. In this embodiment, the front axle bridge control module 108 and the rear axle bridge control module 106 adopt the existing channel pressure control module, which respectively implements control of the opening degree of the air inlet communicated with the first air outlet 1052 and formed on the front axle bridge control module 108, the first bypass air inlet communicated with the air outlet of the first air chamber 104 and formed on the front axle bridge control module 108, the air inlet communicated with the second air outlet 1054 and formed on the rear axle bridge control module 106, and the second bypass air inlet communicated with the air outlet of the second air chamber 103 and formed on the rear axle bridge control module 106 through the electric control device 400, it should be noted that, under the condition that the electric control device 400 does not give an opening signal, the first bypass air inlet of the front axle bridge control module 108 and the second bypass air inlet of the rear axle bridge control module 106 are normally closed, and the air inlet 1052 and the air outlet used for communicating the first air outlet and the air outlet used for communicating the second air inlet 1054 and formed on the front axle bridge control module 108 and the rear axle bridge control module 106 are normally closed Normally open setting. Specifically, the electronic control device 400 controls a first bypass air inlet of the front axle bridge control module 108 to be communicated with an air outlet formed in the front axle bridge control module 108, so as to directly provide braking air pressure driving force for the front air pressure booster belt main cylinder assembly 202; meanwhile, a second bypass air inlet of the rear axle bridging control module 106 can be controlled to be communicated with an air outlet formed in the rear axle bridging control module 106, so that a braking air pressure driving force is directly provided for the rear air pressure booster with the main cylinder assembly 203, and hydraulic braking of the front axle and the rear axle is realized. Further, the pneumatic-assisted hydraulic brake system can realize the stepping brake control by stepping the brake pedal 1055, and can also realize the active brake control in the unmanned or emergency state by the electric signal control of the electric control device 400, which is not described in detail.
In order to ensure the cleanness and dryness of the high-pressure gas in the air-assisted hydraulic braking system, as shown in fig. 1, the air-assisted device 100 further includes an electric control air processing unit 102, a first air processing passage connected in series between the electric air compressor 101 and the first air chamber 104 is provided on the electric control air processing unit 102, and a second air processing passage connected in series between the electric air compressor 101 and the second air chamber 103 is provided on the electric control air processing unit 102, so as to clean and dry the gas.
As shown in fig. 1-2, the whole pneumatic-assisted hydraulic brake system triggers a brake displacement sensor arranged in the electric control valve 105 by stepping on a brake pedal 1055, so that a stepping brake signal can be fed back to the electric control device 400, and the electric control device 400 is matched to make judgment and final brake control according to actual brake demand and energy recovery demand, so that flexible matching of two brake modes of pneumatic-assisted hydraulic brake and motor brake is realized, the brake energy recovery efficiency is improved, and the cruising mileage of a vehicle is provided. The electronic control device 400 includes a controller and a vehicle speed detection mechanism. The controller is electrically connected to the air assist apparatus 100 and the motor brake apparatus 300. The speed detection mechanism is electrically connected with the controller and is used for detecting the rotating speeds of the front wheel and the rear wheel of the automobile.
And the controllers include a vehicle-wide CAN bus 401, a brake controller 406, and a hydraulic ABS controller 407. Here, CAN is an abbreviation of Controller Area Network (hereinafter referred to as CAN), and is a serial communication protocol standardized by ISO international. In the automotive industry, various electronic control systems have been developed for the purpose of safety, comfort, convenience, low pollution, and low cost. Since the types of data used for communication between these systems and the requirements for reliability are different, the number of harnesses is increased in many cases because the harnesses are formed of a plurality of buses. In order to meet the demand for "reducing the number of wire harnesses" and "performing high-speed communication of a large amount of data through a plurality of LANs", german electric company bosch developed a CAN communication protocol for automobiles in 1986. Since then, CAN is standardized by ISO11898 and ISO11519, which are already standard protocols for automotive networks in europe. The vehicle speed detection mechanism includes a first front wheel speed detection assembly 402, a second front wheel speed detection assembly 403, a first rear wheel speed detection assembly 404, and a second rear wheel speed detection assembly 405, which have the same structure. Specifically, the first front wheel speed detection assembly 402 includes a ring gear and a wheel speed sensor, and detects the rotational speed of the ring gear through the wheel speed sensor, so as to monitor the rotational speed of the wheel.
As shown in fig. 1, in this embodiment, the vehicle speed detection mechanism is electrically connected to the hydraulic ABS controller 407, the hydraulic ABS controller 407 is electrically connected to the brake controller 406, the brake controller 406 is electrically connected to the vehicle CAN bus 401, the vehicle CAN bus 401 CAN provide a power battery signal for the brake controller 406, and the hydraulic ABS controller 407 CAN provide a vehicle speed signal for the brake controller 406. The brake controller 406 can judge the brake strength according to the signal of the electrically controlled valve 105, and analyze, judge and control the rear axle bridge control module 106 and the front axle bridge control module 108 by combining the power battery signal and the vehicle speed signal, so as to adjust the air pressure values entering the front air pressure booster belt main cylinder assembly 202 and the rear air pressure booster belt main cylinder assembly 203, and further perform hydraulic braking, or control the motor brake device 300 to perform motor braking to recover the braking energy.
Specifically, the braking and energy recovery process of the air-assisted hydraulic braking system provided by this embodiment, which takes the brake pedal 1055 as the braking means, is as follows:
firstly, the braking and energy recovery of the air-assisted hydraulic braking system mainly comprises two conditions of a power supply system failure state and a power supply system normal state, and the braking and energy recovery in the power supply system normal state comprises two states of emergency braking and non-emergency braking, namely, the braking and energy recovery by stepping on a brake pedal 1055 as a braking means specifically comprises the emergency braking in the power supply system failure state, the emergency braking in the power supply system normal state and the non-emergency braking in the power supply system normal state.
1) Emergency braking in the power supply system fault state:
when the power supply system fails, the first bypass air inlet of the front axle bridge control module 108 and the second bypass air inlet of the rear axle bridge control module 106 are normally closed, in order to ensure the safety of the vehicle, at this time, the electric control valve 105 can open the front axle brake control passage and the rear axle brake control passage of the electric control brake valve 105 according to the braking intention of the driver stepping on the brake pedal 1055, so as to control the air pressure to be transmitted to the air inlet formed on the front axle bridge control module 108 and the air inlet formed on the rear axle bridge control module 106, at this time, the air outlet formed on the front axle bridge control module 108 is communicated with the air inlet formed on the front axle bridge control module 108, the air outlet formed on the rear axle bridge control module 106 is communicated with the air inlet formed on the rear axle bridge control module 106, and finally, the high-pressure air in the first air chamber 104 of the air reservoir is respectively transmitted to the front air pressure booster master cylinder 202 and the rear air pressure booster master cylinder 203, the aim of hydraulic braking of the vehicle is achieved; in this state, the motor brake device 300 does not perform motor braking.
2) Emergency braking of the power supply system in a normal state:
in the case where the power supply system is normal and the driver needs to step on the brake pedal 1055 for emergency braking:
when the driver quickly depresses the brake pedal 1055, the operating stroke of the electronically controlled brake valve 105 increases, and the brake controller 406 determines that the vehicle is braked suddenly according to the operating stroke and the depressing speed of the electronically controlled brake valve 105. The brake controller 406 judges the braking strength required by the whole vehicle according to the working stroke of the electrically controlled valve 105, calculates the hydraulic pressure required by front axle braking and rear axle braking, calculates the air pressure value of the hydraulic pressure reaching the first front wheel brake assembly 207, the second front wheel brake assembly 208, the first rear wheel brake assembly 209 and the second rear wheel brake assembly 210 by using the structural parameters of the front air pressure booster master cylinder assembly 202 and the rear air pressure booster master cylinder assembly 203, gives an opening signal of an air inlet communicated with the first air outlet 1052 arranged on the front axle bridge control module 108 and an air inlet communicated with the second air outlet 1054 arranged on the rear axle bridge control module 106 to the brake controller 406, so that the high-pressure air of the first air chamber 104 and the second air chamber 103 of the air reservoir 4 respectively passes through the front axle bridge control module 108 and the rear axle bridge control module 106 and enters the front air pressure booster assembly master cylinder 202 and the rear air pressure booster cylinder assembly 203, thereby generating hydraulic pressure meeting the braking strength required by the vehicle, and finally applying the hydraulic pressure to the first front wheel brake assembly 207, the second front wheel brake assembly 208, the first rear wheel brake assembly 209 and the second rear wheel brake assembly 210 through the integrated hydraulic ABS solenoid valve 204 to generate braking torque and realize the hydraulic braking of the vehicle; in this state, the motor brake device 300 does not perform motor braking.
3) Non-emergency braking of the power supply system in a normal state:
the driver steps on the brake pedal 1055, the electric control valve 105 works, and the brake controller 406 judges the braking intensity required by the vehicle according to the working stroke of the electric control valve 105;
3.1) when the vehicle braking intensity is less than or equal to Z (Z represents a braking intensity threshold value, and is usually set to 0.15),
the brake controller 406 judges a wheel speed signal of the hydraulic ABS controller 407 and a power battery signal of the entire vehicle CAN bus 401, and if a brake energy recovery condition is satisfied and the power battery needs to be charged, the motor brake is performed through the motor brake device 300 to realize the brake energy recovery; at this time, the front and rear axles of the vehicle are not hydraulically braked.
3.2) the driver continuously steps on the brake pedal 1055, the working stroke of the electric control brake valve 105 is increased, and the brake controller 406 judges the braking intensity required by the vehicle according to the working stroke of the electric control brake valve 105;
3.21) when the vehicle braking intensity > Z,
if the braking force of the motor braking device 300 CAN meet the braking requirement, further, the brake controller 406 determines the wheel speed signal of the hydraulic ABS controller 407 and the power battery signal of the entire vehicle CAN bus 401:
if the braking energy recovery condition is met, only the motor braking device 300 provides motor braking force for the rear axle of the vehicle, and the hydraulic braking mechanism of the rear axle does not generate hydraulic braking force; meanwhile, the brake controller 406 calculates the hydraulic pressure required by the front axle brake of the vehicle according to the brake strength required by the vehicle, and after calculating the air pressure value required by the front axle hydraulic brake by using the structural parameters of the front air booster master cylinder assembly 202, the brake controller 406 gives an opening value signal of an air inlet communicated with the first air outlet 1052 and formed in the front axle control module 108, so that the compressed air in the first air chamber 104 of the air reservoir enters the front air booster master cylinder assembly 202 through the front axle control module 108, thereby generating the hydraulic pressure meeting the brake strength required by the vehicle, and reaches the first front wheel brake assembly 207 and the second front wheel brake assembly 208 through the integrated hydraulic ABS solenoid valve 204, and finally generating the hydraulic brake torque. In the process, a first hydraulic pressure sensor 205 arranged on a hydraulic pressure pipeline between the front air pressure booster belt master cylinder assembly 202 and the integrated hydraulic ABS solenoid valve 204 transmits a hydraulic pressure value signal of the hydraulic pressure pipeline to the brake controller 406, so as to judge the calculation accuracy of the brake controller 406.
If the braking energy recovery condition is not met, the braking force of the motor braking device 300 is continuously reduced, and meanwhile, after the braking controller 406 calculates the air pressure value of the hydraulic pressure required by the rear axle hydraulic braking, the braking controller 406 gives an opening value signal of an air inlet which is formed in the rear axle bridge control module 106 and communicated with the second air outlet 1054, so that the compressed air in the second air chamber 103 of the air reservoir passes through the rear axle bridge control module 106 and enters the rear air booster master cylinder assembly 203, the hydraulic pressure required by the reduced braking force of the motor braking device 300 is generated and reaches the first rear wheel brake assembly 209 and the second rear wheel brake assembly 210 through the integrated hydraulic ABS electromagnetic valve 204, and finally, the hydraulic braking torque is generated. In the process, the second hydraulic sensor 206 arranged on the hydraulic pipeline between the rear air booster belt master cylinder assembly 203 and the integrated hydraulic ABS solenoid valve 204 transmits a hydraulic value signal of the hydraulic pipeline to the brake controller 406 for judging the calculation accuracy of the brake controller 406 and simultaneously ensuring the stability of vehicle braking when the brake energy recovery system exits.
3.22) if the braking force of the motor braking device 300 CAN not meet the braking requirement, further, the braking controller 406 judges the wheel speed signal of the hydraulic ABS controller 407 and the power battery signal of the entire vehicle CAN bus 401:
if the braking energy recovery condition is satisfied, the maximum braking torque Tmax of the motor brake device 300 is applied to the rear axle of the vehicle, and the brake controller 406 calculates the braking torques generated by the first rear wheel brake assembly 209 and the second rear wheel brake assembly 210, thereby calculating the air pressure values to the hydraulic pressures required by the first rear wheel brake assembly 209 and the second rear wheel brake assembly 210. Then, the brake controller 406 gives an opening value signal of an air inlet which is formed in the rear axle control module 106 and communicated with the second air outlet 1054, so that compressed air in the second air chamber 103 of the air reservoir passes through the rear axle control module 106 and enters the rear air booster master cylinder assembly 203, hydraulic pressure meeting the braking strength required by the vehicle is generated, and reaches the rear first rear wheel brake assembly 209 and the second rear wheel brake assembly 210 through the integrated hydraulic ABS solenoid valve 204, and finally hydraulic braking torque is generated; in the process, the second hydraulic sensor 206 between the rear air pressure booster belt master cylinder assembly 203 and the integrated hydraulic ABS solenoid valve 204 transmits a hydraulic value signal of a hydraulic pipeline to the brake controller 406, and the hydraulic value signal is used for judging the calculation accuracy of the brake controller 406.
While controlling the rear axle of the vehicle to recover energy, the brake controller 406 calculates the hydraulic pressure required by the front air booster master cylinder assembly 202 according to the braking strength required by the vehicle, calculates the air pressure value reaching the hydraulic pressure required by the first front wheel brake assembly 207 and the second front wheel brake assembly 208 by using the structural parameters of the front air booster master cylinder assembly 202, the brake controller 406 gives an opening signal to the air inlet communicated with the first air outlet 1052 formed on the front axle bridge control module 108, so that the compressed air in the first air chamber 104 of the air reservoir enters the front air booster master cylinder assembly 202 through the front axle bridge control module 108, thereby generating hydraulic pressure which meets the braking strength required by the front axle of the vehicle and reaches the first front wheel brake assembly 207 and the second front wheel brake assembly 208 through the integrated hydraulic ABS solenoid valve 204, and finally generating hydraulic braking torque; in the process, the first air pressure sensor 109 arranged on the hydraulic pipeline between the front air pressure booster belt master cylinder assembly 202 and the integrated hydraulic ABS solenoid valve 204 transmits a hydraulic value signal of the hydraulic pipeline to the brake controller 406, so as to judge the calculation accuracy of the brake controller 406.
Further, if the braking energy recovery condition is not satisfied, the braking force of the motor braking device 300 will be continuously decreased, and at the same time, the braking controller 406 calculates the air pressure value at the time of hydraulic pressure required by the first rear wheel brake assembly 209 and the second rear wheel brake assembly 210; then, the brake controller 406 gives an opening value signal of an air inlet communicated with a second air outlet 1054 formed on the rear axle bridge control module 106, so that compressed air in the second air chamber 103 of the air reservoir passes through the rear axle bridge control module 106 and enters the rear air booster master cylinder assembly 203, thereby generating hydraulic pressure required by the compensation motor brake device 300 for reducing braking force, and reaches the rear first rear wheel brake assembly 209 and the second rear wheel brake assembly 210 through the integrated hydraulic ABS solenoid valve 204 to generate hydraulic braking torque; in the process, the second hydraulic sensor 206 arranged on the hydraulic pipeline between the rear air booster belt master cylinder assembly 203 and the integrated hydraulic ABS solenoid valve 204 transmits a hydraulic value signal of the hydraulic pipeline to the brake controller 406 for judging the calculation accuracy of the brake controller 406 and simultaneously ensuring the stability of vehicle braking when the brake energy recovery system exits.
In this embodiment, when energy recovery is satisfied, the air-assisted hydraulic brake system performs motor braking through the motor brake device 300 to recover energy, and when the braking force provided by the motor brake device 300 cannot satisfy the braking requirement of the vehicle, the brake controller 406 respectively regulates and controls the opening degree of an air inlet communicated with the second air outlet 1054 and provided on the rear axle control module 106 and the opening degree of an air inlet communicated with the first air outlet 1052 and provided on the front axle control module 108, and provides corresponding air pressure values for the front air pressure booster belt master cylinder assembly 202 and the rear air pressure booster belt master cylinder assembly 203, so as to achieve hydraulic braking of the first front wheel brake assembly 207 and the second front wheel brake assembly 208 on the front axle of the vehicle, and hydraulic braking of the first rear wheel brake assembly 209 and the second rear wheel brake assembly 210 on the rear axle of the vehicle, and furthermore, the braking energy recovery efficiency in the vehicle braking process is improved, the endurance mileage of the vehicle is improved, and the method is suitable for new energy automobiles with the total weight of more than 3.5 tons.
In addition, the pneumatic-assisted hydraulic brake system provided by this embodiment can also perform active braking, that is, in a state where the electric control device 400 can operate, the driver does not need to actively step on the brake pedal 1055, and the automobile can also realize automatic hydraulic braking under the control of the electric control device 400, and further can be adapted to vehicle braking control during unmanned driving. Specifically, the active braking implementation process is as follows:
the brake controller 406 receives the brake request of the entire vehicle CAN bus 401, according to the brake strength of the brake request, the brake controller 406 calculates the hydraulic pressures required by the first front wheel brake assembly 207, the second front wheel brake assembly 208, the first rear wheel brake assembly 209 and the second rear wheel brake assembly 210 of the front axle and the rear axle of the vehicle, and calculates the pneumatic pressure values reaching the hydraulic pressures required by the first front wheel brake assembly 207, the second front wheel brake assembly 208, the first rear wheel brake assembly 209 and the second rear wheel brake assembly 210 by using the structural parameters of the front pneumatic booster main cylinder assembly 202 and the rear pneumatic booster main cylinder assembly 203, after the pneumatic pressure values reach the hydraulic pressures required by the first front wheel brake assembly 207, the second front wheel brake assembly 208, the first rear wheel brake assembly 209 and the second rear wheel brake assembly 210, the first bypass air inlet arranged on the front axle control module 108 is communicated with the air outlet arranged on the front axle control module 108, the second air inlet arranged on the rear axle control module 106 is, and the brake controller 406 gives an opening signal to a first bypass air inlet communicated with the air outlet of the first air chamber 104 formed on the front axle bridge control module 108 and a second bypass air inlet communicated with the air outlet of the second air chamber 103 formed on the rear axle bridge control module 106, so that the high-pressure air in the first air chamber 104 and the second air chamber 103 of the air reservoir respectively passes through the front axle bridge control module 108 and the rear axle bridge control module 106, and enters the front air pressure booster belt master cylinder assembly 202 and the rear air pressure booster belt master cylinder assembly 203, therefore, hydraulic pressure meeting the braking strength required by the vehicle is generated, and finally, the hydraulic pressure is applied to the first front wheel brake assembly 207, the second front wheel brake assembly 208, the first rear wheel brake assembly 209 and the second rear wheel brake assembly 210 through the integrated hydraulic ABS solenoid valve 204 to generate braking torque, so that the hydraulic braking of the vehicle is realized.
Therefore, the air-assisted hydraulic braking system of the embodiment is also suitable for intelligently driving new energy vehicles with more than 3.5 tons, the braking energy recovery technical scheme in the active braking process is the same as the braking and energy recovery scheme taking the brake pedal 1055 as the braking means, the energy recovery efficiency in the braking process can be effectively improved, the vehicle endurance mileage is improved, and the problem that the new energy vehicle with the total weight of more than 3.5 tons in the prior art can only adopt the hydraulic braking system with the parallel type energy recovery strategy with low energy recovery efficiency due to the limitation of part resources is solved.
The above description is only a preferred embodiment of the present invention, and for those skilled in the art, the present invention should not be limited by the description of the present invention, which should be interpreted as a limitation.
Claims (10)
1. A gas-assisted hydraulic brake system, comprising:
the hydraulic braking device (200) comprises a front axle braking mechanism for hydraulically braking a front axle of the automobile and a rear axle braking mechanism for hydraulically braking a rear axle of the automobile;
the air power assisting device (100) is respectively communicated with the front axle braking mechanism and the rear axle braking mechanism through air pressure pipelines, and the air power assisting device (100) is used for respectively providing air pressure driving force for hydraulic braking of the front axle braking mechanism and the rear axle braking mechanism;
the motor braking device (300) is used for braking the automobile by the motor;
the electric control device (400) is electrically connected with the air power assisting device (100) and the motor braking device (300) respectively, the electric control device (400) can regulate and control air pressure driving force of the air power assisting device (100) acting on the front axle braking mechanism and the rear axle braking mechanism respectively, and the electric control device (400) can also regulate and control braking force of the motor braking device (300) so as to realize braking energy recovery.
2. Air-assisted hydraulic brake system according to claim 1, characterized in that the air-assisted unit (100) comprises:
the electric air compressor comprises an electric air compressor (101), an air storage cylinder, an electric control brake valve (105), a front axle bridge control module (108) and a rear axle bridge control module (106) which are respectively and electrically connected with an electric control device (400), wherein the electric control brake valve (105) is provided with a front axle brake control channel and a rear axle brake control channel which are mutually independent, the electric control brake valve (105) is also provided with a brake pedal (1055) which is used for actively controlling the opening degrees of the front axle brake control channel and the rear axle brake control channel, the air storage cylinder comprises a first air chamber (104) and a second air chamber (103) which are mutually independent,
an air outlet of the electric air compressor (101) is respectively communicated with an air inlet of the first air chamber (104) and an air inlet of the second air chamber (103), an air outlet of the first air chamber (104) is communicated with a first air inlet (1051) formed in the front axle brake control passage, a first air outlet (1052) formed in the front axle brake control passage is communicated with an air inlet formed in the front axle bridge control module (108), and an air outlet formed in the front axle bridge control module (108) is communicated with the front axle brake mechanism through an air pressure pipeline; an air outlet formed in the second air chamber (103) is communicated with a second air inlet (1053) formed in the rear axle brake control passage, a second air outlet (1054) formed in the rear axle brake control passage is communicated with an air inlet formed in the rear axle bridge control module (106), and an air outlet formed in the rear axle bridge control module (106) is communicated with the rear axle brake mechanism through an air pressure pipeline.
3. Air-assisted hydraulic brake system according to claim 2,
the front axle bridge control module (108) comprises a first air pressure sensor (109), the first air pressure sensor (109) is arranged at an air outlet formed in the front axle bridge control module (108), and the first air pressure sensor (109) is electrically connected with the electric control device (400);
the rear axle bridge control module (106) comprises a second air pressure sensor (107), the second air pressure sensor (107) is arranged at an air outlet formed in the rear axle bridge control module (106), and the second air pressure sensor (107) is electrically connected with the electric control device (400).
4. Air-assisted hydraulic brake system according to claim 2,
the front axle bridge control module (108) is further provided with a first bypass air inlet communicated with an air outlet formed in the front axle bridge control module (108), the first bypass air inlet is communicated with the air outlet formed in the first air chamber (104) through an air pressure pipeline, and the electric control device (400) is configured to be capable of electrically controlling and adjusting the opening degree of the first bypass air inlet;
the rear axle bridge control module (106) is further provided with a second bypass air inlet communicated with an air outlet formed in the rear axle bridge control module (106), the second bypass air inlet is communicated with an air outlet formed in the second air chamber (103) through an air pressure pipeline, and the electric control device (400) is configured to be capable of electrically controlling and adjusting the opening degree of the second bypass air inlet.
5. The air-assisted hydraulic brake system of claim 2, wherein the air assist apparatus (100) further comprises:
the air treatment device comprises an electric control air treatment unit (102), wherein a first air treatment passage connected between the electric air compressor (101) and the first air chamber (104) in series is formed in the electric control air treatment unit (102), and a second air treatment passage connected between the electric air compressor (101) and the second air chamber (103) in series is further formed in the electric control air treatment unit (102).
6. A gas-assisted hydraulic brake system according to claim 2, wherein the hydraulic brake device (200) further comprises a reservoir (201), the front axle brake mechanism comprising a front gas booster band master cylinder assembly (202) and a front axle brake assembly for front axle braking, the rear axle brake mechanism comprising a rear gas booster band master cylinder assembly (203) and a rear axle brake assembly for rear axle braking, wherein,
the front air booster belt main cylinder assembly (202) comprises a first hydraulic chamber and a first air pressure chamber which are mutually isolated through a piston, the first air pressure chamber is used for providing air pressure driving force for the first hydraulic chamber, an air inlet formed in the first air pressure chamber is communicated with an air outlet formed in the front axle bridge control module (108), a liquid outlet formed in the liquid storage device (201) is communicated with a liquid inlet formed in the first hydraulic chamber, and a liquid outlet formed in the first hydraulic chamber is communicated with the front axle brake assembly through a hydraulic pipeline;
the rear air booster with the master cylinder assembly (203) comprises a second hydraulic chamber and a second air pressure chamber which are mutually isolated through pistons, the second air pressure chamber is used for providing air pressure driving force for the second hydraulic chamber, an air inlet formed in the second air pressure chamber is communicated with an air outlet formed in the rear axle bridge control module (106), a liquid outlet formed in the liquid storage device (201) is communicated with a liquid inlet formed in the second hydraulic chamber, and the liquid outlet formed in the second hydraulic chamber is communicated with the rear axle brake assembly through a hydraulic pipeline.
7. The air-assisted hydraulic brake system of claim 6, wherein a first ABS solenoid valve is connected in series between a liquid outlet formed on the first hydraulic chamber and the front axle brake assembly; a second ABS electromagnetic valve is connected in series between a liquid outlet formed in the second hydraulic chamber and the rear axle brake assembly, and the first ABS electromagnetic valve and the second ABS electromagnetic valve are respectively and electrically connected with the electric control device (400).
8. Air-assisted hydraulic brake system according to claim 7,
a first hydraulic sensor (205) is arranged on a hydraulic pipeline communicated with the first hydraulic chamber, and the first hydraulic sensor (205) is electrically connected with the electric control device (400);
and a second hydraulic sensor (206) is arranged on a hydraulic pipeline communicated with the second hydraulic chamber of the second ABS solenoid valve, and the second hydraulic sensor (206) is electrically connected with the electric control device (400).
9. The air-assisted hydraulic brake system of claim 1, wherein the electrical control device (400) comprises:
a controller electrically connected to the air power assist device (100) and the motor brake device (300);
and the vehicle speed detection mechanism is electrically connected with the controller and is used for detecting the rotating speeds of the front wheel and the rear wheel of the automobile.
10. A new energy automobile, characterized by comprising the air-assisted hydraulic brake system according to any one of claims 1 to 9.
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| CN112977379A (en) * | 2021-04-14 | 2021-06-18 | 一汽解放汽车有限公司 | Braking system and vehicle |
| CN112977374A (en) * | 2021-02-26 | 2021-06-18 | 徐工集团工程机械股份有限公司科技分公司 | Pilot type engineering machinery anti-lock brake system and engineering machinery |
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Application publication date: 20200428 |
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