CN113002510B - Hybrid braking system - Google Patents

Hybrid braking system Download PDF

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Publication number
CN113002510B
CN113002510B CN202110373844.0A CN202110373844A CN113002510B CN 113002510 B CN113002510 B CN 113002510B CN 202110373844 A CN202110373844 A CN 202110373844A CN 113002510 B CN113002510 B CN 113002510B
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CN
China
Prior art keywords
brake
braking
assembly
auxiliary
master cylinder
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Application number
CN202110373844.0A
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Chinese (zh)
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CN113002510A (en
Inventor
史晓波
邓伟文
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Nanjing Jingweida Automobile Technology Co ltd
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Nanjing Jingweida Automobile Technology Co ltd
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Priority to CN202110373844.0A priority Critical patent/CN113002510B/en
Publication of CN113002510A publication Critical patent/CN113002510A/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/148—Arrangements for pressure supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/46—Vacuum systems
    • B60T13/52—Vacuum systems indirect, i.e. vacuum booster units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/581—Combined or convertible systems both hydraulic and pneumatic

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

The invention provides a hybrid braking system which mainly comprises a braking pedal, a vacuum booster assembly, an auxiliary electro-hydraulic servo braking assembly, a shuttle valve, a hydraulic control unit and a brake group. The vacuum booster assembly is connected with a brake pedal, and the brake pedal is also provided with a corresponding pedal stroke sensor. The vacuum booster and the auxiliary electro-hydraulic servo brake assembly are respectively connected with respective brake master cylinders, the master brake master cylinders are directly connected to a left side oil inlet of the hydraulic control unit through a first loop, and are connected to a right side oil inlet of the hydraulic control unit through a second loop through a shuttle valve and a fourth loop; the auxiliary braking master cylinder is connected to the right side oil inlet of the hydraulic control unit through the third loop and the fourth loop, and the oil outlet of the hydraulic control unit is connected with the brake group. The invention is applied to vehicles with limited arrangement space, and an auxiliary electro-hydraulic servo brake assembly is added on the basis of the original vacuum booster, so that the requirement of higher brake pressure can be met.

Description

Hybrid braking system
Technical Field
The invention belongs to the technical field of automobile braking, and particularly relates to a booster braking system in a hydraulic braking system.
Background
The automobile brake system is classified into mechanical type, hydraulic type, pneumatic type, electromagnetic type, etc. according to the transmission mode of brake energy. The braking energy transmission mode of the hydraulic braking system is hydraulic, namely, the hydraulic pressure is increased by compressing the braking liquid in the braking system during braking, the friction plate is finally pushed to be tightly attached to a brake disc or a brake drum after the hydraulic pressure is transmitted to a wheel side brake, braking moment for preventing the wheels from rotating is generated, and finally, the ground is reacted to a ground braking force opposite to the running direction of the wheels, so that the vehicle is braked.
Compared with a pneumatic braking system, the hydraulic braking system has the advantages that: ① The transmission pressure and speed of the liquid are higher than those of the gas, so that the energy transmission device of the hydraulic system is smaller in size and more convenient to arrange; ② The transmission lag time is short, and is only 1/2 of that of the air pressure energy transmission device in general; ③ The transmission efficiency is high and the transmission ratio is high; ④ The structure is simple, and the system does not need lubrication; ⑤ The power of the engine is not consumed.
But is limited by the layout space and the type of booster, the hydraulic brake application vehicle model is limited.
In the prior art, a certain vehicle type is limited by factors such as arrangement space, cost and the like, only a vacuum booster with proper physical size on space arrangement can be selected, but an input-output characteristic curve of the vacuum booster can not completely cover corresponding system pressure when full-load braking is locked.
The main disadvantages of the prior art are:
After the overall arrangement of the whole vehicle space is shaped, the size of the booster part of the vacuum booster is limited by the spatial arrangement, so that the final braking performance can be affected. In addition, due to the limitation of the changing cost of the sheet metal part of the front wall of the cabin of the whole vehicle, the vacuum booster after the model selection can have the risk of failing to meet the braking requirement because of smaller radial size.
When the double-diaphragm vacuum booster scheme is adopted, the ideal braking boosting performance can be realized even though a booster with smaller radial size is used, but the radial size of the double-diaphragm vacuum booster scheme is longer than that of a single-diaphragm vacuum booster, so that the axial physical arrangement difficulty is increased, and the collision safety of the whole vehicle can be influenced.
Disclosure of Invention
The invention aims to apply a hybrid braking system to meet the braking requirement on a vehicle limited by an arrangement space, so as to solve the problem that the single vacuum booster in the prior art cannot meet the braking requirement and the arrangement space simultaneously.
In order to achieve the above purpose, the present invention adopts the following technical scheme:
A hybrid brake system comprises a brake pedal, a main brake master cylinder directly or indirectly driven by the brake pedal, an auxiliary electro-hydraulic servo brake assembly, an auxiliary brake master cylinder driven by the auxiliary electro-hydraulic servo brake assembly, a shuttle valve, a hydraulic control unit and a brake group; wherein:
the shuttle valve is provided with two oil inlets and an oil outlet; one oil outlet of the main brake master cylinder is connected to one oil inlet of the hydraulic control unit through a first loop, and is connected with a first brake group in the brake groups through the oil outlet of the hydraulic control unit; the other oil outlet of the main brake master cylinder is connected to the first oil inlet of the shuttle valve through a second loop, the oil outlet of the auxiliary brake master cylinder is connected to the second oil inlet of the shuttle valve through a third loop, and the oil outlet of the shuttle valve is connected to the other oil inlet of the hydraulic control unit through a fourth loop and is connected with a second brake group in the brake group through the oil outlet of the hydraulic control unit;
The hybrid brake system further comprises a pedal travel sensor for detecting the travel of the brake pedal when the brake pedal is depressed, and the pedal travel sensor is in communication connection with the auxiliary electro-hydraulic servo brake assembly.
Further, the auxiliary electro-hydraulic servo brake assembly is connected with the auxiliary brake master cylinder and comprises a mechanical assembly, a master cylinder piston stroke sensor, a control motor, an auxiliary controller and a current sensor; wherein the mechanical assembly is connected with the auxiliary brake master cylinder; the main cylinder piston stroke sensor and the current sensor are respectively used for detecting the piston stroke of the auxiliary brake main cylinder and controlling the current of the motor, the auxiliary controller is used for receiving sensor signals of the master cylinder piston stroke sensor and the current sensor and is used as a control basis; the auxiliary controller is in communication connection with the pedal stroke sensor and is used for receiving a pedal stroke signal detected by the pedal stroke sensor; the control motor is driven by the auxiliary controller to act so as to push the piston of the auxiliary brake master cylinder to move for pressure building.
Preferably, in an embodiment, the hybrid brake further comprises a vacuum booster assembly, two ends of the vacuum booster assembly are respectively connected with the brake pedal and the main brake master cylinder, and the brake pedal indirectly drives the main brake master cylinder through the vacuum booster assembly.
Further, a brake lamp switch is also arranged on the brake pedal.
The shuttle valve is provided with a first working state and a second working state; in a first working state, the first oil inlet is closed under the action of spring force, and the second oil inlet is communicated with the oil outlet; in a second working state, the pressure at the first oil inlet is larger than the resultant force of the pressure at the second oil inlet and the spring force, the first oil inlet is opened, the first oil inlet is communicated with the oil outlet, and the second oil inlet is not communicated with the oil outlet.
In some embodiments, the brake set includes a left front wheel brake, a right front wheel brake, a left rear wheel brake, and a right rear wheel brake; the first brake group consists of the left front wheel brake and the right front wheel brake; the second brake group is composed of the left rear wheel brake and the right rear wheel brake.
In other embodiments, the brake set includes a left front wheel brake, a right front wheel brake, a left rear wheel brake, and a right rear wheel brake; the first brake group is composed of the left rear wheel brake and the right rear wheel brake; the second brake group is composed of the left front wheel brake and the right front wheel brake.
At this time, the four brakes are arranged in an H-shaped mode, and more ideal pressure distribution can be realized on the H-shaped arrangement, so that the working frequency of the pressure regulating unit is reduced, and the service life of the pressure regulating unit is prolonged.
In other embodiments, the four brakes may be arranged in other ways, such as an X-type arrangement: the first brake group consists of a left front wheel brake and a right rear wheel brake, and the second brake group consists of a right front wheel brake and a left rear wheel brake; or the first brake group is composed of a right front wheel brake and a left rear wheel brake, and the second brake group is composed of a left front wheel brake and a right rear wheel brake.
According to the invention, by utilizing the structural principle of the shuttle valve, the second loop connected with the shuttle valve is connected with or disconnected from the fourth loop according to the pressure of the first oil inlet and the second oil inlet of the shuttle valve, so that the hybrid braking system is controlled to work in an on-line control braking mode, an external request braking mode, and a braking energy recovery auxiliary or manpower backup braking mode.
When the pressure at the first oil inlet of the shuttle valve is larger than the resultant force of the pressure at the second oil inlet and the spring force inside the shuttle valve, the second loop is communicated with the fourth loop; when the pressure at the first oil inlet of the shuttle valve is less than or equal to the sum of the pressure at the second oil inlet and the spring force inside the shuttle valve, the second loop is not communicated with the fourth loop.
Further, the hybrid brake system further includes a reservoir tank for providing brake fluid to the main brake master cylinder and the auxiliary brake master cylinder. In a specific embodiment, the liquid storage tank is connected to the main brake master cylinder and is connected to the auxiliary brake master cylinder through a pipeline.
According to the hybrid braking system provided by the invention, the auxiliary power assisting can be provided by using the added auxiliary electro-hydraulic servo braking assembly, the external braking request function can be realized, and the problem that a single vacuum booster cannot meet the braking requirement at the same time is solved. For the auxiliary electrohydraulic servo brake assembly, when the auxiliary controller receives an external braking demand request of signals such as pedal travel signals, braking switch signals and the like, the external braking demand request is output to a control motor control target according to a calculation result, and the control motor is driven to push the piston to move forwards to build pressure on the brake system. The piston stroke sensor and the current sensor are used for closed-loop control of displacement and current, respectively.
The hybrid braking system provided by the invention can realize the functions of brake-by-wire, external request braking, braking energy recovery assistance, manpower backup braking and redundant braking. The implementation process of each function is as follows:
1. And controlling a brake-by-wire function.
When a driver steps on a brake pedal for a certain stroke, the vacuum booster assembly builds pressure under vacuum assistance; meanwhile, when an auxiliary controller of the auxiliary electro-hydraulic servo brake assembly receives the signal change of the pedal stroke sensor, a control target required by the motor is calculated, then the motor is driven and controlled to act, the auxiliary controller and the motor simultaneously build pressure on the whole system, and the vehicle realizes the brake-by-wire of the auxiliary electro-hydraulic private brake assembly; the braking pressure output by the auxiliary braking master cylinder is input into the hydraulic control unit through a third loop and a fourth loop which are connected with the shuttle valve, and the corresponding second brake is built up.
2. The brake function is externally requested.
In this mode, when other electronic control systems of the vehicle send a braking request, the auxiliary electro-hydraulic servo braking assembly responds to the braking request to build pressure on the whole braking system; at this time, the braking pressure output by the auxiliary braking master cylinder is input into the hydraulic control unit through a third loop and a fourth loop which are connected with the shuttle valve, and the corresponding second brake assembly pressure is built; external request braking is achieved. The vacuum assist assembly does not participate in braking.
3. Braking energy recovery auxiliary function.
On the premise of meeting the requirement of braking energy recovery, when the stroke of a brake pedal which is stepped on is smaller than a preset stroke, the whole vehicle VCU sends a moment request for energy recovery according to the pedal stroke fed back by a pedal stroke sensor, and a whole vehicle driving motor responds to the recovery request and applies a reverse moment with a braking effect to the whole vehicle to realize the braking of the whole vehicle; when the stroke of the brake pedal after being stepped on is larger than the preset stroke, the friction brake provided by the auxiliary electro-hydraulic servo assembly starts to intervene, and the friction brake and the reverse moment in the energy recovery process are provided together or only the friction brake provides the deceleration of the whole vehicle; the friction braking process is the same as the brake-by-wire process.
4. And a manual backup braking function.
When the vacuum booster and the electrohydraulic servo brake assembly are invalid, a driver can directly step on a brake pedal, the piston of the brake master cylinder is pushed to push the brake fluid in the main brake master cylinder to compress, pressure is generated in the first loop and the second loop, and the brake pressure is input into the hydraulic control unit through the first loop to build pressure for the corresponding first brake; simultaneously, the braking pressure is input into the hydraulic control unit through a second loop and a fourth loop which are connected with the shuttle valve, and the corresponding second brake assembly is pressurized; and the manual backup braking is realized.
5. Redundant braking mode.
When the vacuum booster assembly and the electrohydraulic servo brake assembly or the sensor thereof fails, the hybrid brake system disclosed by the application can realize various redundant brake functions and ensure the brake safety to the maximum extent.
(1) Redundant braking safety strategy for sensor failure countering
When the driver depresses the brake pedal:
If the brake pedal travel sensor fails and the vacuum booster assembly works normally, the control motor of the auxiliary electro-hydraulic servo brake assembly carries out booster braking through constant PWM control, and the vacuum booster carries out normal booster braking;
if the brake pedal travel sensor fails and the vacuum booster assembly also fails, vehicle braking is realized only through a manual backup braking function;
If the brake pedal travel sensor works normally and the vacuum booster assembly fails, vehicle braking is realized only through a manual backup braking function;
If the brake pedal travel sensor and the vacuum booster assembly work normally, the vacuum booster performs normal booster braking, and at the moment: if the master cylinder piston stroke sensor and the current sensor are failed, the control motor of the auxiliary electro-hydraulic servo brake assembly realizes the pressure building of the brake system through PWM control; if the master cylinder piston stroke sensor fails and the current sensor works normally, the control motor is controlled by a single current loop to realize the pressure building of the braking system; if the master cylinder piston stroke sensor and the current sensor are normal, the control motor realizes the pressure building of the braking system through double closed loop control.
Wherein, the term "constant PWM control" (PWM, pulse width modulation) refers to that when a pedal stroke sensor fails, after a driver steps on a brake pedal (namely, a brake switch is triggered), an auxiliary electro-hydraulic servo brake assembly outputs a control motor according to a fixed PWM to realize the pressure building of a brake system and the braking of the whole vehicle; the PWM control refers to the relation between the stroke of the brake pedal and the PWM of the motor, and the brake system correspondingly establishes the pressure with corresponding magnitude after a driver steps on the brake pedal for a certain stroke through the one-to-one correspondence relation; the single current loop refers to the relation between the stroke of the brake pedal and the control current of the motor, and the brake system correspondingly establishes the pressure with corresponding magnitude after a driver steps on the brake pedal for a certain stroke through the one-to-one correspondence relation; the single-position ring refers to the relationship between the stroke of the brake pedal and the displacement of the piston ejector rod of the brake master cylinder, and the brake system correspondingly establishes the pressure with corresponding magnitude after a driver steps on the brake pedal for a certain stroke through the one-to-one correspondence relationship; "double closed loop" refers to a closed loop control strategy that combines a single position loop and a single current loop.
(2) Redundant braking safety strategy for motor failure countering
When a driver presses a brake pedal, if the control motors of the vacuum booster assembly and the auxiliary electro-hydraulic servo brake assembly are in failure, the manual backup brake is implemented only through the manual backup brake function; if the vacuum booster assembly fails and the control motor of the auxiliary electro-hydraulic servo brake assembly works normally, vehicle braking is implemented through a manual backup braking function and a brake-by-wire function provided by the auxiliary electro-hydraulic servo brake assembly; if the vacuum booster assembly works normally and the control motor of the auxiliary electro-hydraulic servo brake assembly fails, the brake is implemented by the vacuum booster assembly only; if the control motors of the vacuum booster assembly and the auxiliary electro-hydraulic servo brake assembly work normally, the control motors of the vacuum booster assembly and the auxiliary electro-hydraulic servo brake assembly jointly apply braking.
As an extension, in other embodiments, the brake pedal assembly is preferably directly connected to a piston ram of the main brake master cylinder, which is directly driven by the brake pedal assembly; the piston ejector rod is also provided with a spring for feeding back force sense, and a gap is reserved between the head of the piston ejector rod and the piston of the main brake master cylinder.
Further, the hybrid braking system comprises two shuttle valves, first oil inlets of the two shuttle valves are respectively and correspondingly connected with two oil outlets of the main braking main cylinder through braking pipelines, second oil inlets of the two shuttle valves are respectively and correspondingly connected with two oil outlets of the auxiliary braking main cylinder through braking pipelines, and oil outlets of the two shuttle valves are respectively and correspondingly connected with two oil inlets of the hydraulic control unit through braking pipelines.
By adopting the technical scheme, the vacuum booster is not involved, so that the vacuum booster is more suitable for vehicles with very limited front cabin arrangement space and smaller tonnage. The shuttle valve can be replaced by an electromagnetic reversing valve or a combination of a plurality of electromagnetic valves to realize the same function.
During normal braking, the pedal travel change can be input into a controller of the auxiliary electro-hydraulic servo braking assembly as a drive-by-wire signal, and then the auxiliary electro-hydraulic servo braking assembly provides braking system pressure.
When braking is requested externally, the auxiliary electro-hydraulic servo braking assembly also provides braking system pressure.
With respect to braking energy recovery assistance. Because the primary piston of the main brake master cylinder is pressed against the brake pedal after the preset gap is eliminated, the piston is pushed forward to compress the brake fluid to build pressure. And in the stroke of the brake pedal corresponding to the clearance elimination, the braking energy recovery of the whole vehicle is realized, and the braking deceleration is provided. The exceeding deceleration requirement part is complemented by an auxiliary electro-hydraulic servo brake assembly.
With respect to manual backup braking. When the vacuum booster and the electrohydraulic servo brake assembly are invalid, the pedal is directly stepped on by manpower, the main brake master cylinder 5 is pushed to build pressure, and then the whole brake system is built pressure. The pressure build-up process is similar to that of a system with a vacuum booster assembly in implementing a manual backup braking function.
Regarding the redundant braking portion, the description of the vacuum assist portion is omitted as compared to the corresponding content of the redundant braking strategy of the system with the vacuum booster assembly.
In summary, due to the adoption of the technical scheme, the hybrid braking system provided by the application has the following advantages compared with the prior art:
1) On the premise of not changing the model selection of a single vacuum booster of the original design vehicle, the invention can be directly externally connected with an electrohydraulic servo brake assembly to meet the braking requirement of the whole vehicle;
2) The hybrid braking system can reduce the axial size of the booster of the front cabin part and improve the collision safety of the original vehicle;
3) Compared with a single vacuum booster scheme, the invention can realize more redundant braking functions;
4) Compared with a single vacuum booster scheme, the invention can improve the brake pedal feel of the original vehicle to a certain extent, can realize higher-efficiency brake energy recovery on the premise of ensuring the brake pedal feel, can realize external request braking (is convenient for function expansion), and is extremely influenced by factors such as external air pressure and the like;
5) The invention can optimize the brake pressure distribution of the cargo vehicle with obvious load transfer during braking and reduce the loss of the brake.
Drawings
Fig. 1 is a schematic structural view of a hybrid brake system according to an embodiment of the present application.
FIG. 2 is a schematic structural view of an auxiliary electro-hydraulic service brake assembly in accordance with one embodiment of the present application.
FIG. 3 is a flow chart of redundant brake safety strategy control for sensor failure handling in accordance with one embodiment of the present application.
Fig. 4 is a redundant brake safety strategy control flow chart for motor failure handling in accordance with one embodiment of the present application.
Fig. 5 is a schematic structural view of a hybrid brake system according to another embodiment of the present application.
Detailed Description
In order that the present invention may be better understood, a more particular description of the invention will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings, in which it is to be understood that the invention is illustrated in the appended drawings. All other embodiments obtained under the premise of equivalent changes and modifications made by those skilled in the art based on the embodiments of the present invention shall fall within the scope of the present invention.
Example 1
Referring to fig. 1, the present embodiment provides a hybrid brake system, which includes a vacuum booster assembly 1, an auxiliary electro-hydraulic servo brake assembly 2, a brake pedal 3, a reservoir 4, a main brake master cylinder 5, an auxiliary brake master cylinder 6, a shuttle valve 7, a Hydraulic Control Unit (HCU) 8, and a brake set 9. The two ends of the vacuum booster assembly 1 are respectively connected with a main brake master cylinder 5 and a brake pedal 3, and a pedal stroke sensor for detecting pedal stepping stroke and a brake lamp switch for detecting pedal braking operation are also arranged on the brake pedal 3 in the embodiment, and the pedal stroke sensor, the brake lamp switch and the auxiliary electro-hydraulic servo brake assembly 2 are connected through CAN bus communication. The auxiliary electro-hydraulic servo brake assembly 2 is connected with an auxiliary brake master cylinder 6.
In the present embodiment, the reservoir tank 4 is used to supply brake fluid to the main brake master cylinder 5 and the auxiliary brake master cylinder 6. The reservoir tank 4 is preferably connected to the main brake master cylinder 5 and to the auxiliary brake master cylinder 6 via a low-pressure line 10.
The front chamber oil outlet of the main brake master cylinder 5 is connected to the left side oil inlet of the hydraulic control unit 8 through the first circuit (circuit 1), and is connected to the first one of the brake groups 9 through the oil outlet of the hydraulic control unit 8. The rear cavity oil outlet of the main brake master cylinder 5 is connected to the first oil inlet a of the shuttle valve 7 through the second circuit (circuit 2), the oil outlet of the auxiliary brake master cylinder 6 is connected to the second oil inlet b of the shuttle valve 7 through the third circuit (circuit 3), the oil outlet c of the shuttle valve 7 is connected to the right side oil inlet of the hydraulic control unit 8 through the fourth circuit (circuit 4), and is connected to the second brake group of the brake groups 9 through the oil outlet of the hydraulic control unit 8. In this embodiment, the high-pressure pipeline 11 is used as the brake pipeline in each of the circuits 1,2, 3 and 4.
In the present embodiment, the brake group 9 includes a left front wheel brake LF, a right front wheel brake RF, a left rear wheel brake LR, and a right rear wheel brake RR. The four brakes of the brake group 9 are arranged in pairs, and the first brake group consists of the left front wheel brake LF and the right front wheel brake RF; the second brake group is composed of a left rear wheel brake LR and a right rear wheel brake RR. The oil outlets of the hydraulic control unit 8 are respectively connected with LF, RF, LR, RR. At this time, the four brakes are arranged in an H-shaped mode, and more ideal pressure distribution can be realized on the H-shaped arrangement, so that the working frequency of the pressure regulating unit is reduced, and the service life of the pressure regulating unit is prolonged.
Referring to fig. 2, the auxiliary electro-hydraulic servo brake assembly 2 includes a mechanical assembly 201, a master cylinder piston stroke sensor 202, a control motor 203, an auxiliary controller 204, and a current sensor 205. Wherein the mechanical assembly 201 is connected with the auxiliary brake master cylinder 6. Specifically, the auxiliary master cylinder 6 is connected to the left side of the mechanical assembly 201. The master cylinder piston stroke sensor 202 and the current sensor 205 are respectively used for detecting the piston stroke of the auxiliary brake master cylinder 6 and controlling the current of the motor 203, and the auxiliary controller 204 is used for receiving sensor signals of the master cylinder piston stroke sensor 202 and the current sensor 205 and taking the sensor signals as control basis. The pedal travel sensor and the brake light switch are in communication connection with the auxiliary controller 204 through a CAN bus. The control motor 203 is electrically connected with the auxiliary controller 204, and the control motor 203 acts under the drive of the auxiliary controller 204 to push the ejector rod at the leftmost end of the mechanical assembly 201 so as to push the piston of the auxiliary brake master cylinder 6 to perform pressure building.
The shuttle valve 7 in this embodiment has two oil inlets a, b and an oil outlet c, and when the first oil inlet a and the second oil inlet b are both pressureless, the valve core closes the first oil inlet a under the spring force of the internal spring. In this embodiment, therefore, the shuttle valve 7 has a different conduction according to the pressure change at the two oil inlets a, b, thereby having a first operating state and a second operating state. In the first working state, the first oil inlet a is closed under the action of spring force, the second oil inlet b is communicated with the oil outlet c, at the moment, the second loop is not communicated with the fourth loop, and the third loop is communicated with the fourth loop; in a second working state, the pressure at the first oil inlet a is larger than the resultant force of the pressure at the second oil inlet b and the spring force, the first oil inlet a is opened, the first oil inlet a is communicated with the oil outlet c, at the moment, the second loop is communicated with the fourth loop, and the second oil inlet b is not communicated with the oil outlet c.
In the hybrid braking system of the present application, the primary function of the auxiliary electro-hydraulic service brake assembly 2 is to externally request braking. For the auxiliary electrohydraulic servo brake assembly 2, when the auxiliary controller 204 receives an external braking request command of signals such as a pedal stroke signal, a brake lamp switch signal and the like, the external braking request command is output to a control target of the control motor 203 according to a calculation result, and the motor is driven to push the piston to move forward to build pressure on the brake system. The piston stroke sensor 202 and the current sensor 205 are used for closed loop control of displacement and current, respectively.
The hybrid braking system of the present application can realize a brake-by-wire function, an external request braking function, a braking energy recovery auxiliary function, a manual backup braking function, a redundant braking function, etc. The following describes each function implementation procedure in detail.
1. And a line control mode.
When a driver steps on the brake pedal 3 for a certain stroke, the vacuum booster assembly 1 builds pressure under vacuum assistance; meanwhile, the auxiliary controller 204 calculates a control target required by the motor by receiving the signal change of the pedal stroke sensor and the brake lamp switch signal, and then drives the motor 203 to act, and both build pressure on the whole brake system.
With respect to the pressure build-up process. When the main brake master cylinder 5 builds pressure, brake fluid is connected to a left loop of the hydraulic control unit 8 through the loop 1, and is also connected to an oil inlet a of the shuttle valve 7 through the loop 2; when the auxiliary brake master cylinder 6 builds pressure, brake fluid is connected to an oil inlet b of the shuttle valve 7 through the loop 3. Because the valve switch in the center of the shuttle valve is acted by a leftward spring force, the oil inlet b and the oil outlet c are communicated when no pressure exists in the system; when the pressure at the oil inlet a is larger than the resultant force of the pressure at the oil inlet b and the spring force, the oil inlet a is communicated with the oil outlet c.
Because the building pressure of the two brake master cylinders is basically equal during the brake-by-wire, the brake fluid of the main brake master cylinder 5 basically flows into the left loop of the hydraulic control unit 8 to control the two wheels of the first brake group to brake; while the brake fluid of the auxiliary master cylinder 6 entirely flows into the right-side circuit of the hydraulic control unit 8, controlling the braking of the other two wheels of the second brake group.
With respect to the pressure release process. When the brake pedal 3 is released, the compressed brake fluid flows back to the reservoir 4 through the circuits 1, 4-3, respectively.
2. External request braking mode
In this mode, when other electronic control systems of the vehicle send a braking request (external braking pressure or whole vehicle deceleration request), the motor control target is calculated in response to the braking request, and the direct drive control motor 203 acts to build pressure on the braking system corresponding to the right side of the hydraulic control unit 8. The vacuum booster assembly 1 does not participate in braking.
With respect to the pressure build-up process. The auxiliary brake master cylinder 6 compresses the brake fluid in the cavity, the brake fluid is connected to the oil inlet b of the shuttle valve 7 through the loop 3, then flows out from the oil outlet c, is connected to the right side of the hydraulic control unit 8 through the loop 4, and controls the two wheels of the second brake group to brake. When the pressure is released, the compressed brake fluid returns along the original path.
3. Braking energy recovery assist mode.
On the premise of meeting the braking energy recovery condition, according to a braking target curve, before a certain small stroke (a preset idle stroke) is stepped on by a brake pedal 3, a vehicle controller of the whole vehicle sends a moment request for energy recovery according to the pedal stroke fed back by a pedal stroke sensor, a whole vehicle driving motor responds to the recovery request, and a reverse moment with a braking effect is applied to the whole vehicle, so that the braking of the whole vehicle is realized; according to the braking target curve, when the brake pedal 3 is greater than a certain stroke (running-out stroke), the friction braking provided by the auxiliary electro-hydraulic servo brake assembly 2 starts to intervene, and the whole vehicle deceleration is provided together with or only by the friction braking. The friction braking process is the same as the brake-by-wire process.
4. Manual backup braking mode.
When all the vacuum booster and the electrohydraulic servo brake assembly fail, a driver can directly step on the brake pedal 3, and the piston of the main brake master cylinder 5 is pushed to push the brake fluid in the main brake master cylinder 5 to compress, so that pressure is generated in the loop 1 and the loop 2 and transmitted to the brake wheels of the brake group, and the manual backup braking is realized.
With respect to the pressure build-up process. The corresponding loop 1 of the brake master cylinder 5 is directly connected to the left loop of the hydraulic control unit 8 to control the braking of the two wheels of the first brake group; the corresponding loop 2 is connected with the oil inlet a of the shuttle valve 7, and the loop 3 has no pressure, so after the pressure in the loop 2 is larger than the spring force of the shuttle valve 7, the valve can be opened, the loop 2 is connected with the loop 4 through the oil inlet a and the oil outlet c of the shuttle valve 7, and finally, the loop 2 is connected to the right loop of the hydraulic control unit 8 to brake the other two wheels of the second brake group.
With respect to the pressure release process. When the brake pedal 3 is released, the circuits 1 and 2 rapidly reduce the pressure, at which time the valve of the shuttle valve 7 is closed, brake fluid flows from the circuit 1 back to the main brake master cylinder 5, from the circuit 4 to the oil outlet c and the oil inlet b of the shuttle valve 7, respectively, and then flows back to the auxiliary brake master cylinder 6 through the circuit 3, and finally all returns to the reservoir tank 4.
5. Redundant braking mode.
When the vacuum booster assembly 1 and the auxiliary electro-hydraulic servo brake assembly 2 or sensors thereof fail, the hybrid brake system described by the application can realize various redundant brake functions and ensure the brake safety to the maximum extent.
(1) Redundant braking safety strategy for sensor failure countering
Referring to fig. 3, when the driver depresses the brake pedal 3:
if the brake pedal travel sensor fails and the vacuum booster assembly 1 works normally, the control motor 203 of the auxiliary electro-hydraulic servo brake assembly 2 carries out booster braking through constant PWM control, and the vacuum booster assembly 1 carries out normal booster braking;
If the brake pedal travel sensor fails and the vacuum booster assembly 1 also fails, vehicle braking is realized only through a manual backup braking function;
If the brake pedal travel sensor works normally and the vacuum booster assembly 1 fails, vehicle braking is realized only through a manual backup braking function;
If the brake pedal travel sensor and the vacuum booster assembly 1 work normally, the vacuum booster assembly 1 performs normal booster braking, and at this time: if the master cylinder piston stroke sensor 202 and the current sensor 205 are in failure, the control motor 203 of the auxiliary electro-hydraulic servo brake assembly 2 realizes the pressure building of the brake system through PWM control; if the master cylinder piston stroke sensor 202 fails and the current sensor 205 works normally, the control motor 203 is controlled by a single current loop to realize the pressure building of the brake system; if the master cylinder piston stroke sensor 202 and the current sensor 205 are normal, the control motor 203 realizes the pressure building of the brake system through double closed loop control.
Wherein, the term "constant PWM control" (PWM, pulse width modulation) refers to that when a pedal stroke sensor fails, a driver steps on a brake pedal 3, and after a brake lamp switch is triggered, an auxiliary electro-hydraulic servo brake assembly 2 outputs a control motor 203 according to the fixed PWM, so that the pressure of a brake system is built and the whole vehicle is braked; the PWM control refers to the relation between the stroke of the brake pedal and the PWM of the motor, and the brake system correspondingly establishes the pressure with corresponding magnitude after the driver steps on the brake pedal 3 for a period of stroke through the one-to-one correspondence relation; the single current loop refers to the relation between the stroke of the brake pedal and the control current of the motor, and the brake system correspondingly establishes the pressure with corresponding magnitude after a driver steps on the brake pedal 3 for a stroke through the one-to-one correspondence relation; the single-position ring refers to the relationship between the stroke of the brake pedal and the displacement of the piston ejector rod of the brake master cylinder, and the brake system correspondingly establishes the pressure with corresponding magnitude after a driver steps on the brake pedal 3 for a certain stroke through the one-to-one correspondence relationship; "double closed loop" refers to a closed loop control strategy that combines a single position loop and a single current loop.
(2) Redundant braking safety strategy for motor failure countering
Referring to fig. 4, when the driver depresses the brake pedal 3, if the control motors 203 of the vacuum booster assembly 1 and the auxiliary electro-hydraulic servo brake assembly 2 are both failed, the manual backup brake is implemented only by the manual backup brake function; if the vacuum booster assembly 1 fails and the control motor 203 of the auxiliary electro-hydraulic servo brake assembly 2 works normally, vehicle braking is implemented through a manual backup brake function and a booster brake function provided by the auxiliary electro-hydraulic servo brake assembly 2; if the vacuum booster assembly 1 works normally and the control motor 203 of the auxiliary electro-hydraulic servo brake assembly 2 fails, the booster brake is implemented by the vacuum booster assembly 1 only; if the control motors 203 of the vacuum booster assembly 1 and the auxiliary electro-hydraulic servo brake assembly 2 work normally, the control motors 203 of the vacuum booster assembly 1 and the auxiliary electro-hydraulic servo brake assembly 2 jointly apply braking.
Example two
The structure of the hybrid brake system in this embodiment is substantially the same as that of the first embodiment, except that: the first brake group in the present embodiment is composed of the left rear wheel brake LR and the right rear wheel brake RR; the second brake group is composed of a left front wheel brake LF and a right front wheel brake RF. Four oil outlets of the hydraulic control unit 8 are respectively connected with LR, RR, LF, RF. At this time, the brake system is in an H-type arrangement.
Example III
The structure of the hybrid brake system in this embodiment is substantially the same as that of the first embodiment, except that: the first brake group in the present embodiment is composed of a left front wheel brake LF and a right rear wheel brake RR, and the second brake group is composed of a right front wheel brake RF and a left rear wheel brake LR. Four oil outlets of the hydraulic control unit 8 are respectively connected with LF, RR, RF, LR. At this time, the brake system is arranged in an X-shaped manner.
Example IV
The structure of the hybrid brake system in this embodiment is substantially the same as that of the first embodiment, except that: the first brake group in the present embodiment is composed of a right front wheel brake RF and a left rear wheel brake LR, and the second brake group is composed of a left front wheel brake LF and a right rear wheel brake RR. Four oil outlets of the hydraulic control unit 8 are respectively connected with RF, LR, LF, RR. At this time, the brake system is arranged in an X-shaped manner.
Example five
The structure of the hybrid brake system in this embodiment is substantially the same as that of the first embodiment, except that: the vacuum booster assembly 1 is canceled, the brake pedal 3 is directly connected with the piston ejector rod 1 of the main brake master cylinder 5, and the main brake master cylinder 5 is directly driven by the brake pedal 3; the piston ejector rod 1 is also provided with a spring for feeding back force sense, and the spring is preferably a cone spring; a gap is reserved between the head of the piston ejector rod 1 and the piston of the main brake master cylinder 5; the hybrid braking system of the embodiment further includes two shuttle valves 71, 72, wherein first oil inlets a of the two shuttle valves 71, 72 are respectively connected with two oil outlets of the front and rear chambers of the main brake master cylinder 5 through brake pipelines (the loop 1 and the loop 2), second oil inlets b of the two shuttle valves 71, 72 are respectively connected with two oil outlets of the front and rear chambers of the auxiliary brake master cylinder 6 through brake pipelines (the loop 4 and the loop 5), and oil outlets c of the two shuttle valves 71, 72 are respectively connected with two oil inlets of the left and right sides of the hydraulic control unit 8 through brake pipelines (the loop 3 and the loop 6).
The two shuttle valves 71, 72 are identical in construction to the first embodiment. The device is provided with a first working state and a second working state; in the first working state, the first oil inlet a of the shuttle valve 71 is closed under the action of spring force, the second oil inlet b is communicated with the oil outlet c, the loop 4 is not communicated with the loop 3, and the loop 1 is communicated with the loop 3; the first oil inlet a of the shuttle valve 72 is closed under the action of spring force, the second oil inlet b is communicated with the oil outlet c, the loop 2 is not communicated with the loop 6, and the loop 5 is communicated with the loop 6. In the second working state, the pressure at the first oil inlet a of the shuttle valve 71 is larger than the resultant force of the pressure at the second oil inlet b and the spring force, the first oil inlet a is opened, the first oil inlet a is communicated with the oil outlet c, and the loop 1 is communicated with the loop 3; the second oil inlet b is not communicated with the oil outlet c. The pressure at the first oil inlet a of the shuttle valve 72 is greater than the resultant of the pressure at the second oil inlet b and the spring force, the first oil inlet a is opened, the first oil inlet a is communicated with the oil outlet c, and the loop 2 is communicated with the loop 6. The second oil inlet b is not communicated with the oil outlet c.
By adopting the technical scheme, the vacuum booster is not involved, so that the vacuum booster is more suitable for vehicles with very limited front cabin arrangement space and smaller tonnage.
In normal brake-by-wire, the pedal travel change may be input as an external request brake signal to the controller 203 of the auxiliary electro-hydraulic service brake assembly 2, and the auxiliary electro-hydraulic service brake assembly 2 may then provide brake system pressure.
When braking is requested externally, the auxiliary electro-hydraulic servo brake assembly 2 also provides brake system pressure.
With respect to braking energy recovery assistance. Since the brake pedal 3 is pressed down and the preset gap is eliminated, the primary piston of the main brake master cylinder 5 is pressed down, and the piston is pushed forward to compress the brake fluid to build pressure. And in the stroke of the brake pedal corresponding to the clearance elimination, the braking energy recovery of the whole vehicle is realized, and the braking deceleration is provided. The exceeding deceleration requirement part is complemented by the auxiliary electro-hydraulic servo brake assembly 2.
With respect to manual backup braking. When the electrohydraulic servo brake assemblies are invalid, the pedal is directly stepped on by manpower, the main brake master cylinder 5 is pushed to build pressure, and then the pressure is built for the whole brake system. The pressure build-up process is similar to that of a system with a vacuum booster assembly in implementing a manual backup braking function.
Regarding the redundant braking portion, the description of the vacuum assist portion is omitted as compared to the corresponding content of the redundant braking strategy of the system with the vacuum booster assembly.
In this embodiment, the two shuttle valves may be replaced by an electromagnetic reversing valve or a combination of a plurality of electromagnetic valves to achieve the same function.
The foregoing is merely a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention; while the foregoing is directed to embodiments of the present invention, other and further embodiments of the invention may be devised without departing from the basic scope thereof, and the scope thereof is determined by the claims that follow.

Claims (7)

1. The hybrid braking system is characterized by comprising a brake pedal assembly (3), a main braking master cylinder (5) directly or indirectly driven by the brake pedal assembly (3), an auxiliary electro-hydraulic servo braking assembly (2), an auxiliary braking master cylinder (6) driven by the auxiliary electro-hydraulic servo braking assembly (2), a shuttle valve (7), a hydraulic control unit (8) and a brake group (9); wherein:
The shuttle valve (7) is provided with two oil inlets (a, b) and an oil outlet (c); one oil outlet of the main brake master cylinder (5) is connected to one oil inlet of the hydraulic control unit (8) through a first loop, and is connected with a first brake group in the brake groups (9) through the oil outlet of the hydraulic control unit (8); the other oil outlet of the main brake master cylinder (5) is connected to a first oil inlet (a) of the shuttle valve (7) through a second loop, the oil outlet of the auxiliary brake master cylinder (6) is connected to a second oil inlet (b) of the shuttle valve (7) through a third loop, and the oil outlet (c) of the shuttle valve (7) is connected to the other oil inlet of the hydraulic control unit (8) through a fourth loop and is connected with a second brake group in the brake groups (9) through the oil outlet of the hydraulic control unit (8);
the hybrid brake system further comprises a pedal travel sensor for detecting the depressed travel of the brake pedal assembly (3), wherein the pedal travel sensor is in communication connection with the auxiliary electro-hydraulic servo brake assembly (2);
The auxiliary electro-hydraulic servo brake assembly (2) is connected with the auxiliary brake master cylinder (6), and the auxiliary electro-hydraulic servo brake assembly (2) comprises a mechanical assembly (201), a master cylinder piston stroke sensor (202), a control motor (203), an auxiliary controller (204) and a current sensor (205); wherein the mechanical assembly (201) is connected with the auxiliary brake master cylinder (6); the main cylinder piston stroke sensor (202) and the current sensor (205) are respectively used for detecting the piston stroke of the auxiliary brake main cylinder (6) and controlling the current of the motor (203), the auxiliary controller (204) is used for receiving sensor signals of the master cylinder piston stroke sensor (202) and the current sensor (205) and takes the sensor signals as a control basis; the auxiliary controller (204) is in communication connection with the pedal travel sensor and is used for receiving a pedal travel signal detected by the pedal travel sensor; the control motor (203) is driven by the auxiliary controller (204) to act so as to push the piston of the auxiliary brake master cylinder (6) to move for pressure building;
The brake pedal assembly (3) is directly connected with a piston ejector rod of the main brake master cylinder (5), and the main brake master cylinder (5) is directly driven by the brake pedal assembly (3); a spring for feeding back force sense is further arranged on the piston ejector rod, and a gap is reserved between the head of the piston ejector rod and the piston of the main brake master cylinder (5);
The hybrid braking system comprises two shuttle valves, wherein first oil inlets (a) of the two shuttle valves are respectively and correspondingly connected with two oil outlets of the main braking main cylinder through braking pipelines, second oil inlets (b) of the two shuttle valves are respectively and correspondingly connected with two oil outlets of the auxiliary braking main cylinder through braking pipelines, and oil outlets (c) of the two shuttle valves are respectively and correspondingly connected with two oil inlets of the hydraulic control unit through braking pipelines.
2. Hybrid brake system according to claim 1, characterized in that it further comprises a vacuum booster assembly (1), both ends of the vacuum booster assembly (1) being connected to the brake pedal assembly (3) and the master brake master cylinder (5), respectively, the brake pedal assembly (3) indirectly driving the master brake master cylinder (5) through the vacuum booster assembly (1).
3. Hybrid brake system according to claim 1, further comprising a reservoir (4) for providing brake fluid to the primary (5) and secondary (6) brake master cylinders.
4. Hybrid braking system according to claim 1, characterized in that the brake pedal assembly (3) is also fitted with a brake light switch.
5. Hybrid braking system according to claim 1, characterized in that the shuttle valve (7) has a first operating state and a second operating state; in a first working state, the first oil inlet (a) is closed under the action of spring force, and the second oil inlet (b) is communicated with the oil outlet (c) of the shuttle valve (7); in a second working state, the pressure at the first oil inlet (a) is larger than the sum of the pressure at the second oil inlet (b) and the spring force, the first oil inlet (a) is opened, the first oil inlet (a) is communicated with the oil outlet (c) of the shuttle valve (7), and the second oil inlet (b) is not communicated with the oil outlet (c) of the shuttle valve (7).
6. Hybrid brake system according to claim 1, characterized in that the brake group (9) comprises a left front wheel brake, a right front wheel brake, a left rear wheel brake and a right rear wheel brake;
The first brake group is composed of the left front wheel brake and the right front wheel brake; the second brake group is composed of the left rear wheel brake and the right rear wheel brake.
7. Hybrid brake system according to claim 1, characterized in that the brake group (9) comprises a left front wheel brake, a right front wheel brake, a left rear wheel brake and a right rear wheel brake;
The first brake group is composed of the left rear wheel brake and the right rear wheel brake; the second brake group is composed of the left front wheel brake and the right front wheel brake.
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