CN112622853A - 电子液压制动装置 - Google Patents
电子液压制动装置 Download PDFInfo
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Abstract
一种电子液压制动装置包括主制动单元,其被配置为通过电机的驱动向多个轮缸单元提供制动液;存储单元,其与主制动单元连接,被配置为用于存储制动液;辅助制动单元,其与主制动单元和存储单元连接,被配置为当主制动单元中发生操作错误时,用于为所述多个轮缸单元中的一些提供制动液,从而即使主制动单元的操作发生错误,也可以通过辅助制动单元稳定地执行对车辆的制动。所述电子液压制动装置能够在集成或独立制动系统中的主制动中发生错误时,快速执行辅助制动。
Description
相关申请的交叉引用
本申请要求享有于2019年10月8日在韩国知识产权局提交的申请号为10-2019-0124501的韩国专利申请的优先权,该申请通过引用全部并入本申请。
技术领域
本公开的实施例涉及一种电子液压制动装置,尤其涉及一种能够在集成或独立制动系统中的主制动中发生错误时快速执行辅助制动的电子液压制动装置。
背景技术
通常,在传感器检测到驾驶员施加的踏板压力之后,电子液压制动装置通过由电机驱动的主缸的液压来调节各车轮的制动压力。
所述电子液压制动装置包括用于检测踏板行程距离的传感器,使得驾驶员获知所希望的制动压力。
此外,电子液压制动装置包括踏板行程模拟器,以使驾驶员能够感觉到与一般液压制动装置中相同的踏板压力。
因此,当驾驶员踩下制动踏板时,电子控制单元检测踏板压力并将踏板压力提供给主缸。
然后,主缸将制动压力传递给每个车轮的每个轮缸,从而向每个车轮提供制动力。
由于相关的电子液压制动装置在电机损坏时不能迅速地向轮缸提供制动压力,可能会导致事故。在这方面,有必要解决这样一个问题。
2007年10月30日公布的公开号为10-2007-0104982发明名称为“电子液压制动系统的阀控制装置”的韩国专利申请公开了本公开的相关技术。
发明内容
各实施例旨在提供一种能够在集成或独立制动系统中的主制动中发生错误时快速执行辅助制动的电子液压制动装置。
在一个实施例中,电子液压制动装置可以包括:主制动单元,其被配置为通过电机的驱动向多个轮缸单元提供制动液;存储单元,其与主制动单元连接,被配置为用于存储制动液;辅助制动单元,其与主制动单元和存储单元连接,被配置为当主制动单元中发生操作错误时,用于为所述多个轮缸单元中的一些提供制动液。
主制动单元可以包括:踏板汽缸单元,其被配置为用于通过踩下踏板来产生液压;主缸单元,其被配置为用于通过电机的驱动来检测踏板和产生液压;第一主液压单元,其与主缸单元连接,其被配置为用于将制动液引导至所述多个轮缸单元中的一些;第二主液压单元,其被配置为与主缸单元和辅助制动单元连接,并将制动液压引导到所述多个轮缸单元中的其余轮缸单元;第三主液压单元,其被配置为与第一主液压单元和第二主液压单元进行连接或断开。
第一主液压单元可将制动液引导至布置在后轮上的轮缸单元,第二主液压单元可将制动液引导至布置在前轮上的轮缸单元。
所述第一主液压单元和辅助制动单元可以彼此连接,使得制动液可以流动。
辅助制动单元可以包括:第一辅助流体路径部,其与第二主液压单元连接,并具有流体路径,所述流体路径通过第一阀部打开和关闭,以引导制动液;第二辅助流体路径部,其与第一阀部和电泵部连接,以引导制动液;第三辅助流体路径部,其与存储单元和电泵部连接,并具有流体路径,所述流体路径通过第三阀部打开和关闭,以引导制动液;第四辅助流体路径部,其与第二辅助流体路径部连接,并具有流体路径,所述流体路径通过第四阀部打开和关闭,以引导制动液;第五辅助流体路径部,其与第四阀部连接,并具有流体路径,所述流体路径通过第五阀部打开和关闭,以引导制动液;第六辅助流体路径部,其与第五辅助流体路径部和轮缸单元连接,以引导制动液。
辅助制动单元可以进一步包括第七辅助流体路径部,其被配置为与第五阀部和第三辅助流体路径部连接,以引导制动液。
第一阀部和第四阀部可以是常开阀,第三阀部和第五阀部可以是常闭阀。
电子液压制动装置可以进一步包括回收单元,其被配置为与主制动单元和辅助制动单元连接,并且当主制动单元发生操作错误时,将主制动单元的制动液绕道引向存储单元。
回收单元可以包括:一个或多个回收流体路径部,其被配置与主制动单元和辅助制动单元连接;回收阀,其形成在回收流体路径部中,并且被配置为用于打开和关闭流体路径。
回收阀部可以是常闭阀。
根据本公开的电子液压制动装置,主制动单元和辅助制动单元可以通过液压回路连接,当主制动单元发生操作错误时,可以驱动辅助制动单元来进行制动。
附图说明
图1示出了根据本公开一个实施例的电子液压制动装置的示意框图。
图2示出了根据本公开一个实施例的电子液压制动装置的示意图。
图3示出了根据本公开一个实施例的电子液压制动装置中的主制动单元的正常工作状态的示意图。
图4示出了根据本公开一个实施例的当主制动单元处于异常运行状态时辅助制动单元的运行状态且驾驶员干预电子液压制动装置的示意图。
图5示出了根据本公开一个实施例的当主制动单元处于异常运行状态时辅助制动单元的运行状态且驾驶员不干预电子液压制动装置的示意图。
图6示出了根据本公开另一实施例的电子液压制动装置的示意图。
图7示出了根据本公开再一实施例的电子液压制动装置的示意图。
具体实施方式
在下文中,参照附图说明本公开电子液压制动装置的实施例。应当注意的是,在描述电子液压制动装置时,附图不是按精确的比例,并且可能仅出于描述方便和清楚的目的而夸大了线条的宽度或部件的尺寸。此外,本文中使用的术语是通过考虑本公开的功能而定义的,并且可以根据使用者或操作者的习惯或意图而改变。因此术语的定义是根据本文所述的全部公开内容而定义。
图1示出了根据本公开一个实施例的电子液压制动装置的示意框图,图2示出了根据本公开一个实施例的电子液压制动装置的示意图。参照图1和图2,根据本公开的实施例的电子液压制动装置包括:主制动单元1、存储单元2和辅助制动单元3。
主制动单元1通过电机驱动向多个轮缸单元4提供制动液。存储单元2与主制动单元1连接并且存储单元2临时存储制动液。辅助制动单元3与主制动单元1和存储单元2连接。当主制动单元1发生操作错误时,辅助制动单元3为所述多个轮缸单元4中的一些提供制动液。
也就是说,在根据本公开的实施例中的电子液压制动装置中,当电动车辆、混合动力车辆和自动驾驶车辆的电子制动装置中的主制动单元1发生操作错误时,可以操作辅助制动单元3以实现紧急制动。在这种情况下,主制动单元1的操作错误可能是无法进行电机驱动或用于控制液压回路的各个阀的操作错误。
本公开实施例的主制动单元1包括:踏板汽缸单元110、主缸单元120、第一主液压单元130、第二主液压单元140和第三主液压单元150。
踏板汽缸单元110通过踩压踏板119来产生液压。这样的踏板汽缸单元110可以形成两个腔室,并且提供与踩压踏板119相对应的踩踏力。
主缸单元120检测踏板119是否工作并通过驱动电机129来产生液压。主缸单元120可以形成1个腔室,并且根据踏板119的加压状态,电机129可以正向或反向驱动。主缸单元120可以通过缸线部128与踏板汽缸单元110连接。
第一主液压单元130连接主缸单元120,并将制动液引导所述多个轮缸单元4中的一些。
更具体地,第一主液压单元130可以包括:1-1液压管线部131,其与主缸单元120连接,来引导制动液;1-2液压管线部132,其与1-1液压管线部131连接,并分支,以将制动液引导到两个第一轮缸部5。所述两个第一轮缸部5可分别设置在后轮上。
第二主液压单元140连接主缸单元120和辅助制动单元3,并将制动液引导到所述多个轮缸单元4中的其余轮缸单元。
更具体地,第二主液压单元140可以包括:2-1液压管线部141,其与主缸单元120连接,来引导制动液;2-2液压管线部142,其与2-1液压管线部141连接,并分支,以将制动液引导到辅助制动单元3。所述辅助制动单元3可与两个第二轮缸部6连接。所述两个第二轮缸部6可分别设置在前轮上。
同时,第一轮缸部5可以设置在前轮上,第二轮缸部6可以设置在后轮上,辅助制动单元3可与在车辆驱动方法中的主动力轮连接。
第三主液压单元150可以连接或不连接第一主液压单元130和第二主液压单元140。例如,第三主液压单元150可以连接1-2液压管线部132和2-2液压管线部142。
另外,第一主液压单元130可以与辅助制动单元3连接。也就是说,当任一个1-2液压管线部132与辅助制动单元3的液压回路连接时,在紧急情况下,第一主液压单元130可以由辅助制动单元3控制。
根据本公开的实施例的辅助制动单元3包括:第一辅助流体路径部10、第二辅助流体路径部20、第三辅助流体路径部30、第四辅助流体路径部40、第五辅助流体路径部50和第六辅助流体路径部60。
第一辅助流体路径部10连接第二主液压单元140,并且具有流体路径,所述流体路径由第一阀部11打开和关闭以引导制动液。例如,两个第一辅助流体路径部10可分别与分支2-2液压管线部142连接。
第二辅助流体路径部20与第一阀部11和电泵部件90连接以引导制动液。例如,第二辅助流体路径部20的一个端部可与第一阀部11连接,其另一端部可以与电泵部90连接。电泵部90是在施加动力时强制供应制动液的装置,当主制动单元1发生错误时,可以驱动电泵部90来强制供应制动液。
第三辅助流体路径部30与存储单元2和电泵部90连接以引导制动液。所述第三辅助流体路径部30的流体路径由第三阀部31打开和关闭。例如,第三辅助流体路径部30的一个端部可与存储单元2连接,所述第三辅助流体路径部30被分开成两个,使得其另一个端部可以与电泵部90连接。
第四辅助流体路径部40与第二辅助流体路径部20连接以引导制动液。所述第四辅助流体路径部40的流体路径由第四阀部41打开和关闭。例如,第四辅助流体路径部40的一个端部可以与第二辅助流体路径部20连接。第四辅助流体路径部40的另一个端部可以与第四阀部41连接。
第五辅助流体路径部50与第四阀部41连接以引导制动液。所述第五辅助流体路径部50的流体路径由第五阀部51打开和关闭。例如,第五辅助流体路径部50的一个端部可以与第四阀部41连接,并且其另一个端部可以与第五阀部51连接。
第六辅助流体路径部60与第五辅助流体路径部50和轮缸单元4连接以引导制动液。例如,第六辅助流体路径部60的一个端部可以与第五辅助流体路径部50连接,并且其另一个端部可以与第二轮缸部6连接。
根据本公开的实施例的辅助制动单元3还可以包括第七辅助流体路径部70。第七辅助流体路径部70与第五阀部51和第三辅助流体路径部30连接以引导制动液。
第一阀部11和第四阀部41是常开阀,第三阀部31和第五阀部51是常闭阀。
也就是说,当不施加动力时,第一阀部11和第四阀部41可以通过打开流体路径来允许制动液流动,当施加动力时,第一阀部11和第四阀部41可以通过关闭流体路径来限制制动液的流动。
此外,当不施加动力时,第三阀部31和第五阀部51可以通过关闭流体路径来限制制动液的流动,并且当施加动力时,第三阀部31和第五阀部51可以通过打开流体路径来允许制动液的流动。
根据本公开实施例的电子液压制动装置还可以包括回收单元80。回收单元80与主制动单元1和辅助制动单元3连接,并且当主制动单元1发生操作错误时,将主制动单元1的制动液绕道引向存储单元2。
更具体地,回收单元80包括回收流体路径部81和回收阀部82。一个或多个回收流体路径部81与主制动单元1和辅助制动单元3连接,回收阀部82形成在回收流体路径部81中,以打开和关闭流体路径。作为回收阀部82,使用常闭值。也就是说,当不施加动力时,回收阀部82可以通过关闭回收流体路径部81来限制制动液的流动,并且当施加动力时,回收阀部82可以通过打开回收流体路径部81来允许制动液的流动。
例如,回收流体路径部81可以与第一主液压单元130和第七辅助流体路径部70连接以引导制动液。在这种情况下,回收流体路径部81可以与两个第七辅助流体路径部70中的任何一个相连接。
图3示出了根据本公开一个实施例的电子液压制动装置中的主制动单元的正常工作状态的示意图。参照图3,在主制动单元1处于正常状态的情况下,当踩压踏板119或需要通过自动驱动系统来制动时,主缸单元120的电机129被驱动。然后,主缸单元120中产生的液压被放大,并且制动液被提供给第一主液压单元130和第二主液压单元140。
已经通过第一主液压单元130的制动液被供应到第一轮缸部5,从而执行后轮制动。此外,已经通过第二主液压单元140的制动液通过辅助制动单元3,并被供给第二轮缸部6,从而执行前轮制动。
此时,在辅助制动单元3中,第一阀部11和第四阀部41打开流体路径和第三阀部31,第五阀部51和回收阀部82关闭流体路径。因此,即使电泵部90未被驱动,制动液也可以到达第二轮缸部6。
图4示出了根据本公开一个实施例的当主制动单元处于异常运行状态时辅助制动单元的运行状态且驾驶员干预电子液压制动装置的示意图。
参照图4,当驾驶员在主制动单元1的异常运行期间踩下踏板119时,踏板汽缸单元110中产生的液压被供应给第一轮缸部5。此时,回收阀部82打开回收流体路径部81,使得对后轮执行电动机制动。因此,供应给第一轮缸部5的制动液可以通过回收流体路径部81移动到存储单元2来对第一轮缸部5进行减压。
同时,第一阀部11关闭第一辅助流体路径部10,第四阀部41打开第四辅助流体路径部40。此外,第三阀部31打开第三辅助流体路径部30,第五阀部51关闭第五辅助流体路径部50。
当电泵部90在上述状态下被驱动时,从存储单元2供给的制动液从电泵部90排出,然后供应给第二轮缸部6,从而可以进行前轮制动。
图5示出了根据本公开一个实施例的当主制动单元处于异常运行状态时辅助制动单元的运行状态且驾驶员不干预电子液压制动装置的示意图。
参照图5,当主制动单元1在自动驾驶过程中出现异常状态时,可以对后轮形成电动机制动。此时,回收阀部82可以打开回收流体路径部81。
同时,第一阀部11关闭第一辅助流体路径部10,而第四阀部41打开第四辅助流体路径部40。此外,第三阀部31打开第三辅助流体路径部30,第五阀部51关闭第五辅助流体路径部50。
当电泵部90在上述状态下被驱动时,从存储单元2供给的制动液从电泵部90排出,然后供应给第二轮缸部6,从而可以进行前轮制动。
图6示出了根据本公开的另一实施例的电子液压制动装置的示意图,图7示出了根据本公开再一实施例的电子液压制动装置的示意图。参照图6和图7,通过辅助制动单元3,将来自主制动单元1的至少一个制动液提供给轮缸单元4,并且提供给轮缸单元4的制动液被绕道引向存储单元2,即使当有两个回收单元80并且甚至在x-分体型(x-split type)中。也就是说,在由辅助制动单元3制动期间,由于主制动单元1发生错误,不受辅助制动单元3控制的轮缸单元4可以由另一个制动装置(如EPB)控制。此时,当驾驶员踩压踏板时,即使制动液被输送到不受辅助制动单元3控制的轮缸单元4,制动液也可通过回收单元80被绕道引向存储单元2,以在很大程度上防止干扰诸如EPB等其他制动装置。同时,一个或多个轮缸单元4可以与回收单元80连接,并且根据车辆管道,阀的数量可以是一个或多个。
在根据本公开的实施例的电子液压制动装置中,主制动单元1和辅助制动单元3可以通过液压回路连接,当主制动单元1发生操作错误时,辅助制动单元3可被驱动以执行制动。
虽然参考附图所示的实施例对本公开进行了描述,但本公开的实施例仅用于说明目的,本领域技术人员应理解多种修改和等效的其他实施例也是可以的。
Claims (10)
1.一种电子液压制动装置,包括:
主制动单元,其被配置为通过电机的驱动向多个轮缸单元提供制动液;
存储单元,其与主制动单元连接,被配置为用于存储制动液;
辅助制动单元,其与主制动单元和存储单元连接,被配置为当主制动单元中发生操作错误时,为所述多个轮缸单元中的一些提供制动液。
2.根据权利要求1所述的电子液压制动装置,其中,所述主制动单元包括:
踏板汽缸单元,其被配置为用于通过踩下踏板来产生液压;
主缸单元,其被配置为用于通过驱动所述电机来检测踏板和产生液压;
第一主液压单元,其与所述主缸单元连接,其被配置我用于将制动液引导至所述多个轮缸单元中的一些;
第二主液压单元,其被配置为与所述主缸单元和所述辅助制动单元连接,并将制动液压引导到所述多个轮缸单元中的其余轮缸单元;
第三主液压单元,其被配置为与所述第一主液压单元和所述第二主液压单元进行连接或断开。
3.根据权利要求2所述的电子液压制动装置,其中,所述第一主液压单元将制动液引导至布置在后轮上的轮缸单元,并且
所述第二主液压单元将制动液引导至布置在前轮上的轮缸单元。
4.根据权利要求2所述的电子液压制动装置,其中,所述第一主液压单元和所述辅助制动单元彼此连接,使得制动液能够流动。
5.根据权利要求2所述的电子液压制动装置,其中,所述辅助制动单元包括:
第一辅助流体路径部,其与所述第二主液压单元连接,并具有流体路径,所述流体路径通过第一阀部打开和关闭,以引导制动液;
第二辅助流体路径部,其与所述第一阀部和电泵部连接,以引导制动液;
第三辅助流体路径部,其与所述存储单元和所述电泵部连接,并具有流体路径,所述流体路径通过第三阀部打开和关闭,以引导制动液;
第四辅助流体路径部,其与所述第二辅助流体路径部连接,并具有流体路径,所述流体路径通过第四阀部打开和关闭,以引导制动液;
第五辅助流体路径部,其与所述第四阀部连接,并具有流体路径,所述流体路径通过第五阀部打开和关闭,以引导制动液;
第六辅助流体路径部,其与所述第五辅助流体路径部和所述轮缸单元连接以引导制动液。
6.根据权利要求5所述的电子液压制动装置,其中,所述辅助制动单元还包括:
第七辅助流体路径部,其被配置为与所述第五阀部和所述第三辅助流体路径部连接,以引导制动液。
7.根据权利要求6所述的电子液压制动装置,其中,所述第一阀部和第四阀部是常开阀,所述第三阀部和第五阀部是常闭阀。
8.根据权利要求1所述的电子液压制动装置,进一步地包括:
回收单元,其被配置为与所述主制动单元和辅助制动单元连接,并且当所述主制动单元发生操作错误时,将所述主制动单元的制动液绕道引向所述存储单元。
9.根据权利要求8所述的电子液压制动装置,其中,所述回收单元包括:
一个或多个回收流体路径部,其被配置与所述主制动单元和辅助制动单元连接;
回收阀部,其形成在所述回收流体路径部中,并且被配置为用于打开和关闭流体路径。
10.根据权利要求9所述的电子液压制动装置,其中,所述回收阀部为常闭阀。
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US20210101575A1 (en) | 2021-04-08 |
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CN112622853B (zh) | 2023-12-05 |
KR20210041819A (ko) | 2021-04-16 |
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KR102372406B1 (ko) | 2022-03-08 |
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