CN112744204B

CN112744204B - Electro-hydraulic brake system and vehicle

Info

Publication number: CN112744204B
Application number: CN201911056546.8A
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: 2022-09-09
Anticipated expiration: 2039-10-31
Also published as: CN112744204A

Abstract

The disclosure relates to an electro-hydraulic brake system and a vehicle. This electric hydraulic brake system includes braking execution module, brake pressure generation module and brake wheel cylinder, braking execution module includes the stock solution kettle, brake pressure generation module includes engine, pump and high-pressure accumulator, the inlet of pump with the stock solution kettle links to each other, the liquid outlet of pump links to each other with the inlet of high-pressure accumulator, the liquid outlet of high-pressure accumulator with the brake wheel cylinder links to each other, the engine can drive the pump with will brake fluid in the stock solution kettle is carried to in the high-pressure accumulator. The electro-hydraulic brake system has the advantages of low noise, low cost and high energy utilization efficiency in the working process.

Description

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 and a vehicle with the same.

Background

In the prior art, in order to ensure the braking reliability of a vehicle, a motor is generally provided in a braking system of the vehicle, and the motor is used as a braking source to provide brake fluid for the braking system to realize braking. This solution generally causes motor noise and the motor is costly. In addition, because the power supply of the motor is obtained by a generator or DC/DC, 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 braking system, including braking execution module, brake pressure generation module and brake wheel cylinder, braking execution module includes the stock solution kettle, brake pressure generation module includes engine, pump and high-pressure accumulator, the inlet of pump with the stock solution kettle links to each other, the liquid outlet of pump links to each other with the inlet of high-pressure accumulator, the liquid outlet of high-pressure accumulator with brake wheel cylinder links to each other, the engine can drive the pump in order with the brake fluid in the stock solution kettle is carried to in the high-pressure accumulator.

Optionally, the brake pressure generating module further comprises an electromagnetic clutch for switching on or off power transmission of the engine and the pump.

Optionally, the pump is a plunger pump, the plunger pump has a first working state and a second working state, in the first working state, the electromagnetic clutch disconnects power transmission between the plunger pump and the engine, in the second working state, the electromagnetic separator connects power transmission between the plunger pump and the engine, and the engine drives a plunger of the plunger pump to reciprocate in a pump chamber of the plunger pump.

Optionally, the braking pressure generating module further comprises a pressure limiting valve, one end of the pressure limiting valve is connected with the liquid storage pot, and the other end of the pressure limiting valve is connected with a liquid outlet of the pump.

Optionally, the pressure limiting valve is a first one-way valve, and the first one-way valve allows brake fluid flowing out of a fluid outlet of the pump to flow back to the fluid storage pot through the first one-way valve.

Optionally, the pressure limiting valve is an electromagnetic switch valve, and when the liquid outlet pressure of the pump exceeds a preset threshold, the electromagnetic switch valve is switched from an off state to an on state, so that the brake liquid pumped out from the pump flows back to the liquid storage pot through the electromagnetic switch valve.

Optionally, the electro-hydraulic brake system further comprises a first pressure sensor and an electronic control module electrically connected with the first pressure sensor, wherein the first pressure sensor is used for detecting the pressure of the high-pressure accumulator.

Optionally, the electro-hydraulic brake system further includes a second check valve provided on a flow path between the pump and the high pressure accumulator to allow brake fluid to flow from the pump to the high pressure accumulator, and a first solenoid valve provided at a liquid outlet end of the high pressure accumulator.

Optionally, the brake pressure generating module further comprises a third check valve disposed on a flow path between the reservoir pot and the pump to allow brake fluid to flow from the reservoir pot to the pump.

Optionally, the number of the brake wheel cylinders is multiple, the brake pressure generating 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 execution module further includes a master cylinder, the master cylinder has a first pressure chamber and a second pressure chamber, the first pressure chamber and the second pressure chamber are both communicated with the reservoir, the brake execution module further includes a third electromagnetic valve and a fourth electromagnetic valve, the first pressure chamber is respectively connected with two of the brake cylinders through the third electromagnetic valve, the second pressure chamber is respectively connected with the other two of the brake cylinders through the fourth electromagnetic valve, a liquid outlet of the first electromagnetic valve is connected to a flow path between the fourth electromagnetic valve and the corresponding brake cylinder through a flow path, and a liquid outlet of the second electromagnetic valve is connected to a flow path between the third electromagnetic valve and the corresponding brake 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 liquid 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, an engine that the vehicle itself has may be utilized as a power source. Therefore, a motor does not need to be additionally arranged as a pressure generating source, the motor is omitted, the cost can be saved, and the weight of the whole electro-hydraulic brake system is reduced. In addition, compared with the case of using a motor as a power source, the energy utilization efficiency can be improved by directly driving the pump using an engine as a power source. Moreover, the power of the motor is limited, the working time is long when the motor is started every time, noise is caused, the electromagnetic clutch is adopted to control the engine to drive the pump to pressurize, the power is adjustable, the working time of the pump is short, and the noise is low. In addition, in this disclosure, high-pressure energy storage ware can arrange in different positions according to the space demand is nimble to be convenient for arrange and do benefit to whole car NVH and optimize in the arrangement of other spare parts of whole car.

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 high-pressure accumulator is pre-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. 3 is a schematic structural diagram of an electro-hydraulic brake system according to an embodiment of the present disclosure, in which four brake cylinders are simultaneously pressurized using a high-pressure accumulator, and arrows show flow paths of brake fluid;

fig. 4 is a schematic structural diagram of an electro-hydraulic brake system for simultaneously depressurizing four brake cylinders according to an embodiment of the present disclosure, wherein arrows show flow paths of brake fluid;

fig. 5 is a schematic structural diagram of an electro-hydraulic brake system (taking a first brake wheel cylinder as an example) when a single brake wheel cylinder is pressurized by using a high-pressure accumulator according to an embodiment of the 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) that maintains pressure in a single brake wheel cylinder according to an embodiment of the present disclosure, where arrows show flow paths of brake fluid;

FIG. 7 is a schematic diagram of a structure of an electro-hydraulic brake system (taking a first wheel cylinder as an example) for releasing pressure of a single wheel cylinder, according to an embodiment of the disclosure, wherein arrows show flow paths of brake fluid;

FIG. 8 is a schematic structural diagram of an electro-hydraulic braking system according to another embodiment of the present disclosure;

fig. 9 is a logic block diagram of control for pressurizing the high-pressure accumulator with the pre-charging brake fluid according to an embodiment of the present disclosure.

Description of the reference numerals

1-a first solenoid valve; 2-a second solenoid valve; 3-a third solenoid 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 pressure limiting valve; 51-a first pressure sensor; 52-a second pressure sensor; 60-an engine; 61-an engine pulley; 71-a first brake wheel cylinder; 72-a second brake cylinder; 73-a third brake wheel cylinder; 74-fourth brake wheel cylinder; 81-pedal; 82-pedal push rod; 83-displacement sensor; 90-a foot feeling simulator; 200-a brake pressure generating module; 210-a high pressure accumulator; 220-a pump; 201-a third one-way valve; 202-a second one-way valve; 220-a pump; 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. 1-8, 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 and a brake wheel cylinder, wherein the brake execution module 100 comprises a liquid storage pot 20, the brake pressure generation module 200 comprises an engine 60, a pump 220 and a high-pressure accumulator 210, a liquid inlet of the pump 220 is connected with the liquid storage pot 20, a liquid outlet of the pump 220 is connected with a liquid inlet of the high-pressure accumulator 210, a liquid outlet of the high-pressure accumulator 210 is connected with the brake wheel cylinder, and the engine 60 can drive the pump 220 to convey brake fluid in the liquid storage pot 20 to the high-pressure accumulator 210.

Therefore, when the brake wheel cylinder needs to be supplied with brake fluid for pressurization, the high-pressure brake fluid in the high-pressure accumulator 210 can be supplied to the brake wheel cylinder, so that the purpose of pressurization is achieved. In order to ensure that the high-pressure accumulator 210 can provide brake fluid with sufficient pressure, the engine 60 can be used to drive the pump 220 to operate, so as to provide the brake fluid in the reservoir 20 to the high-pressure accumulator 210, and ensure that the pressure of the brake fluid in the high-pressure accumulator 210 is within a preset range.

In the electro-hydraulic brake system provided by the present disclosure, the engine 60 of the vehicle itself may be utilized as a power source. Therefore, the motor does not need to be additionally arranged as a pressure generating source, the motor is omitted, the cost can be saved, and the weight of the whole electro-hydraulic brake system is reduced. In addition, when the pump 220 is directly driven by using the engine 60 as a power source, energy utilization efficiency can be improved as compared with when a motor is used as a power source.

Moreover, the power of the motor is limited, the working time is long when the motor is started every time, noise is caused, the electromagnetic clutch is adopted to control the engine 60 to drive the pump 220 to pressurize, the power is adjustable, the working time of the pump 220 is short, and the noise is low.

In addition, in this disclosure, the high-pressure accumulator 210 can be flexibly arranged at different positions according to space requirements, so as to facilitate arrangement of other parts of the entire vehicle and facilitate NVH optimization of the entire vehicle.

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

Optionally, as shown in fig. 1 and 8, in the present disclosure, the brake pressure generating module 200 further includes a third check valve 201, and the third check valve 201 is disposed on a flow path between the reservoir pot 20 and the pump (220) to allow the brake fluid to flow from the reservoir pot 20 to the pump 220.

In the present disclosure, after the pressure of the brake fluid in the high pressure accumulator 210 reaches the preset pressure value, the brake fluid is not continuously supplied to the high pressure accumulator 210, and thus, the power transmission between the engine 60 and the pump 220 may be cut off based on the consideration of energy saving, safety of the high pressure accumulator 210, and the like.

In order to timely disconnect the power connection of the engine 60 and the pump 220. In one embodiment of the present disclosure, the brake pressure generating module 200 further includes an electromagnetic clutch for switching on or off power transmission of the engine 60 and the pump 220. By providing the electromagnetic clutch, when brake fluid needs to be supplied to the high-pressure accumulator 210, the electromagnetic clutch can be energized, so that the power transmission between the engine 60 and the pump 220 is connected, and the brake fluid in the reservoir pot 20 is delivered to the high-pressure accumulator 210 under the action of the pump 220. When brake fluid is not required to be supplied to the high-pressure accumulator 210, the electromagnetic clutch can be de-energized, so that the power transmission between the engine 60 and the pump 220 is disconnected, the situation of overlarge pressure is avoided, and the high-pressure accumulator 210 and related parts on a brake fluid flow path are protected. The electromagnetic clutch works reliably, and can cut off the power transmission between the engine 60 and the pump 220 in time.

In the present disclosure, the electromagnetic clutch may be provided as a separate component, or may be integrated with the pump 220 or the engine 60, which is not limited by the present disclosure. Alternatively, in an embodiment of the present disclosure, the electromagnetic clutch may be integrated on the pump 220, which is beneficial to save the arrangement space and reduce the arrangement space of the whole brake pressure generating module 200 on the vehicle.

In addition, the present disclosure is also not limited as to the type of pump 220, which may be a plunger pump, a vane pump, or the like. In one embodiment of the present disclosure, the pump 220 is a plunger pump. The plunger pump has a first operating state in which the electromagnetic clutch disconnects power transmission between the plunger pump and the engine 60, and a second operating state in which the electromagnetic clutch connects power transmission between the plunger pump and the engine 60, and the engine 60 drives the plunger of the plunger pump to reciprocate in the pump chamber of the plunger pump. To pump brake fluid from the plunger pump into the high pressure accumulator 210.

In one embodiment of the present disclosure, an electromagnetic clutch may be integrated on a plunger pump to configure an electromagnetic clutch plunger pump assembly. The engine 60 is in transmission connection with the electromagnetic clutch plunger pump assembly.

In the present disclosure, the engine 60 may be coupled to the electromagnetic clutch plunger pump assembly using any suitable transmission assembly.

In an embodiment of the present disclosure, the electromagnetic clutch plunger pump may be mounted on a crankshaft belt of the engine, and specifically, the arrangement of the existing air conditioner compressor or generator may be referred to, and will not be described herein again.

In another embodiment of the present disclosure, the drive assembly may include a belt, a driven pulley, a camshaft, and a cam. The driven belt pulley can be fixedly sleeved on the cam shaft, the cam can be rotatably sleeved on the cam shaft and is connected with the plunger of the electromagnetic clutch plunger pump assembly, and the clutch of the electromagnetic clutch plunger pump assembly can be connected or disconnected with the cam in a transmission mode. The belt is respectively sleeved on the driven belt pulley and the engine belt pulley 61. Thus, when the power transmission between the cam and the cam shaft is switched on, the power of the engine 60 is transmitted to the plunger through the engine belt pulley 61, the belt, the driven belt pulley, the cam shaft and the cam in sequence, and drives the plunger to reciprocate in the pump chamber, so that the brake fluid is sucked and pumped out. When the power transmission between the cam and the camshaft is disconnected, the power of the engine 60 is not transmitted to the electromagnetic clutch plunger pump assembly, and thus the electromagnetic clutch plunger pump assembly does not supply the brake fluid to the high pressure accumulator 210 any more.

It will be appreciated by those skilled in the art that there are many ways to convert the rotational motion of the engine 60 of the present disclosure into linear motion of the plunger of the electromagnetic clutch plunger pump assembly, such as using a crank-slider mechanism, and the like, and the details thereof will not be repeated herein.

In addition, in the present disclosure, the electromagnetic clutch plunger pump assembly may be integrated on the engine 60, and specifically, a camshaft of the engine 60 may be connected to a plunger of the electromagnetic clutch plunger pump assembly to drive the plunger to reciprocate in a pump chamber of the electromagnetic clutch plunger pump assembly, so as to pump the brake fluid from the pump chamber. By integrating the electromagnetic clutch plunger pump assembly on 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 electromagnetic clutch plunger pump assembly is improved. Alternatively, the camshaft of the engine 60 may be connected to the rod portion of the plunger by a cam.

In the present disclosure, as shown in fig. 1 and 8, in the present disclosure, the braking pressure generating module 200 further includes a pressure limiting valve 40, one end of the pressure limiting valve 40 is connected to the liquid storage pot 20, and the other end is connected to a liquid outlet of the pump 220. By arranging the pressure limiting valve 40, when the outlet pressure of the pump 220 is too large, the brake fluid can flow back to the reservoir pot 20 through the pressure limiting valve 40, so that the situation that the high-pressure accumulator 210, the brake wheel cylinder or other parts on the brake fluid flow path are damaged due to too large hydraulic pressure can be avoided.

The present disclosure does not limit the specific structure of the pressure limiting valve 40, as shown in fig. 1, in an embodiment of the present disclosure, the pressure limiting valve 40 is a one-way valve, which is denoted as a first one-way valve, and the first one-way valve allows brake fluid flowing out from a fluid outlet of a pump 220 (for example, the electromagnetic clutch plunger pump assembly shown in fig. 1) to flow back into the fluid reservoir 20 through the first one-way valve. In this embodiment, the first one-way valve is always closed when the outlet pressure of the pump 220 does not exceed the opening threshold of the first one-way valve (e.g. 210 bar). If the outlet pressure of the pump 220 exceeds the opening threshold of the first check valve (for example, 210bar), the high-pressure brake fluid flowing from the pump 220 flows back to the reservoir 20 through the first check valve, wherein the opening threshold of the first check valve can be determined according to the operation requirement, which is not limited by the present disclosure.

In another embodiment of the present disclosure, as shown in fig. 8, the pressure limiting valve 40 is an electromagnetic opening and closing valve. In the present embodiment, when it is required to pressurize the high pressure accumulator 210, the electronic control module 300 may control the electromagnetic switch valve to be closed, the pump 220 may pump the brake fluid in the reservoir 20 into the pump 220, and the second check valve 202 (see below) may compress the brake fluid into the high pressure accumulator 210. When the engine 60 drives the pump 220 to work and the outlet pressure of the pump 220 does not exceed a preset threshold (for example, 210bar), the electromagnetic switch valve keeps an off state. When the liquid outlet pressure of the pump 220 exceeds a preset threshold, the electromagnetic switch valve is switched from the off state to the on state. Thus, when the brake fluid pressure of the pump 220 is excessively high, the brake fluid can be returned to the reservoir 20 through the conductive electromagnetic switch valve. The preset threshold may be determined according to the working requirement, which is not limited by the present disclosure.

In this embodiment, a pressure sensor (not shown) for detecting the pressure of the output liquid of the pump 220 may be provided, and the pressure sensor and the pressure limiting valve 40 may be electrically connected to the electronic control module 300 or other control modules, so that the electronic control module 300 may control the opening and closing of the pressure limiting valve 40 according to the detection result of the pressure sensor.

As shown in fig. 8, in contrast to the embodiment shown in fig. 1, in the present embodiment, the pump 220 is a normal plunger pump without an electromagnetic clutch.

Alternatively, the electromagnetic switch valve is a normally open type electromagnetic valve, and in an initial state, the oil passage is opened. When the electromagnetic clutch links the power transmission between the engine 60 and the pump 220, the electromagnetic on-off valve is closed to cut off the oil path. When the pressure of the brake fluid in the flow path where the pressure limiting valve 40 is located reaches a preset threshold value, the electromagnetic switch valve can be electrified and opened, so that the brake fluid passes through.

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 8, in the present disclosure, the electro-hydraulic brake system further includes a first pressure sensor 51 and an electronic control module 300 electrically connected to the first pressure sensor 51, the first pressure sensor 51 being used to detect the brake fluid pressure of the high pressure accumulator 210. By arranging the first pressure sensor 51, the liquid outlet pressure of 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 liquid provided by the high-pressure accumulator 210 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 high-pressure accumulator 210, 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 is used to control the energization of the electromagnetic clutch, so that the power transmission between the engine 60 and the electromagnetic clutch plunger pump assembly is connected, and brake liquid is continuously supplied into the high-pressure accumulator 210 to increase the pressure of the brake liquid. In the embodiment shown in fig. 8, when it is detected that the pressure of the accumulator 210 is lower than the preset value, the electronic control module 300 may control the electromagnetic switch valve to open the flow path, so that the pump 220 continues to supply the brake fluid to the high pressure accumulator 210 until it is detected that the pressure of the accumulator 210 is increased to the preset value, and then the electromagnetic switch valve is opened to the oil path.

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.

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.

As shown in fig. 1 and 8, in the present disclosure, the brake pressure generating module 200 further includes a second check valve 202 disposed on a flow path between the pump 220 and the high pressure accumulator 210 to allow brake fluid to flow from the pump 220 to the high pressure accumulator 210, and a first solenoid valve 1 disposed at a liquid outlet end of the high pressure accumulator 210. When the high pressure accumulator 210 is precharged 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. When the brake fluid is supplied to the wheel cylinder by the high-pressure accumulator 210, the first electromagnetic valve 1 may be made to conduct the flow path so that the high-pressure brake fluid in the high-pressure accumulator 210 flows to the wheel cylinder.

Wherein, optionally, as shown in fig. 1 and 8, the first solenoid valve 1 is a normally closed type solenoid valve.

In the present disclosure, the number of brake cylinders is not limited, and may be any number such as 4 or 6. In the embodiment shown in fig. 1 and 8, the number of the brake cylinders may be multiple, specifically, 4. The number of the brake cylinders is multiple, the electro-hydraulic brake system further includes a second solenoid valve 2, the liquid outlet of the first solenoid valve 1 is connected with two brake cylinders (such as a third brake cylinder 73 and a fourth brake cylinder 74 shown in fig. 1 and 8), and the liquid outlet of the first solenoid valve 1 is further connected with another two brake cylinders (such as a first brake cylinder 71 and a second brake cylinder 72 shown in fig. 1 and 8) through the second solenoid valve 2. 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 is connected to the other two brake cylinders after passing through the second electromagnetic valve 2. 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 and 8, the second solenoid valve 2 is a normally closed type solenoid valve. The oil way is disconnected in the initial state, so that the two flow paths can be isolated, and the mutual influence of the two flow paths is avoided.

As shown in fig. 1 and 8, in the present disclosure, the brake actuation module 100 further includes a master cylinder 30, and optionally, the master cylinder 30 is a dual piston type brake cylinder. 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 coming out of the third electromagnetic valve 3 can respectively flow into two brake cylinders (for example, a first brake cylinder 71 and a 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 coming out of the fourth electromagnetic valve 4 can flow into the other two brake cylinders (for example, the third brake wheel cylinder 73 and the fourth brake wheel cylinder 74 shown in fig. 1).

With the above structure, it is possible to manually brake when the high pressure accumulator 210 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 and 8, in 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 and 8) 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 using the high-pressure accumulator 210, the third electromagnetic valve 3 and the fourth electromagnetic valve 4 can be both in an off state, and brake fluid can be successfully delivered to the four brake wheel 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 and 8, 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 the disclosure, as shown in fig. 1 and 8, 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, and the brake execution module 100 further includes fluid inlet electromagnetic valves of the four brake cylinders, which are a fifth electromagnetic valve 5, a sixth electromagnetic valve 6, a seventh electromagnetic valve 7 and an eighth electromagnetic 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 respectively liquid inlet valves 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 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 wheel 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 all be turned on, and the third solenoid valve 3 and the fourth solenoid valve 4 may be turned off 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 pot 20. Thus, the brake fluid from the high-pressure accumulator 210 can be input into the corresponding brake wheel cylinder, and the pressure increase is realized.

Wherein the first solenoid valve 1 and the second solenoid valve 2 can be opened linearly to control the opening degree of the first solenoid valve 1 according to the braking demand. 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 between full close and full open by the current control.

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 it is only necessary to pressurize the first wheel cylinder 71, as shown in fig. 5, the first solenoid valve 1, the second solenoid valve 2, and the fifth solenoid valve 5 may all be made to be open in flow path, and the third solenoid valve 3, the fourth solenoid valve 4, and the sixth solenoid valve 6 may all be made to be open in flow path, so that the brake fluid in the high-pressure accumulator 210 alone supplies the brake fluid to the first wheel cylinder 71, thereby implementing the pressurized braking of a single 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.

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 cylinders is four as shown in fig. 1 and 8, the brake execution module 100 further includes liquid outlet electromagnetic valves of the 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, 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 cylinder 71, the second brake cylinder 72, the third brake cylinder 73, and the fourth brake 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 and 8, 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 and 8, 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 connected in sequence through a liquid conveying pipe, and after being merged, the liquid outlets share a section of liquid conveying pipe 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. Each liquid outlet electromagnetic valve can be provided with one buffer independently, and can also share one buffer, which is not limited by the disclosure.

As shown in fig. 1 and 8, in the 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 between the fourth electromagnetic valve 4 and corresponding brake wheel cylinders (e.g., the third brake wheel cylinder 73 and the fourth brake wheel cylinder 74 shown in fig. 1 and 8). The thirteenth electromagnetic valve 13 may be used as a total fluid return valve of a 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 the ninth electromagnetic valve 9, the tenth electromagnetic valve 10, the eleventh electromagnetic valve 11, and the twelfth electromagnetic valve 12 through the respective fluid return valves. For example, as shown in fig. 4, when the four brake cylinders are depressurized, the thirteenth electromagnetic valve 13 is controlled to open the flow path, the second electromagnetic valve 2, the fifth electromagnetic valve 5, the sixth electromagnetic valve 6, the seventh electromagnetic valve 7, and the eighth electromagnetic valve 8 are also controlled to open the flow path, and the third electromagnetic valve 3, the fourth electromagnetic valve 4, and the first electromagnetic valve 1 are controlled to be in the off state, so that the brake fluid of the four brake cylinders can be returned to the reservoir 20 through the thirteenth electromagnetic 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 electrically connected to 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 accumulator 210 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 made to conduct the flow path, and under the action of the driver stepping on the pedal 81, 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 compresses the spring downwards to form comfortable foot feeling; at the same time, by controlling the first solenoid valve 1 and the second solenoid valve 2 to conduct the flow path, 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.

Optionally, the brake actuation module 100 further includes a second pressure sensor 52, and the second pressure sensor 52 is disposed at a position of the liquid outlet of the master cylinder 30 and is capable of detecting the hydraulic pressure in the master cylinder 30.

Alternatively, as shown in fig. 1 and 8, in 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.

As shown in fig. 9, the present disclosure also provides a method applied to the above-mentioned electro-hydraulic brake system to pre-charge the brake fluid to the high-pressure accumulator 210, the method including:

step 1: the electronic control module 300 may monitor the brake fluid pressure of the high pressure accumulator 210 through the first pressure sensor 51, if the brake fluid pressure of the high pressure accumulator 210 is lower than a first pre-threshold, step 2 is entered, otherwise, the process of pressurizing the high pressure accumulator 210 is ended;

step 2: the electromagnetic coil of the electromagnetic clutch plunger pump assembly can be electrified through the electronic control module 300, the power transmission between the engine 60 and the electromagnetic clutch plunger pump assembly is switched on, and the brake fluid pressurization is provided for the high-pressure accumulator 210;

and 3, step 3: the electronic control module 300 may monitor the pressure of the brake fluid in the high pressure accumulator 210 through the first pressure sensor 51, and if the pressure of the brake fluid in the high pressure accumulator 210 is greater than or equal to a second preset threshold, go to step 4, otherwise go to step 2;

and 4, step 4: the electronic control module 300 controls the electromagnetic coil of the electromagnetic clutch plunger pump assembly to be powered off, and the power transmission between the engine 60 and the electromagnetic clutch plunger pump assembly is disconnected. Thereby achieving the purpose of stopping pressurizing the high pressure accumulator 210.

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 above method, optionally, other control modules may be used to electrically connect the first pressure sensor 51 to replace the corresponding functions of the electronic control module 300, and in addition, other pressure sensors may be used to replace the first pressure sensor 51. In addition, when the electromagnetic clutch is not integrated with the pump 220, the power transmission between the engine 60 and the pump 220 may be connected or disconnected by controlling the power-on and power-off of the electromagnetic clutch by the electronic control module 300 in steps 2 and 4 of the above method.

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. The high pressure accumulator 210 is pre-charged with brake fluid. As shown in fig. 1 and 2, the electronic control module 300 energizes the electromagnetic coil of the electromagnetic clutch plunger pump assembly, turns on the power transmission between the engine 60 and the electromagnetic clutch plunger pump assembly, drives the plunger of the electromagnetic clutch plunger pump assembly to reciprocate in the pump chamber thereof, when the plunger moves in a space increasing direction (e.g., in a right direction in a drawing direction of fig. 1), the third one-way valve 201 is opened, the pressure limiting valve 40 disconnects the flow path, the brake fluid in the reservoir 20 enters the electromagnetic clutch plunger pump assembly, and when the plunger moves in a space decreasing direction (e.g., in a left direction in a drawing direction of fig. 1), the brake fluid opens the second one-way valve 202, and the brake fluid is compressed into the high-pressure accumulator 210. In this process, the pressure limiting valve 40 is closed all the time when the hydraulic pressure of the electromagnetic clutch plunger pump assembly does not exceed the opening threshold (e.g., 210bar) of the pressure limiting valve 40 (first check valve). If the pressure in the electromagnetic clutch plunger pump assembly exceeds the opening threshold of the pressure limiting valve 40 (for example, 210bar), the high-pressure brake fluid in the electromagnetic clutch plunger pump assembly flows back to the fluid storage pot 20 through the pressure limiting valve 40, so that the electromagnetic clutch plunger pump assembly can be effectively limited from continuously pressurizing the high-pressure accumulator 210, and the high-pressure accumulator 210 can be protected.

b. And the high-pressure accumulator 210 is utilized to simultaneously pressurize the four brake wheel cylinders. As shown in fig. 1 and 3, when the driver steps on the pedal 81, the electronic control module 300 calculates the braking force required to be increased according to the signal of the displacement sensor 83, and controls the first electromagnetic valve 1 to be linearly opened to a certain opening degree, the second electromagnetic valve 2 to be fully opened, and the third electromagnetic valve 3 and the fourth electromagnetic valve 4 to be closed through the electronic control module 300. Thus, the brake fluid flowing out of the high-pressure accumulator 210 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 as to realize active pressurization, and the pressure of the brake wheel cylinders reaches a target value. At the same time, the electronic control module 300 controls the fourteenth electromagnetic valve 14 to energize the conduction flow 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. 4, when the driver releases the pedal 81 after the pressurization process shown in fig. 3, the electronic control module 300 calculates a braking force required to be reduced according to the signal of the displacement sensor 83, and then controls the first solenoid valve 1 to be closed, the second solenoid valve 2 to be fully opened, and the thirteenth solenoid valve 13 to be linearly opened to a certain opening degree through the electronic control module 300, so that the third solenoid valve 3 and the fourth solenoid valve 4 are kept in a closed state. Thus, the 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, the brake fluid on the corresponding flow path flows back to the liquid storage pot 20 through the second electromagnetic valve 2 and finally the thirteenth electromagnetic valve 13, and pressure relief is achieved. Meanwhile, the fourteenth electromagnetic valve 14 is kept in a fully open state, and when the driver releases the pedal 81, the brake fluid in the foot feeling simulator 90 enters the brake master cylinder 30 through the fourteenth electromagnetic valve 14 and returns to the reservoir 20, thereby providing a comfortable foot feeling.

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 third solenoid valve 3, the fourth solenoid valve 4 and the sixth solenoid valve 6 to be closed and controls the first solenoid valve 1, the second solenoid valve 2 and the fifth solenoid valve 5 to be conducted according to a target brake pressure demand (e.g. 150bar), and the other solenoid valves are maintained in the initial state as shown in fig. 1. Thus, the brake fluid flowing out of the high-pressure accumulator 210 sequentially passes through the first electromagnetic valve 1, the second electromagnetic valve 2 and the fifth electromagnetic valve 5 and enters the first brake wheel cylinder 71, so that the active pressurization is realized. Wherein the rate of pressure increase can be controlled by controlling the linear opening condition of the fifth electromagnetic valve 5 so that the pressure in the first brake cylinder 71 reaches the target value. Likewise, separate pressure increases of 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 single-wheel pressure control, such as ABS/TCS/VDC/AEB, the single brake cylinder is pressurized, and the first brake cylinder 71 is pressurized 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 energized and de-energized, the electronic control module 300 controls the fifth electromagnetic valve 5 to be energized and de-energized, 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 pressure maintaining can be 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 solenoid valves.

d. And (4) carrying out pressure relief on 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 pressure of the single wheel cylinder is released, and the pressure of the first wheel cylinder 71 is released individually. After the pressure maintaining process shown in fig. 6 is completed, on the basis of the control of the pressure maintaining process solenoid valve, as shown in fig. 7, the fifth solenoid valve 5 is continuously energized to be fully closed, and the ninth solenoid valve 9 is energized to be opened, so that the brake fluid in the first brake wheel cylinder 71 flows back into the reservoir 20 through the ninth solenoid valve 9, and pressure relief is realized. The pressure relief rate of the first brake cylinder 71 can be adjusted by controlling the opening degree and the opening duration of the ninth electromagnetic valve 9. Likewise, separate pressure relief for the second, third, and

fourth brake cylinders

72, 73, and 74 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 8, pressure maintaining can be realized on four brake wheel cylinders at the same time. 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.

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 gist of the present disclosure.

Claims

1. The electro-hydraulic brake system is characterized by comprising a brake execution module (100), a brake pressure generation module (200) and a brake wheel cylinder, wherein the brake execution module (100) comprises a liquid storage pot (20), the brake pressure generation module (200) comprises an engine (60), a pump (220) and a high-pressure accumulator (210), a liquid inlet of the pump (220) is connected with the liquid storage pot (20), a liquid outlet of the pump (220) is connected with a liquid inlet of the high-pressure accumulator (210), a liquid outlet of the high-pressure accumulator (210) is connected with the brake wheel cylinder, and the engine (60) can drive the pump (220) to convey brake liquid in the liquid storage pot (20) into the high-pressure accumulator (210);

the brake pressure generating module (200) further comprises a first electromagnetic valve (1), and the first electromagnetic valve (1) is arranged at the liquid outlet end of the high-pressure accumulator (210); the brake pressure generating module (200) further comprises a second electromagnetic valve (2), a liquid outlet of the first electromagnetic valve (1) is connected with two brake wheel cylinders, and a liquid outlet of the first electromagnetic valve (1) is connected with the other two brake wheel cylinders through the second electromagnetic valve (2);

the brake execution module (100) further comprises a master brake cylinder (30), the master brake cylinder (30) is provided with a first pressure cavity (31) and a second pressure cavity (32), the first pressure cavity (31) and the second pressure cavity (32) are both communicated with the liquid storage pot (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;

the brake pressure generating module (200) further includes an electromagnetic clutch for turning on or off power transmission of the engine (60) and the pump (220);

the pump (220) is a plunger pump, the plunger pump has a first working state and a second working state, the first working state is that the electromagnetic clutch is disconnected the plunger pump with the power transmission of the engine (60), the second working state is that the electromagnetic clutch is connected the plunger pump with the power transmission of the engine (60), and the engine (60) drives a plunger of the plunger pump to reciprocate in a pump chamber of the plunger pump.

2. The electro-hydraulic brake system of claim 1, wherein the brake pressure generating module (200) further comprises a pressure limiting valve (40), one end of the pressure limiting valve (40) is connected to the liquid storage pot (20), and the other end is connected to a liquid outlet of the pump (220).

3. The electro-hydraulic brake system of claim 2, wherein the pressure limiting valve (40) is a first one-way valve that allows brake fluid flowing from a fluid outlet of the pump (220) to flow back to the fluid reservoir (20) through the first one-way valve.

4. The electric hydraulic brake system according to claim 2, wherein the pressure limiting valve (40) is a solenoid switch valve, and when the outlet pressure of the pump (220) exceeds a preset threshold value, the solenoid switch valve is switched from an off state to an on state, so that the brake fluid pumped from the pump (220) flows back to the reservoir (20) through the solenoid switch valve.

5. The electro-hydraulic brake system of any of claims 1-4, further comprising a first pressure sensor (51) and an electronic control module (300) electrically connected to the first pressure sensor (51), the first pressure sensor (51) being configured to detect a pressure of the high pressure accumulator (210).

6. The electro-hydraulic brake system of any of claims 1-4, wherein the brake pressure generating module (200) further comprises a second one-way valve (202), the second one-way valve (202) disposed in a flow path between the pump (220) and the high pressure accumulator (210) to allow brake fluid to flow from the pump (220) to the high pressure accumulator (210).

7. The electro-hydraulic brake system of any of claims 1-4, wherein the brake pressure generating module (200) further comprises a third one-way valve (201), the third one-way valve (201) being disposed on a flow path between the reservoir (20) and the pump (220) to allow brake fluid to flow from the reservoir (20) to the pump (220).

8. The electro-hydraulic brake system according to claim 1, 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 includes 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. Electro-hydraulic brake system according to any one of claims 1-4, the number of the brake cylinders is four, and the four brake cylinders are respectively 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 liquid outlet electromagnetic valves of the four brake wheel cylinders, namely a ninth electromagnetic valve (9), a tenth electromagnetic valve (10), an eleventh electromagnetic valve (11) and a twelfth electromagnetic valve (12), 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).

10. The electro-hydraulic brake system according to claim 1, 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.

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