CN113479179A - Integrated hydraulic braking system and control method thereof - Google Patents
Integrated hydraulic braking system and control method thereof Download PDFInfo
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- CN113479179A CN113479179A CN202110854921.4A CN202110854921A CN113479179A CN 113479179 A CN113479179 A CN 113479179A CN 202110854921 A CN202110854921 A CN 202110854921A CN 113479179 A CN113479179 A CN 113479179A
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- 238000000034 method Methods 0.000 title claims abstract description 29
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Classifications
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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
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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
- 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
Abstract
The invention belongs to the technical field of vehicles and discloses an integrated hydraulic braking system and a control method thereof, wherein the integrated hydraulic braking system comprises: the brake pedal is connected with a piston rod in the brake master cylinder, the pedal feel simulator comprises a simulation motor, a cylinder body and a simulation piston arranged in the cylinder body in a sliding mode, the simulation motor is connected to the simulation piston through a screw-nut pair in a transmission mode to enable the simulation piston to slide relative to the cylinder body, and a rodless cavity of the brake master cylinder is selectively communicated with a rodless cavity of the pedal feel simulator through the simulation valve. The integrated hydraulic brake system can realize on-line real-time adjustment of pedal feel.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to an integrated hydraulic braking system and a control method of the integrated hydraulic braking system.
Background
With the rapid development of new energy technology of automobiles, the braking system itself is also undergoing a great revolution. The conventional brake system comprises a master cylinder and a pressure building unit, wherein the master cylinder realizes auxiliary pressure building by using a vacuum booster, the pressure building unit is controlled by an electronic stability control unit (ESC), and the electronic stability control unit ensures the lateral stability of vehicle running. In order to adapt to the development of new energy automobiles and meet the requirements of automatic driving on a brake system, the traditional brake system can not meet the requirements of people any more, and therefore an integrated brake control system is produced at present. The integrated hydraulic braking system integrates the original brake master cylinder and the pressure building unit, but the control strategy is obviously different from that of the traditional ESC system due to the change of the pressure building principle, and particularly, the simulation aspect of the feeling of a brake pedal needs to be independently subjected to hardware design or electronic control.
The pedal feel of a conventional brake system results from the mechanical structure of the brake system itself, i.e., the reaction force of the master cylinder pressure fed back to the brake pedal by the master cylinder piston minus the thrust of the vacuum booster. However, in order to meet the requirements of automatic driving and braking energy recovery functions, the integrated electronic hydraulic braking system already realizes partial decoupling of a brake master cylinder and a brake wheel cylinder, the brake wheel cylinder is pressurized by a servo motor, the brake master cylinder mainly detects the braking intention of a driver, so that the feeling of a brake pedal needs to be generated additionally, and the brake master cylinder provides a function of manual braking backup under a failure condition, so that the feeling generation mechanism of the brake pedal is different from that of the traditional braking system.
Most of the existing technical schemes only study the brake pedal, are only suitable for a brake-by-wire system or a whole vehicle driving simulator system, and cannot be applied to an integrated electronic hydraulic brake system. Although the small technical scheme considers the integration interaction with the integrated electronic hydraulic brake system, the hierarchical pedal feel simulation is realized by adopting the combination of springs with different rigidity, and the online real-time regulation of the pedal feel cannot be realized, so that the pedal feel simulation self-adaption degree is low. In addition, the conventional pedal feel simulator must rely on the movement of the brake pedal to generate a variable damping force, and once there is no relative movement, a pedal feel is not generated even if the damping is large.
Disclosure of Invention
The invention aims to provide an integrated hydraulic brake system and a control method of the integrated hydraulic brake system, which can realize on-line real-time adjustment of pedal feel.
In order to achieve the purpose, the invention adopts the following technical scheme:
an integrated hydraulic brake system comprising:
the brake pedal is connected to a piston rod in the brake master cylinder, the pedal feel simulator comprises a simulation motor, a cylinder body and a simulation piston arranged in the cylinder body in a sliding mode, the simulation motor is connected to the simulation piston through a lead screw and nut pair in a transmission mode so that the simulation piston can slide relative to the cylinder body, and a rodless cavity of the brake master cylinder is selectively communicated with a rodless cavity of the pedal feel simulator through the simulation valve;
the output end of the brake motor is connected with a piston rod of the servo cylinder;
the wheel cylinder, the liquid inlet valve and the liquid outlet valve are used for liquid inlet of the wheel cylinder, and the liquid outlet valve is used for liquid outlet of the wheel cylinder;
the isolation valve is positioned between the brake main cylinder and the liquid inlet valve and used for interrupting a connecting oil path between the rodless cavity of the brake main cylinder and the liquid inlet valve;
the servo valve is positioned between the piston cavity of the servo cylinder and the liquid inlet valve, so that the piston cavity of the servo cylinder is selectively communicated with the liquid inlet valve through the servo valve, and a brake pipeline is formed among the piston cavity of the servo cylinder, the servo valve, the liquid inlet valve and the wheel cylinder;
the brake oil pot is configured to be communicated with the piston cavity of the brake main cylinder, the rodless cavity of the servo cylinder and the liquid outlet valve respectively.
Preferably, the screw-nut pair comprises a screw nut and a screw rod, a stator of the simulation motor is arranged at the periphery of the cylinder body, a rotor of the simulation motor is connected to the outer wall of the screw nut, the inner wall of the screw nut is sleeved outside the screw rod and is in transmission connection with the screw rod, and the screw rod is connected to the simulation piston.
Preferably, the pedal feel simulator further comprises a bearing, and the bearing is sleeved outside the screw nut and located between the screw nut and the inner wall of the cylinder body.
Preferably, the pedal feel simulator further comprises a sealing ring, and the sealing ring is sleeved outside the simulation piston and located between the simulation piston and the inner wall of the cylinder body.
Preferably, the pedal feel simulator further comprises an elastic reset piece, wherein the elastic reset piece is arranged in the cylinder body and is respectively abutted against the inner walls of the screw nut pair and the cylinder body.
Preferably, the method further comprises the following steps:
the master cylinder pressure sensor is used for detecting the pressure of brake fluid in a piston cavity of the brake master cylinder;
and the servo pressure sensor is used for detecting the pressure of the brake fluid in the piston cavity of the servo cylinder.
In order to achieve the above object, the present invention further provides an integrated hydraulic brake system control method using the above integrated hydraulic brake system, wherein the integrated hydraulic brake system control method includes:
closing an isolation valve to interrupt a connection oil path between a piston chamber of the master cylinder and the liquid inlet valve;
opening a simulation valve to enable the rodless cavity of the brake master cylinder to be communicated with the rodless cavity of the pedal feeling simulator through the simulation valve;
acquiring the acting force of the brake pedal expected by the driver according to the actual displacement of the brake pedal;
acquiring expected piston thrust of a brake master cylinder by using the action force of a brake pedal expected by a driver;
acquiring expected piston thrust of a pedal feel simulator according to the expected piston thrust of a brake master cylinder;
acquiring expected motor torque of a simulation motor by utilizing expected piston thrust of a pedal feel simulator so as to adjust actual output torque of the simulation motor in real time, so that brake fluid in a rodless cavity of the pedal feel simulator flows to a rodless cavity of a brake master cylinder and pushes a piston of the brake master cylinder, and a brake pedal generates expected brake pedal feel of a driver;
and closing the isolation valve, opening the liquid inlet valve, adjusting the torque of the brake motor and driving the piston rod of the servo cylinder to move according to the brake pedal feeling expected by a driver, so that the brake fluid in the piston cavity of the servo cylinder enters the wheel cylinder through the servo valve and the liquid inlet valve, and a brake pipeline is formed among the piston cavity of the servo cylinder, the servo valve, the liquid inlet valve and the wheel cylinder.
Preferably, the actual output torque of the simulated motor is adjusted based on the desired motor torque of the simulated motor and the actual output current of the simulated motor.
Preferably, the driver desired brake pedal effort is derived from a pedal feel calibration curve based on the actual displacement of the brake pedal.
Preferably, a ratio of the desired piston thrust of the master cylinder to the desired piston thrust of the pedal feel simulator is equal to a ratio of a piston area of the master cylinder to a simulated piston area of the pedal feel simulator.
The invention has the beneficial effects that:
the integrated hydraulic brake system provided by the invention opens the simulation valve, so that the piston cavity of the brake master cylinder is communicated with the pedal feeling simulator through the simulation valve to establish the feeling of simulating the brake pedal. The main purpose of this approach is to have two; firstly, a flowing path and an accommodating space are provided for the brake fluid in the brake master cylinder, and brake decoupling is realized; second, the braking intention of the driver can be truly reflected using the pedal feel simulator.
The brake feeling of the driver is realized by a pedal feeling simulator, and a pedal sensor is used for detecting the actual displacement of the brake pedal, referring to the actual displacement of the brake pedal of the driver, and transmitting expected brake pedal force to an active pedal simulator for control and following. The pedal feeling simulator is connected to the simulation piston through a screw nut pair by a simulation motor, enables the simulation piston to slide relative to the cylinder body and is used for resisting the brake hydraulic pressure flowing out of a piston rodless cavity of the brake master cylinder.
The brake fluid is transmitted to the brake master cylinder to generate the feeling of a brake pedal, the simulation motor performs torque following control at the moment, and the rotation angle of the simulation motor is self-adaptive according to the interaction of actual force. The on-line real-time adjustment of the feeling of the brake pedal is realized by utilizing the driving force of the simulation motor, particularly, when the whole vehicle is switched between a comfortable mode and a motion mode, although the brake pedal is in a relatively static working condition, the pedal sensor can acquire the actual displacement of the brake pedal in real time, and the torque of the simulation motor is adjusted by utilizing the displacement information, so that the feeling of the brake pedal can still be actively adjusted, and the condition that the traditional damping control method must depend on the motion of the brake pedal is avoided.
The pressure building process is completed by driving a piston rod in the servo cylinder and driving the piston to move so as to generate main cylinder brake pressure in the servo cylinder. Compared with the existing brake system, the novel high-grade driving auxiliary system has the advantages of small installation size, light weight, light structure and quicker response, can remarkably improve the building pressure speed, and effectively shortens the braking distance, thereby meeting the higher requirement of the novel high-grade driving auxiliary system on the dynamic characteristic of braking pressure control. The piston cavity of the servo cylinder can adjust the hydraulic braking force in the wheel cylinder through the valve block, and the hydraulic braking force can be adjusted flexibly.
The control method of the integrated hydraulic brake system provided by the invention realizes the integration and interaction of the pedal feel simulator and other structures in the integrated hydraulic brake system, has practical application significance, and is not researched by aiming at a simple object of a brake pedal. Meanwhile, the control is simple and convenient to realize, the on-line real-time adjustment of the feeling of the brake pedal can be realized, and the feeling of the brake pedal expected by a driver of any size can be generated at any time no matter whether the brake pedal moves or not.
Drawings
FIG. 1 is a schematic structural view of an integrated hydraulic brake system of the present invention;
FIG. 2 is a schematic diagram of a pedal feel simulator in the integrated hydraulic brake system of the present invention;
FIG. 3 is a flow chart of an integrated hydraulic brake system control method of the present invention.
In the figure:
1. a brake master cylinder; 2. a brake pedal; 3. a pedal sensor; 4. a simulation valve; 5. a pedal feel simulator; 6. braking the motor; 7. a servo cylinder; 8. a wheel cylinder; 9. a valve block; 91. a liquid inlet valve; 92. a liquid outlet valve; 93. an isolation valve; 94. a servo valve; 10. a master cylinder pressure sensor; 11. a servo pressure sensor; 12. a brake oil can; 13. a one-way valve; 14. a check valve;
51. simulating a motor; 511. a stator; 512. a rotor; 52. a cylinder body; 53. simulating a piston; 54. a bearing; 55. a seal ring; 56. an elastic reset member; 57. a screw-nut pair; 571. a lead screw nut; 572. a lead screw.
Detailed Description
In order to make the technical problems solved, technical solutions adopted and technical effects achieved by the present invention clearer, the technical solutions of the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
The technical scheme of the invention is further explained by the specific implementation mode in combination with the attached drawings.
The embodiment provides an integrated hydraulic braking system, which is suitable for the technical field of automobiles, in particular to electric automobiles. The integrated hydraulic brake system includes a driver braking intention module configured to acquire a driver braking intention, a hydraulic braking force control module, a regenerative braking force request module (not shown) configured to request generation of a target regenerative braking force, and control and generate power of a driving motor according to the target regenerative braking force to convert kinetic energy of wheel cylinders 8 (shown in fig. 1) into electric energy and store the electric energy in a battery, and a braking force coordination module (not shown). According to the braking intention of the driver and the current regenerative braking force, the braking force coordination module coordinates the hydraulic braking force control module and the regenerative braking force request module, so that the regenerative braking force request module requests to generate the target regenerative braking force, and the hydraulic braking force control module generates the target hydraulic braking force. And the braking force coordination module is used for coordinating and distributing the regenerative braking force request module and the hydraulic braking force control module, so that the high-efficiency recovery of the braking energy is realized.
Specifically, as shown in fig. 1, the driver braking intention module includes a master cylinder 1, a brake pedal 2, a pedal sensor 3, a simulation valve 4 and a pedal feel simulator 5, the brake pedal 2 is connected to a piston rod in the master cylinder 1, the pedal sensor 3 is used for detecting actual displacement and actual displacement change rate of the brake pedal 2 to obtain driver braking intention, and a rodless cavity of the master cylinder 1 is selectively communicated with a rodless cavity of the pedal feel simulator 5 through the simulation valve 4.
The pedal sensor 3 is used for detecting the actual displacement and the actual displacement change rate of the brake pedal 2, so that the braking intention of a driver can be accurately identified, and safety and comfort are both considered. Meanwhile, when the rodless chamber of the brake master cylinder 1 communicates with the pedal feel simulator 5 through the simulation valve 4, the pedal feel simulator 5 is enabled to simulate the driver's feeling of stepping on the brake pedal 2.
When the hydraulic braking force control module is required to execute a specific target hydraulic braking force, after the hydraulic braking force control module receives the request of the braking force coordination module, the simulation valve 4 is opened to communicate the rodless chamber of the master cylinder 1 with the pedal feel simulator 5 through the simulation valve 4 to establish the feel of the simulated brake pedal 2. The main purpose of this approach is to have two; firstly, a flowing path and an accommodating space are provided for the brake fluid in the brake master cylinder 1, the brake fluid in the brake master cylinder 1 is prevented from generating interference on a hydraulic brake force control module, and brake decoupling is realized; second, the driver's braking intention can be reflected realistically using the pedal feel simulator 5.
The pedal feeling simulator 5 is a spring or a buffer unit, the pedal feeling simulator 5 can be adjusted respectively according to the requirements of the whole vehicle, and can be adjusted independently according to different driving conditions (such as emergency braking) or operation modes (such as movement), and the unification of regenerative braking and comfort can be realized without any additional measures.
Specifically, as shown in fig. 2, the pedal feel simulator 5 includes a simulation motor 51, a cylinder 52, and a simulation piston 53 slidably disposed in the cylinder 52, and the simulation motor 51 is drivingly connected to the simulation piston 53 through a screw nut pair 57 so that the simulation piston 53 can slide with respect to the cylinder 52.
The driver's brake feeling is realized by the pedal feeling simulator 5, and the pedal sensor 3 is used for detecting the actual displacement of the brake pedal 2, referring to the actual displacement of the driver's brake pedal 2, and transmitting the expected brake pedal force to the active pedal simulator 5 for control following. The simulation motor 51 of the pedal feel simulator 5 is connected to the simulation piston 53 through a lead screw nut pair 57, and slides the simulation piston 53 relative to the cylinder 52 for resisting the brake hydraulic pressure flowing out of the rodless chamber of the master cylinder 1. The brake fluid is transmitted to the brake master cylinder 1 to generate the brake pedal feeling, the simulation motor 51 performs torque following control at the moment, and the rotation angle of the simulation motor 51 is self-adapted according to the interaction of the actual force. The on-line real-time adjustment of the brake pedal feeling is realized by using the driving force of the simulation motor 51, particularly, when the whole vehicle is switched between a comfortable mode and a motion mode, although the brake pedal 2 is in a relatively static working condition, the pedal sensor 3 can acquire the actual displacement of the brake pedal 2 in real time, and the simulation motor 51 is subjected to torque adjustment by using the displacement information, the brake pedal feeling can still be actively adjusted, so that the condition that the traditional damping control method must rely on the motion of the brake pedal 2 is avoided.
Under the condition that integrated form hydraulic braking system normally worked, in order to let the driver have accurate judgement to whole car brake force to provide the way sense feedback for the driver, suitable brake pedal sensation is indispensable, requires on the one hand that it possesses traditional vacuum booster sectional type brake pedal feel characteristic, and on the other hand requires it to possess the online real-time regulatory function of footboard sensation again, the promotion of the intelligent and individualized level of whole car of being convenient for.
Further, the screw-nut pair 57 includes a screw nut 571 and a screw rod 572, the stator 511 of the analog motor 51 is disposed on the outer periphery of the cylinder 52, the rotor 512 of the analog motor 51 is connected to the outer wall of the screw nut 571, the inner wall of the screw nut 571 is sleeved on the outer portion of the screw rod 572 and is in transmission connection therewith, and the screw rod 572 is connected to the analog piston 53.
Under the interaction of the stator 511 and the rotor 512 of the simulation motor 51, the lead screw nut 571 of the lead screw nut pair 57 generates a rotational motion, and since the inner wall of the lead screw nut 571 is sleeved outside the lead screw 572 and is in transmission connection with the lead screw, the lead screw 572 generates a linear motion to push the simulation piston 53 to move, so as to resist the brake fluid pressure of the rodless cavity of the cylinder 52.
Preferably, the rotor 512 and the lead screw nut 571 of the simulation motor 51 are of an integrally formed structure, and the combination of the two is realized by compression molding and the like, so that the stability of the connection structure is ensured, meanwhile, the time of assembling parts is reduced, and the production cost is saved.
Further, the pedal feel simulator 5 further includes a bearing 54, the bearing 54 is specifically a rotor bearing, and the bearing 54 is sleeved outside the lead screw nut 571 and located between the lead screw nut 571 and the inner wall of the cylinder 52. The bearing 54 is provided to ensure the smooth rotation of the screw nut 571.
Further, the pedal feel simulator 5 further includes an elastic return member 56, and the elastic return member 56 is disposed inside the cylinder 52 and abuts against the screw nut pair 57 and the inner wall of the cylinder 52, respectively. The elastic restoring member 56 is specifically a restoring spring, under the action of the elastic restoring member 56, the default initial position of the simulation piston 53 is at the rightmost end of the cylinder 52, when the driver steps on the brake pedal 2, the brake fluid in the rodless cavity of the brake master cylinder 1 is discharged into the cylinder 52 of the pedal feel simulator 5, the rodless cavity of the cylinder 52 is a brake fluid acting cavity, at this time, the simulation motor 51 generates a certain degree of torque according to the expected pedal feel required by the upper brake pedal 2, and then the torque is converted into the thrust force of the simulation piston 53 by the screw nut pair 57, so that the brake fluid in the rodless cavity of the cylinder 52 is transmitted to the rodless cavity of the brake master cylinder 1, and the brake pedal feel of the brake pedal 2 is generated.
Because the simulation piston 53 needs to move repeatedly in the cylinder 52, in order to ensure the sealing effect between the simulation piston 53 and the cylinder 52, the pedal feel simulator 5 further comprises a sealing ring 55, wherein the sealing ring 55 is sleeved outside the simulation piston 53 and positioned between the simulation piston 53 and the inner wall of the cylinder 52, so that the simulation piston 53 can always keep good sealing performance with the cylinder 52 in the moving process, the brake fluid is prevented from leaking from a rodless cavity of the cylinder 52, and the accuracy of the brake pedal feel of the brake pedal 2 is ensured.
Further, as shown in fig. 1, the hydraulic braking force control module includes a braking motor 6, a servo cylinder 7, a wheel cylinder 8 and a valve block 9, an output end of the braking motor 6 is connected to a piston rod of the servo cylinder 7, a piston cavity of the servo cylinder 7 is selectively communicated with the wheel cylinder 8 through the valve block 9, so that the valve block 9 can adjust the hydraulic braking force in the wheel cylinder 8, the hydraulic braking force of the wheel cylinder 8 is accurately adjusted according to the regenerative braking force, and the braking recovery efficiency can be improved. Meanwhile, the valve block 9 is positioned between the driver braking intention module and the wheel cylinder 8 and is used for isolating the piston cavity of the brake master cylinder 1 from the wheel cylinder 8 so as to completely decouple the hydraulic braking force in the brake pedal 2 and the wheel cylinder 8.
A high-performance brake motor 6 is adopted, and a main cylinder brake pressure is generated in a servo cylinder 7 by driving a piston rod in the servo cylinder 7 and driving a piston to move, so that the pressure building process is completed. Compared with the existing brake system, the novel high-grade driving auxiliary system has the advantages of small installation size, light weight, light structure and quicker response, can remarkably improve the building pressure speed, and effectively shortens the braking distance, thereby meeting the higher requirement of the novel high-grade driving auxiliary system on the dynamic characteristic of braking pressure control. The piston cavity of the servo cylinder 7 can adjust the hydraulic braking force in the wheel cylinder 8 through the valve block 9, and the hydraulic braking force can be flexibly adjusted.
The valve block 9 can isolate the piston cavity of the brake master cylinder 1 from the wheel cylinder 8, so that no direct connection exists between the pressure process and the brake pedal 2, the impact caused by coupling and switching in the braking process of the brake motor 6 is avoided, the smoothness is good, the problem that the electronic vacuum pump cannot provide the same vacuum degree as that of a plain area due to low air pressure in a high-pressure area can be solved, the electronic vacuum pump can be well used in the plain area and the plateau area with low air pressure, the resistance of the brake pedal 2 is reduced, and the use feeling of a user is improved.
In order to ensure that sufficient brake fluid can be provided for the servo cylinder 7 and the master cylinder 1, as shown in fig. 1, the integrated hydraulic brake system further includes a brake oil can 12, the brake oil can 12 is used for storing the brake fluid, and the brake oil can 12 is respectively communicated with the piston cavity of the master cylinder 1 and the piston cavity of the servo cylinder 7. The brake fluid can be timely supplied to the servo cylinder 7 and the brake master cylinder 1 by the brake oil can 12.
Optionally, a check valve 14 is provided on a connecting line between the brake oil can 12 and the piston cavity of the master cylinder 1, and the check valve 14 is used for opening and closing the connecting line. The detection valve 14 is specifically a two-position two-way valve, when the working position of the detection valve 14 is a left position, the connecting pipeline between the brake oil can 12 and the piston cavity of the brake master cylinder 1 is in a conducting state, and the brake fluid in the brake oil can 12 can flow into the piston cavity of the brake master cylinder 1; when the operation position of the check valve 14 is the right position, the connection pipe between the brake oil pot 12 and the piston chamber of the master cylinder 1 is in a cut-off state, and the brake fluid in the brake oil pot 12 cannot flow into the piston chamber of the master cylinder 1. It should be noted that the check valve 14 is a normally open check valve, that is, the check valve 14 is operated in the left position.
Optionally, a non-return valve 13 is provided on the connecting line between the brake oil pot 12 and the piston chamber of the servo cylinder 7. The check valve 13 has the function of limiting the flowing direction of the brake fluid, so that the brake fluid in the brake oil can 12 can smoothly flow into the piston cavity of the servo cylinder 7, and the brake fluid in the piston cavity of the servo cylinder 7 is prevented from flowing back into the brake oil can 12.
Because the piston cavity of the servo cylinder 7 is selectively communicated with the wheel cylinder 8 through the valve block 9, the valve block 9 can also isolate the piston cavity of the brake master cylinder 1 from the wheel cylinder 8, the piston cavity of the servo cylinder 7 and the piston cavity of the brake master cylinder 1 are connected through the valve block 9 and the wheel cylinder 8, and the valve block 9 realizes the function integration.
Specifically, as shown in fig. 1, the valve block 9 includes an inlet valve 91, an outlet valve 92, an isolation valve 93, and a servo valve 94, where the inlet valve 91 is used for inlet of the wheel cylinder 8, and the outlet valve 92 is used for outlet of the wheel cylinder 8. An isolation valve 93 is located between the piston chamber of the master cylinder 1 and the liquid inlet valve 91 for interrupting a connection oil path between the rodless chamber of the master cylinder 1 and the liquid inlet valve 91. The servo valve 94 is located between the piston chamber of the servo cylinder 7 and the intake valve 91, so that the piston chamber of the servo cylinder 7 is communicated with the intake valve 91 through the servo valve 94. And a brake pipeline is formed among the piston cavity of the servo cylinder 7, the servo valve 94, the liquid inlet valve 91 and the wheel cylinder 8.
Wherein, feed liquor valve 91 is normally open feed liquor valve, goes out liquid valve 92 and is normally closed to go out the liquid valve, and isolating valve 93 is normally open isolating valve, and servo valve 94 is normally closed servo valve, and analog valve 4 specifically is normally closed analog valve.
When the brake pedal 2 is stepped by a driver, the piston in the brake master cylinder 1 is pushed to move, and the brake fluid in the brake master cylinder 1 is pushed to enter the pedal feeling simulator 5 through the simulation valve 4, so that the aim of simulating the force and displacement of the driver for stepping the brake pedal 2 is fulfilled.
At this time, the isolation valve 93 is powered on and closed, that is, the isolation valve 93 works in the lower position, and under the isolation action of the isolation valve 93, the brake fluid in the brake master cylinder 1 cannot enter the fluid inlet valve 91 and further cannot enter the wheel cylinder 8, so that the brake pedal 2 and the wheel cylinder 8 are completely decoupled, and the brake pedal 2 is prevented from interfering with the hydraulic braking of the wheel cylinder 8.
Meanwhile, the servo valve 94 is powered on and opened, that is, the working position of the servo valve 94 is at the lower position, so that the brake fluid in the servo cylinder 7 enters the fluid inlet valve 91 through the servo valve 94 and then enters the wheel cylinder 8, thereby completing the pressure building process of the wheel cylinder 8. The liquid outlet valve 92 is closed when the power is off, the working position of the liquid outlet valve 92 is at the upper position, and the liquid outlet valve 92 cuts off the connecting pipeline between the wheel cylinder 8 and the brake oil can 12, so that the brake fluid in the wheel cylinder 8 cannot flow back to the brake oil can 12.
In the power-off state, the simulation valve 4 works in the left position, the piston cavity of the brake master cylinder 1 is not communicated with the pedal feeling simulator 5, and the brake motor 6, the servo cylinder 7 and the pedal feeling simulator 5 do not work. If the brake motor 6 or the servo cylinder 7 has a fault, the brake motor 6 and the servo cylinder 7 cannot be used normally, at the moment, the isolation valve 93 works in an upper position, and when a driver steps on the brake pedal 2, brake fluid in the brake master cylinder 1 enters the fluid inlet valve 91 through the isolation valve 93 and finally enters the wheel cylinder 8 to complete the pressure building process.
It can be understood that the activation of the brake motor 6 and the servo cylinder 7 is the main way for the pressure build-up of the wheel cylinder 8, and the completion of the pressure build-up of the wheel cylinder 8 by the master cylinder 1 is a backup scheme after the brake motor 6 and the servo cylinder 7 are in failure, so as to ensure the use under various working conditions.
The number of the wheel cylinders 8 is multiple, in this embodiment, it is preferable that the number of the wheel cylinders 8 is four, the four wheel cylinders 8 correspond to the front-left wheel cylinder, the front-right wheel cylinder, the rear-left wheel cylinder and the rear-right wheel cylinder from top to bottom, the numbers of the liquid inlet valves 91 and the liquid outlet valves 92 are four, each wheel cylinder 8 corresponds to one liquid inlet valve 91 and one liquid outlet valve 92, the numbers of the isolation valves 93 and the servo valves 94 are two, each isolation valve 93 corresponds to two of the liquid inlet valves 91, and each servo valve 94 corresponds to the other two liquid inlet valves 91.
Specifically, the brake fluid flowing out of the piston cavity of the servo cylinder 7 is divided into two main paths, the first main path is divided into two sub-paths after passing through one servo valve 94, one sub-path enters the left front wheel cylinder after passing through the fluid inlet valve 91 corresponding to the left front wheel cylinder, and the other sub-path enters the right front wheel cylinder after passing through the fluid inlet valve 91 corresponding to the right front wheel cylinder; the second main path is divided into two branch paths after passing through another servo valve 94, wherein one branch path enters the left rear wheel cylinder after passing through a liquid inlet valve 91 corresponding to the left rear wheel cylinder, and the other branch path enters the right rear wheel cylinder after passing through a liquid inlet valve 91 corresponding to the right rear wheel cylinder.
The brake fluid flowing out of the piston cavity of the brake master cylinder 1 is divided into two fluid paths, the first fluid path is divided into two sub-paths after passing through one isolation valve 93, one sub-path enters the left front wheel cylinder after passing through a fluid inlet valve 91 corresponding to the left front wheel cylinder, and the other sub-path enters the right front wheel cylinder after passing through a fluid inlet valve 91 corresponding to the right front wheel cylinder; the second liquid path is divided into two branches after passing through another isolating valve 93, wherein one branch enters the left rear wheel cylinder after passing through a liquid inlet valve 91 corresponding to the left rear wheel cylinder, and the other branch enters the right rear wheel cylinder after passing through a liquid inlet valve 91 corresponding to the right rear wheel cylinder.
Further, as shown in fig. 1, the integrated hydraulic brake system further includes a master cylinder pressure sensor 10 and a servo pressure sensor 11, the master cylinder pressure sensor 10 is used for detecting the pressure of the brake fluid in the piston cavity of the brake master cylinder 1 and is electrically connected to the braking force coordination module, and the pressure detected by the master cylinder pressure sensor 10 is the braking pressure desired by the driver. The servo pressure sensor 11 is used for detecting the pressure of the brake fluid in the piston cavity of the servo cylinder 7 and is electrically connected to the braking force coordination module, and the pressure detected by the servo pressure sensor 11 is the pressure of the actual servo cylinder 7.
The driver's depression of the brake pedal 2 generates a pedal displacement, and the degree and position of the driver's depression of the brake pedal 2 are simulated by the pedal feel simulator 5, so that the driver's desired brake pressure is obtained, and the driver's desired brake pressure can be used as an input for the control of the brake motor 6. The brake motor 6 is controlled to move forward or backward according to the feedback of the brake pressure expected by the driver and the pressure of the actual servo cylinder 7 so as to build the pressure of the wheel cylinder 8.
Further, if the actual displacement of the brake pedal 2 is greater than the preset displacement and the actual displacement change rate of the brake pedal 2 is greater than the preset displacement change rate, the driver intends to brake in an emergency braking state, and the regenerative braking force request module is closed at this time; if the actual displacement of the brake pedal 2 is smaller than the preset displacement and/or the actual displacement change rate of the brake pedal 2 is smaller than the preset displacement change rate, the driver's braking intention is in a comfortable braking state, and at the moment, the regenerative braking force request module is started.
In other words, the braking intention of the driver is judged according to the displacement size and the displacement change rate of the pedal sensor 3, when the actual displacement of the brake pedal 2 is larger than the preset displacement and the actual displacement change rate of the brake pedal 2 is larger than the preset displacement change rate, emergency braking is judged, a comfortable braking state is judged under the rest conditions, the braking energy recovery is activated only in the comfortable braking state, and the energy recovery control is not activated under the condition of the emergency braking state.
Under the condition of comfortable braking, the current regenerative braking force is obtained through the regenerative braking force obtaining module, the sizes of the hydraulic braking force and the regenerative braking force are coordinated through the braking force coordination module, at the moment, the target hydraulic braking force and the target regenerative braking force are determined through the braking force coordination module, then the target regenerative braking force is requested to be generated through the regenerative braking force request module, the target regenerative braking force is not requested to be generated under the condition of emergency braking, and the regenerative braking force request module can distinguish the request of the front wheel regenerative braking force and the rear wheel regenerative braking force.
The embodiment further provides an integrated hydraulic brake system control method using the integrated hydraulic brake system, which is used for the integrated hydraulic brake system, and the integrated hydraulic brake system control method includes:
firstly, closing the isolation valve 93 to interrupt the connection oil path between the piston cavity of the master cylinder 1 and the liquid inlet valve 91;
in the power-off state, the brake motor 6, the servo cylinder 7 and the pedal feel simulator 5 are not in use, and the driver completely steps on the brake pedal 2 to push the brake fluid in the master cylinder 1 to the four wheel cylinders for pressure build-up, so that the brake pedal feel of the brake pedal 2 is generated by the reaction force of the brake pressure fed back to the brake pedal 2 through the piston of the master cylinder 1 without simulation.
In the energized state, the isolation valve 93 is closed to interrupt the connecting oil path between the piston cavity of the master cylinder 1 and the liquid inlet valve 91, so that the brake fluid in the master cylinder 1 cannot be directly delivered into the wheel cylinders 8, and the master cylinder 1 does not realize the pressure building process of the four wheel cylinders 8, that is, the master cylinder 1 and the wheel cylinders 8 are in a decoupling state.
Therefore, the invention has the function of backup of brake system failure, and once the integrated hydraulic brake system is found to be out of order, the simulation valve 4 is actively closed, and the isolation valve 93 is opened, so that the brake master cylinder 1 and the wheel cylinder 8 are ensured to recover the original passage state.
Secondly, opening the simulation valve 4 to enable the rodless cavity of the brake master cylinder 1 to be communicated with the rodless cavity of the pedal feeling simulator 5 through the simulation valve 4;
in the electrified state, the simulation valve 4 is opened, so that the rodless cavity of the master cylinder 1 is communicated with the rodless cavity of the pedal feel simulator 5 through the simulation valve 4, and the master cylinder 1 is communicated with the pedal feel simulator 5. The isolation valve 93 is closed, and the servo valve 94 is opened, so that the servo cylinder 7 is communicated with the four wheel cylinders 8.
Thirdly, acquiring the action force of the brake pedal expected by the driver according to the actual displacement of the brake pedal 2;
the driver's depression of the brake pedal 2 generates an actual displacement of the brake pedal 2, which is then converted into the driver's desired brake pedal effort as a control input for the brake motor 6. According to the feedback of the expected brake pressure and the pressure of the actual servo cylinder 7, the brake motor 6 controls the piston rod of the servo cylinder 7 to move forwards or backwards, and pressure build-up of the four wheel cylinders 8 is completed.
At the moment, the brake feeling of the driver is realized by the pedal feeling simulator 5, the control system firstly calibrates a curve according to preset pedal feeling, the abscissa of the calibration curve is the actual displacement of the brake pedal 2, the ordinate is the acting force of the brake pedal 2, and the expected brake pedal acting force of the driver is obtained by looking up the pedal feeling calibration curve according to the actual displacement of the brake pedal 2. The actual displacement of the brake pedal 2 by the driver is referred to, and the expected brake pedal acting force of the driver is calculated and transmitted to the pedal feeling simulator 5 for control following.
Fourthly, obtaining the expected piston thrust of the brake master cylinder 1 by utilizing the action force of the brake pedal expected by the driver;
because the brake pedal 2 is a plate-shaped structure with a certain included angle, one end of the brake pedal 2 is rotatably connected to the frame, the other end of the brake pedal 2 is a free end, a driver can tread the free end, a piston rod of the brake master cylinder 1 is connected to the approximate middle position of the brake pedal 2, and the brake pedal 2, the frame and the piston rod of the brake master cylinder 1 form a lever-like structure. The control system obtains the brake pedal acting force expected by the driver according to the actual displacement of the brake pedal 2, and the expected piston thrust of the brake master cylinder 1 is calculated through the transmission conversion of the lever structure.
Fifthly, acquiring the expected piston thrust of the pedal feel simulator 5 according to the expected piston thrust of the brake master cylinder 1;
at this time, since only the brake master cylinder 1 and the pedal simulator 5 are in hydraulic interaction with each other through the brake fluid, the desired piston thrust of the pedal feel simulator 5 can be calculated from the area between the pistons. In other words, the ratio of the desired piston thrust of the master cylinder 1 to the desired piston thrust of the pedal feel simulator 5 is equal to the ratio of the piston area of the master cylinder 1 to the area of the dummy piston 53 of the pedal feel simulator 5.
Sixthly, acquiring expected motor torque of the simulation motor 51 by utilizing expected piston thrust of the pedal feel simulator 5 to adjust actual output torque of the simulation motor 51 in real time, so that brake fluid in the rodless cavity of the pedal feel simulator 5 flows into the rodless cavity of the brake master cylinder 1 and pushes the piston of the brake master cylinder 1 to enable the brake pedal 2 to generate expected brake pedal feel of a driver;
according to the expected piston thrust of the pedal feeling simulator 5, the expected motor torque of the simulation motor 51 can be calculated through the transmission conversion of the lead screw nut pair 57. It should be noted that the thrust provided by the elastic restoring member 56 to the analog piston 53 is relatively small, and the thrust can be considered to be generated by the action of the analog motor 51 completely, and then transmitted to the torque control link of the analog motor 51 to control the analog motor 51.
Preferably, the actual output torque of the simulated motor 51 is adjusted based on the desired motor torque of the simulated motor 51 and the actual output current of the simulated motor 51.
It can be understood that the actual output current of the analog motor 51 directly represents the actual feedback torque of the analog motor 51, and the motor torque control link regulates and controls the actual output torque of the analog motor 51 in real time according to the deviation between the expected motor torque of the analog motor 51 and the actual output current of the analog motor 51, so as to ensure that the actual output torque of the analog motor 51 meets the expected value of the control system, so that after the power of the analog motor 51 is transmitted through the screw-nut pair 57, thrust is generated at the end of the analog piston 53, and the thrust is applied to the piston of the brake master cylinder 1 through brake fluid, thereby generating the feeling of the brake pedal expected by the driver. The actual output torque of the simulation motor 51 with any magnitude can be adjusted at any time no matter whether the brake pedal 2 is in the motion stage or not, and is used for generating the reaction force to the brake pedal 2, so that the effect of online real-time adjustment of the brake pedal feeling is realized.
And a seventh step of closing the isolation valve 93 and opening the liquid inlet valve 91, adjusting the torque of the brake motor 6 and driving the piston rod of the servo cylinder 7 to move according to the brake pedal feeling expected by the driver, so that the brake liquid in the piston cavity of the servo cylinder 7 enters the wheel cylinder 8 through the servo valve 94 and the liquid inlet valve 91, and a brake pipeline is formed among the piston cavity of the servo cylinder 7, the servo valve 94, the liquid inlet valve 91 and the wheel cylinder 8.
The isolation valve 93 is closed, the influence of the brake fluid of the brake master cylinder 1 on the pressure build-up of the wheel cylinder 8 is avoided, brake decoupling is achieved, and the servo valve 94, the liquid inlet valve 91 and the liquid outlet valve 92 are simultaneously opened to ensure the communication of brake pipelines. After the pedal feeling simulator 5 simulates the braking intention of a driver, the rotating speed and the working time of the brake motor 6 are controlled, the brake motor 6 drives the piston to move from the initial position to the preset position in the inner cavity of the servo cylinder 7 through the piston rod of the servo cylinder 7, so that the brake fluid in the cavity between the initial position and the preset position of the piston enters the wheel cylinder 8 through the servo valve 94 and the liquid inlet valve 91 and is discharged into the brake oil can 12 through the liquid outlet valve 92, and the discharge of the brake fluid in the brake pipeline is completed.
The control method of the integrated hydraulic brake system provided by the embodiment realizes the integrated interaction between the pedal feel simulator 5 and other structures in the integrated hydraulic brake system, has practical application significance, and is not a research aiming at a simple object of the brake pedal 2. Meanwhile, the control is simple and convenient to realize, the on-line real-time adjustment of the brake pedal feeling can be realized, and the brake pedal feeling expected by a driver of any size can be generated at any time no matter whether the brake pedal 2 moves or not.
As shown in fig. 3, the steps of the control method of the integrated hydraulic brake system provided by the embodiment are as follows:
s1, closing the isolation valve 93 to interrupt the connecting oil path between the rodless chamber of the master cylinder 1 and the inlet valve 91;
s2, opening the simulation valve 4 to enable the rodless cavity of the brake master cylinder 1 to be communicated with the rodless cavity of the pedal feeling simulator 5 through the simulation valve 4;
s3, acquiring the actual displacement of the brake pedal 2, and acquiring the action force of the brake pedal expected by the driver by using a pedal feeling calibration curve;
s4, obtaining the expected piston thrust of the brake master cylinder 1 according to the expected brake pedal acting force of the driver;
s5, acquiring the expected piston thrust of the pedal feel simulator 5 according to the expected piston thrust of the brake master cylinder 1;
s6, acquiring expected motor torque of the simulation motor 51;
s7, according to the expected motor torque of the simulation motor 51 and the actual output current of the simulation motor 51, adjusting the actual output torque of the simulation motor 51, enabling the brake fluid in the rodless cavity of the pedal feel simulator 5 to flow into the rodless cavity of the piston of the brake master cylinder 1 and push the piston of the brake master cylinder 1, and enabling the brake pedal 2 to generate the brake pedal feel expected by the driver;
and S8, closing the isolation valve 93, opening the liquid inlet valve 91, adjusting the torque of the brake motor 6 and driving the piston rod of the servo cylinder 7 to move according to the brake pedal feeling expected by the driver, so that the brake liquid in the piston cavity of the servo cylinder 7 enters the wheel cylinder 8 through the servo valve 94 and the liquid inlet valve 91 to form a brake pipeline among the piston cavity of the servo cylinder 7, the servo valve 94, the liquid inlet valve 91 and the wheel cylinder 8.
In the description herein, it is to be understood that the terms "upper", "lower", "right", and the like are based on the orientations and positional relationships shown in the drawings and are used for convenience in description and simplicity in operation, but do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed in a particular orientation, and be constructed in a particular operation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used merely for descriptive purposes and are not intended to have any special meaning.
In the description herein, references to the description of "an embodiment," "an example" or the like are intended to mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.
In addition, the foregoing is only the preferred embodiment of the present invention and the technical principles applied. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (10)
1. An integrated hydraulic brake system, comprising:
the brake system comprises a brake master cylinder (1), a brake pedal (2), a pedal sensor (3), a simulation valve (4) and a pedal feel simulator (5), wherein the brake pedal (2) is connected to a piston rod in the brake master cylinder (1), the pedal feel simulator (5) comprises a simulation motor (51), a cylinder body (52) and a simulation piston (53) arranged in the cylinder body (52) in a sliding mode, the simulation motor (51) is connected to the simulation piston (53) in a transmission mode through a lead screw nut pair (57), so that the simulation piston (53) can slide relative to the cylinder body (52), and a rodless cavity of the brake master cylinder (1) is selectively communicated with a rodless cavity of the pedal feel simulator (5) through the simulation valve (4);
the brake device comprises a brake motor (6) and a servo cylinder (7), wherein the output end of the brake motor (6) is connected to a piston rod of the servo cylinder (7);
the wheel cylinder (8), the liquid inlet valve (91) and the liquid outlet valve (92), wherein the liquid inlet valve (91) is used for liquid inlet of the wheel cylinder (8), and the liquid outlet valve (92) is used for liquid outlet of the wheel cylinder (8);
an isolation valve (93) located between the master cylinder (1) and the liquid inlet valve (91) for interrupting a connection oil path between a rodless chamber of the master cylinder (1) and the liquid inlet valve (91);
the servo valve (94) is positioned between the piston cavity of the servo cylinder (7) and the liquid inlet valve (91) so that the piston cavity of the servo cylinder (7) is selectively communicated with the liquid inlet valve (91) through the servo valve (94), and a brake pipeline is formed among the piston cavity of the servo cylinder (7), the servo valve (94), the liquid inlet valve (91) and the wheel cylinder (8);
a brake oil pot (12), wherein the brake oil pot (12) is configured to be capable of being communicated with the rodless cavity of the brake main cylinder (1), the piston cavity of the servo cylinder (7) and the liquid outlet valve (92) respectively.
2. The integrated hydraulic brake system according to claim 1, wherein the lead screw nut pair (57) comprises a lead screw nut (571) and a lead screw (572), the stator (511) of the analog motor (51) is disposed at the outer periphery of the cylinder body (52), the rotor (512) of the analog motor (51) is connected to the outer wall of the lead screw nut (571), the inner wall of the lead screw nut (571) is sleeved outside the lead screw (572) and is in transmission connection with the lead screw, and the lead screw (572) is connected to the analog piston (53).
3. The integrated hydraulic brake system according to claim 2, wherein the pedal feel simulator (5) further comprises a bearing (54), the bearing (54) being sleeved outside the lead screw nut (571) and being located between the lead screw nut (571) and the inner wall of the cylinder (52).
4. The integrated hydraulic brake system according to claim 1, wherein the pedal feel simulator (5) further comprises a seal ring (55), the seal ring (55) being sleeved outside the dummy piston (53) and between the dummy piston (53) and an inner wall of the cylinder (52).
5. The integrated hydraulic brake system according to claim 1, wherein the pedal feel simulator (5) further comprises an elastic return member (56), the elastic return member (56) being disposed inside the cylinder body (52) and abutting against the lead screw nut pair (57) and an inner wall of the cylinder body (52), respectively.
6. The integrated hydraulic brake system of claim 1, further comprising:
a master cylinder pressure sensor (10) for detecting the pressure of the brake fluid in the piston chamber of the master cylinder (1);
and the servo pressure sensor (11) is used for detecting the pressure of the brake fluid in the piston cavity of the servo cylinder (7).
7. An integrated hydraulic brake system control method using the integrated hydraulic brake system according to any one of claims 1 to 6, characterized by comprising:
closing an isolation valve (93) to interrupt a connection oil path between a rodless chamber of the master cylinder (1) and the liquid inlet valve (91);
opening a simulation valve (4) to enable a rodless cavity of the master brake cylinder (1) to be communicated with a rodless cavity of the pedal feeling simulator (5) through the simulation valve (4);
acquiring the acting force of the brake pedal expected by the driver according to the actual displacement of the brake pedal (2);
the method comprises the steps that the expected piston thrust of a brake master cylinder (1) is obtained by utilizing the expected brake pedal acting force of a driver;
acquiring expected piston thrust of a pedal feel simulator (5) according to expected piston thrust of a brake master cylinder (1);
acquiring expected motor torque of a simulation motor (51) by using expected piston thrust of a pedal feel simulator (5) to adjust actual output torque of the simulation motor (51) in real time, so that brake fluid in a rodless cavity of the pedal feel simulator (5) flows into a rodless cavity of a brake master cylinder (1) and pushes a piston of the brake master cylinder (1) to enable a brake pedal (2) to generate brake pedal feel expected by a driver;
and closing the isolation valve (93), opening the liquid inlet valve (91), adjusting the torque of the brake motor (6) and driving the piston rod of the servo cylinder (7) to move according to the brake pedal feeling expected by the driver, so that the brake liquid in the piston cavity of the servo cylinder (7) enters the wheel cylinder (8) through the servo valve (94) and the liquid inlet valve (91) to form a brake pipeline among the piston cavity of the servo cylinder (7), the servo valve (94), the liquid inlet valve (91) and the wheel cylinder (8).
8. The integrated hydraulic brake system control method according to claim 7, characterized in that the actual output torque of the simulated motor (51) is adjusted according to a desired motor torque of the simulated motor (51) and an actual output current of the simulated motor (51).
9. The integrated hydraulic brake system control method according to claim 7, characterized in that the driver desired brake pedal effort is obtained from a pedal feel calibration curve based on the actual displacement of the brake pedal (2).
10. The integrated hydraulic brake system control method according to claim 7, characterized in that a ratio of a desired piston thrust of the master cylinder (1) to a desired piston thrust of the pedal feel simulator (5) is equal to a ratio of a piston area of the master cylinder (1) to a simulated piston (53) area of the pedal feel simulator (5).
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| CN202110854921.4A CN113479179A (en) | 2021-07-28 | 2021-07-28 | Integrated hydraulic braking system and control method thereof |
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| CN202110854921.4A CN113479179A (en) | 2021-07-28 | 2021-07-28 | Integrated hydraulic braking system and control method thereof |
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Application publication date: 20211008 |