CN112744200B

CN112744200B - Electro-hydraulic brake system and vehicle

Info

Publication number: CN112744200B
Application number: CN201911055154.XA
Authority: CN
Inventors: 于笃发; 廖银生
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2019-10-31
Filing date: 2019-10-31
Publication date: 2022-03-18
Anticipated expiration: 2039-10-31
Also published as: CN112744200A

Abstract

The present disclosure relates to an electro-hydraulic brake system and a vehicle. This electric hydraulic brake system includes braking execution module, brake pressure generation module, brake wheel cylinder and electronic control module, braking execution module includes the stock solution kettle, brake pressure generation module includes engine and high-pressure pump unit, the feed liquor end of high-pressure pump unit with the stock solution kettle links to each other, the liquid end of high-pressure pump unit with the brake wheel cylinder links to each other, the engine is used for the drive the high-pressure pump unit in order with brake fluid in the stock solution kettle carry extremely in the brake wheel cylinder, electronic control module with high-pressure pump unit communication connection, and with the engine cooperation is in order to control the liquid pressure of high-pressure pump unit. The electro-hydraulic brake system has low noise, low cost and high energy utilization efficiency in the working process. And the liquid outlet pressure of the high-pressure pump unit can be flexibly adjusted according to the braking requirement.

Description

Electro-hydraulic brake system and vehicle

Technical Field

The disclosure relates to the technical field of vehicles, in particular to an electro-hydraulic brake system and a vehicle with the same.

Background

In the prior art, a motor is generally provided in a brake system of a vehicle, and the motor is used for supplying brake fluid to the brake system to realize braking. This solution usually causes motor noise, and the motor cost is high, and in addition, because the power supply of the motor is obtained by the generator or DC/DC, the mechanical energy needs to be converted into electric energy and then into mechanical energy, and the energy utilization efficiency is low.

Disclosure of Invention

The purpose of this disclosure is to provide an electric hydraulic brake system and have this electric hydraulic brake system's vehicle. The electro-hydraulic brake system has the advantages of low noise, low cost and high energy utilization efficiency in the working process.

In order to realize the above-mentioned purpose, this disclosure provides an electric hydraulic brake system, including braking execution module, brake pressure generation module, brake wheel cylinder and electronic control module, braking execution module includes the stock solution kettle, brake pressure generation module includes engine and high-pressure pump unit, the feed liquor end of high-pressure pump unit with the stock solution kettle links to each other, the play liquid end of high-pressure pump unit with brake wheel cylinder links to each other, the engine is used for the drive high-pressure pump unit in order with brake fluid in the stock solution kettle carry to in the brake wheel cylinder, electronic control module with high-pressure pump unit communication connection, and with the engine cooperation is in order to control the play liquid pressure of high-pressure pump unit.

Optionally, the high-pressure pump unit includes a plunger pump, a flow control valve and a first check valve, the flow control valve is disposed on a flow path between the liquid storage pot and the plunger pump, a liquid inlet of the first check valve is connected with a liquid outlet of the plunger pump, a liquid outlet of the first check valve is connected with the brake wheel cylinder, and the electronic control module is electrically connected with the flow control valve.

Optionally, the high-pressure pump unit further includes a pressure limiting valve, one end of the pressure limiting valve is connected to the liquid outlet of the first one-way valve, and the other end of the pressure limiting valve is connected to one liquid inlet of the plunger pump.

Optionally, the pressure limiting valve is a second one-way valve, the second one-way valve allows the brake fluid flowing out of the fluid outlet of the first one-way valve to flow back into the plunger pump through the second one-way valve, and the opening pressure of the second one-way valve is greater than the opening pressure of the first one-way valve.

Optionally, the plunger pump is integrated on the engine, and a camshaft of the engine is connected with the plunger of the plunger pump to drive the plunger to reciprocate in a pump chamber of the plunger pump.

Optionally, the electro-hydraulic brake system further comprises a first pressure sensor for detecting the outlet pressure of the high-pressure pump unit, and the first pressure sensor is in communication connection with the electronic control module.

Optionally, the number of the brake wheel cylinders is multiple, the brake execution module further includes a first electromagnetic valve and a second electromagnetic valve both disposed at the liquid outlet end of the high-pressure pump unit, the high-pressure pump unit is connected to two of the brake wheel cylinders through the first electromagnetic valve, and the high-pressure pump unit is connected to the other two of the brake wheel cylinders through the second electromagnetic valve.

Optionally, the brake execution module further includes a master cylinder, the master cylinder is provided with a first pressure cavity and a second pressure cavity, the first pressure cavity and the second pressure cavity are communicated with the liquid storage pot, the brake execution module further includes a third electromagnetic valve and a fourth electromagnetic valve, the first pressure cavity is connected with the two brake wheel cylinders through the third electromagnetic valve, the second pressure cavity is connected with the other two brake wheel cylinders through the fourth electromagnetic valve, a liquid outlet of the first electromagnetic valve is connected with a flow path between the fourth electromagnetic valve and the corresponding brake wheel cylinder through a flow path, and a liquid outlet of the second electromagnetic valve is connected with a flow path between the third electromagnetic valve and the corresponding brake wheel cylinder through a flow path.

Optionally, the four brake wheel cylinders are respectively a first brake wheel cylinder, a second brake wheel cylinder, a third brake wheel cylinder and a fourth brake wheel cylinder, the brake execution module further includes four fluid inlet electromagnetic valves of the brake wheel cylinders, respectively a fifth electromagnetic valve, a sixth electromagnetic valve, a seventh electromagnetic valve and an eighth electromagnetic valve, the fifth electromagnetic valve is disposed on a flow path between the third electromagnetic valve and the first brake wheel cylinder and located on a flow path between the second electromagnetic valve and the first brake wheel cylinder, the sixth electromagnetic valve is disposed on a flow path between the third electromagnetic valve and the second brake wheel cylinder and located on a flow path between the second electromagnetic valve and the second brake wheel cylinder, the seventh electromagnetic valve is disposed on a flow path between the fourth electromagnetic valve and the third brake wheel cylinder and located on a flow path between the first electromagnetic valve and the third brake wheel cylinder, the eighth electromagnetic valve is provided on a flow path between the fourth electromagnetic valve and the fourth brake wheel cylinder and on a flow path between the first electromagnetic valve and the fourth brake wheel cylinder.

Optionally, the number of the brake wheel cylinders is four, and the brake wheel cylinders are respectively a first brake wheel cylinder, a second brake wheel cylinder, a third brake wheel cylinder and a fourth brake wheel cylinder, the brake execution module further includes four liquid outlet electromagnetic valves of the brake wheel cylinders, which are respectively a ninth electromagnetic valve, a tenth electromagnetic valve, an eleventh electromagnetic valve and a twelfth electromagnetic valve, and the ninth electromagnetic valve, the tenth electromagnetic valve, the eleventh electromagnetic valve and the twelfth electromagnetic valve are respectively connected to flow paths between liquid outlets of the first brake wheel cylinder, the second brake wheel cylinder, the third brake wheel cylinder and the fourth brake wheel cylinder and the corresponding liquid storage pots.

Optionally, the brake execution module further includes a thirteenth electromagnetic valve, a liquid outlet of the thirteenth electromagnetic valve is connected to the liquid storage pot, and an oil inlet of the thirteenth electromagnetic valve is connected to the flow path between the fourth electromagnetic valve and the corresponding brake wheel cylinder.

According to another aspect of the present disclosure, a vehicle is provided that includes the electro-hydraulic brake system described above.

In the electro-hydraulic brake system provided by the present disclosure, a pressure generating source of the electro-hydraulic brake system may be configured in cooperation with the high-pressure pump unit using an engine inherently provided on the vehicle as a power source. Therefore, the motor and the high-pressure accumulator are not additionally arranged to serve as pressure generating sources, the motor and the high-pressure accumulator are omitted, the use of parts is reduced, and the cost can be saved. Moreover, the number of used parts is reduced, so that the high-pressure pump unit can be flexibly arranged at a proper position of the vehicle, and the total weight of the system is favorably reduced. In addition, compared with the scheme that the motor is used as a power source, the scheme can reduce noise, and the engine is used as the power source to directly drive the high-pressure pump unit, so that the energy utilization efficiency can be improved compared with the scheme that the motor is used as the power source.

Furthermore, in the electro-hydraulic brake system provided by the disclosure, the liquid outlet pressure of the high-pressure pump unit can be adjusted through the cooperation of the electronic control module and the engine, so that the liquid outlet pressure of the high-pressure pump unit can be flexibly adjusted according to the braking requirement, the braking pressure of the electro-hydraulic brake system can be flexibly adjusted, and the braking reliability and the universality of the braking pressure generation module can be favorably improved.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

FIG. 1 is a schematic structural diagram of an electro-hydraulic braking system according to an embodiment of the present disclosure;

FIG. 2 is a schematic structural diagram of a high pressure pump unit of an electro-hydraulic brake system according to an embodiment of the present disclosure;

fig. 3 is a schematic structural diagram of an electro-hydraulic brake system when four braking force wheel cylinders are pressurized simultaneously according to an embodiment of the present disclosure, wherein arrows show flow paths of brake fluid;

fig. 4 is a schematic structural diagram of an electro-hydraulic brake system in which four braking force wheel cylinders are simultaneously depressurized according to an embodiment of the present disclosure, wherein arrows show flow paths of brake fluid;

fig. 5 is a schematic structural diagram (taking a first brake wheel cylinder as an example) of the electro-hydraulic brake system when a single brake wheel cylinder is pressurized according to an embodiment of the present disclosure, wherein arrows show a flow path of brake fluid;

FIG. 6 is a schematic structural diagram of an electro-hydraulic brake system (taking a first brake wheel cylinder as an example) when an embodiment of the present disclosure maintains pressure in a single brake wheel cylinder, wherein arrows show a flow path of brake fluid;

fig. 7 is a schematic structural diagram (taking the first wheel cylinder as an example) of the electro-hydraulic brake system when a single wheel cylinder is depressurized according to the embodiment of the present disclosure, wherein arrows show flow paths of brake fluid.

Description of the reference numerals

1-a first solenoid valve; 2-a second solenoid valve; 3-a third electromagnetic valve; 4-a fourth solenoid valve; 5-a fifth electromagnetic valve; 6-a sixth electromagnetic valve; 7-a seventh solenoid valve; 8-eighth solenoid valve; 9-ninth solenoid valve; 10-tenth solenoid valve; 11-eleventh solenoid valve; 12-a twelfth solenoid valve; 13-a thirteenth solenoid valve; 14-a fourteenth solenoid valve; 100-a brake execution module; 20-liquid storage pot; 30-a master brake cylinder; 31-a first pressure chamber; 32-a second pressure chamber; 40-a high pressure pump unit; 41-plunger pump; 411-a plunger; 412-a shaft portion; 413-a pump chamber; 42-a flow control valve; 43-a first one-way valve; 44-a second one-way valve; 51-a first pressure sensor; 52-a second pressure sensor; 60-an engine; 61-a camshaft; 62-a cam; 71-a first brake wheel cylinder; 72-a second brake wheel cylinder; 73-a third brake wheel cylinder; 74-fourth brake wheel cylinder; 81-pedal; 82-pedal push rod; 83-displacement sensor; 90-a foot feel simulator; 200-a brake pressure generating module; 300-electronic control module.

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, it should be noted that terms such as "first", "second", "third", and the like are used for distinguishing one element from another element without order or importance.

As shown in fig. 1-7, the present disclosure provides an electro-hydraulic brake system. The electro-hydraulic brake system comprises a brake execution module 100, a brake pressure generation module 200, a brake wheel cylinder and an electronic control module 300, wherein the brake execution module 100 comprises a liquid storage pot 20, the brake pressure generation module 200 comprises an engine 60 and a high-pressure pump unit 40, a liquid inlet end of the high-pressure pump unit 40 is connected with the liquid storage pot 20, a liquid outlet end of the high-pressure pump is connected with the brake wheel cylinder, the engine 60 is used for driving the high-pressure pump to work so as to convey brake liquid in the liquid storage pot 20 into the brake wheel cylinder, the electronic control module 300 is in communication connection with the high-pressure pump unit 40 and is matched with the engine 60 so as to control the liquid outlet pressure of the high-pressure pump unit 40, namely, the pressure of the brake liquid output by a liquid outlet of the high-pressure pump unit 40 is adjusted.

In the electro-hydraulic brake system provided by the present disclosure, the engine 60, which is inherently present on the vehicle, may be used as a power source to cooperate with the high-pressure pump unit 40 to configure a pressure generating source of the electro-hydraulic brake system. Therefore, the motor and the high-pressure accumulator are not additionally arranged to serve as pressure generating sources, the motor and the high-pressure accumulator are omitted, the use of parts is reduced, and the cost can be saved. Moreover, since the number of parts used is reduced, it is also convenient to flexibly arrange the high-pressure pump unit 40 at a suitable position of the vehicle, which is advantageous for reducing the total weight of the system. In addition, compared with the case of using the motor as a power source, the present embodiment can reduce noise, and the engine 60 is used as a power source to directly drive the high-pressure pump unit 40, which can improve energy utilization efficiency compared with the case of using the motor as a power source.

Furthermore, in the electro-hydraulic brake system provided by the present disclosure, the fluid outlet pressure of the high-pressure pump unit 40 can be adjusted through the cooperation of the electronic control module 300 and the engine 60, and therefore, the fluid outlet pressure of the high-pressure pump unit 40 can be flexibly adjusted according to the braking requirement, so that the braking pressure of the electro-hydraulic brake system can be flexibly adjusted, and the reliability and the universality of braking of the braking pressure generation module can be improved.

In the present disclosure, high-pressure pump unit 40 may have any suitable structural composition, and the present disclosure is not limited thereto. As shown in fig. 1, in one embodiment of the present disclosure, the high-pressure pump unit 40 includes a plunger pump 41, a flow control valve 42, and a first check valve 43, and the flow control valve 42 is provided on a flow path between the reservoir pot 20 and the plunger pump 41 to control the flow rate of the brake fluid from the reservoir pot 20 into the plunger pump 41. An inlet of the first check valve 43 is connected with an outlet of the plunger pump 41, and an outlet of the first check valve 43 is connected with a brake wheel cylinder to supply the brake fluid in the plunger pump 41 to the brake wheel cylinder. The electronic control module 300 is electrically connected to the flow control valve 42. Based on this, when the brake wheel cylinder needs to be pressurized, depressurized and maintained, the opening and the on-off timing of the flow control valve 42 can be controlled by the electronic control module 300 according to the rotation speed of the engine 60 and the target brake pressure, so as to control the flow of the brake fluid entering the plunger pump 41 from the reservoir 20. Meanwhile, the purpose of adjusting the liquid outlet pressure of the plunger pump 41 can be achieved by driving the plunger 411 in the plunger pump 41 to reciprocate through the engine 60.

Specifically, as shown in fig. 2, the process of pressurizing the brake wheel cylinder by the high-pressure pump unit 40 is as follows: firstly, the electronic control module 300 controls the flow control valve 42 to be in an open state, and the engine 60 drives the plunger 411 to move downwards, so that the brake fluid in the fluid reservoir 20 is sucked into the pump chamber 413 of the plunger pump 41; then, the control flow rate control valve 42 is closed, and the plunger 411 is moved upward by the motor 60, and the brake fluid is pumped out from the pump chamber 413 of the plunger pump 41 to be supplied to the wheel cylinder. In the boosting process, the liquid amount entering the pump chamber in a certain period of time is controlled according to the rotating speed of the engine 60 and the target brake pressure and by controlling the opening and on-off timing of the flow control valve 42 through the electronic control module 300, so that the hydraulic pressure of the brake liquid pumped out of the plunger pump 41 can be adjusted according to the boosting requirement.

For example, the flow control valve 42 is a normally open type electromagnetic valve, and is in a conduction state when no current is applied in an initial state, and the wheel cylinder requires a braking pressure of 50bar when the engine 60 rotates at 1000 rpm. In this way, the flow control valve 42 may be controlled to open for 0.015s and then controlled with a signal having a positive duty ratio of 50% of 2KH so that the pressure value of the brake fluid pumped out from the plunger pump 41 can satisfy the target brake pressure.

After the boosting process, if the pressure of the brake wheel cylinder needs to be relieved, at this time, the electronic control module 300 may control the flow control valve 42 to open and keep the flow path conductive, release the brake fluid, and the brake fluid flows back from the flow control valve 42 to the reservoir 20, so that the high-pressure pump unit 40 cannot generate high pressure, and thus the high-pressure pump unit 40 may no longer provide high-pressure brake fluid for the brake wheel cylinder.

It is to be understood that, in the present disclosure, in addition to the plunger pump 41 described above, the high-pressure pump unit 40 may employ other types of pumps, such as a vane pump or a jet pump, etc., as long as it can be configured with the flow control valve 42 and the first check valve 43 as a high-pressure pump pressurizing unit capable of supplying high-pressure brake fluid.

In addition, in other embodiments of the present disclosure, an electromagnetic opening/closing valve may be used instead of the first check valve 43 in the present embodiment. At this time, the solenoid switch valve is controlled to close the off-flow path when the plunger pump 41 sucks in the brake fluid, and the solenoid switch valve on-flow path is controlled when the plunger pump 41 is required to pump out the brake fluid.

Further, in the present disclosure, the electronic control module 300 may be integrated into the electro-hydraulic brake system, or may be provided in other systems of the vehicle, without limitation. In one embodiment of the present disclosure, the electronic control module 300 may be integrated within an electro-hydraulic brake system and may include a central controller and drive circuitry to communicatively control several electronic valves and sensors within the electro-hydraulic brake system.

In the present disclosure, the initial state of the solenoid valve refers to a state in which the solenoid valve is not energized. The normally open type electromagnetic valve means that in an initial state, when the electromagnetic valve is not electrified, the valve is opened, and an oil way is communicated. The normally closed type electromagnetic valve means that in an initial state, when the electromagnetic valve is not electrified, the valve is closed, and an oil path is disconnected.

As shown in fig. 1 and 2, in an embodiment of the present disclosure, the high-pressure pump unit 40 further includes a pressure limiting valve, one end of which is connected to a liquid outlet of the first check valve 43, and the other end of which is connected to a liquid inlet of the plunger pump 41. By providing the pressure limiting valve, when the hydraulic pressure pumped by the plunger pump 41 to the brake flow path is too large, the brake fluid can flow back into the plunger pump 41 through the pressure limiting valve. Therefore, it is possible to avoid damage to the wheel cylinder or other parts in the brake flow path when the hydraulic pressure in the brake flow path is excessively high.

As shown in fig. 1 and 2, in one embodiment of the present disclosure, the pressure limiting valve is a check valve, which may be referred to as a second check valve 44, the second check valve 44 allows the brake fluid flowing out of the fluid outlet of the first check valve 43 to flow back into the plunger pump 41 through the second check valve 44, and the opening pressure of the second check valve 44 is greater than the opening pressure of the first check valve 43. The one-way valve has simple structure and is beneficial to reducing the cost. In other embodiments of the present disclosure, the pressure limiting valve may adopt a solenoid valve integrated with a pressure sensor, and optionally, the solenoid valve is a normally closed type solenoid valve, so that when the pressure of the brake fluid in the flow path where the pressure limiting valve is located reaches a preset threshold value, the solenoid valve may be energized to open, so that the brake fluid passes through.

In the present disclosure, engine 60 may drive high-pressure pump unit 40 via any suitable transmission assembly, although the present disclosure is not limited in this respect. In one embodiment of the present disclosure, the plunger pump 41 may be integrated into an engine 60 of a vehicle, and as shown in fig. 2, a cam shaft 61 of the engine 60 may be connected to a plunger of the plunger pump 41 to drive the plunger to reciprocate in a pump chamber of the plunger pump 41, thereby pumping brake fluid from the pump chamber. By integrating the plunger pump 41 with the engine 60, the structure of the transmission assembly is simplified, the number of the transmission assemblies is reduced, and the reliability of power transmission between the engine 60 and the plunger pump 41 is improved. Alternatively, in the present embodiment, the cam shaft 61 may be connected to the rod portion 412 of the plunger 411 by a cam 62, and further, the cam 62 may be a square cam.

It is understood that in other embodiments of the present disclosure, the plunger pump 41 may be flexibly arranged based on requirements such as vehicle design and overall NVH optimization, for example, the plunger pump 41 may be integrated at the pulley end of the engine 60.

As shown in fig. 1, in the present disclosure, the electro-hydraulic brake system further includes a first pressure sensor 51 for detecting a discharge pressure of the high-pressure pump unit 40, and the first pressure sensor 51 is communicatively connected to the electronic control module 300. By arranging the first pressure sensor 51, the liquid outlet pressure of the high-pressure pump unit 40 can be real-timely fed back to the electronic control module 300, so that corresponding measures can be timely taken to ensure that the pressure of the brake liquid provided by the high-pressure pump unit 40 is kept within a preset range.

For example, in the embodiment shown in fig. 1, the first pressure sensor 51 is disposed at the liquid outlet end of the plunger pump 41, and when the first pressure sensor 51 detects that the pressure value is lower than the preset pressure value, the pressure value can be fed back to the electronic control module 300, and the electronic control module 300 can be used to control the opening and the on-off timing of the flow control valve 42, and control the flow rate of the brake liquid entering the plunger pump 41, so as to adjust the liquid outlet pressure of the plunger pump 41, so that the pressure of the brake liquid provided by the plunger pump 41 meets the working requirement, thereby facilitating the improvement of the reliability of the braking.

The first pressure sensor 51 may be disposed at any suitable position, and may be disposed in the brake pressure generating module 200 or the brake actuating module 100, which is not limited by the present disclosure.

In the present disclosure, the number of brake cylinders is not limited, and may be any number such as 4 or 6. In one embodiment, as shown in fig. 1, the number of the brake cylinders is multiple, and specifically, the number of the brake cylinders may be 4. The brake execution module 100 further includes a plurality of brake cylinders, a first electromagnetic valve 1 and a second electromagnetic valve 2 both disposed at the liquid outlet end of the high-pressure pump unit 40, the high-pressure pump unit 40 is connected to two brake cylinders (e.g., a third brake cylinder 73 and a fourth brake cylinder 74 shown in fig. 1) through the first electromagnetic valve 1, and the high-pressure pump unit 40 is connected to the other two brake cylinders (e.g., a first brake cylinder 71 and a second brake cylinder 72 shown in fig. 1) through the second electromagnetic valve 2. In the present embodiment, the brake fluid from the high-pressure pump unit 40 (i.e., from the plunger pump 41) is divided into two flow paths, one of which is connected to two brake cylinders via the first electromagnetic valve 1, and the other of which is connected to the other two brake cylinders via the second electromagnetic valve 2.

Wherein, alternatively, as shown in fig. 1, the first solenoid valve 1 and the second solenoid valve 2 may be both of a normally closed type solenoid valve. When the flow path is disconnected in the initial state and the second electromagnetic valve 2 is disconnected, the two flow paths can be isolated, and the two flow paths are prevented from being influenced by each other.

In other embodiments of the present disclosure, the liquid outlet of the first electromagnetic valve 1 may be connected to two brake cylinders, and the liquid outlet of the first electromagnetic valve 1 is further connected to two other brake cylinders through the second electromagnetic valve 2. That is, in the present embodiment, the brake fluid from the fluid outlet of the first electromagnetic valve 1 is divided into two flow paths, one of which is directly connected to the two brake cylinders, and the other of which is connected to the other two brake cylinders after passing through the second electromagnetic valve 2. By providing the second solenoid valve 2 in this way, the two flow paths can be isolated from each other, and the two flow paths can be prevented from interfering with each other. As shown in fig. 1, in one embodiment of the present disclosure, the brake actuation module 100 further includes a master cylinder 30, optionally, the master cylinder 30 is a brake cylinder of a dual piston type. The master cylinder 30 has a first pressure chamber 31 and a second pressure chamber 32, and the first pressure chamber 31 and the second pressure chamber 32 are both communicated with the reservoir 20. The brake execution module 100 further includes a third electromagnetic valve 3 and a fourth electromagnetic valve 4, the first pressure chamber 31 is connected to two brake cylinders through the third electromagnetic valve 3, and the second pressure chamber 32 is connected to the other two brake cylinders through the fourth electromagnetic valve 4. Thus, the brake fluid in the reservoir 20 can enter the third electromagnetic valve 3 through the first pressure chamber 31, and the brake fluid from the third electromagnetic valve 3 can respectively flow into two brake cylinders, such as the first brake cylinder 71 and the second brake cylinder 72 shown in fig. 1; the brake fluid in the reservoir 20 can enter the fourth electromagnetic valve 4 through the second pressure chamber 32, and the brake fluid from the fourth electromagnetic valve 4 can flow into two other brake cylinders, such as the third brake cylinder 73 and the fourth brake cylinder 74 shown in fig. 1.

With the above structure, manual braking is possible when the high-pressure pump unit 40 malfunctions. At this time, the brake pedal 81 shown in fig. 1 may be depressed, so that the brake fluid passes through the master cylinder 30, the third solenoid valve 3, and the fourth solenoid valve 4 into the corresponding wheel cylinders.

In other embodiments of the present disclosure, the master cylinder 30 may be provided with only one fluid inlet flow path, and one solenoid valve may be provided corresponding to four wheel cylinders via one fluid inlet flow path.

Further, as shown in fig. 1, in one embodiment of the present disclosure, the liquid outlet of the first electromagnetic valve 1 is connected to the flow path between the fourth electromagnetic valve 4 and the corresponding brake wheel cylinder (i.e., the third brake wheel cylinder 73 and the fourth brake wheel cylinder 74 shown in fig. 1) through a flow path, and the liquid outlet of the second electromagnetic valve 2 is connected to the flow path between the third electromagnetic valve 3 and the corresponding brake wheel cylinder (i.e., the first brake wheel cylinder 71 and the second brake wheel cylinder 72 shown in fig. 1) through a flow path. When braking is performed by the high-pressure pump unit 40, the flow paths of both the third electromagnetic valve 3 and the fourth electromagnetic valve 4 can be shut off, and the brake fluid can be successfully delivered to the four brake cylinders. That is, in the present embodiment, the first electromagnetic valve 1 and the fourth electromagnetic valve 4 can share one fluid delivery pipe to be connected to the corresponding brake wheel cylinder, and the second electromagnetic valve 2 and the third electromagnetic valve 3 can share one fluid delivery pipe to be connected to the corresponding brake wheel cylinder, so that the number of fluid delivery pipes used can be reduced, which is advantageous for simplifying the structure of the electro-hydraulic brake system.

In other embodiments of the present disclosure, the liquid outlets of the first electromagnetic valve 1 and the fourth electromagnetic valve 4 may be connected to the corresponding brake wheel cylinders by using independent liquid conveying pipelines. Similarly, the liquid outlets of the second electromagnetic valve 2 and the third electromagnetic valve 3 can be connected with the corresponding brake wheel cylinders by adopting independent liquid conveying pipelines.

Alternatively, as shown in fig. 1, the third solenoid valve 3 and the fourth solenoid valve 4 may both be normally open type solenoid valves, and communicate the oil passages in the initial state.

In one disclosed embodiment, as shown in fig. 1, the 4 brake cylinders are a first brake cylinder 71, a second brake cylinder 72, a third brake cylinder 73 and a fourth brake cylinder 74, respectively, and the brake execution module 100 further includes fluid solenoid valves of the four brake cylinders, which are a fifth solenoid valve 5, a sixth solenoid valve 6, a seventh solenoid valve 7 and an eighth solenoid valve 8, respectively.

Wherein the fifth electromagnetic valve 5 is provided on a flow path between the third electromagnetic valve 3 and the first brake cylinder 71 and on a flow path between the second electromagnetic valve 2 and the first brake cylinder 71, the sixth electromagnetic valve 6 is provided on a flow path between the third electromagnetic valve 3 and the second brake cylinder 72 and on a flow path between the second electromagnetic valve 2 and the second brake cylinder 72, the seventh electromagnetic valve 7 is provided on a flow path between the fourth electromagnetic valve 4 and the third brake cylinder 73 and on a flow path between the first electromagnetic valve 1 and the third brake cylinder 73, and the eighth electromagnetic valve 8 is provided on a flow path between the fourth electromagnetic valve 4 and the fourth brake cylinder 74 and on a flow path between the first electromagnetic valve 1 and the fourth brake cylinder 74.

The fifth electromagnetic valve 5, the sixth electromagnetic valve 6, the seventh electromagnetic valve 7 and the eighth electromagnetic valve 8 are liquid inlet valves of a first brake wheel cylinder 71, a second brake wheel cylinder 72, a third brake wheel cylinder 73 and a fourth brake wheel cylinder 74 respectively, and are arranged at liquid inlet ends of the corresponding brake wheel cylinders. When the brake fluid is supplied to the four wheel cylinders using the high-pressure pump unit 40, the first solenoid valve 1 and the second solenoid valve 2 may be made to conduct a flow path, the fifth solenoid valve 5, the sixth solenoid valve 6, the seventh solenoid valve 7, and the eighth solenoid valve 8 may be made to conduct a flow path, and the third solenoid valve 3 and the fourth solenoid valve 4 may be made to interrupt a flow path to prevent the brake fluid from flowing back from the third solenoid valve 3 and the fourth solenoid valve 4 to the master cylinder 30 and the reservoir pot 20. Thus, the brake fluid from the high-pressure pump unit 40 can be input into the corresponding brake wheel cylinder, and the pressure is increased.

Wherein the first solenoid valve 1 and the second solenoid valve 2 can be linearly opened to control the opening degree of the first solenoid valve 1 according to the braking demand of the vehicle. Alternatively, the opening degree thereof may be linear with the magnitude of the current. Here, the linear opening means that the opening degree of the valve is controlled by the current between the full close and the full open.

It is understood that, in the present embodiment, if only one or several of the above-described 4 brake cylinders need to be braked, the corresponding electromagnetic valves may be selectively controlled to be turned on and off as needed. For example, when only the first brake wheel cylinder 71 needs to be braked, the second solenoid valve 2 and the fifth solenoid valve 5 may be opened, and the first solenoid valve 1, the third solenoid valve 3, and the sixth solenoid valve may be opened, so that the brake fluid in the high-pressure pump unit 40 alone supplies the brake fluid to the first brake wheel cylinder 71, thereby implementing the pressure-increasing brake to a single brake wheel cylinder.

Wherein, optionally, the fifth solenoid valve 5, the sixth solenoid valve 6, the seventh solenoid valve 7 and the eighth solenoid valve 8 may be normally open type solenoid valves, so that the high-pressure pump unit 40 supplies the brake fluid to the above-mentioned 4 brake wheel cylinders in time.

Alternatively, the first brake wheel cylinder 71, the second brake wheel cylinder 72, the third brake wheel cylinder 73 and the fourth brake wheel cylinder 74 may be a front left brake wheel cylinder, a rear right brake wheel cylinder, a rear left brake wheel cylinder and a front right brake wheel cylinder, respectively.

In an embodiment of the present disclosure, when the number of the brake wheel cylinders is four as shown in fig. 1, the brake execution module 100 further includes liquid outlet electromagnetic valves of the four brake wheel cylinders, which are respectively a ninth electromagnetic valve 9, a tenth electromagnetic valve 10, an eleventh electromagnetic valve 11, and a twelfth electromagnetic valve 12, and the ninth electromagnetic valve 9, the tenth electromagnetic valve 10, the eleventh electromagnetic valve 11, and the twelfth electromagnetic valve 12 are respectively connected to flow paths between liquid outlets of the first brake wheel cylinder 71, the second brake wheel cylinder 72, the third brake wheel cylinder 73, and the fourth brake wheel cylinder 74 and the corresponding liquid storage pot 20.

When the brake wheel cylinders are provided with brake fluid for braking, the corresponding fluid return electromagnetic valves are disconnected from the flow paths, and when the brake wheel cylinders need to be decompressed, the corresponding fluid return electromagnetic valves can be communicated with the flow paths, so that the brake fluid can flow back to the fluid storage pot 20 through the corresponding fluid return electromagnetic valves.

Specifically, as shown in fig. 1, the ninth electromagnetic valve 9 is provided in the flow path between the first wheel cylinder 71 and the reservoir 20, the tenth electromagnetic valve 10 is provided in the flow path between the second wheel cylinder 72 and the reservoir 20, the eleventh electromagnetic valve 11 is provided in the flow path between the third wheel cylinder 73 and the reservoir 20, and the twelfth electromagnetic valve 12 is provided in the flow path between the fourth wheel cylinder 74 and the reservoir 20. Thus, the brake fluid of the first brake wheel cylinder 71 can flow back to the reservoir 20 through the ninth electromagnetic valve 9; the brake fluid of the second brake wheel cylinder 72 can flow back to the reservoir 20 through the tenth electromagnetic valve 10; the brake fluid of the third brake wheel cylinder 73 can flow back to the reservoir 20 through the eleventh electromagnetic valve 11; the brake fluid of the fourth brake wheel cylinder 74 may flow back to the reservoir 20 through the twelfth solenoid valve 12.

Optionally, as shown in fig. 1, liquid outlets of the ninth electromagnetic valve 9, the tenth electromagnetic valve 10, the eleventh electromagnetic valve 11, and the twelfth electromagnetic valve 12 are sequentially connected through a liquid conveying pipe and share a section of liquid conveying pipe after being merged to be connected with the liquid outlet pot, which is beneficial to saving cost and facilitating arrangement of parts.

When the brake wheel cylinder is depressurized, the pressure of the brake fluid may impact parts in the electro-hydraulic brake system. In view of this, in the present disclosure, buffers (not shown) may be provided at the outlets of the ninth solenoid valve 9, the tenth solenoid valve 10, the eleventh solenoid valve 11, and the twelfth solenoid valve 12 to buffer the brake fluid pressure of the wheel cylinders. Wherein, every goes out liquid solenoid valve and can set up a buffer alone, also can share a buffer, and this disclosure does not put any limit to this.

As shown in fig. 1, in an embodiment of the present disclosure, the brake execution module 100 further includes a thirteenth electromagnetic valve 13, a liquid outlet of the thirteenth electromagnetic valve 13 is connected to the liquid storage pot 20, and a liquid inlet of the thirteenth electromagnetic valve 13 is connected to a flow path of the fourth electromagnetic valve 4 and the corresponding brake wheel cylinder. The thirteenth electromagnetic valve 13 may be used as a total fluid return valve of the plurality of brake cylinders, that is, the brake fluid of the brake cylinders may be returned to the reservoir 20 through the thirteenth electromagnetic valve 13 in addition to being returned to the reservoir 20 through the respective corresponding fluid return valves (the ninth electromagnetic valve 9, the tenth electromagnetic valve 10, the eleventh electromagnetic valve 11, and the twelfth electromagnetic valve 12). For example, as shown in fig. 4, when the four wheel cylinders are depressurized, the thirteen solenoid valves 13 are controlled to conduct the flow paths, and the first solenoid valve 1, the second solenoid valve 2, the fifth solenoid valve 5, the sixth solenoid valve 6, the seventh solenoid valve 7, and the eighth solenoid valve 8 are also controlled to conduct the flow paths, so that the brake fluid of the four wheel cylinders can be returned to the reservoir pot 20 through the thirteenth solenoid valve 13.

It is understood that, in other embodiments of the present disclosure, the oil inlet of the thirteenth electromagnetic valve 13 may be connected to the flow path of the third electromagnetic valve 3 and the corresponding brake wheel cylinders (such as the first brake wheel cylinder 71 and the second brake wheel cylinder 72 shown in fig. 1).

As shown in fig. 1, in one embodiment of the present disclosure, the brake actuating module 100 further includes a pedal 81, a pedal 81 push rod, a displacement sensor 83, a fourteenth solenoid valve 14, and a foot feel simulator 90, wherein one end of the pedal 81 push rod is connected to the pedal 81, the other end is connected to a piston of the master cylinder 30, the foot feel simulator 90 is connected to a pressure chamber of the master cylinder 30 through the fourteenth solenoid valve 14 for providing feedback of a braking force applied to the brake pedal 81, the displacement sensor 83 is used for detecting a displacement of the pedal 81, and the displacement sensor 83 is in communication with the electronic control module 300.

Based on this, after the driver steps on the pedal 81, the electronic control module 300 may calculate the braking pressurization demand of the driver through the signal detected by the displacement sensor 83, obtain the braking force that needs to be increased, and cause the third electromagnetic valve 3 and the fourth electromagnetic valve 4 to disconnect the flow path, so as to prevent the brake fluid from the high-pressure pumping unit from passing through the two electromagnetic valves, and prevent the brake fluid from flowing back to the brake master cylinder 30 and the brake fluid reservoir 20; meanwhile, the fourteenth electromagnetic valve 14 is conducted to the flow path, and under the action of the pedal 81 stepped on by the driver, the brake fluid in the brake master cylinder 30 enters the foot feeling simulator 90 through the fourteenth electromagnetic valve 14, so that the piston in the foot feeling simulator 90 downwards compresses the spring to form comfortable foot feeling; at the same time, by controlling the conduction of the first solenoid valve 1 and the second solenoid valve 2, brake fluid can be supplied to the wheel cylinders. When the driver releases the pedal 81, the piston of the foot sensation simulator 90 moves upward by the restoring force of the spring, so that the brake fluid in the foot sensation simulator 90 flows back to the brake master cylinder 30 through the fourteenth solenoid valve 14 and returns to the reservoir pot 20, thereby providing a comfortable foot sensation.

Alternatively, as shown in fig. 1, in one embodiment of the present disclosure, one end of the fourteenth solenoid valve 14 is connected to the flow path between the master cylinder 30 and the fourth solenoid valve 4. In other embodiments of the present disclosure, one end of the fourteenth solenoid valve 14 may be connected to the flow path between the master cylinder 30 and the third solenoid valve 3.

The working principle and the specific working process of several typical working conditions of the electro-hydraulic brake system according to an embodiment of the present disclosure will be briefly described with reference to the accompanying drawings.

a. And (3) a working condition that the four brake wheel cylinders are simultaneously pressurized by the high-pressure pump unit 40. As shown in fig. 1 and 3, when the driver depresses the pedal 81, the electronic control module 300 calculates a braking force to be increased based on a signal from the displacement sensor 83, and controls the opening and closing timings of the flow control valve 42 by using a plurality of different Pulse Width Modulation (PWM) techniques according to the rotation speed of the engine 60 and the target brake pressure, thereby controlling the magnitude of the flow rate entering the pump chamber 413 of the plunger pump 41 and controlling the magnitude of the output hydraulic pressure of the plunger pump 41. Specifically, the first solenoid valve 1 and the second solenoid valve 2 are controlled to be energized so that the flow path is fully opened by the electronic control module 300, and the third solenoid valve 3 and the fourth solenoid valve 4 are controlled to be energized to disconnect the flow path. Thus, the brake fluid flowing out of the plunger pump 41 passes through the first electromagnetic valve 1 and the second electromagnetic valve 2, and enters the corresponding four brake wheel cylinders through the fifth electromagnetic valve 5, the sixth electromagnetic valve 6, the seventh electromagnetic valve 7 and the eighth electromagnetic valve 8, so that the active pressure increase is realized. At the same time, the electronic control module 300 controls the fourteenth solenoid valve 14 to energize the conduction path. Thus, when the driver depresses the pedal 81, the brake fluid in the master cylinder 30 enters the foot feel simulator 90 through the fourteenth electromagnetic valve 14, and a comfortable foot feel is provided.

b. And (4) carrying out pressure relief on the four brake wheel cylinders simultaneously. As shown in fig. 1 and 4, after the pressurization process shown in fig. 3 is performed, the electronic control module 300 calculates a braking force required to be reduced according to a signal of the displacement sensor 83, then controls the flow control valve 42 to be fully opened and keeps the oil path in conduction, so that the high-pressure pump unit 40 cannot generate high pressure, controls the thirteenth electromagnetic valve 13 to be linearly opened to a certain opening degree, keeps the oil paths of the first electromagnetic valve 1 and the second electromagnetic valve 2 fully opened, and keeps the oil paths of the third electromagnetic valve 3 and the fourth electromagnetic valve 4 disconnected. Therefore, brake fluid in the four brake wheel cylinders respectively flows back through the fifth electromagnetic valve 5, the sixth electromagnetic valve 6, the seventh electromagnetic valve 7 and the eighth electromagnetic valve 8, correspondingly flows back through the first electromagnetic valve 1 and the second electromagnetic valve 2, and finally flows back to the liquid storage pot 20 through the thirteenth electromagnetic valve 13, so that pressure relief is realized. Meanwhile, when the driver releases the pedal 81, the brake fluid in the foot feel simulator 90 enters the brake master cylinder 30 through the fourteenth solenoid valve 14 and returns to the reservoir tank 20, thereby providing a comfortable foot feel.

c. And (3) a working condition of pressurizing a single brake wheel cylinder. For example, in order to realize the function such as ABS/TCS/VDC/AEB that requires independent control of the pressure of the single wheel, the operation condition in which the pressure of the single wheel cylinder is increased is exemplified by individually increasing the pressure of the first wheel cylinder 71. As shown in fig. 5, first, the electronic control module 300 controls the opening degree of the flow control valve 42 and the timing of opening and closing according to a target brake pressure demand (e.g., 150bar), a current pressure value detected by the first pressure sensor 51, and a current engine 60 rotation speed, so that the high-pressure pump unit 40 establishes a target pressure and maintains the target pressure. Meanwhile, the electronic control module 300 controls the third solenoid valve 3, the fourth solenoid valve 4 and the sixth solenoid valve 6 to close, and controls the second solenoid valve 2 and the fifth solenoid valve 5 to open the oil paths, and the other solenoid valves maintain the initial state as shown in fig. 1, so that the brake fluid flowing out of the plunger pump 41 sequentially passes through the second solenoid valve 2 and the fifth solenoid valve 5 and enters the first brake wheel cylinder 71, and active pressurization is realized. Wherein the rate of pressurization is controlled by controlling the linear opening of the fifth solenoid valve 5. Likewise, separate pressure increases in the second brake cylinder 72, the third brake cylinder 73, and the fourth brake cylinder 74 may also be achieved by controlling the opening and closing of the corresponding solenoid valves.

d. And maintaining the pressure of the single brake wheel cylinder. For example, in order to realize a function requiring independent control of the pressure of the single wheel, such as ABS/TCS/VDC/AEB, the operation of holding pressure for the single brake cylinder is exemplified by holding pressure for the first brake cylinder 71 alone. After the pressure boosting process shown in fig. 5 is completed, as shown in fig. 6, the third electromagnetic valve 3 and the fourth electromagnetic valve 4 are continuously kept in the energization/interruption flow path, the fifth electromagnetic valve 5 is controlled to be energized and interrupted by the control of the electronic control module 300, and the other electromagnetic valves are kept in the initial state shown in fig. 1, so that the pressure value in the first brake wheel cylinder 71 can be kept unchanged, and the pressure maintaining is realized. Likewise, individual pressure holding for the second brake cylinder 72, the third brake cylinder 73, and the fourth brake cylinder 74 may also be achieved by controlling the opening and closing of the corresponding electromagnetic valves.

d. And the single brake wheel cylinder performs pressure relief. For example, in order to realize the function such as ABS/TCS/VDC/AEB that requires independent control of the pressure of the single wheel, the pressure of the single wheel cylinder is released, and the pressure of the first wheel cylinder 71 is released individually. After the completion of the pressure holding process as shown in figure 6,

based on the control of the solenoid valve in the pressure maintaining process, as shown in fig. 7, the third solenoid valve 3 and the fourth solenoid valve 4 are continuously made to be in the current-carrying off flow path, the fifth solenoid valve 5 is controlled to be in the current-carrying off flow path, and the ninth solenoid valve 9 is simultaneously made to be in the current-carrying on flow path, so that the brake fluid in the first brake wheel cylinder 71 flows back to the reservoir 20 through the ninth solenoid valve 9, and the pressure relief is realized. Wherein, the pressure relief rate of the first brake wheel cylinder 71 can be adjusted by controlling the opening degree and the opening duration of the ninth electromagnetic valve 9. Likewise, the pressure relief of the second, third, and

fourth brake cylinders

72, 73, and 74 alone may also be achieved by controlling the opening and closing of the corresponding electromagnetic valves.

It should be noted that, for convenience of description, only a few exemplary operating conditions of the present disclosure are given above. Based on the structure of the electro-hydraulic brake system disclosed by the disclosure, other working conditions can be realized, for example, in the embodiment shown in fig. 1 to 7, pressure maintaining can be simultaneously realized for four brake wheel cylinders. In addition, according to the requirement, one or more brake cylinders can be alternately pressurized, pressurized and decompressed.

In addition, when no special statement is made herein, the liquid inlet or the liquid outlet of the electromagnetic valve is only a liquid port of the electromagnetic valve, the liquid inlet can be used for liquid inlet, and the liquid outlet can be used for liquid outlet, and can be used for liquid inlet, and the liquid inlet and the liquid outlet depend on the flow direction of the brake fluid.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure. It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims

1. An electro-hydraulic brake system is characterized by comprising a brake execution module (100), a brake pressure generation module (200), a brake wheel cylinder and an electronic control module (300), the brake actuation module (100) comprises a fluid reservoir (20), the brake pressure generation module (200) comprises an engine (60) and a high-pressure pump unit (40), the liquid inlet end of the high-pressure pump unit (40) is connected with the liquid storage pot (20), the liquid outlet end of the high-pressure pump unit (40) is connected with the brake wheel cylinder, the engine (60) is used for driving the high-pressure pump unit (40) to convey the brake liquid in the liquid storage pot (20) into the brake wheel cylinder, the electronic control module (300) is connected in communication with the high-pressure pump unit (40), and cooperates with the engine (60) to control the outlet pressure of the high-pressure pump unit (40);

the high-pressure pump unit (40) comprises a plunger pump (41) and a flow control valve (42), the flow control valve (42) is arranged on a flow path between the liquid storage pot (20) and the plunger pump (41), and the electronic control module (300) is electrically connected with the flow control valve (42);

the plunger pump (41) is integrated on the engine (60), and a camshaft (61) of the engine (60) is connected with a plunger (411) of the plunger pump (41) to drive the plunger (411) to reciprocate in a pump chamber (413) of the plunger pump (41) so as to pump brake fluid out of the pump chamber (413).

2. The electro-hydraulic brake system according to claim 1, wherein the high-pressure pump unit (40) further comprises a first check valve (43), an inlet of the first check valve (43) is connected with an outlet of the plunger pump (41), and an outlet of the first check valve (43) is connected with the brake wheel cylinder.

3. The electro-hydraulic brake system as set forth in claim 2, characterized in that the high-pressure pump unit (40) further comprises a pressure limiting valve, one end of which is connected to a liquid outlet of the first check valve (43) and the other end of which is connected to a liquid inlet of the plunger pump (41).

4. The electro-hydraulic brake system according to claim 3, wherein the pressure limiting valve is a second check valve (44), the second check valve (44) allows brake fluid flowing out of a fluid outlet of the first check valve (43) to flow back into the plunger pump (41) through the second check valve (44), and an opening pressure of the second check valve (44) is greater than an opening pressure of the first check valve (43).

5. The electro-hydraulic brake system of any one of claims 1-4, further comprising a first pressure sensor (51) for detecting a discharge fluid pressure of the high pressure pump unit (40), the first pressure sensor (51) being in communicative connection with the electronic control module (300).

6. The electro-hydraulic brake system according to any one of claims 1-4, wherein the brake cylinders are multiple, the brake execution module (100) further comprises a first electromagnetic valve (1) and a second electromagnetic valve (2) which are both arranged at the liquid outlet end of the high-pressure pump unit (40), the high-pressure pump unit (40) is connected with two brake cylinders through the first electromagnetic valve (1), and the high-pressure pump unit (40) is connected with the other two brake cylinders through the second electromagnetic valve (2).

7. The electrohydraulic brake system of claim 6, characterized in that the brake actuation module (100) further includes a master cylinder (30), the master cylinder (30) having a first pressure chamber (31) and a second pressure chamber (32), the first pressure chamber (31) and the second pressure chamber (32) each communicating with the reservoir (20),

the brake execution module (100) further comprises a third electromagnetic valve (3) and a fourth electromagnetic valve (4), the first pressure chamber (31) is respectively connected with two brake cylinders through the third electromagnetic valve (3), the second pressure chamber (32) is respectively connected with the other two brake cylinders through the fourth electromagnetic valve (4),

the liquid outlet of the first electromagnetic valve (1) is connected with a flow path between the fourth electromagnetic valve (4) and the corresponding brake wheel cylinder through a flow path, and the liquid outlet of the second electromagnetic valve (2) is connected with a flow path between the third electromagnetic valve (3) and the corresponding brake wheel cylinder through a flow path.

8. The electro-hydraulic brake system according to claim 7, wherein the four brake cylinders are a first brake cylinder (71), a second brake cylinder (72), a third brake cylinder (73) and a fourth brake cylinder (74), the brake execution module (100) further comprises four fluid inlet solenoid valves of the brake cylinders, namely a fifth solenoid valve (5), a sixth solenoid valve (6), a seventh solenoid valve (7) and an eighth solenoid valve (8), the fifth solenoid valve (5) is disposed on a flow path between the third solenoid valve (3) and the first brake cylinder (71) and is located on a flow path between the second solenoid valve (2) and the first brake cylinder (71), and the sixth solenoid valve (6) is disposed on a flow path between the third solenoid valve (3) and the second brake cylinder (72) and is located on a flow path between the second solenoid valve (2) and the second brake cylinder (72) The seventh electromagnetic valve (7) is arranged on a flow path between the fourth electromagnetic valve (4) and the third brake wheel cylinder (73) and on a flow path between the first electromagnetic valve (1) and the third brake wheel cylinder (73), and the eighth electromagnetic valve (8) is arranged on a flow path between the fourth electromagnetic valve (4) and the fourth brake wheel cylinder (74) and on a flow path between the first electromagnetic valve (1) and the fourth brake wheel cylinder (74).

9. The electro-hydraulic brake system according to claim 7, wherein the brake execution module (100) further comprises a thirteenth electromagnetic valve (13), a liquid outlet of the thirteenth electromagnetic valve (13) is connected with the liquid storage pot (20), and an oil inlet of the thirteenth electromagnetic valve (13) is connected to a flow path of the fourth electromagnetic valve (4) and the corresponding brake wheel cylinder.

10. A vehicle, characterized in that it comprises an electro-hydraulic brake system according to any one of claims 1-9.