CN112744202A

CN112744202A - Electro-hydraulic brake system, method applied to electro-hydraulic brake system and vehicle

Info

Publication number: CN112744202A
Application number: CN201911055180.2A
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: 2021-05-04
Anticipated expiration: 2039-10-31
Also published as: CN112744202B

Abstract

The disclosure relates to an electro-hydraulic brake system, a method applied to the electro-hydraulic brake system and a vehicle. This electric hydraulic brake system includes conventional brake module, reserve brake module, brake wheel cylinder and electronic control module, conventional brake module includes liquid storage kettle, motor and pressure generator, electronic control module can drive motor work, so that the pressure generator will brake fluid in the liquid storage kettle provides brake wheel cylinder, reserve brake module includes high-pressure energy storage ware, high-pressure energy storage ware's inlet with pressure generator's liquid outlet links to each other, high-pressure energy storage ware's liquid outlet with brake wheel cylinder links to each other, electronic control module can drive motor work, so that pressure generator will brake fluid in the liquid storage kettle is carried in the high-pressure energy storage ware, thereby makes high-pressure energy storage ware can regard as reserve braking source. The electro-hydraulic brake system is simple in structure, low in cost and high in brake reliability.

Description

Electro-hydraulic brake system, method applied to electro-hydraulic brake system and vehicle

Technical Field

The disclosure relates to the technical field of vehicles, in particular to an electro-hydraulic braking system, a method applied to the electro-hydraulic braking system and a vehicle.

Background

In the prior art, in order to ensure the reliability of vehicle braking, two or more sets of brake units are generally arranged in a brake system, so that when one set fails, the other set is utilized to continue braking. However, the existing brake system has a complex structure and high cost, and the brake effect cannot be guaranteed.

Disclosure of Invention

The invention aims to provide an electro-hydraulic brake system, a method applied to the electro-hydraulic brake system and a vehicle. The electro-hydraulic brake system is simple in structure, low in cost and high in brake reliability.

In order to achieve the above object, the present disclosure provides an electro-hydraulic brake system, including a conventional brake module, a backup brake module, a brake wheel cylinder, and an electronic control module, the conventional brake module comprises a liquid storage pot, a motor and a pressure generator, the electronic control module can drive the motor to work, so that the pressure generator supplies the brake fluid in the fluid reservoir to the wheel cylinder, the backup brake module includes a high-pressure accumulator, the liquid inlet of the high-pressure energy accumulator is connected with the liquid outlet of the pressure generator, the liquid outlet of the high-pressure energy accumulator is connected with the brake wheel cylinder, the electronic control module can drive the motor to work, so that the pressure generator delivers the brake fluid in the reservoir pot into the high-pressure accumulator, thereby enabling the high-pressure accumulator to serve as a backup braking source.

Optionally, the backup brake module further comprises a first pressure sensor for detecting the brake fluid pressure of the high pressure accumulator, and the first pressure sensor is in communication connection with the electronic control module.

Optionally, the backup brake module further includes a check valve provided on a flow path between the pressure generator and the high-pressure accumulator to allow brake fluid to flow from the pressure generator to the high-pressure accumulator, and a first solenoid valve provided on a flow path between a fluid outlet of the high-pressure accumulator and the brake wheel cylinder, the first pressure sensor being provided on a flow path between the fluid outlet of the high-pressure accumulator and the first solenoid valve. Optionally, the number of the brake wheel cylinders is multiple, the backup brake module further includes a second electromagnetic valve, a liquid outlet of the first electromagnetic valve is connected to two of the brake wheel cylinders, and a liquid outlet of the first electromagnetic valve is further connected to the other two of the brake wheel cylinders through the second electromagnetic valve.

Optionally, the brake wheel cylinders are multiple, the conventional brake module further comprises a double-piston type brake master cylinder, the brake 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 conventional brake module further comprises 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 respectively, the second pressure cavity is connected with the other two brake wheel cylinders through the fourth electromagnetic valve respectively, a liquid outlet of the first electromagnetic valve is connected with a flow path between the fourth electromagnetic valve and the corresponding brake wheel cylinders through a flow path, and a liquid outlet of the second electromagnetic valve is connected with the flow path between the third electromagnetic valve and the corresponding brake wheel cylinders 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 conventional brake 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 conventional brake module further includes four fluid outlet electromagnetic valves of the brake 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 between the fluid outlets of the first brake cylinder, the second brake cylinder, the third brake cylinder and the fourth brake cylinder and the fluid reservoir.

Optionally, the conventional brake module further includes a thirteenth solenoid valve and a fourteenth solenoid valve, the liquid outlet of the pressure generator is connected to the flow path between the third solenoid valve and the fifth solenoid valve through the thirteenth solenoid valve, and the liquid outlet of the pressure generator is further connected to the flow path between the third solenoid valve and the sixth solenoid valve through the thirteenth solenoid valve, the liquid outlet of the pressure generator is further connected to the flow path between the fourth solenoid valve and the seventh solenoid valve through the fourteenth solenoid valve, and the liquid outlet of the pressure generator is further connected to the flow path between the fourth solenoid valve and the eighth solenoid valve through the fourteenth solenoid valve.

Optionally, the conventional brake module further includes a pedal, a pedal push rod, a displacement sensor, a fifteenth solenoid valve, and a foot feeling simulator, wherein one end of the pedal push rod is connected to the pedal, the other end of the pedal push rod is connected to the piston of the master cylinder, the foot feeling simulator is connected to the pressure chamber of the master cylinder through the fifteenth solenoid valve, and the displacement sensor is configured to detect a displacement of the pedal.

Optionally, the electronic control module includes a first central processing unit and a second central processing unit, the first central processing unit is electrically connected to the conventional brake module, the second central processing unit is electrically connected to the backup brake module, and the first central processing unit is in communication connection with the second central processing unit.

Optionally, the electronic control module further includes a first driving circuit, a second driving circuit, a third driving circuit and a data selector, the first driving circuit is configured to process a sensor signal in the regular braking module and drive the motor, the second driving circuit is configured to drive the solenoid valve in the regular braking module, the third driving circuit is configured to process a sensor signal in the spare braking module and drive the solenoid valve in the spare braking module, the first central processing unit and the second central processing unit are both communicatively connected to the data selector, the first central processing unit is communicatively connected to the first driving circuit, the second central processing unit is communicatively connected to the third driving circuit, and the data selector is communicatively connected to the second driving circuit.

In the electro-hydraulic brake system provided by the present disclosure, the conventional brake module and the backup brake module provide for one motor. And a motor does not need to be additionally arranged in the standby brake module, so that the structure of the standby brake module is simplified, the size of the standby brake module is reduced, and the cost is reduced. The spare brake module is convenient to flexibly arrange at a proper position of the vehicle due to the fact that the number of used parts is reduced and the size is reduced.

According to another aspect of the present disclosure, there is provided a method of an electro-hydraulic brake system as recited above, the method comprising:

and detecting the pressure of the high-pressure energy accumulator, and if the pressure value of the high-pressure energy accumulator is lower than a first preset threshold value and the vehicle is in a non-braking state, supplying the brake fluid of the fluid storage pot to the high-pressure energy accumulator so that the high-pressure energy accumulator can be used as a backup braking source.

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

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 an electro-hydraulic brake system when a conventional brake module of one embodiment of the present disclosure brakes, wherein arrows show the flow path of brake fluid;

fig. 3 is a schematic structural diagram of an electro-hydraulic brake system when a high-pressure accumulator is charged with brake fluid and pressurized according to an embodiment of the present disclosure, wherein arrows show a flow path of the brake fluid;

FIG. 4 is a schematic structural diagram of an electro-hydraulic brake system when a brake wheel cylinder is pressurized by a high-pressure accumulator at the time of failure of a conventional brake module according to an embodiment of the present disclosure, wherein arrows show a flow path of brake fluid;

FIG. 5 is a schematic structural diagram of an electro-hydraulic brake system for base-bleeding a brake wheel cylinder upon failure of a conventional brake module according to an embodiment of the present disclosure, wherein arrows show the flow path of brake fluid;

FIG. 6 is a schematic structural diagram of an electro-hydraulic brake system for pressurizing a brake cylinder using a high-pressure accumulator when a conventional brake module fails and is unmanned according to an embodiment of the present disclosure, wherein arrows show a flow path of brake fluid;

FIG. 7 is a schematic structural diagram of an electro-hydraulic brake system for relieving pressure to a brake cylinder when a conventional brake module fails and is unmanned according to an embodiment of the present disclosure, wherein arrows show a flow path of brake fluid;

FIG. 8 is a block diagram of an electronic control module of an electro-hydraulic brake system according to an embodiment of the present disclosure;

FIG. 9 is a method of pressurizing a high pressure accumulator using an electro-hydraulic braking system according to one embodiment of the present disclosure.

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; 15-a fifteenth solenoid valve; 100-a conventional brake module; 20-liquid storage pot; 30-a master brake cylinder; 31-a first pressure chamber; 32-a second pressure chamber; 40-a motor; 50-a pressure generator; 61-a first pressure sensor; 62-a second pressure sensor; 63-a third pressure sensor; 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 backup brake module; 210-a high pressure accumulator; 220-a one-way valve; 300-an electronic control module; 310-a first central processor; 320-a second central processor; 330-a first drive circuit; 340-a second drive circuit; 350-a third drive circuit; 360-a data selector; 410-a first power supply; 420-a second power supply; 510-a first CAN network; 520-second CAN network.

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 to 8, the present disclosure provides an electro-hydraulic brake system, which includes a conventional brake module 100, a spare brake module 200, a wheel cylinder and an electronic control module 300, where the conventional brake module 100 includes a fluid reservoir 20, a motor 40 and a pressure generator 50, and the electronic control module 300 is capable of driving the motor 40 to operate, so that the pressure generator 50 provides brake fluid in the fluid reservoir 20 to the wheel cylinder, thereby achieving normal braking of the conventional brake module 100 as shown in the figure. The backup brake module 200 comprises a high-pressure accumulator 210, a liquid inlet of the high-pressure accumulator 210 is connected with a liquid outlet of the pressure generator 50, a liquid outlet of the high-pressure accumulator 210 is connected with a brake wheel cylinder, and the electronic control module 300 can drive the motor 40 to work, so that the pressure generator 50 can deliver the brake fluid in the reservoir 20 to the high-pressure accumulator 210, and the high-pressure accumulator 210 can be used as a reliable backup brake source.

The electro-hydraulic brake system provided by the present disclosure has a normal braking mode in which a brake wheel cylinder is braked by a normal braking module 100, and a backup braking mode. Specifically, the motor 40 is started to drive the piston in the pressure generator 50 to move, so that the brake fluid in the fluid reservoir 20 is delivered to the brake wheel cylinder, and the booster brake is realized.

The backup brake module 200 is used primarily in emergency situations, and in the backup braking mode, the high-pressure accumulator 210 serves as a braking source to brake the wheel cylinders. For example, when the motor 40 or the pressure generator 50 of the conventional brake module 100 is damaged, the backup brake module 200 may be activated to supply the high-pressure brake fluid in the high-pressure accumulator 210 to the wheel cylinders to perform braking.

In operation, as shown in fig. 3, the motor 40 and the pressure generator 50 of the conventional brake module 100 may be used to supply brake fluid to the high pressure accumulator 210 in advance, so that a certain amount of high pressure brake fluid is stored in the high pressure accumulator 210. In this way, when the conventional brake module 100 cannot normally operate, the high-pressure brake fluid in the high-pressure accumulator 210 can be supplied to the brake wheel cylinder, and reliable braking can be achieved. In the electro-hydraulic brake system provided by the present disclosure, the conventional brake module 100 and the backup brake module 200 share one motor 40. The motor 40 does not need to be additionally arranged in the spare brake module 200, which is beneficial to simplifying the structure of the spare brake module 200, reducing the volume and lowering the cost. The use of fewer parts and reduced size also facilitates flexible placement of the backup brake module 200 in the proper location of the vehicle.

It should be noted that the working principle of the high pressure accumulator 210 is well known to those skilled in the art, and therefore, the detailed description thereof is omitted.

The pressure generator 50 may be a piston cylinder type as shown in fig. 1, or may be a booster pump, but the present disclosure is not limited thereto, and may generate pressure to transfer the brake fluid into the high-pressure accumulator 210.

As shown in fig. 1, the backup brake module 200 further includes a first pressure sensor 61 for detecting the brake fluid pressure of the high pressure accumulator 210, and the first pressure sensor 61 is communicatively connected to the electronic control module 300. By arranging the first pressure sensor 61, the pressure of the brake fluid in the high-pressure accumulator 210 can be detected in real time and fed back to the electronic control module 300 in time, so that corresponding measures can be taken in time to ensure that the pressure of the brake fluid in the high-pressure accumulator 210 is kept within a preset range. For example, when the detected pressure value is lower than the preset pressure value, the electronic control module 300 may control the motor 40 and the pressure generator 50 to replenish the brake fluid to the high pressure accumulator 210 in time, so that the pressure of the brake fluid in the high pressure accumulator 210 meets the working requirement, thereby facilitating the improvement of the braking reliability of the high pressure accumulator 210. Wherein, optionally, as shown in fig. 1, the first pressure sensor 61 may be disposed at the position of the liquid outlet of the high pressure accumulator 210.

Further, as shown in fig. 1, the backup brake module 200 further includes a check valve 220 and a first electromagnetic valve 1, the check valve 220 being disposed on a flow path between the pressure generator 50 and the high pressure accumulator 210 to allow brake fluid to flow from the pressure generator 50 to the high pressure accumulator 210, the first electromagnetic valve 1 being disposed on a flow path between an outlet of the high pressure accumulator 210 and a wheel cylinder, and the first pressure sensor 61 being disposed on a flow path between the outlet of the high pressure accumulator 210 and the first electromagnetic valve 1. When the high pressure accumulator 210 is pre-charged with brake fluid, the first solenoid valve 1 may be caused to open the flow path to prevent brake fluid from flowing out of the high pressure accumulator 210 in this braking mode. When the backup brake module 200 is activated to brake, the first solenoid valve 1 may be turned on, so that the high-pressure brake fluid in the high-pressure accumulator 210 flows to the wheel cylinder.

In the present embodiment, the first solenoid valve 1 may alternatively be a normally closed type solenoid valve. As shown in fig. 1, the first solenoid valve 1 is opened at the left position in the initial state, and the flow path is opened.

In the present embodiment, since the first pressure sensor 61 is provided on the flow path between the liquid outlet of the high pressure accumulator 210 and the first solenoid valve 1, it is advantageous to accurately detect the pressure of the high pressure accumulator 210.

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 solenoid valve means that in an initial state, when the solenoid valve is not energized, the valve is opened and the flow path is open. The normally closed type solenoid valve means that in an initial state, when the solenoid valve is not energized, the valve is closed and the flow path is disconnected.

It is understood that in other embodiments of the present disclosure, the first solenoid valve 1 may be a normally open type solenoid valve. At this time, the normally open type solenoid valve is in an energized state to shut off the flow path when the conventional brake module 100 is operated.

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, there are a plurality of brake cylinders, specifically 4, and the backup brake module 200 further includes a second electromagnetic valve 2, wherein the liquid outlet of the first electromagnetic valve 1 is connected to two brake cylinders, and the liquid outlet of the first electromagnetic valve 1 is connected to the other two brake cylinders through the second electromagnetic valve 2, and the second electromagnetic valve 2 is configured to open the flow path when the conventional brake module 100 brakes normally. In the present embodiment, the brake fluid from the fluid outlet of the first electromagnetic valve 1 can be divided into two flow paths, one of which is directly connected to two brake cylinders, and the other of which passes through the second electromagnetic valve 2 and then is connected to the other two brake cylinders. By providing the second solenoid valve 2, the two flow paths can be isolated, and the two flow paths are prevented from being influenced by each other. Alternatively, as shown in fig. 1, the second solenoid valve 2 is a normally closed type solenoid valve.

In this embodiment, the backup brake module 200 is composed of only 1 high-pressure accumulator, 2 solenoid valves and 1 pressure sensor, and the number of components is small, so that the backup brake module is conveniently integrated into one module, and the backup brake module is beneficial to saving the arrangement space of a vehicle.

In one embodiment of the present disclosure, as shown in fig. 1, the conventional brake module 100 may further include a master cylinder 30 of a dual-piston type, the master cylinder 30 having a first pressure chamber 31 and a second pressure chamber 32, both the first pressure chamber 31 and the second pressure chamber 32 being communicated with the reservoir 20, the conventional brake module 100 further including a third solenoid valve 3 and a fourth solenoid valve 4, the first pressure chamber 31 being respectively connected to two brake cylinders through the third solenoid valve 3, and the second pressure chamber 32 being respectively connected to the other two brake cylinders through the fourth solenoid 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-described structure, it is possible to manually brake when the motor 40 or the pressure generator 50 malfunctions and the inside of the high pressure accumulator 210 also malfunctions. At this time, the brake pedal 81 may be depressed so that the brake fluid enters the corresponding wheel cylinder through the master cylinder 30, the third electromagnetic valve 3, and the fourth electromagnetic valve 4.

Further, as shown in fig. 1, in one embodiment of the present disclosure, the liquid outlet of the first electromagnetic valve 1 may be connected to the flow path between the fourth electromagnetic valve 4 and the corresponding wheel cylinder through a flow path, and the liquid outlet of the second electromagnetic valve 2 may be connected to the flow path between the third electromagnetic valve 3 and the corresponding wheel cylinder through a flow path. When braking is performed by using the high-pressure accumulator 210, the third electromagnetic valve 3 and the fourth electromagnetic valve 4 can be both opened, and the brake fluid can be successfully delivered to the individual brake cylinders.

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, which are left-position conductive in the initial state.

Further, as shown in fig. 1, in one embodiment of the present disclosure, 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, respectively, the conventional brake module 100 further includes four brake cylinder inlet solenoid valves, fifth solenoid valves 5, sixth solenoid valves 6, seventh solenoid valves 7, and eighth solenoid valves 8, respectively, the fifth solenoid valve 5 is disposed on a flow path between the third solenoid valve 3 and the first brake cylinder 71 and on a flow path between the second solenoid valve 2 and the first brake cylinder 71, the sixth solenoid valve 6 is disposed on a flow path between the third solenoid valve 3 and the second brake cylinder 72 and on a flow path between the second solenoid valve 2 and the second brake cylinder 72, the seventh solenoid valve 7 is disposed on a flow path between the fourth solenoid valve 4 and the third brake cylinder 73 and on a flow path between the first solenoid valve 1 and the third brake cylinder 73, the eighth electromagnetic valve 8 is provided on the flow path between the fourth electromagnetic valve 4 and the fourth brake cylinder 74 and on the 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 high pressure accumulator 210 is used to supply the brake fluid to the four brake cylinders, the first solenoid valve 1 and the second solenoid valve 2 may be turned on, and the fifth solenoid valve 5, the sixth solenoid valve 6, the seventh solenoid valve 7, and the eighth solenoid valve 8 may be turned on, and the third solenoid valve 3 and the fourth solenoid valve 4 may be turned off, so as to prevent the brake fluid from flowing back from the third solenoid valve 3 and the fourth solenoid valve 4 to the brake master cylinder 30 and the reservoir 20. Thus, the brake fluid from the high-pressure accumulator 210 can be input into the corresponding brake wheel cylinder, thereby realizing the booster braking.

Wherein the first solenoid valve 1 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 four brake cylinders need to be braked, the corresponding solenoid valves may be selectively controlled to be turned on and off as needed. For example, when only the fourth brake wheel cylinder 74 needs to be braked, the first solenoid valve 1 and the eighth solenoid valve 8 may be made to conduct the flow path, and the second solenoid valve 2, the fourth solenoid valve 4, the fifth solenoid valve 5, the sixth solenoid valve, and the seventh solenoid valve 7 may be made to break the flow path, so that the brake fluid in the high-pressure accumulator 210 alone supplies the brake fluid to the fourth brake wheel cylinder 74, thereby implementing the pressure-increasing brake for the 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 accumulator 210 supplies brake fluid to the above-mentioned 4 brake wheel cylinders in time.

Further, as shown in fig. 1, the conventional brake module 100 further includes liquid outlet electromagnetic valves of four brake 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, where the ninth electromagnetic valve 9, the tenth electromagnetic valve 10, the eleventh electromagnetic valve 11, and the twelfth electromagnetic valve 12 are respectively connected between liquid outlets of the first brake cylinder 71, the second brake cylinder 72, the third brake cylinder 73, and the fourth brake cylinder 74 and the liquid storage pot 20, and are respectively disposed at liquid outlet ends of the first brake cylinder 71, the second brake cylinder 72, the third brake cylinder 73, and the fourth brake cylinder 74. As shown in fig. 2, 4 and 6, when the conventional brake module 100 or the backup brake module 200 is used to provide brake fluid to the wheel cylinders, the corresponding fluid return solenoid valve is opened to form a flow path, and when pressure release is required to the wheel cylinders, as shown in fig. 5, the corresponding fluid return solenoid valve is opened to form a flow path, so that brake fluid is returned to the reservoir 20 through the corresponding fluid return solenoid valve.

As shown in fig. 1, in one embodiment of the present disclosure, the conventional brake module 100 further includes a thirteenth electromagnetic valve 13 and a fourteenth electromagnetic valve 14, the liquid outlet of the pressure generator 50 is connected to two of the brake cylinders through the thirteenth electromagnetic valve 13, and the liquid outlet of the pressure generator 50 is connected to the other two brake cylinders through the fourteenth electromagnetic valve 14.

When braking is performed using the conventional brake module 100, as shown in fig. 2, the thirteenth solenoid valve 13 and the fourteenth solenoid valve 14 may be made to conduct a flow path, so that the motor 40 is activated to drive the piston in the pressure generator 50 to move in a direction of supplying the brake fluid to the wheel cylinder, and the brake fluid is supplied to the corresponding wheel cylinder through the thirteenth solenoid valve 13 and the fourteenth solenoid valve 14, respectively.

Specifically, as shown in fig. 1 and 2, in one embodiment of the present disclosure, the liquid outlet of the thirteenth solenoid valve 13 is connected to the flow path between the third solenoid valve 3 and the fifth solenoid valve 5, and the liquid outlet of the thirteenth solenoid valve 13 is also connected to the flow path between the third solenoid valve 3 and the sixth solenoid valve 6 at the same time, the fourteenth solenoid valve 14 is connected to the flow path between the fourth solenoid valve 4 and the seventh solenoid valve 7, and the fourteenth solenoid valve is also connected to the flow path between the fourth solenoid valve 4 and the eighth solenoid valve 8 at the same time.

Alternatively, the thirteenth solenoid valve 13 and the fourteenth solenoid valve 14 are normally closed solenoid valves.

Further, the conventional brake module 100 further includes a pedal 81, a pedal push rod 82, a displacement sensor 83, a fifteenth solenoid valve 15, and a foot sensing simulator 90, wherein one end of the pedal push rod 82 is connected to the pedal 81, the other end is connected to the piston of the master cylinder 30, the foot sensing simulator 90 is connected to the pressure chamber in the master cylinder 30 through the fifteenth solenoid valve 15 for providing a reaction force to the brake pedal 81, and the second sensor is used for detecting the displacement of the pedal 81.

Based on this, after the driver steps on the pedal 81, the electronic control module 300 can calculate the brake boosting requirement of the driver through the signal detected by the displacement sensor 83, send the information to the electronic control module 300, and make the third electromagnetic valve 3 and the fourth electromagnetic valve 4 disconnect the flow path, so as to prevent the brake fluid from the high-pressure accumulator 210 from passing through the two electromagnetic valves, and avoid the brake fluid from flowing back to the brake master cylinder 30 and the brake fluid reservoir 20; meanwhile, the fifteenth electromagnetic valve 15 is conducted, and under the action of the pedal 81 stepped down by the driver, the brake fluid in the brake master cylinder 30 enters the foot feeling simulator 90 through the fifteenth electromagnetic valve 15, so that comfortable foot feeling is formed; 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.

Optionally, as shown in fig. 1, the conventional brake module 100 further includes a second pressure sensor 62, and the second pressure sensor 62 is disposed at the position of the liquid outlet of the master cylinder 30 and is capable of detecting the hydraulic pressure in the master cylinder 30.

Optionally, as shown in fig. 1, the conventional brake module 100 further includes a third pressure sensor 63, where the third pressure sensor 63 is disposed at the outlet of the pressure generator 50, and is capable of detecting the pressure at the outlet of the pressure generator 50.

As shown in fig. 1 and 8, in the present disclosure, the electronic control module 300 includes a first central processor 310 and a second central processor 320, the first central processor 310 is electrically connected with the regular brake module 100, the second central processor 320 is electrically connected with the spare brake module 200, and the first central processor 310 and the second central processor 320 are communicatively connected, optionally, through a first CAN network 510. By integrating the first central processor 310 and the second central processor 320 in the same electronic control module 300, the use number of PCB (printed circuit board) and connectors is saved, and the cost can be reduced;

in the present disclosure, if the conventional brake module 100 is operating normally, the backup brake module 200 is not activated to apply the brakes. Specifically, if the conventional brake module 100 is normal, the first cpu 310 may send a normal signal (normal flag bit) to the second cpu 320 through the first CAN network 510, and the second cpu 320 does not start the backup brake module 200 after receiving the normal signal (normal flag bit). If the conventional brake module 100 is not normal, for example, the motor 40 fails, the first cpu 310 may perform communication interaction via the first CAN network 510 to send an abnormal signal (abnormal flag) to the second cpu 320. At this time, the second cpu 320 starts the backup brake module 200 to brake after receiving the abnormal signal. Or, when the first central processing unit 310 fails, for example, and the second central processing unit 320 does not receive any information sent by the first central processing unit 310, in this case, the second central processing unit 320 also controls the backup braking module 200 to perform the braking operation.

Further, as shown in fig. 8, the electronic control module 300 further includes a first driving circuit 330, a second driving circuit 340, a third driving circuit 350 and a data selector 360, wherein the first driving circuit 330 is used for processing the sensor signal in the regular brake module 100 and driving the motor 40, the second driving circuit 340 is used for driving the solenoid valve in the regular brake module 100, and the third driving circuit 350 is used for processing the sensor signal in the backup brake module 200 and driving the solenoid valve (i.e. the first solenoid valve 1 and the second solenoid valve 2) in the backup brake module 200. The first central processor 310 and the second central processor 320 are both communicatively connected to the data selector 360, the first central processor 310 is communicatively connected to the first driving circuit 330, the second central processor 320 is communicatively connected to the third driving circuit 350, and the data selector 360 is communicatively connected to the second driving circuit 340.

Based on this, both the first cpu 310 and the second cpu 320 can send electromagnetic valve driving commands to the second driving circuit 340, so when the pressure generator 50 or the first cpu 310 fails, the second cpu 320 can still control the opening and closing of the electromagnetic valve in the conventional brake module 100 according to the braking demand, and cooperate with the third driving circuit 350 to drive the electromagnetic valve in the backup brake module 200 to open and close, so as to meet the pressure increasing demand of the backup brake module 200 on the brake wheel cylinder.

In the present disclosure, the first cpu 310 and the second cpu 320 may share one power source, or may use separate power sources, which is not limited in the present disclosure. To further increase security, in one embodiment of the present disclosure, the first central processor 310 and the second central processor employ different power supplies. As shown in fig. 8, a first power source 410 supplies power to the first cpu 310, and a second power source 420 supplies power to the second cpu 320. Optionally, the first power source 410 may be a DC power source, specifically, a storage battery, the second power source 420 may be a DC power source, specifically, a storage battery or a super capacitor, and for a new energy vehicle, the second power source 420 may also be a DC/DC converted power source.

In addition, as shown in fig. 8, the electro-hydraulic control system further includes a second CAN network 520, and the second CAN network 520 CAN interact with other systems of the whole vehicle, such as an unmanned control system.

According to another aspect of the present disclosure, a method applied to the above-mentioned electro-hydraulic brake system is provided, and specifically, a method for pre-charging the high-pressure accumulator 210 with brake fluid by using the above-mentioned electro-hydraulic brake system is provided, the method includes:

and detecting the pressure of the high-pressure accumulator 210, and if the pressure value of the high-pressure accumulator 210 is lower than a first preset threshold value and the vehicle is in a non-braking state, supplying the brake fluid of the reservoir pot 20 to the high-pressure accumulator 210 so as to ensure that the pressure of the brake fluid in the high-pressure accumulator 210 is within a preset range and meet the braking requirement.

Specifically, when applied to an electro-hydraulic brake system as shown in fig. 1 and 8, as shown in fig. 9, the method includes:

step 1: the second cpu 320 determines whether the pressure of the brake fluid in the high pressure accumulator 210 is lower than a first preset value. If the pressure value of the brake fluid of the high-pressure accumulator 210 is lower than the first preset threshold, step 2 is entered, otherwise, the fluid charging process of the brake fluid pre-charged to the high-pressure accumulator 210 is ended.

Step 2: the second cpu 320 sends a boost demand signal to the first cpu 310.

And step 3: the first central processing unit 310 judges whether the vehicle is braking according to the system information of the conventional braking module, if so, the step 4 is carried out, otherwise, the step 5 is carried out;

and 4, step 4: the first cpu 310 does not allow the pressurization flag signal to be sent to the second cpu 320;

and 5: the first central processing unit 310 controls the first driving circuit 33 and the second driving circuit 340 to start the motor 40 and the related solenoid valve to deliver brake fluid to the high-pressure accumulator 210, and sends a pressurization signal to the second central processing unit 320;

step 6: the second central processor 320 sends the real-time pressure value of the brake fluid of the high-pressure accumulator 210 to the first central processor 310;

and 7: the first central processing unit 310 determines whether the pressure value of the brake fluid in the high-pressure accumulator 210 is greater than or equal to a second preset threshold value, if so, the fluid filling process is ended, otherwise, the step 5 is executed;

and the second preset threshold is greater than the first preset threshold. The present disclosure does not limit the specific values of the first preset threshold and the second preset threshold. The first preset threshold value can be determined according to factors such as the lowest pressure of the energy accumulator when the whole vehicle meets the lowest braking requirement, for example, 160bar, and the second preset threshold value can be determined according to factors such as the liquid quantity requirement of single braking of the whole vehicle and the frequency requirement that the high-pressure energy accumulator 210 is charged to the upper limit value and the lower limit value and can meet the braking of the whole vehicle, for example, 200 bar.

In the method, optionally, the pressure of the brake fluid of the high-pressure accumulator 210 can be detected by the first pressure sensor 61 and the detection data can be transmitted to the second central processing unit 320. The second cpu 320 may transmit the pressurization demand flag signal to the first cpu 310 through the first CAN network 510.

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. Normal braking conditions of the conventional brake module 100. As shown in fig. 1 and 2, the thirteenth electromagnetic valve 13 and the fourteenth electromagnetic valve 14 are energized to open the flow path, and the third electromagnetic valve 3 and the fourth electromagnetic valve 4 are closed, the motor 40 is activated to drive the piston in the pressure generator 50, and the brake fluid in the reservoir 20 is delivered to 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 through the thirteenth electromagnetic valve 13, the fourteenth electromagnetic valve 14, the fifth electromagnetic valve 5, the sixth electromagnetic valve 6, the seventh electromagnetic valve 7 and the eighth electromagnetic valve 8, respectively, thereby implementing the pressure boost braking.

b. Pre-charge brake fluid condition of the high pressure accumulator 210. As shown in fig. 1 and 3, the thirteenth electromagnetic valve 13 and the fourteenth electromagnetic valve 14 are disconnected from the flow path, the motor 40 is started, and the piston in the pressure generator 50 is driven to move, so that the brake fluid in the fluid reservoir 20 is injected into the high-pressure accumulator 210, thereby achieving the purpose of boosting. And the brake fluid introduced into the high pressure accumulator 210 does not flow back into the pressure generator 50 due to the check valve 220.

c. And when the conventional brake module 100 fails, the high-pressure accumulator 210 is used for pressurizing the brake wheel cylinder. As shown in fig. 1 and 4, for example, when the pressure generator 50 or the motor 40 is out of order and there is a braking demand, the first cpu 310 calculates the braking boosting demand of the driver from the signal detected by the displacement sensor 83 after the driver depresses the pedal 81, and sends the information to the second cpu 320 through the first CAN network 510, and the second cpu 320 sends a command to the second driving circuit 340, so that the third solenoid valve 3 and the fourth solenoid valve 4 are electrically disconnected from the flow path by the second driving circuit 340. And at the same time controls the fifteenth electromagnetic valve 15 to electrically conduct the flow path. Thus, when the driver depresses the pedal 81, the brake fluid in the master cylinder 30 enters the foot feeling simulator 90 through the fifteenth electromagnetic valve 15, and a comfortable foot feeling is provided. Meanwhile, the second cpu 320 sends a command to the third driving circuit 350 to control the first solenoid valve 1 and the second solenoid valve 2 to be electrically connected to the flow path, so that the high-pressure brake fluid in the high-pressure accumulator 210 can enter the corresponding brake wheel cylinders through the fifth solenoid valve 5, the sixth solenoid valve, the seventh solenoid valve 7 and the eighth solenoid valve 8, thereby implementing the pressure boost braking.

d. When the conventional brake module 100 fails, the brake wheel cylinder performs a pressure relief condition. As shown in fig. 4 and 5, when the driver releases the pedal 81 after completing the pressurization condition of c, the brake fluid in the foot feeling simulator 90 is introduced into the master cylinder 30 through the fifteenth solenoid valve 15, resulting in a comfortable foot feeling. Meanwhile, the first cpu 310 may calculate the braking pressure release demand of the driver through the signal detected by the displacement sensor 83, and send the information to the second cpu 320 through the first CAN network 510, the second cpu 320 sends a command to the second driving circuit 340, the second driving circuit 340 controls the four fluid-out solenoid valves (the ninth solenoid valve 9, the tenth solenoid valve 10, the eleventh solenoid valve 11, and the twelfth solenoid valve 12) to be energized and flow-through, and the other solenoid valves maintain the initial state, so that the hydraulic oil in the four brake wheel cylinders returns to the fluid reservoir 20 through the corresponding fluid-out solenoid valves.

e. And when the conventional brake module 100 fails, the brake wheel cylinder is pressurized in the unmanned mode. As shown in fig. 1 and 6, when the vehicle is in the driverless mode and has a braking demand. The first and second central processors 3101 and 320 may receive a braking demand from the unmanned mode through the second CAN network 520, and the first central processor 310 informs the second central processor 320 of a malfunction of the conventional brake module 100 through the first CAN network 510, and the second central processor 320 performs braking. The second cpu 320 sends a command to the second driving circuit 340 to control the third solenoid valve 3 and the fourth solenoid valve 4 to be turned on and off; meanwhile, the second cpu 320 sends a command to the third driving circuit 350 to control the first and

second solenoid valves

1 and 2 to be energized and opened, so that the high-pressure brake fluid in the high-pressure accumulator 210 can enter the corresponding automatic wheel cylinders through the fifth, sixth, seventh and

eighth solenoid valves

5, 6, 7 and 8.

f. And when the conventional brake module 100 fails, the pressure of the brake wheel cylinder is relieved in the unmanned driving mode. As shown in fig. 6 and 7. After the pressurization condition e is completed, because the driver does not step on the pedal 81 under the condition, the brake fluid enters the brake master cylinder 30 from the third electromagnetic valve 3 and the fourth electromagnetic valve 4, and the problem of influence on the foot feeling of the driver does not exist, in order to reduce the control number of the electromagnetic valves, after the signal of the braking demand of the second central processor 320, an instruction is sent to the second driving circuit 340, the third electromagnetic valve 3 and the fourth electromagnetic valve 4 are switched from the flow path disconnection as shown in fig. 6 to the flow path conduction state, other electromagnetic valves keep the initial state, the brake fluid in the wheel cylinder passes through the four fluid inlet electromagnetic valves, enters the brake master cylinder 30 through the third electromagnetic valve 3 and the fourth electromagnetic valve 4, and finally enters the fluid storage pot 20, and the pressure relief is completed. Under this operating mode, can control the aperture of four feed liquor solenoid valves during the pressure release and realize controlling the pressure release volume.

g. And maintaining the pressure of the brake wheel cylinder. In the pressure increasing or pressure reducing process shown in fig. 4 to 7, by cutting off the four fluid inlet valves or the four fluid outlet valves, the pressure of the first wheel cylinder 71, the second wheel cylinder 72, the third wheel cylinder 73, and the fourth wheel cylinder 74 can be maintained as required.

For convenience of description, the pressure increasing or pressure releasing process is performed simultaneously by four brake cylinders, and in the present disclosure, any one of the pressure increasing, pressure releasing, and pressure maintaining may be performed independently. In addition, according to the ABS requirement, only at least one wheel is pressurized and braked, and pressurization, pressure maintaining and pressure relief are alternately performed.

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. The electro-hydraulic brake system is characterized by comprising a conventional brake module (100), a standby brake module (200), a brake wheel cylinder and an electronic control module (300), wherein the conventional brake module (100) comprises a liquid storage pot (20), a motor (40) and a pressure generator (50), the electronic control module (300) can drive the motor (40) to work so that the pressure generator (50) can supply brake liquid in the liquid storage pot (20) to the brake wheel cylinder, the standby brake module (200) comprises a high-pressure energy accumulator (210), a liquid inlet of the high-pressure energy accumulator (210) is connected with a liquid outlet of the pressure generator (50), a liquid outlet of the high-pressure energy accumulator (210) is connected with the brake wheel cylinder, and the electronic control module (300) can drive the motor (40) to work so that the pressure generator (50) can convey the brake liquid in the liquid storage pot (20) to the high-pressure energy accumulator (300) (210) Thereby enabling the high pressure accumulator to act as a backup braking source.

2. The electro-hydraulic brake system of claim 1, wherein the backup brake module (200) further comprises a first pressure sensor (61) for detecting brake fluid pressure of the high pressure accumulator (210), the first pressure sensor (61) being communicatively connected to the electronic control module (300).

3. The electro-hydraulic brake system according to claim 2, wherein the backup brake module (200) further includes a check valve (220) and a first solenoid valve (1), the check valve (220) being disposed in a flow path between the pressure generator (50) and the high-pressure accumulator (210) to allow brake fluid to flow from the pressure generator (50) to the high-pressure accumulator (210), the first solenoid valve (1) being disposed in a flow path between an outlet of the high-pressure accumulator (210) and the brake wheel cylinder, the first pressure sensor (61) being disposed in a flow path between an outlet of the high-pressure accumulator (210) and the first solenoid valve (1).

4. The electro-hydraulic brake system according to claim 3, wherein the number of the brake cylinders is multiple, the backup brake module (200) further comprises a second solenoid valve (2), the liquid outlet of the first solenoid valve (1) is connected with two brake cylinders, and the liquid outlet of the first solenoid valve (1) is further connected with the other two brake cylinders through the second solenoid valve (2).

5. The electro-hydraulic brake system according to claim 4, wherein the brake cylinder is plural, the conventional brake module (100) further includes a master cylinder (30) of a double-piston type, 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) both communicating with the reservoir (20),

the conventional brake 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.

6. The electro-hydraulic brake system according to claim 5, 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 conventional brake module (100) further includes four fluid inlet solenoid valves of the brake cylinders, 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 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 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).

7. The electro-hydraulic brake system according to claim 6, wherein the conventional brake module (100) further comprises liquid outlet electromagnetic valves of four brake cylinders, namely a ninth electromagnetic valve (9), a tenth electromagnetic valve (10), an eleventh electromagnetic valve (11) and a twelfth electromagnetic valve (12), wherein the ninth electromagnetic valve (9), the tenth electromagnetic valve (10), the eleventh electromagnetic valve (11) and the twelfth electromagnetic valve (12) are respectively connected between liquid outlets of the first brake cylinder (71), the second brake cylinder (72), the third brake cylinder (73) and the fourth brake cylinder (74) and the liquid storage pot (20).

8. The electro-hydraulic brake system according to claim 6, wherein the conventional brake module (100) further includes a thirteenth solenoid valve (13) and a fourteenth solenoid valve (14), the liquid outlet of the pressure generator (50) is connected to the flow path between the third solenoid valve (3) and the fifth solenoid valve (5) through the thirteenth solenoid valve (13), and the liquid outlet of the pressure generator (50) is further connected to the flow path between the third solenoid valve (3) and the sixth solenoid valve (6) through the thirteenth solenoid valve (13),

the liquid outlet of the pressure generator (50) is further connected to a flow path between the fourth solenoid valve (4) and the seventh solenoid valve (7) through the fourteenth solenoid valve (14), and the liquid outlet of the pressure generator (50) is further connected to a flow path between the fourth solenoid valve (4) and the eighth solenoid valve (8) through the fourteenth solenoid valve (14).

9. The electro-hydraulic brake system of any of claims 1-8, wherein the electronic control module (300) includes a first central processor (310) and a second central processor (320), the first central processor (310) being electrically connected to the regular brake module (100), the second central processor (320) being electrically connected to the alternate brake module (200), and the first central processor (310) and the second central processor (320) being communicatively connected.

10. The electro-hydraulic brake system of claim 9, wherein the electronic control module (300) further comprises a first driver circuit (330), a second driver circuit (340), a third driver circuit (350), and a data selector (360), the first driver circuit (330) is configured to process sensor signals in the regular brake module (100) and drive the motor (40), the second driver circuit (340) is configured to drive solenoid valves in the regular brake module (100), the third driver circuit (350) is configured to process sensor signals in the backup brake module (200) and drive solenoid valves in the backup brake module (200),

the first central processing unit (310) and the second central processing unit (320) are both in communication connection with the data selector (360), the first central processing unit (310) is in communication connection with the first driving circuit (330), the second central processing unit (320) is in communication connection with the third driving circuit (350), and the data selector (360) is in communication connection with the second driving circuit (340).

11. A method of applying an electro-hydraulic brake system as claimed in any one of claims 1 to 10, the method comprising:

the method comprises the steps of detecting the pressure of the high-pressure accumulator (210), and if the pressure value of the high-pressure accumulator (210) is lower than a first preset threshold value and the vehicle is in a non-braking state, transmitting the brake fluid of the fluid storage pot (20) to the high-pressure accumulator (210) so that the high-pressure accumulator (210) can be used as a standby braking source.

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