CN113147704B - Vehicle brake-by-wire system and braking method thereof - Google Patents
Vehicle brake-by-wire system and braking method thereof Download PDFInfo
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- CN113147704B CN113147704B CN202110588480.8A CN202110588480A CN113147704B CN 113147704 B CN113147704 B CN 113147704B CN 202110588480 A CN202110588480 A CN 202110588480A CN 113147704 B CN113147704 B CN 113147704B
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- 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
- B60T13/141—Systems with distributor valve
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- 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
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
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- 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
- B60T13/74—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 electrical assistance or drive
- B60T13/745—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 electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
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- 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
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
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- 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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
- B60T8/409—Systems with stroke simulating devices for driver input characterised by details of the stroke simulating device
Abstract
The invention discloses a vehicle brake-by-wire system and a braking method thereof, comprising the following steps: the electric cylinder servo assembly is used for conveying brake fluid to the hydraulic control unit according to the operation instruction to establish required brake pressure; the pedal simulation unit is used for detecting the displacement of the pedal to simulate the brake pedal feel and conveying brake fluid to the hydraulic control unit according to the operation instruction so as to realize manual backup braking; a hydraulic control unit for providing a braking pressure for each brake cylinder according to a braking instruction; the first controller is used for detecting and selecting a braking mode and sending an operation instruction to the electric servo cylinder assembly and the pedal simulation unit; and the second controller is used for sending a braking instruction to the hydraulic control unit and is electrically connected with the hydraulic control unit. The brake-by-wire system has the functions of brake-by-wire and active brake, has high reliability of a traditional brake-by-wire system, can simulate pedal feel, and has the active brake function of an intelligent automobile; the pressure is easy to control, and the pressure regulation precision is high.
Description
Technical Field
The invention belongs to the technical field of braking systems, and particularly relates to a vehicle brake-by-wire system and a braking method thereof.
Background
The automobile becomes an indispensable riding-instead-of-walking tool for people to travel, and good braking performance is the primary guarantee for safe running of the automobile. Conventional hydraulic braking systems are capable of meeting the braking demands of conventional internal combustion engine vehicles. However, with the continuous development and popularization of automobile electronics, intellectualization and new energy automobile technologies, the development requirements of automobiles cannot be met by the traditional hydraulic braking system, and the development of a novel multifunctional hydraulic braking system faces a great challenge.
At present, an electric vehicle is taken as a main part of an intelligent automobile in the market, and the active braking requirements of an active chassis control system such as an adaptive cruise control and an electronic stability program of the intelligent automobile are met, wherein the active braking refers to the braking of all or part of wheels under the condition that a driver does not step on a brake pedal; the traditional hydraulic braking system is vacuum-assisted, and the intelligent automobile is not provided with a vacuum source, and the functional requirement of the traditional hydraulic braking system can be met by additionally arranging the vacuum source, so that the traditional hydraulic braking system is difficult to implement active braking, the structure of the braking system is complex, the production cost is high, the traditional hydraulic braking system is difficult to apply to the intelligent automobile, and the active braking function cannot be realized.
The braking system to be developed can assist in realizing complex braking in the forms of active deceleration, automatic emergency braking and the like, and the foot force of a driver needs to be subjected to manual backup braking when the electric servo cylinder fails. If the system is used for unmanned operation, the system needs to have an autonomous braking backup function when the electric servo cylinder fails.
Therefore, in order to solve the above technical problems, it is necessary to develop a complex brake which can meet the braking requirements of an intelligent automobile, can assist in realizing active deceleration, automatic emergency braking and other forms, and can perform manual backup braking when the electric servo cylinder fails, wherein the brake system has a self-service braking backup function when the electric servo cylinder fails in an unmanned automobile, and the brake system has a compact structure, high working reliability and high cost performance.
Disclosure of Invention
The invention aims to provide a vehicle brake-by-wire system which can meet the requirements of an intelligent automobile, has a compact structure, high working reliability and low braking cost, and can work in modes of brake-by-wire, active braking, manpower backup braking and ESC.
Another object of the present invention is to provide a braking method employing the above-described vehicle brake-by-wire system.
The technical scheme of the invention is as follows:
a vehicle brake-by-wire system comprising an electric cylinder servo assembly, a pedal simulation unit, a hydraulic control unit, a first controller and a second controller, wherein:
the electric cylinder servo assembly is used for conveying brake fluid to the hydraulic control unit according to an operation instruction to establish required brake pressure, and comprises a liquid storage tank, a servo motor and an electric cylinder, wherein the servo motor is connected with the electric cylinder through a transmission device, a current sensor is arranged on the servo motor and is used for measuring current of the servo motor, a first liquid storage cavity, a second liquid storage cavity and a third liquid storage cavity are arranged in the liquid storage tank, the first liquid storage cavity is connected with the input end of the electric cylinder through a first brake pipeline, the second liquid storage cavity and the third liquid storage cavity are respectively connected with the pedal simulation unit through a brake pipeline, the output end of the electric cylinder is connected with the pedal simulation unit through a fourth brake pipeline, and a first pressure sensor is arranged on a fourth brake pipeline between the output end of the electric cylinder and the pedal simulation unit and is used for measuring the output pressure of the electric cylinder;
the pedal simulation unit comprises a pedal, a human cylinder and a pedal simulation cylinder, and is used for detecting displacement of the pedal to simulate brake pedal feel and conveying brake fluid to the hydraulic control unit according to an operation instruction sent by the first controller to realize manual backup braking;
The hydraulic control unit comprises a first ESC pump, an ESC motor, a second ESC pump, a first low-pressure accumulator, a second low-pressure accumulator, a first brake wheel cylinder, a second brake wheel cylinder, a third brake wheel cylinder and a fourth brake wheel cylinder, which are used for providing brake pressure for each brake wheel cylinder according to a brake command, the output end of the second two-position three-way electromagnetic valve is connected with a second isolation valve, the first ESC pump and the second low-pressure accumulator in series through an eighth brake pipeline between the second isolation valve and the first ESC pump, the eighth brake pipeline is connected with the first brake wheel cylinder through a first branch and is connected with the second brake wheel cylinder through a second branch and is used for conveying brake fluid, the output end of the first two-position three-way electromagnetic valve is connected with the first isolation valve, the second ESC pump and the first low-pressure accumulator through a ninth brake pipeline between the first isolation valve and the second ESC pump through a third branch and is connected with the third brake wheel cylinder through a fourth branch and is connected with the fourth brake wheel cylinder for conveying the brake fluid, the first branch is connected with the second brake wheel cylinder through a second branch and is connected with the second pressure-increasing valve through a third branch and is connected with the fourth pressure-increasing chamber through a third branch and a pressure-increasing chamber, the second branch is connected with the second pressure-increasing valve through a second branch and a pressure-increasing valve is connected with the second pressure-increasing chamber through a second branch and a pressure-increasing chamber through a third pressure-increasing pipeline, the other end of the first pressure reducing valve is connected with a first branch, the other end of the first pressure reducing valve is connected with a first conveying pipeline, a first suction valve is connected in series on the first conveying pipeline between the first low-pressure energy accumulator and the liquid storage tank, a second suction valve is connected in series on the second conveying pipeline between the second low-pressure energy accumulator and the liquid storage tank, and the ESC motor is electrically connected with a first ESC pump and a second ESC pump;
The first controller is used for detecting and selecting a braking mode, sending an operation instruction to the electric servo cylinder assembly and the pedal simulation unit, and electrically connecting the first controller with the electric servo cylinder assembly and the pedal simulation unit;
and the second controller is used for sending a braking instruction to the hydraulic control unit and is electrically connected with the hydraulic control unit.
In the above technical scheme, the input end and the output end of the first booster valve, the second booster valve, the third booster valve and the fourth booster valve are respectively provided with a filter screen, and a one-way valve is respectively connected in parallel between the input end and the output end of the first booster valve, the second booster valve, the third booster valve and the fourth booster valve.
In the above technical scheme, a third pressure sensor is installed on the second branch on the pipeline between the first brake wheel cylinder and the second brake wheel cylinder.
In the above technical scheme, the second liquid storage cavity is connected with the second cavity input end of the manpower cylinder through the second brake pipeline.
In the above technical scheme, the third liquid storage cavity is connected with the first cavity input end of the manual cylinder and the input end of the pedal simulation cylinder through the third brake pipeline.
In the above technical scheme, a motor position sensor is installed on the servo motor for measuring the position of the servo motor rotor.
In the above technical scheme, a first one-way valve is installed on the first brake pipe between the first liquid storage cavity and the electric cylinder, so that brake liquid in the first liquid storage cavity can only flow into the electric cylinder from the first liquid storage cavity.
In the above technical scheme, the first controller is electrically connected with the current sensor, the motor position sensor and the first pressure sensor, the first pressure sensor collects the pressure output by the electric cylinder in the fourth brake pipeline, the motor position sensor collects the position signal of the servo motor rotor, the current sensor collects the current signal of the servo motor, and the first controller implements feedback control on the servo motor by receiving the collected pressure, the position signal of the servo motor rotor and the current signal.
In the above technical scheme, the first controller is electrically connected with a pedal stroke sensor and a second pressure sensor, wherein the pedal stroke sensor is used for acquiring pedal stroke, and the second pressure sensor is used for detecting output pressure of the manpower cylinder.
The invention provides a braking method adopting the vehicle brake-by-wire system, which comprises the following braking control steps:
line control actuation mode: in an on-line control braking mode, detecting the stroke of a pedal which is stepped on by a driver through a pedal stroke sensor, sending an acquired pedal displacement signal to a first controller, controlling a servo motor to operate by the first controller according to the acquired pedal displacement signal, sending an operation instruction to the servo motor by the first controller to enable the servo motor to output corresponding torque, pushing a piston of an electric cylinder to start working and building pressure by a transmission device, controlling a first two-position three-way electromagnetic valve and a second two-position three-way electromagnetic valve to be electrified and opened by the first controller, controlling the first two-position three-way electromagnetic valve, the second two-position three-way electromagnetic valve, a first isolation valve, a second isolation valve, a first pressure increasing valve, a second pressure increasing valve, a third pressure increasing valve and a fourth pressure increasing valve to be opened by the first controller, and respectively conveying brake liquid in a liquid storage tank to four brake cylinders through a fourth brake pipeline, a sixth brake pipeline, a first branch, a second branch, a third branch and a fourth branch to build required brake pressure by the electric cylinders; simultaneously, a two-position two-way electromagnetic valve is opened, and brake fluid in a rear cavity of the manual cylinder enters the pedal simulation cylinder, so that a brake pedal feel is obtained through the pedal simulation cylinder, and brake-by-wire is completed;
Active braking mode: when a driver does not step on a pedal, the upper-layer controller outputs a braking instruction according to an automatic driving decision algorithm, the upper-layer controller sends the braking instruction to the first controller, the first controller controls the first two-position three-way electromagnetic valve and the second two-position three-way electromagnetic valve to be electrified and opened, the first controller sends an operation instruction to the servo motor, so that the servo motor outputs corresponding torque, the torque pushes the piston of the electric cylinder to work and build pressure through the transmission device, and brake fluid in the liquid storage tank is respectively conveyed to four brake cylinders through the electric cylinder to build required braking pressure, so that active braking is completed;
manual backup braking mode: when a control unit, an operating mechanism or a sensor of the vehicle breaks down and a manual backup braking mode is started, all electromagnetic valves in a vehicle linear control braking system are in a non-electrified state, a driver steps on a pedal, so that brake fluid in a manual cylinder passes through a first two-position three-way electromagnetic valve and a second two-position three-way electromagnetic valve, brake fluid in the manual cylinder passes through a sixth brake pipeline and a seventh brake pipeline, and enters four brake cylinders through a first branch, a second branch, a third branch and a fourth branch, and manual backup braking is realized;
ESC mode of operation:
A. first ESC operation mode:
when a certain brake cylinder needs brake pressure to realize an ESC function, the rest brake cylinders do not need brake operation, a first controller receives ESC instructions of a vehicle and controls a servo motor to output corresponding torque, the torque drives an electric cylinder to work through a transmission device to build pressure, meanwhile, the first controller controls a second two-position three-way electromagnetic valve or a first two-position three-way electromagnetic valve to be electrified, brake fluid in the electric cylinder enters the brake cylinders through a seventh brake pipeline or a sixth brake pipeline and any one of first to fourth branches, and the first controller controls the rest three branches to be non-conductive so that the rest three brake cylinders do not build brake pressure, thereby realizing parking;
B. second ESC operation mode:
the second controller controls the first isolation valve and the second isolation valve to be disconnected, so that the hydraulic control unit works independently; the second controller controls the ESC motor to operate, the first ESC pump and the second ESC pump are enabled to operate through the ESC motor, at the moment, the second controller controls the first suction valve and the second suction valve to be electrified and opened, under the action of the first ESC pump and the second ESC pump, the brake fluid is respectively extracted from the second fluid storage cavity and the third fluid storage cavity through the first fluid delivery pipeline and the second fluid delivery pipeline under the action of the first suction valve and the second suction valve, when a certain brake cylinder is braked in real time, the second controller controls the pressure-increasing valve correspondingly connected with the brake cylinder to be not electrified, and the rest three pressure-increasing valves are disconnected from electrifying, so that the brake fluid extracted from the fluid storage tank enters the brake cylinder through a branch correspondingly communicated with the brake cylinder, and the brake of the brake cylinder is realized.
The invention has the advantages and positive effects that:
1. the vehicle brake-by-wire system has the functions of brake-by-wire and active braking, has high reliability of the traditional brake-by-wire system, can simulate pedal feel, and has the active braking function of an intelligent automobile; under normal conditions, the driver does not tread the pedal, and the pressure of the linear control braking system is easy to control and the accuracy of pressure adjustment is high under the action of the electric cylinder servo assembly and the pedal simulation unit; and the brake-by-wire, active braking, manual backup braking, ESC braking and other working modes can be switched according to actual conditions.
2. Compared with the traditional braking system, the brake-by-wire system of the invention omits a one-way valve between the suction valve and the low-pressure accumulator in the hydraulic control unit, and uses a two-position three-way electromagnetic valve, thereby simplifying the braking system, having faster active decompression speed in the ESC working mode, simplifying the structure of the braking system and saving the production cost.
3. In the line control system, the suction valve adopted in the hydraulic control unit has small working current, reduces the heating of the system, and ensures that the line control system operates more stably and reliably.
Drawings
Fig. 1 is a schematic structural view of a vehicle brake-by-wire system of the present invention.
In the figure:
1. electric servo cylinder assembly 101, first liquid storage cavity 102 and second liquid storage cavity
103. Third liquid storage cavity 104, liquid level alarm 105 and electric cylinder
106. First pressure sensor 107, transmission 108, servo motor
109. Motor sensor 2, pedal simulation unit 201, pedal
202. Pedal travel sensor 203, human cylinder 204, second pressure sensor
205. Two-position two-way electromagnetic valve 206, pedal simulation cylinder 207, first two-position three-way electromagnetic valve
208. Second two-position three-way electromagnetic valve 3, hydraulic control unit 301, first suction valve
302. First isolation valve 303, second isolation valve 304, third pressure sensor
305. Second suction valve 306, first pressure increasing valve 307, second pressure increasing valve
308. First ESC pump 309, ESC motor 310, second ESC pump
311. Third pressure increasing valve 312, fourth pressure increasing valve 313, first pressure reducing valve
314. Second relief valve 315, first low pressure accumulator 316, second low pressure accumulator
317. Third pressure-reducing valve 318, fourth pressure-reducing valve 4, and first brake cylinder
5. Second brake wheel cylinder 6, third brake wheel cylinder 7 and fourth brake wheel cylinder
8. First controller 9, second controller 110, and liquid storage tank
10. First brake pipe 11, second brake pipe 12, third brake pipe
13. Fourth brake pipe 14, fifth brake pipe 15, sixth brake pipe
16. Seventh brake pipe 17, first infusion pipe 18, second infusion pipe
19. Eighth brake pipe 20 and ninth brake pipe
Detailed Description
The present invention will be described in further detail with reference to specific examples. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the present invention.
Example 1
As shown in the drawings, a vehicle brake-by-wire system of the present invention includes an electric cylinder servo assembly 1, a pedal simulation unit 2, a hydraulic control unit 3, a first controller 8, and a second controller 9, wherein:
the electric cylinder servo assembly 1 is used for conveying brake fluid to a hydraulic control unit according to an operation instruction to establish required brake pressure (providing braking force in a brake-by-wire mode or an active brake mode), and comprises a liquid storage tank 110, a servo motor 108 and an electric cylinder 105, wherein the servo motor 108 is connected with the electric cylinder 105 through a transmission device 107, a current sensor is arranged on the servo motor 108 and is used for measuring the current of the servo motor, the liquid storage tank 110 is internally divided into a first liquid storage cavity 101, a second liquid storage cavity 102 and a third liquid storage cavity 103, the first liquid storage cavity 101 is connected with the input end of the electric cylinder 105 through a first brake pipeline 10, the second liquid storage cavity 102 and the third liquid storage cavity 103 are respectively connected with the pedal simulation unit 2 through brake pipelines, the output end of the electric cylinder 105 is connected with the pedal simulation unit 2 through a fourth brake pipeline 13, and a first pressure sensor 106 is arranged on the fourth brake pipeline 13 between the output end of the electric cylinder and the pedal simulation unit 2 and is used for measuring the output pressure of the electric cylinder 105;
The pedal simulation unit 2 comprises a pedal 201, a manpower cylinder 203 and a pedal simulation cylinder 206, and is used for detecting displacement of the pedal, simulating brake pedal feel and delivering brake fluid to the hydraulic control unit 3 according to an operation command sent by the first controller 8 to realize manual backup braking (the pedal simulation unit is used for receiving brake fluid of the manpower cylinder 203, so that reaction force similar to a vacuum booster device is generated on a driver to simulate brake pedal feel, brake fluid in the manpower cylinder can not flow into the brake cylinder to generate friction braking), a pedal push rod is installed between the pedal 201 and the manpower cylinder 203, a pedal stroke sensor 202 is installed on the pedal push rod, the manpower cylinder 203 is divided into a first cavity and a second cavity through a piston, the output end of the first cavity of the manpower cylinder 203 is connected with the pedal simulation cylinder 206 through a fifth brake pipeline 14, a two-position two-way solenoid valve 205 (normally closed) and a second pressure sensor 204 are installed on the fifth brake pipeline 14, a one-way valve is installed between the two-way solenoid valve 205 and the pedal simulation cylinder 206 through a pipeline, the second cavity 203 is installed on the second pipeline 203 is connected with the hydraulic control unit (normally open type brake cylinder 16) from the second input port of the second control unit 3 to the third brake cylinder 16 through a second pipeline 208 when the first pipeline 203 is not connected with the hydraulic control unit through a third pipeline 15, the first pipeline 3 is connected with the hydraulic control unit is normally open, the input end of the second two-position three-way electromagnetic valve 208 is respectively connected with the output end of the electric cylinder 105 and the second cavity of the manual cylinder 203, the output end of the second two-position three-way electromagnetic valve 207 is respectively connected with the output end of the electric cylinder 105 and the first cavity of the manual cylinder 203, and the output end of the first two-position three-way electromagnetic valve 207 is connected with the first input port of the hydraulic control unit 3;
The hydraulic control unit 3 comprises a first ESC pump 308, an ESC motor 309, a second ESC pump 310, a first low-pressure accumulator 315, a second low-pressure accumulator 314, a first brake cylinder 4, a second brake cylinder 5, a third brake cylinder 6 and a fourth brake cylinder 7, and is used for providing braking pressure for the brake cylinders according to braking instructions, an output end of the second two-position three-way electromagnetic valve 208 is connected with a second isolation valve 303, the first ESC pump 308 and the second low-pressure accumulator 316 in series through an eighth brake pipeline 19, the eighth brake pipeline 19 between the second isolation valve 303 and the first ESC pump 308 is connected with the first brake cylinder 4 through a first branch and is connected with the second brake cylinder 5 through a second branch, and is used for conveying braking fluid, an output end of the first two-position three-way electromagnetic valve 207 is connected with the first isolation valve 302, the second ESC pump 310 and the first low-pressure accumulator 315 in series through a ninth brake pipeline 20, the ninth brake pipe 20 between the first isolation valve 302 and the second ESC pump 310 is connected to the third brake wheel cylinder 6 through a third branch, connected to the fourth brake wheel cylinder 7 through a fourth branch, for delivering brake fluid, the first branch is connected in series to the first pressure increasing valve 306, the second branch is connected in series to the second pressure increasing valve 307, the third branch is connected in series to the third pressure increasing valve 311, the fourth branch is connected in series to the fourth pressure increasing valve 312, the first low pressure accumulator 315 is connected to the third fluid storage chamber 103 through the first fluid delivery pipe 17, the second low pressure accumulator 316 is connected to the second fluid storage chamber 102 through the second fluid delivery pipe 18, the first branch between the first brake wheel cylinder 4 and the first pressure increasing valve 306 is connected to the fourth pressure reducing valve 318, one end of the fourth pressure reducing valve 318 is connected to the first branch, the other end is connected to the second fluid delivery pipe 18, a third pressure reducing valve 317 is connected to a second branch between the second brake wheel cylinder 5 and the second pressure increasing valve, one end of the third pressure reducing valve 317 is connected to the second branch, the other end is connected to a second fluid-carrying pipeline 18, a second pressure reducing valve 314 is connected to a third branch between the third brake wheel cylinder 6 and the third pressure increasing valve 311, one end of the second pressure reducing valve 314 is connected to the third branch, the other end is connected to the first fluid-carrying pipeline 17, a first pressure reducing valve 313 is connected to a fourth branch between the fourth brake wheel cylinder 7 and the fourth pressure increasing valve 312, one end of the first pressure reducing valve is connected to the fourth branch, the other end is connected to the first fluid-carrying pipeline 17, a first suction valve 301 is connected in series to the first fluid-carrying pipeline 17 between the first low pressure accumulator 315 and the fluid-carrying tank 110, a second suction valve 305 is connected in series to the second fluid-carrying pipeline 18 between the second low pressure accumulator 316 and the fluid-carrying tank 110, and the ESC motor 309 is electrically connected to the first fluid-carrying pump 308 and the second ESC 310;
The first controller 8 is used for detecting and selecting a braking mode, sending running instructions to the electric servo cylinder assembly 1 and the pedal simulation unit 2, and the first controller 8 is electrically connected with the electric servo cylinder assembly 1 and the pedal simulation unit 2;
the second controller 9 is configured to send a braking command to the hydraulic control unit 3, and the second controller 9 is electrically connected to the hydraulic control unit 3.
Further, the input ends and the output ends of the first pressure increasing valve 306, the second pressure increasing valve 307, the third pressure increasing valve 311 and the fourth pressure increasing valve 312 are respectively provided with a filter screen, and a one-way valve is respectively connected in parallel between the input ends and the output ends of the first pressure increasing valve 306, the second pressure increasing valve 307, the third pressure increasing valve 311 and the fourth pressure increasing valve 312.
Further, a third pressure sensor 304 is mounted on a pipe between the first brake cylinder 4 and the second brake cylinder.
Further, the second liquid storage chamber 102 is connected to a second chamber input end of the manual cylinder 203 through a second brake pipe 11.
Further, the third liquid storage chamber 103 is connected to the first chamber input end of the manual cylinder 203 and the input end of the pedal simulation cylinder 206 through the third brake pipe 12.
Further, a motor position sensor 109 is mounted on the servo motor 108 for measuring the position of the servo motor rotor.
Further, a first check valve is installed on the first brake pipe 10 between the first reservoir chamber 101 and the electric cylinder 105, so that the brake fluid in the first reservoir chamber 101 can only flow into the electric cylinder 105 from the first reservoir chamber 101.
Further, the first controller 8 is electrically connected to a current sensor 109, a motor position sensor, and a first pressure sensor 106, the first pressure sensor 106 collects pressure output by the electric cylinder 105 in the fourth brake pipe 13, the motor position sensor collects a position signal of the servo motor rotor, the current sensor 109 collects a current signal of the servo motor 108, and the first controller 8 performs feedback control on the servo motor by receiving the collected pressure, the position signal of the servo motor rotor, and the current signal.
Further, the first controller 8 is electrically connected to a pedal stroke sensor 202, and a second pressure sensor 204, wherein the pedal stroke sensor 202 is used for acquiring pedal stroke, and the second pressure sensor 204 is used for detecting output pressure of the manual cylinder 203.
Further, the first low pressure accumulator 315 and the second low pressure accumulator 316 are used for temporarily storing brake fluid discharged by reducing the brake pressure of the brake cylinder in the ESC mode in the brake-by-wire system, and then the brake fluid is pumped back into the human cylinder 203.
Example 2
On the basis of embodiment 1, a braking method of the present invention employing the vehicle brake-by-wire system of embodiment 1 includes the following braking control:
(1) Brake-by-wire mode (being the default braking system of the vehicle):
according to the instruction of the upper controller, a linear control braking mode is selected, in the linear control braking mode, the pedal stroke sensor 202 detects the stroke of a driver for stepping on the pedal, and an acquired pedal displacement signal (the stepping depth of the pedal) is sent to the first controller 8, and the first controller controls the servo motor to operate according to the acquired pedal displacement signal;
the first controller controls the first two-position three-way electromagnetic valve 207 and the second two-position three-way electromagnetic valve 208 to be electrified and opened (at the moment, a sixth brake pipeline 15 between the first two-position three-way electromagnetic valve 207 and the manpower cylinder 203 is closed, a seventh brake pipeline 16 between the second two-position three-way electromagnetic valve 208 and the manpower cylinder 203 is closed), the first controller 8 sends an operation command to the servo motor 108 according to the received pedal stroke so as to output corresponding torque, the torque pushes a piston of the electric cylinder 105 to start working and building pressure through the transmission device 107, and the first two-position three-way electromagnetic valve 207, the second two-position three-way electromagnetic valve 208, the first isolation valve 302, the second isolation valve 303, the first pressure increasing valve 306, the second pressure increasing valve 307, the third pressure increasing valve 311 and the fourth pressure increasing valve 312 are opened (at the moment, a seventh brake pipeline 16 communicated with the first two-position three-way electromagnetic valve 207 is communicated with the sixth brake pipeline 15 communicated with the second two-position three-way valve 208 is communicated with the fourth brake pipeline 13, the eighth brake pipeline 19, the first, the second branch and the third branch and the fourth branch are respectively conveyed to four brake cylinders to the required brake pressures through the electric cylinder 105 and the fourth brake cylinders 13 and the eighth brake pipeline 19 and the eighth branch and the third branch and the fourth branch are respectively so as to build up required brake pressure; simultaneously, the two-position two-way electromagnetic valve 205 is opened, and brake fluid in a rear cavity of the human cylinder (a second cavity of the human cylinder) enters the pedal simulation cylinder 206, so that a brake pedal feel is obtained through the pedal simulation cylinder, and brake-by-wire is completed.
(2) Active braking mode
The active mode is that when the driver does not step on the pedal, the upper controller outputs a braking instruction according to an automatic driving decision algorithm so that the vehicle realizes active braking under the condition that the driver does not interfere; distinction between active braking mode and brake-by-wire mode: the active braking mode is mainly applied to a vehicle provided with an active braking system, when the first controller detects that the vehicle has active braking requirements (namely, an upper controller of the vehicle detects that the distance between the vehicle and an obstacle is too short and the current vehicle speed is continuous and collision occurs when the vehicle runs through a wheel speed sensor and a distance measuring sensor in a vehicle-mounted sensor), a brake pedal is not depressed at this time, the upper controller sends a braking instruction to the first controller, a pedal simulation unit does not work, and the on-off condition of each valve is the same as that of the linear control mode of (1). After the first controller selects an active braking mode according to a braking instruction of the upper-layer controller, the first controller controls the first two-position three-way electromagnetic valve 207 and the second two-position three-way electromagnetic valve 208 to be electrified and opened (at the moment, the sixth braking pipeline 15 between the second two-position three-way electromagnetic valve 208 and the manpower cylinder 203 is closed, and the seventh braking pipeline 16 between the first two-position three-way electromagnetic valve 207 and the manpower cylinder is closed), the first controller sends an operation instruction to the servo motor according to a control request of the upper-layer controller, so that the servo motor outputs corresponding torque, the torque pushes the electric cylinder piston to work to build pressure through the transmission device, and brake fluid in the fluid storage tank is respectively conveyed to four braking cylinders through the fourth braking pipeline 13, the eighth braking pipeline 19, the first branch, the second branch, the third branch and the fourth branch to build required braking pressure, and active braking is completed.
(3) Manpower backup braking mode
The manual backup braking mode is a redundant arrangement, when the control unit, the operating mechanism or the sensor of the vehicle breaks down and the manual backup braking mode is started, all electromagnetic valves in the vehicle linear control system are in a non-electrified state, the manual cylinders are communicated with the hydraulic control unit, and the braking pressure is directly provided by a driver, so that the vehicle linear control system still has a braking function when the control unit, the operating mechanism or the sensor does not operate.
The driver steps on the pedal 201, the pedal 201 acts on the human cylinder 203, so that brake fluid in the human cylinder passes through the first two-position three-way electromagnetic valve 207 and the second two-position three-way electromagnetic valve 208 (because the first two-position three-way electromagnetic valve and the second two-position three-way electromagnetic valve are normally open, when the power is not applied, the eighth brake pipeline 19 and the ninth brake pipeline 20 between the human cylinder and the input port of the hydraulic control unit are conducted), and the brake fluid in the human cylinder passes through the eighth brake pipeline 19 and the ninth brake pipeline 20, and enters four brake cylinders through the first branch, the second branch, the third branch and the fourth branch to realize braking, thereby realizing human backup braking.
(4) ESC operation mode (traditional vehicle braking mode)
Selecting ESC working modes according to a braking instruction of an upper controller, wherein the ESC working modes comprise two types, the first type is a first ESC working mode, and a servo motor in an electric servo cylinder assembly provides braking pressure for a hydraulic control unit; the second is a second ESC working mode, and the hydraulic control unit provides braking pressure; the two working modes are mutually redundant, and can meet the active redundant braking requirements of an L4 (full automatic driving under limited scenes) and above automatic driving systems.
A. First ESC operation mode:
when a certain brake cylinder needs a brake pressure to realize an ESC function, the rest brake cylinders do not need a brake operation, the first controller 8 receives an ESC instruction of a vehicle and controls the servo motor to output corresponding torque, the torque drives the electric cylinder to work through the transmission device to build pressure, meanwhile, the first controller controls the second two-position three-way electromagnetic valve 208 to be electrified, so that brake fluid in the electric cylinder 105 enters the first brake cylinder 4 through the seventh brake pipeline 16, the ninth brake pipeline 20 and the first branch (at the moment, the first isolation valve and the first pressure increasing valve are in an open state, the second positive pressure valve is closed, the second brake cylinder does not build the brake pressure), the first controller controls the first two-position three-way electromagnetic valve 207 to be electrified, the third branch and the fourth branch connected with the first two-position three-way electromagnetic valve 207 are not conducted, and the third brake cylinder 6 and the fourth brake cylinder 7 do not build the brake pressure, and parking is realized.
B. Second ESC operation mode:
the second controller 9 controls the first isolation valve 302 and the second isolation valve 303 to be disconnected, so that the hydraulic control unit 3 works independently; the second controller 9 controls the ESC motor 309 to operate, and makes the first ESC pump 308 and the second ESC pump 310 operate through the ESC motor 309, at this time, the second controller 9 controls the first suction valve 301 and the second suction valve 305 to be opened by being electrified, under the action of the first ESC pump 308 and the second ESC pump 310, the brake fluid is pumped from the second liquid storage cavity 102 and the third liquid storage cavity 103 through the first infusion pipeline 17 and the second infusion pipeline 18 under the action of the first suction valve 301 and the second suction valve 305 (since the output end of the first ESC pump is connected with the input ends of the first pressurization valve and the second pressurization valve, the output ends of the first pressurization valve and the second pressurization valve are connected with the input ends of the fourth depressurization valve and the third depressurization valve, respectively, the output ends of the third pressurization valve and the fourth pressurization valve are connected with the input ends of the second depressurization valve and the first depressurization valve respectively); when a certain brake cylinder is braked in real time (the first brake wheel cylinder is braked in the embodiment), the second controller controls the first pressure increasing valve 306 to be not electrified, the second pressure increasing valve 307, the third pressure increasing valve 311 and the fourth pressure increasing valve 312 to be disconnected, so that brake fluid extracted from the fluid storage tank 110 enters the first brake wheel cylinder 4 through the first branch circuit to brake the first brake wheel cylinder 4, and the second branch circuit, the third branch circuit and the fourth branch circuit are disconnected, so that the brake fluid cannot be transmitted into the second brake wheel cylinder 5, the third brake wheel cylinder 6 and the fourth brake wheel cylinder 7, and the brake of only the first brake wheel cylinder 4 is realized.
The other brake cylinders can respectively control the second pressure increasing valve 307, the third pressure increasing valve 311 or the fourth pressure increasing valve 312 to be not electrified through the second controller, so that the brake fluid extracted from the fluid storage tank respectively enters the second brake cylinder 5, the third brake cylinder 6 or the fourth brake cylinder 7 through the second branch, the third branch or the fourth branch, thereby realizing the braking of the brake cylinders.
Spatially relative terms, such as "upper," "lower," "left," "right," and the like, may be used in the embodiments for ease of description to describe one element or feature's relationship to another element or feature's illustrated in the figures. It will be understood that the spatial terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "under" other elements or features would then be oriented "over" the other elements or features. Thus, the exemplary term "lower" may encompass both an upper and lower orientation. The device may be otherwise positioned (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
Moreover, relational terms such as "first" and "second", and the like, may be used solely to distinguish one element from another element having the same name, without necessarily requiring or implying any actual such relationship or order between such elements.
The foregoing has described exemplary embodiments of the invention, it being understood that any simple variations, modifications, or other equivalent arrangements which would not unduly obscure the invention may be made by those skilled in the art without departing from the spirit of the invention.
Claims (8)
1. A vehicle brake-by-wire system, comprising: electric cylinder servo assembly, footboard analog unit, hydraulic control unit, first controller and second controller, wherein:
the electric cylinder servo assembly is used for conveying brake fluid to the hydraulic control unit according to an operation instruction to establish required brake pressure, and comprises a liquid storage tank, a servo motor and an electric cylinder, wherein the servo motor is connected with the electric cylinder through a transmission device, a current sensor is arranged on the servo motor and is used for measuring current of the servo motor, a first liquid storage cavity, a second liquid storage cavity and a third liquid storage cavity are arranged in the liquid storage tank, the first liquid storage cavity is connected with the input end of the electric cylinder through a first brake pipeline, the second liquid storage cavity and the third liquid storage cavity are respectively connected with the pedal simulation unit through a brake pipeline, the output end of the electric cylinder is connected with the pedal simulation unit through a fourth brake pipeline, and a first pressure sensor is arranged on a fourth brake pipeline between the output end of the electric cylinder and the pedal simulation unit and is used for measuring the output pressure of the electric cylinder;
The pedal simulation unit comprises a pedal, a human cylinder and a pedal simulation cylinder, and is used for detecting displacement of the pedal to simulate brake pedal feel and conveying brake fluid to the hydraulic control unit according to an operation instruction sent by the first controller to realize manual backup braking;
The hydraulic control unit comprises a first ESC pump, an ESC motor, a second ESC pump, a first low-pressure accumulator, a second low-pressure accumulator, a first brake wheel cylinder, a second brake wheel cylinder, a third brake wheel cylinder and a fourth brake wheel cylinder, which are used for providing brake pressure for each brake wheel cylinder according to a brake command, the output end of the second two-position three-way electromagnetic valve is connected with a second isolation valve, the first ESC pump and the second low-pressure accumulator in series through an eighth brake pipeline between the second isolation valve and the first ESC pump, the eighth brake pipeline is connected with the first brake wheel cylinder through a first branch and is connected with the second brake wheel cylinder through a second branch and is used for conveying brake fluid, the output end of the first two-position three-way electromagnetic valve is connected with the first isolation valve, the second ESC pump and the first low-pressure accumulator through a ninth brake pipeline between the first isolation valve and the second ESC pump through a third branch and is connected with the third brake wheel cylinder through a fourth branch and is connected with the fourth brake wheel cylinder for conveying the brake fluid, the first branch is connected with the second brake wheel cylinder through a second branch and is connected with the second pressure-increasing valve through a third branch and is connected with the fourth pressure-increasing chamber through a third branch and a pressure-increasing chamber, the second branch is connected with the second pressure-increasing valve through a second branch and a pressure-increasing valve is connected with the second pressure-increasing chamber through a second branch and a pressure-increasing chamber through a third pressure-increasing pipeline, the other end of the first pressure reducing valve is connected with a first branch, the other end of the first pressure reducing valve is connected with a first conveying pipeline, a first suction valve is connected in series on the first conveying pipeline between the first low-pressure energy accumulator and the liquid storage tank, a second suction valve is connected in series on the second conveying pipeline between the second low-pressure energy accumulator and the liquid storage tank, and the ESC motor is electrically connected with a first ESC pump and a second ESC pump;
The first controller is used for detecting and selecting a braking mode, sending an operation instruction to the electric servo cylinder assembly and the pedal simulation unit, and electrically connecting the first controller with the electric servo cylinder assembly and the pedal simulation unit;
the second controller is used for sending a braking instruction to the hydraulic control unit and is electrically connected with the hydraulic control unit;
the input ends and the output ends of the first booster valve, the second booster valve, the third booster valve and the fourth booster valve are respectively provided with a filter screen, and a one-way valve is respectively connected in parallel between the input ends and the output ends of the first booster valve, the second booster valve, the third booster valve and the fourth booster valve;
and a third pressure sensor is arranged on a second branch on the pipeline between the first brake wheel cylinder and the second brake wheel cylinder.
2. The vehicle brake-by-wire system according to claim 1, characterized in that: the second liquid storage cavity is connected with the second cavity input end of the manpower cylinder through a second brake pipeline.
3. The vehicle brake-by-wire system according to claim 2, characterized in that: the third liquid storage cavity is connected with the input end of the first cavity of the manual cylinder and the input end of the pedal simulation cylinder through a third brake pipeline.
4. A vehicle brake-by-wire system according to claim 3, characterized in that: and a motor position sensor is arranged on the servo motor and is used for measuring the position of a rotor of the servo motor.
5. The vehicle brake-by-wire system of claim 4, wherein: a first check valve is arranged on a first brake pipeline between the first liquid storage cavity and the electric cylinder, so that brake liquid in the first liquid storage cavity can only flow into the electric cylinder from the first liquid storage cavity.
6. The vehicle brake-by-wire system of claim 5, wherein: the first controller is electrically connected with a current sensor, a motor position sensor and a first pressure sensor, the first pressure sensor collects pressure output by the electric cylinder in the fourth brake pipeline, the motor position sensor collects position signals of a servo motor rotor, the current sensor collects current signals of the servo motor, and the first controller performs feedback control on the servo motor by receiving the collected pressure, the position signals of the servo motor rotor and the current signals.
7. The vehicle brake-by-wire system of claim 6, wherein: the first controller is electrically connected with a pedal stroke sensor and a second pressure sensor, the pedal stroke sensor is used for acquiring pedal stroke, and the second pressure sensor is used for detecting output pressure of the manpower cylinder.
8. A braking method based on the vehicle brake-by-wire system according to claim 7, characterized by comprising the following braking control:
line control actuation mode: in an on-line control braking mode, detecting the stroke of a pedal which is stepped on by a driver through a pedal stroke sensor, sending an acquired pedal displacement signal to a first controller, controlling a servo motor to operate by the first controller according to the acquired pedal displacement signal, sending an operation instruction to the servo motor by the first controller to enable the servo motor to output corresponding torque, pushing a piston of an electric cylinder to start working and building pressure by a transmission device, controlling a first two-position three-way electromagnetic valve and a second two-position three-way electromagnetic valve to be electrified and opened by the first controller, controlling the first two-position three-way electromagnetic valve, the second two-position three-way electromagnetic valve, a first isolation valve, a second isolation valve, a first pressure increasing valve, a second pressure increasing valve, a third pressure increasing valve and a fourth pressure increasing valve to be opened by the first controller, and respectively conveying brake liquid in a liquid storage tank to four brake cylinders through a fourth brake pipeline, a sixth brake pipeline, a first branch, a second branch, a third branch and a fourth branch to build required brake pressure by the electric cylinders; simultaneously, a two-position two-way electromagnetic valve is opened, and brake fluid in a rear cavity of the manual cylinder enters the pedal simulation cylinder, so that a brake pedal feel is obtained through the pedal simulation cylinder, and brake-by-wire is completed;
Active braking mode: when a driver does not step on a pedal, the upper-layer controller outputs a braking instruction according to an automatic driving decision algorithm, the upper-layer controller sends the braking instruction to the first controller, the first controller controls the first two-position three-way electromagnetic valve and the second two-position three-way electromagnetic valve to be electrified and opened, the first controller sends an operation instruction to the servo motor, so that the servo motor outputs corresponding torque, the torque pushes the piston of the electric cylinder to work and build pressure through the transmission device, and brake fluid in the liquid storage tank is respectively conveyed to four brake cylinders through the electric cylinder to build required braking pressure, so that active braking is completed;
manual backup braking mode: when a control unit, an operating mechanism or a sensor of the vehicle breaks down and a manual backup braking mode is started, all electromagnetic valves in a vehicle linear control braking system are in a non-electrified state, a driver steps on a pedal, so that brake fluid in a manual cylinder passes through a first two-position three-way electromagnetic valve and a second two-position three-way electromagnetic valve, brake fluid in the manual cylinder passes through a sixth brake pipeline and a seventh brake pipeline, and enters four brake cylinders through a first branch, a second branch, a third branch and a fourth branch, and manual backup braking is realized;
ESC mode of operation:
A. first ESC operation mode:
when a certain brake cylinder needs brake pressure to realize an ESC function, the rest brake cylinders do not need brake operation, a first controller receives ESC instructions of a vehicle and controls a servo motor to output corresponding torque, the torque drives an electric cylinder to work through a transmission device to build pressure, meanwhile, the first controller controls a second two-position three-way electromagnetic valve or a first two-position three-way electromagnetic valve to be electrified, brake fluid in the electric cylinder enters the brake cylinders through a seventh brake pipeline or a sixth brake pipeline and any one of first to fourth branches, and the first controller controls the rest three branches to be non-conductive so that the rest three brake cylinders do not build brake pressure, thereby realizing parking;
B. second ESC operation mode:
the second controller controls the first isolation valve and the second isolation valve to be disconnected, so that the hydraulic control unit works independently; the second controller controls the ESC motor to operate, the first ESC pump and the second ESC pump are enabled to operate through the ESC motor, at the moment, the second controller controls the first suction valve and the second suction valve to be electrified and opened, under the action of the first ESC pump and the second ESC pump, the brake fluid is respectively extracted from the second fluid storage cavity and the third fluid storage cavity through the first fluid delivery pipeline and the second fluid delivery pipeline under the action of the first suction valve and the second suction valve, when a certain brake cylinder is braked in real time, the second controller controls the pressure-increasing valve correspondingly connected with the brake cylinder to be not electrified, and the rest three pressure-increasing valves are disconnected from electrifying, so that the brake fluid extracted from the fluid storage tank enters the brake cylinder through a branch correspondingly communicated with the brake cylinder, and the brake of the brake cylinder is realized.
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| CN112406835B (en) * | 2020-10-28 | 2022-10-11 | 京晟(常州)汽车零部件有限公司 | Electro-hydraulic brake control device and control method |
| CN112406834B (en) * | 2020-10-28 | 2022-10-11 | 京晟(常州)汽车零部件有限公司 | Electro-hydraulic brake system and control method |
| CN115027436A (en) * | 2022-04-21 | 2022-09-09 | 湘潭大学 | Automobile brake-by-wire system and braking method thereof |
| CN115158266B (en) * | 2022-09-07 | 2024-02-13 | 万向钱潮股份公司 | Braking System |
| CN115402281B (en) * | 2022-09-09 | 2023-06-16 | 东风柳州汽车有限公司 | Electronic hydraulic braking system and method |
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| KR20110011939A (en) * | 2009-07-29 | 2011-02-09 | 주식회사 만도 | Electronic hydraulic brake system |
| CN102582601A (en) * | 2012-03-02 | 2012-07-18 | 同济大学 | Electric-hydro complex brake system employing integral brake master cylinder assembly |
| CN104097623B (en) * | 2014-08-06 | 2016-08-31 | 邓伟文 | A kind of integrated electro-hydraulic brake system of vehicle |
| CN104943672A (en) * | 2015-06-16 | 2015-09-30 | 吉林大学 | Hydraulic brake system and method with double hydraulic cylinder four-wheel failure backup |
| CN105150858B (en) * | 2015-09-14 | 2017-03-15 | 清华大学 | A kind of regeneration brake system and its control method based on ESC hardware |
| JP7295713B2 (en) * | 2019-06-13 | 2023-06-21 | 日立Astemo株式会社 | brake controller |
| CN111301378B (en) * | 2020-03-05 | 2024-01-26 | 吉林大学 | Controllable drive-by-wire braking system of simulation footboard sensation |
| CN112141066A (en) * | 2020-11-03 | 2020-12-29 | 吉林大学 | Integrated electronic control brake system of new energy automobile |
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