CN113561954B - Hydraulic control unit for a brake system in a motor vehicle, brake system and control method - Google Patents

Abstract

The application provides a hydraulic adjusting unit of an automobile brake system, the automobile brake system, an automobile and a control method, so that the brake decoupling efficiency of the brake system is improved. The application is suitable for intelligent automobiles, new energy automobiles or traditional automobiles and the like. In the hydraulic pressure adjusting unit of the embodiment of the application, the first pressurizing device comprises a first hydraulic pressure cavity (41) and a second hydraulic pressure cavity (42) which are connected in series, the first hydraulic pressure cavity (41) is connected with the first brake pipeline (110), and the second hydraulic pressure cavity (42) is connected with the second brake pipeline (120); the brake master cylinder (50) is used for regulating the pressure of brake fluid in the second brake pipeline (120) through the third hydraulic cavity (53), the third brake pipeline (130), the first brake pipeline (110), the first hydraulic cavity (41) and the second hydraulic cavity (42); the decoupling valve (1) is arranged on the third brake pipeline (130) to control the on-off of the third brake pipeline (130).

Description

Hydraulic control unit for a brake system in a motor vehicle, brake system and control method

Technical Field

The present application relates to the field of automobiles, and more particularly, to a hydraulic pressure regulating unit of a brake system in an automobile, and a control method of a brake system in an automobile.

Background

A brake system of an automobile is a system that applies a certain braking force to wheels of the automobile to forcibly brake the wheels to some extent. The braking system is used for forcibly decelerating or even stopping a running automobile according to the requirements of a driver or a controller, or stably parking the stopped automobile under various road conditions (for example, on a slope), or keeping the speed of the automobile running on a downhill stable. In order to improve the redundancy performance of the Brake system, an Electro-Hydraulic Brake (EHB) is a popular Brake system, and generally includes two stages of Brake subsystems, wherein a first stage of Brake system controls a Hydraulic cylinder to provide braking force to wheels in a by-wire manner by a controller, and a second stage of Brake subsystem provides braking force to the wheels through a Brake master cylinder by a driver stepping on a Brake pedal.

For an electric vehicle, the braking energy can be recovered by feedback braking of the motor. In particular, the motor may apply a certain braking force to the wheels of the vehicle, so that the running vehicle can decelerate or even stop. In turn, the wheel can drive the motor to rotate for power generation, and the mechanical energy of the wheel is converted into electric energy through the motor so as to recycle the energy.

At this time, since the motor can provide a certain braking force, the electro-hydraulic brake system can provide a smaller amount of braking force, that is, the braking force provided by the controller controlling the electro-hydraulic brake system is smaller than the braking force determined by the pedal stroke sensor of the brake pedal, so that the brake pedal (brake master cylinder) and the brake wheel cylinder need to be brake decoupled. The existing electro-hydraulic brake system is complex in structure, and brake decoupling can be realized only by combining a plurality of valves, so that the brake decoupling efficiency of the system is low.

Disclosure of Invention

The application provides a hydraulic adjusting unit of a brake system in an automobile, the brake system in the automobile, the automobile and a control method of the brake system in the automobile, so that the brake decoupling efficiency of the brake system is improved.

In a first aspect, a hydraulic pressure adjusting unit of a brake system in an automobile is provided, which comprises a first pressure boosting device, a brake master cylinder, a first brake pipeline, a second brake pipeline, a third brake pipeline and a decoupling valve; the first pressurizing device comprises a first hydraulic cavity and a second hydraulic cavity which are connected in series, the first hydraulic cavity is connected with a first brake pipeline, and the first brake pipeline is used for applying braking force to a first group of wheels of the automobile; the second hydraulic cavity is connected with a second brake pipeline, and the second brake pipeline is used for applying braking force to a second group of wheels of the automobile; the brake master cylinder is used for being in transmission connection with a brake pedal of an automobile and comprises a third hydraulic cavity, and the third hydraulic cavity is connected with the first brake pipeline through a third brake pipeline; the brake master cylinder is used for adjusting the pressure of brake fluid in the first brake pipeline through the third hydraulic cavity and the third brake pipeline; the brake master cylinder is also used for regulating the pressure of brake fluid in the second brake pipeline through a third hydraulic cavity, the third brake pipeline, the first hydraulic cavity and the second hydraulic cavity; the decoupling valve is arranged on the third brake pipeline to control the on-off of the third brake pipeline.

According to the hydraulic pressure regulating unit that this application embodiment provided, the brake master cylinder can adjust the pressure of brake fluid in first brake pipeline and the second brake pipeline through the third brake pipeline to set up the decoupling valve that can control the pipeline break-make on the third brake pipeline, when carrying out the braking decoupling, only need close the decoupling valve and can realize. For current hydraulic pressure regulating unit, the hydraulic pressure regulating unit that this application embodiment provided controls simply, need not to work in order to realize the braking decoupling through a plurality of valve combinations, can improve the efficiency of braking decoupling.

According to the hydraulic pressure adjusting unit provided by the embodiment of the application, the isolation of the third hydraulic cavity, the first brake pipeline and the second brake pipeline can be realized by closing the decoupling valve, when a driver steps on a brake pedal, brake fluid in the third hydraulic cavity flows into the pedal feeling simulator, and does not flow into the first brake pipeline and the second brake pipeline through the third brake pipeline, pressure can not be applied to the first brake pipeline and the second brake pipeline, and the first pressurizing device is controlled not to work at the moment, so that the first brake pipeline and the second brake pipeline have no hydraulic pressure power, the 100% decoupling of the double-circuit braking force can be realized, the energy recovery maximization is easy to realize, and the continuation of the journey of an automobile is favorably prolonged.

Optionally, the first pressure boosting device includes a cylinder, a first piston and a second piston are disposed in the cylinder, and the first piston and the second piston are connected by an elastic connecting member (e.g., a spring), the second piston and a top cover of the cylinder are also connected by an elastic connecting member, a first hydraulic pressure chamber is formed between the first piston and the second piston, and a second hydraulic pressure chamber is formed between the second piston and the top cover.

Optionally, the first piston is in transmission connection with the boosting motor through a first piston push rod, and under the driving of the boosting motor, the first piston and the second piston can reciprocate in the cylinder body to boost or decompress the first hydraulic cavity and the second hydraulic cavity.

Optionally, the first piston is in driving connection with the booster motor through the power conversion element. The power conversion element is used for converting the rotational motion of the booster motor into a linear motion, and may be, for example, a worm and gear assembly or a ball screw nut assembly, which is not limited in the present application.

In one possible implementation, the decoupling valve is configured as a normally open solenoid valve that is normally open and that is actuated to close the valve upon receipt of a close signal; the hydraulic pressure regulation unit further includes a first check valve disposed on the third brake conduit and between the decoupling valve and the first brake conduit, the first check valve configured to allow brake fluid to flow from the third brake conduit to the first brake conduit while preventing brake fluid from flowing in an opposite direction; the first pressurizing device comprises a first piston and a second piston, the first hydraulic cavity is formed between the first piston and the second piston, a pressure relief hole is formed in the first pressurizing device, the first piston is configured to be opened when the first piston is located at an initial position, and the pressure relief hole is closed when the first piston leaves the initial position; the hydraulic pressure adjusting unit further comprises a third pressure relief pipeline, one end of the third pressure relief pipeline is connected with the pressure relief hole, and the other end of the third pressure relief pipeline is connected with a pipe section, located between the first check valve and the decoupling valve, of the third brake pipeline.

In the present embodiment, the decoupling valve is configured as a normally open solenoid valve that is normally open and is actuated to close the valve upon receipt of a close signal. Through the above arrangement, the pressure in the first hydraulic cavity is greater than the pressure in the third hydraulic cavity, and when the pressure relief hole is sealed, the decoupling valve can be powered off, so that the decoupling valve is restored to a default initial state (namely, an opening state), the working time of the decoupling valve can be reduced, the working strength of the decoupling valve is reduced, the heat productivity is reduced, the service life of the decoupling valve is prolonged, and meanwhile, the safety use performance of the whole brake system is also favorably improved.

In a possible implementation, the hydraulic pressure regulating unit further comprises a pedal feel simulator, a fourth brake line, a trigger valve and a pressure limiting valve; the pedal feel simulator is connected with the third hydraulic cavity through the fourth brake pipeline to provide a counterforce corresponding to the pedal pressure of the brake pedal, and the starting valve is arranged on the fourth brake pipeline to control the on-off of the fourth brake pipeline; a pressure limiting valve is disposed in parallel with the activation valve, the pressure limiting valve being configured to be opened when a pressure within the third hydraulic chamber is greater than or equal to a set value.

In the whole life cycle of the braking system, service braking is used most frequently, the starting valve and the decoupling valve need to work under the condition of manual driving, and compared with the decoupling valve, the working strength of the starting valve is higher. When the starting valve became invalid (break down promptly), brake fluid can't get into in the footboard sensation simulator through the starting valve this moment, the driver can't normally step on the footboard, this application is through setting up the pressure limiting valve parallelly connected with the starting valve, make when the pressure in the third hydraulic pressure intracavity is greater than the default, the pressure limiting valve can be opened, brake fluid can get into in the footboard sensation simulator through the pressure limiting valve this moment, the driver will step on brake pedal, thereby pedal stroke sensor can normally acquire driver's braking intention, make first supercharging device can carry out the pressure boost according to the exact braking demand.

In one possible implementation, the hydraulic pressure regulating unit further comprises a second pressure boosting device, a first stop valve, a second stop valve; the second boosting device is connected with the first brake pipeline and is used for controlling the braking force applied to the first group of wheels by regulating the pressure of brake fluid in the first brake pipeline; the second boosting device is also connected with the second brake pipeline and is used for controlling the braking force applied to the second group of wheels by adjusting the pressure of brake fluid in the second brake pipeline; the first stop valve is arranged on the first brake pipeline and is positioned between the second supercharging device and the first supercharging device so as to control the on-off of the first brake pipeline; and the second stop valve is arranged on the second brake pipeline and is positioned between the second supercharging device and the first supercharging device so as to control the on-off of the second brake pipeline.

Through the arrangement, when the first supercharging device breaks down, the second supercharging device can be used for supercharging the brake system, and therefore the redundancy performance of the brake system is improved.

Alternatively, the second supercharging device and the first supercharging device may have the same structure or different structures, which is not limited in this application.

Optionally, the second supercharging device is of the same type as the first supercharging device.

Optionally, the first pressure boosting device is a main pressure boosting device, and the second pressure boosting device is an auxiliary pressure boosting device.

Optionally, the braking capability of the first pressure boost device is higher than the braking capability of the second pressure boost device.

Alternatively, the second booster device may include an auxiliary booster motor for powering the two booster pumps, and two booster pumps for boosting the first brake pipe and the second brake pipe, respectively.

Alternatively, the first and second cutoff valves may be provided as a normally open type solenoid valve that is configured to be open in a normal state, and a solenoid of the normally open type solenoid valve may be energized to perform a closing operation upon receiving a closing signal from the controller. That is, the default initial state of the first and second cutoff valves may be the open state.

In a possible implementation manner, the hydraulic pressure adjusting unit further includes a first pressure relief pipeline, a second pressure relief pipeline, a first pressure relief valve, a second pressure relief valve, and a liquid storage device; the first pressure relief pipeline is communicated with the liquid storage device and the first brake pipeline and used for conveying brake fluid to the liquid storage device to reduce pressure of the first group of wheels, and the first pressure relief valve is arranged on the first pressure relief pipeline to control the flow of the brake fluid; the second pressure relief pipeline is communicated with the liquid storage device and the second brake pipeline and used for conveying brake fluid to the liquid storage device to reduce pressure of the second group of wheels, and the second pressure relief valve is arranged on the second pressure relief pipeline to control the flow of the brake fluid.

Through the setting, can realize quick pressure release, and when using second supercharging device to carry out the pressure boost, can carry out pressure control through the relief valve.

Here, the controlling of the flow of the brake fluid by the first and second relief valves may include turning on or off the flow of the brake fluid, and controlling the opening degree of the valves to control the flow rate of the brake fluid.

Alternatively, the first and second pressure relief valves may be provided as a normally closed type solenoid valve that is configured to be closed in a normal state, and a solenoid coil of the normally closed type solenoid valve may be energized to perform an opening operation upon receiving an opening signal from the controller. That is, the default initial state of the first relief valve and the second relief valve may be the closed state.

The liquid storage device is used for storing brake liquid and is respectively communicated with the first supercharging device and the brake master cylinder through a communication pipeline. Optionally, a valve for controlling the flow of brake fluid may be further disposed on the communication pipe.

It should be understood that the liquid storage device may be one, or may be multiple, and when the liquid storage device is multiple, two different liquid storage devices may be respectively used for communicating with the first pressure increasing device and the brake master cylinder, which is not limited in this application.

In one possible implementation, the hydraulic pressure regulation unit further comprises a second check valve and a third check valve; a second check valve is provided in parallel with the decoupling valve, the second check valve being configured to allow the brake fluid to flow from the first brake pipe to the third hydraulic chamber while preventing the brake fluid from flowing in the opposite direction; the third check valve is disposed in parallel with the activation valve, and is configured to allow the brake fluid to flow from the pedal feel simulator in a direction of the third hydraulic pressure chamber while preventing the brake fluid from flowing in an opposite direction.

Through setting up second check valve and third check valve, pressure that can quick adjustment system improves the stability of system's operation. For example, since the brake fluid can be returned to the third hydraulic pressure chamber through the third check valve when the brake pedal is released, quick return of the third piston (i.e., the brake pedal) can be ensured.

In a second aspect, a brake system of an automobile is provided, which comprises a first pressure boosting device, a brake master cylinder, a first brake pipeline, a second brake pipeline, a third brake pipeline, a decoupling valve, a brake pedal and a brake wheel cylinder; the first pressurizing device comprises a first hydraulic cavity and a second hydraulic cavity which are mutually connected in series, the first hydraulic cavity is connected with the first brake pipeline, and the first brake pipeline is connected with the brake wheel cylinders of the first group of wheels of the automobile; the second hydraulic cavity is connected with a second brake pipeline, and the second brake pipeline is connected with the brake wheel cylinders of a second group of wheels of the automobile; the brake master cylinder is in transmission connection with the brake pedal and comprises a third hydraulic cavity, and the third hydraulic cavity is connected with the first brake pipeline through a third brake pipeline; the brake master cylinder is used for regulating the pressure of brake fluid in the first brake pipeline through the third hydraulic cavity and the third brake pipeline; the brake master cylinder is also used for regulating the pressure of brake fluid in the second brake pipeline through the third hydraulic cavity, the third brake pipeline, the first hydraulic cavity and the second hydraulic cavity; the decoupling valve is arranged on the third brake pipeline to control the on-off of the third brake pipeline.

According to the brake system provided by the embodiment of the application, the brake master cylinder can adjust the pressure of brake fluid in the first brake pipeline and the second brake pipeline through the third brake pipeline, and the decoupling valve capable of controlling the on-off of the pipelines is arranged on the third brake pipeline, so that the brake decoupling can be realized only by closing the decoupling valve. Compared with the existing hydraulic adjusting unit, the brake system provided by the embodiment of the application is simple to control, brake decoupling can be achieved without the combined work of a plurality of valves, and the efficiency of brake decoupling can be improved.

According to the brake system provided by the embodiment of the application, the isolation of the third hydraulic cavity and the first brake pipeline and the second brake pipeline can be realized by closing the decoupling valve, when a driver steps on the brake pedal, brake fluid in the third hydraulic cavity flows into the pedal feeling simulator, the brake fluid cannot flow into the first brake pipeline and the second brake pipeline through the third brake pipeline, pressure cannot be applied to the first brake pipeline and the second brake pipeline, the first supercharging device is controlled not to work at the moment, so that the first brake pipeline and the second brake pipeline have no hydraulic power, 100% decoupling of double-circuit brake force can be realized, the energy recovery maximization is easy to realize, and the continuation of the journey mileage of an automobile is prolonged.

In one possible implementation, the decoupling valve is configured as a normally open solenoid valve that is normally open and that is actuated to close the valve upon receipt of a close signal; the brake system further includes a first check valve disposed on the third brake conduit and between the decoupling valve and the first brake conduit, the first check valve configured to permit brake fluid flow in a direction from the third brake conduit to the first brake conduit while preventing brake fluid flow in an opposite direction; the first pressurizing device comprises a first piston and a second piston, the first hydraulic cavity is formed between the first piston and the second piston, a pressure relief hole is formed in the first pressurizing device, the first piston is configured to be opened when the first piston is located at an initial position, and the pressure relief hole is closed when the first piston leaves the initial position; the brake system further comprises a third pressure relief pipeline, one end of the third pressure relief pipeline is connected with the pressure relief hole, and the other end of the third pressure relief pipeline is connected with a pipe section of the third brake pipeline, which is located between the first check valve and the decoupling valve.

In the present embodiment, the decoupling valve is configured as a normally open solenoid valve that is normally open and is actuated to close the valve upon receipt of a close signal. Through the above arrangement, the pressure in the first hydraulic cavity is greater than the pressure in the third hydraulic cavity, and when the pressure relief hole is sealed, the decoupling valve can be powered off, so that the decoupling valve is restored to a default initial state (namely, an opening state), the working time of the decoupling valve can be reduced, the working strength of the decoupling valve is reduced, the heat productivity is reduced, the service life of the decoupling valve is prolonged, and meanwhile, the safety use performance of the whole brake system is also favorably improved.

In one possible implementation, the brake system further comprises a pedal feel simulator, a fourth brake line, a trigger valve, and a pressure limiting valve; the pedal feel simulator is connected with the third hydraulic cavity through the fourth brake pipeline to provide a reaction force corresponding to the pedal pressure of the brake pedal, and the starting valve is arranged on the fourth brake pipeline to control the on-off of the fourth brake pipeline; the pressure limiting valve is disposed in parallel with the activation valve, and the pressure limiting valve is configured to be opened when a pressure within the third hydraulic chamber is greater than or equal to a set value.

In the whole life cycle of the braking system, service braking is used most frequently, the starting valve and the decoupling valve need to work under the condition of manual driving, and compared with the decoupling valve, the working strength of the starting valve is higher. When the starting valve became invalid (break down promptly), brake fluid can't get into in the footboard sensation simulator through the starting valve this moment, the driver can't normally step on the footboard, this application is through setting up the pressure limiting valve parallelly connected with the starting valve, make when the pressure in the third hydraulic pressure intracavity is greater than the default, the pressure limiting valve can be opened, brake fluid can get into in the footboard sensation simulator through the pressure limiting valve this moment, the driver will step on brake pedal, thereby pedal stroke sensor can normally acquire driver's braking intention, make first supercharging device can carry out the pressure boost according to the exact braking demand.

In one possible implementation manner, the brake system further comprises a second pressure boosting device, a first stop valve and a second stop valve; the second boosting device is connected with the first brake pipeline and is used for controlling the braking force applied to the first group of wheels by adjusting the pressure of brake fluid in the first brake pipeline; the second boosting device is also connected with the second brake pipeline and is used for controlling the braking force applied to the second group of wheels by adjusting the pressure of brake fluid in the second brake pipeline; the first stop valve is arranged on the first brake pipeline and is positioned between the second supercharging device and the first supercharging device so as to control the on-off of the first brake pipeline; the second stop valve is arranged on the second brake pipeline and is positioned between the second supercharging device and the first supercharging device so as to control the on-off of the second brake pipeline.

Through the arrangement, when the first supercharging device breaks down, the second supercharging device can be used for supercharging the brake system, so that the improvement of the redundancy performance of the brake system is facilitated.

In a possible implementation manner, the brake system further comprises a first pressure relief pipeline, a second pressure relief pipeline, a first pressure relief valve, a second pressure relief valve and a liquid storage device; the first pressure relief pipeline is communicated with the liquid storage device and the first brake pipeline, and is used for conveying brake fluid to the liquid storage device to reduce pressure of the first group of wheels, and the first pressure relief valve is arranged on the first pressure relief pipeline to control the flow of the brake fluid; the second pressure relief pipeline is communicated with the liquid storage device and the second brake pipeline and used for conveying brake fluid to the liquid storage device, the second group of wheels is used for reducing pressure, and the second pressure relief valve is arranged on the second pressure relief pipeline to control the flow of the brake fluid.

Through the setting, can realize quick pressure release, and when using second supercharging device to carry out the pressure boost, can carry out pressure control through the relief valve.

In one possible implementation, the braking system further comprises a second check valve and a third check valve; the second check valve is provided in parallel with the decoupling valve, the second check valve being configured to allow the brake fluid to flow from the first brake pipe to the third hydraulic chamber while preventing the brake fluid from flowing in the opposite direction; the third check valve is provided in parallel with the activation valve, and is configured to allow the brake fluid to flow from the pedal feel simulator in a direction of the third hydraulic pressure chamber while preventing the brake fluid from flowing in an opposite direction.

Through setting up second check valve and third check valve, pressure that can quick adjustment system improves the stability of system's operation. For example, since the brake fluid can be returned to the third hydraulic pressure chamber through the third check valve when the brake pedal is released, quick return of the third piston (i.e., the brake pedal) can be ensured.

Optionally, the brake system further comprises a pedal stroke sensor for detecting a stroke of the brake pedal, the pedal stroke sensor further being configured to send stroke information indicative of the stroke to the controller, so that the controller determines the braking force applied to the wheels of the automobile based on the stroke.

Optionally, the brake system further comprises a pressure sensor located on the first brake line between the pressure outlet port of the first hydraulic pressure chamber and the first cut-off valve. The pressure sensor is configured to detect a pressure of the brake fluid in the first brake line and is further configured to send pressure information indicative of the pressure to the controller so that the controller determines a braking force applied to a wheel of the vehicle based on the pressure.

In a third aspect, an automobile is provided, which includes wheels and the brake system in any one of the possible implementation manners of the second aspect, wherein the brake system is used for providing braking force for the wheels.

Optionally, the wheels comprise the aforementioned first and second sets of wheels.

Optionally, the first set of wheels comprises a right front wheel and a left front wheel and the second set of wheels comprises a right rear wheel and a left rear wheel. Or, the first group of wheels includes a right front wheel and a left rear wheel, and the second group of wheels includes a left front wheel and a left rear wheel, which is not limited in this application.

Alternatively, the vehicle may be an intelligent vehicle, a new energy vehicle, or a conventional vehicle, etc.

For example, the vehicle may be an electric vehicle or a hybrid vehicle.

In a fourth aspect, a control method for a brake system in an automobile is provided, where the brake system includes a first pressure boosting device, a master cylinder, a first brake pipe, a second brake pipe, a third brake pipe, a decoupling valve, a brake pedal, a brake wheel cylinder, and a controller; the first pressure boosting device comprises a first hydraulic cavity and a second hydraulic cavity which are connected in series, the first hydraulic cavity is connected with the first brake pipeline, and the first brake pipeline is connected with the brake wheel cylinders of the first group of wheels of the automobile; the second hydraulic cavity is connected with the second brake pipeline, and the second brake pipeline is connected with the brake wheel cylinders of a second group of wheels of the automobile; the brake master cylinder is in transmission connection with the brake pedal and comprises a third hydraulic cavity, and the third hydraulic cavity is connected with the first brake pipeline through a third brake pipeline; the brake master cylinder is used for regulating the pressure of brake fluid in the first brake pipeline through the third hydraulic cavity and the third brake pipeline; the brake master cylinder is also used for regulating the pressure of brake fluid in the second brake pipeline through the third hydraulic cavity, the third brake pipeline, the first hydraulic cavity and the second hydraulic cavity; the decoupling valve is arranged on the third brake pipeline to control the on-off of the third brake pipeline; the method comprises the following steps: the controller determines that the brake system needs to be subjected to brake decoupling; the controller controls the decoupling valve to close so as to realize the brake decoupling.

Specifically, the controller acquires the driver's braking intention, or the advanced driving assistance system ADAS/automated driving's braking intention, and determines that braking of the wheels is required. At this time, the controller may further determine that the motor of the automobile can provide the braking force (i.e. the actual executable braking force of the motor is not 0), that is, the controller further determines that the braking force required to be provided by the brake system is smaller than the braking force determined by the pedal stroke, that is, the controller determines that the brake decoupling is required by the control system.

Optionally, the actual executable braking force of the driving motor can be determined according to the state information of the whole vehicle by comprehensively considering the braking capability of the driving motor of the vehicle, the allowable charging capability of the battery, the vehicle speed and other information.

For example, when the battery is full, the braking force actually performed by the motor may be 0 because the battery cannot be charged continuously.

Alternatively, the controller may determine the total demand for braking force required to be provided to the vehicle after the braking intent is determined.

Optionally, the controller detects a first stroke of a brake pedal in the automobile through a pedal stroke sensor in the automobile, and the controller determines the total braking force demand required to be provided for the automobile based on the first stroke of the brake pedal and the corresponding relation between the stroke and the total braking force demand.

Alternatively, the controller may detect the pressure of the brake fluid in the first brake line from the pressure sensor, and thus, the controller may determine the total demand for braking force based on the pressure of the brake fluid in the first brake line and the correspondence between the pressure of the brake fluid and the demanded braking force.

Optionally, the controller receives information sent by an advanced driving assistance system ADAS/automatic driving in the vehicle, wherein the information is used for indicating the total braking force demand required to be provided for the vehicle; the controller determines the total demand for braking force to be provided to the vehicle based on this information.

After the controller has determined the total braking force demand, it can be compared with the actual braking force that can be performed by the motor.

Optionally, the controller determines that the braking force actually executable by the motor is greater than or equal to the total braking force demand, and then the controller can control the first supercharging device and the second supercharging device to work to realize complete (100%) decoupling of the brake system. That is, the braking force may be provided entirely by the motor at this time, and the braking system need not provide the braking force to the wheels.

Alternatively, the controller determines that the braking force actually executable by the motor is smaller than the total braking force demand, and then the controller needs to control the first pressure increasing device 40 and/or the second pressure increasing device 70 to increase the pressure to provide the braking force to the wheels.

In one possible implementation, the decoupling valve is configured as a normally open solenoid valve that is normally open and that is actuated to close the valve upon receipt of a close signal; the brake system further includes a first check valve disposed on the third brake line and between the decoupling valve and the first brake line, the first check valve configured to permit brake fluid flow from the third brake line to the first brake line while preventing brake fluid flow in an opposite direction; the first pressurizing device comprises a first piston and a second piston, the first hydraulic cavity is formed between the first piston and the second piston, a pressure relief hole is formed in the first pressurizing device, the first piston is configured to be opened when the first piston is located at an initial position, and the pressure relief hole is closed when the first piston leaves the initial position; the brake system further comprises a third pressure relief pipeline, one end of the third pressure relief pipeline is connected with the pressure relief hole, and the other end of the third pressure relief pipeline is connected with a pipe section of the third brake pipeline, which is located between the first check valve and the decoupling valve; the method further comprises the following steps: the controller determines that the pressure of the first hydraulic chamber is greater than the pressure of the third hydraulic chamber and the pressure relief hole is closed; the controller controls the decoupling valve to be in an open state.

In one possible implementation, the brake system further comprises a pedal feel simulator, a fourth brake line, a trigger valve, and a pressure limiting valve; the pedal feel simulator is connected with the third hydraulic cavity through the fourth brake pipeline to provide a reaction force corresponding to the pedal pressure of the brake pedal, and the starting valve is arranged on the fourth brake pipeline to control the on-off of the fourth brake pipeline; the pressure limiting valve is arranged in parallel with the starting valve, and is configured to be opened when the pressure in the third hydraulic chamber is greater than or equal to a set value; the method further comprises the following steps: the controller determining that the trigger valve is malfunctioning; the controller controls the decoupling valve to be in an open state.

In one possible implementation manner, the brake system further comprises a second pressure boosting device, a first stop valve and a second stop valve; the second boosting device is connected with the first brake pipeline and is used for controlling the braking force applied to the first group of wheels by adjusting the pressure of brake fluid in the first brake pipeline; the second boosting device is also connected with the second brake pipeline and is used for controlling the braking force applied to the second group of wheels by adjusting the pressure of brake fluid in the second brake pipeline; the first stop valve is arranged on the first brake pipeline and is positioned between the second supercharging device and the first supercharging device so as to control the on-off of the first brake pipeline; the second stop valve is arranged on the second brake pipeline and is positioned between the second supercharging device and the first supercharging device so as to control the on-off of the second brake pipeline; the method further comprises the following steps: the controller determining that the first supercharging device is faulty; the controller controls the first stop valve and the second stop valve to be closed, and controls the second pressure boosting device to work.

In a fifth aspect, a control device is provided, which comprises a processing unit and a storage unit, wherein the storage unit is used for storing instructions, and the processing unit executes the instructions stored in the storage unit, so that the control device executes any one of the possible methods of the third aspect.

Alternatively, the control device may be an independent controller in the automobile, or may be a chip having a control function in the automobile. The processing unit may be a processor, and the storage unit may be a memory, where the memory may be a storage unit (e.g., a register, a cache, etc.) inside a chip, or a storage unit (e.g., a read-only memory, a random access memory, etc.) inside an automobile and outside the chip.

It should be noted that the memory in the controller is coupled to the processor. The memory is coupled to the processor, it being understood that the memory is either internal to the processor or external to the processor and thus independent of the processor.

In a sixth aspect, there is provided a computer program product comprising: computer program code which, when run on a computer, causes the computer to perform the method of the above-mentioned aspects.

It should be noted that, all or part of the computer program code may be stored in the first storage medium, where the first storage medium may be packaged together with the processor or may be packaged separately from the processor, and this is not specifically limited in this embodiment of the present application.

In a seventh aspect, a computer-readable medium is provided, which stores program code, which, when run on a computer, causes the computer to perform the method of the above-mentioned aspects.

Drawings

Fig. 1 is a schematic diagram of a hydraulic pressure adjusting unit 100 in a brake system according to an embodiment of the present application.

Fig. 2 is a schematic diagram of a hydraulic pressure adjusting unit 200 of the brake system of the embodiment of the present application.

Fig. 3 is a schematic diagram of a braking system 300 provided by an embodiment of the present application.

Fig. 4 is a schematic diagram of a flow path of brake fluid in a complete brake decoupling mode of the brake system 300 provided in the embodiment of the present application.

Fig. 5 is a schematic diagram of a flow path of brake fluid in a service braking mode of a master booster of the brake system 300 according to the embodiment of the present application.

Fig. 6 is a schematic diagram of a flow path of brake fluid when the starting valve 2 of the brake system 300 provided in the embodiment of the present application fails in the service braking mode of the main booster.

Fig. 7 is a schematic diagram of a flow path of brake fluid in the auxiliary boost device service braking mode of the brake system 300 according to the embodiment of the present application.

Fig. 8 is a schematic diagram of a flow path of brake fluid when the brake system 300 according to the embodiment of the present application is depressurized in the service braking mode of the sub-booster.

Fig. 9 is a schematic diagram of a flow path of brake fluid when the starting valve 2 of the brake system 300 provided in the embodiment of the present application fails in the service braking mode of the sub booster.

Fig. 10 is a schematic diagram of a flow path of brake fluid when a single-wheel pressurization is realized by a main pressurization device in a brake system 300 according to an embodiment of the present application.

Fig. 11 is a schematic diagram of a flow path of brake fluid when the auxiliary boost device implements single-wheel boost in the brake system 300 according to the embodiment of the present application.

Fig. 12 is a schematic diagram of a flow path of brake fluid in the emergency braking mode of the braking system 300 according to the embodiment of the present application.

Fig. 13 is a schematic diagram of a flow path of brake fluid in a purely mechanical braking mode of the braking system 300 according to the embodiment of the present application.

Fig. 14 is a schematic diagram of a flow path of brake fluid when the brake system 300 according to the embodiment of the present application is depressurized in a purely mechanical braking mode.

Fig. 15 is a flowchart of a control method according to an embodiment of the present application.

Fig. 16 is a schematic diagram of a control device according to an embodiment of the present application.

Fig. 17 is a schematic block diagram of a controller of an embodiment of the present application.

Detailed Description

The technical solution in the present application will be described below with reference to the accompanying drawings.

With the continuous bad global environment, people have a strong desire for electric vehicles. The electric automobile drives the wheels to run through the motor, and converts the electric energy in the storage battery into the mechanical energy of the wheels. Since the capacity of the battery of the electric vehicle is limited, in order to increase the driving range of the electric vehicle, the motor of the electric vehicle is generally bidirectional, and can convert mechanical energy into electric energy in addition to converting electric energy into mechanical energy, that is, the motor of the electric vehicle can also be used for generating electricity. For example, the electric motor of an electric vehicle may perform "braking energy recovery", and when the vehicle needs to decelerate or brake, the electric motor may convert kinetic energy generated by inertial rotation of the wheel into electric energy, and simultaneously generate braking torque to provide braking force to the wheel.

Among the existing brake systems, the EHB, which is a popular brake system, generally includes two-stage brake subsystems, a first-stage brake system controls a booster device by a controller in a by-wire manner to provide braking force to wheels, and a second-stage brake subsystem provides braking force to the wheels through a master cylinder by a driver stepping on a brake pedal.

For an electric vehicle, the braking energy can be recovered by feedback braking of the motor. In particular, the motor may apply a certain braking force to the wheels of the vehicle, so that the running vehicle can decelerate or even stop. In turn, the wheel can drive the motor to rotate for power generation, and the mechanical energy of the wheel is converted into electric energy through the motor so as to recycle the energy.

At this time, since the motor can provide a certain braking force, the electro-hydraulic brake system can provide a relatively small amount of braking force, that is, the braking force provided by the controller controlling the electro-hydraulic brake system is smaller than the braking force determined according to the pedal stroke of the brake pedal, and therefore, the brake pedal (brake master cylinder) and the brake wheel cylinder need to be brake decoupled.

In this context, brake decoupling is to be understood as meaning that the braking force provided by the electrohydraulic brake system to the brake cylinders can differ from the braking force to be applied, which is determined on the basis of the travel of the brake pedal.

For the sake of understanding, as a specific example, when the driver lightly steps on the pedal, the controller determines that the braking force actually executable by the motor can meet the braking demand, in order to achieve the maximization of energy recovery, the controller may control the boosting device to be not operated, and control the master cylinder not to provide the braking force to the wheels, so as to achieve the complete (100%) braking decoupling of the electro-hydraulic braking system from the wheels.

The existing electro-hydraulic brake system has a complex structure, brake decoupling can be realized only by the combined work of a plurality of valves, the control logic complexity of a controller is high, the working strength of the plurality of valves is high, the failure of any one valve can cause the incapability of brake decoupling, and the brake decoupling efficiency of the system is not high.

Based on the above problems, embodiments of the present application provide a hydraulic pressure adjustment unit of a brake system, a brake system in an automobile, and a control method of a brake system in an automobile, which improve an existing brake system to improve the brake decoupling efficiency of the brake system. The hydraulic pressure adjusting unit provided by the embodiment of the present application will be first described below with reference to the accompanying drawings.

It should be noted that, for convenience of describing the connection relationship between the brake elements in the brake system, terms such as "pressure outlet port" and "pressure inlet port" are used. Here, the "pressure outlet port" may be understood as a port through which the brake fluid flows out, and the "pressure inlet port" may be understood as a port through which the brake fluid flows in. That is to say, "pressure output port" and "pressure input port" can be understood as the function of defining a port in terms of function, and the above-mentioned "pressure output port" and "pressure input port" can be used to define the function of one physical port in different operating modes, and the above-mentioned "pressure output port" and "pressure input port" can also correspond to two different physical ports, which is not limited in this application embodiment.

Generally, when a pressure input port of the apparatus a is connected to a pressure output port of the apparatus B, the two physical ports are understood to correspond to each other, and are used to describe the connection relationship between the apparatus a and the apparatus B.

In addition, when the architecture of the hydraulic pressure regulating unit, the brake system, etc. is described below with reference to the accompanying drawings, the two operation states (disconnection or connection) that each control valve can achieve are schematically shown in the drawings, and the current operation state of the control valve is not limited to the shown figures.

In a first aspect, an embodiment of the present application first provides a hydraulic pressure adjusting unit. Fig. 1 is a schematic diagram of a hydraulic pressure adjusting unit 100 provided in an embodiment of the present application. The hydraulic pressure regulating unit 100 shown in fig. 1 comprises a first pressure increasing device 40, a master cylinder 50, a pedal feel simulator 60, a first brake line 110, a second brake line 120, a third brake line 130, a fourth brake line 140, a decoupling valve 1 and an activation valve 2.

Wherein the first pressure intensifying means 40 comprises a first hydraulic chamber 41 and a second hydraulic chamber 42 connected in series with each other, the first hydraulic chamber 41 being connected to a first brake line 110, the first brake line 110 being adapted to provide a braking force to a first set of wheels (not shown in fig. 1) of the vehicle, for example by regulating the pressure of brake fluid in the first brake line 110 for controlling the braking force applied to the first set of wheels of the vehicle.

The second hydraulic chamber 42 is connected to the second brake pipe 120, and the second brake pipe 120 is used for providing a braking force to a second set of wheels (not shown in fig. 1) of the vehicle, for example, for controlling the braking force applied to the second set of wheels of the vehicle by regulating the pressure of brake fluid in the second brake pipe 120.

Specifically, as shown in fig. 1, the first pressure boosting device 40 includes a cylinder 45, a first piston 43 and a second piston 44 are disposed in the cylinder 45, and the first piston 43 and the second piston 44 are connected by an elastic connection member (e.g., a spring), the second piston 44 is connected by an elastic connection member to a head cover of the cylinder, a first hydraulic pressure chamber 41 is formed between the first piston 43 and the second piston 44, and a second hydraulic pressure chamber 42 is formed between the second piston 44 and the head cover.

The first piston 43 is in transmission connection with a boosting motor 48 through a first piston push rod 46, and under the driving of the boosting motor 48, the first piston 43 and the second piston 44 can reciprocate in the cylinder 45 to boost or decompress the first hydraulic pressure chamber 41 and the second hydraulic pressure chamber 42.

Alternatively, the first piston 43 is drivingly connected to the booster motor 48 through the power conversion element 47. The power conversion element 47 is used for converting the rotational motion of the boosting motor 48 into a linear motion, for example, the power conversion element 47 may be a worm gear assembly or a ball screw nut assembly, which is not limited in this application.

The pressure outlet port of the first hydraulic pressure chamber 41 is connected to the pressure inlet port of the first brake line 110, and the first hydraulic pressure chamber 41 can pressurize the brake fluid into the first brake line 110, so that the braking force applied to the first set of wheels of the automobile can be controlled by increasing the pressure of the brake fluid in the first brake line 110.

As shown in fig. 1, first brake line 110 may include two branches, a first branch 111 and a second branch 112, that is, first brake line 110 may include two pressure outlet ports that may be used to control the braking forces applied to two different wheels of the first set of wheels, respectively.

The pressure outlet port of the second hydraulic chamber 42 is connected to the pressure inlet port of the second brake line 120, and the second hydraulic chamber 42 can pressurize the brake fluid into the second brake line 120, so that the braking force applied to the second set of wheels of the automobile can be controlled by increasing the pressure of the brake fluid in the second brake line 120.

As shown in fig. 1, the second brake line 120 may include two branches, a third branch 121 and a fourth branch 122, that is, the second brake line 120 may include two pressure outlet ports that may be used to control the braking force applied to two different wheels of the second set of wheels, respectively.

The pressure outlet ends of the first and second brake lines 110 and 120 may be respectively connected to wheel cylinders (or caliper brakes, etc.) of the wheels so as to apply braking force to the wheels.

Alternatively, the first branch 111, the second branch 112, the third branch 121, and the fourth branch 122 may be respectively provided with an inlet valve 14, and the inlet valve 14 may control the flow of the brake fluid in each branch, so that the braking of each wheel can be individually controlled.

Alternatively, the inlet valve 14 may be provided as a normally open type solenoid valve configured to be open in a normal state and operate to close upon receiving a close signal from the controller. That is, the default initial state of inlet valve 14 is an open state.

The first set of wheels is different from the second set of wheels, optionally, the first set of wheels includes a right front wheel and a left front wheel, and the second set of wheels includes a right rear wheel and a left rear wheel. Or, the first group of wheels includes a right front wheel and a left rear wheel, and the second group of wheels includes a left front wheel and a left rear wheel, which is not limited in this application.

The master cylinder 50 is configured to be drivingly connected to a brake pedal (not shown in fig. 1) of the vehicle, the master cylinder 50 includes a third hydraulic pressure chamber 53, the third hydraulic pressure chamber 53 is connected to the first brake pipe 110 through a third brake pipe 130, and the master cylinder 50 is configured to regulate the pressure of the brake fluid in the first brake pipe 110 through the third hydraulic pressure chamber 53 and the third brake pipe 130. The master cylinder 50 is also used to regulate the pressure of the brake fluid in the second brake pipe 120 through the third hydraulic pressure chamber 53, the third brake pipe 130, the first brake pipe 110, the first hydraulic pressure chamber 41, and the second hydraulic pressure chamber 42. The decoupling valve 1 is disposed on the third brake pipe 130 to control on/off of the third brake pipe 130.

Specifically, as shown in fig. 1, a third piston 51 is disposed in a cylinder body of the master cylinder 50, one side of the third piston 51 is connected with a top cover of the cylinder body through an elastic connecting member, and the other side of the third piston 51 is in transmission connection with a brake pedal of an automobile through a second piston push rod 52. The third piston 51 and the head cover of the cylinder form the third hydraulic pressure chamber 53 therebetween, and the driver can apply pressure to the third hydraulic pressure chamber 53 by stepping on the brake pedal.

The pressure output port of the third hydraulic pressure chamber 53 is connected to the pressure input port of the third brake pipe 130, and the pressure output port of the third brake pipe 130 is connected to the pressure input port of the first brake pipe 110, so that the brake fluid can be pressed into the first brake pipe 110 through the third brake pipe 130.

Further, the brake fluid in the first brake pipeline 110 can be divided into two paths, and one path flows to the brake wheel cylinders of the first group of wheels, so as to provide braking force for the first group of wheels; the other path flows to the first hydraulic pressure chamber 41, so that the second piston 44 moves in the direction of the top cover to apply pressure to the second hydraulic pressure chamber 42, and the second hydraulic pressure chamber 42 further presses the brake fluid into the second brake pipe 120, thereby being able to adjust the pressure of the brake fluid in the second brake pipe 120, that is, the master cylinder 50 can also control the braking force applied to the second set of wheels of the automobile through the second brake pipe 120.

A decoupling valve 1 is arranged on the third brake line 130 to control the switching of the third brake line 130. For example, the decoupling valve 1 can be opened, so that the third brake line 130 is switched on. For another example, the decoupling valve 1 can be closed, so that the third brake line 130 is blocked.

Alternatively, the decoupling valve 1 may be provided as a normally open type solenoid valve that is configured to be open in a normal state, and a solenoid of the normally open type solenoid valve may be energized to perform a closing operation upon receiving a closing signal from a controller. That is, the default initial state of the decoupling valve 1 may be the open state.

The pedal feel simulator 60 is connected to the third hydraulic chamber 53 through a fourth brake pipe 140 to provide a reaction force corresponding to the pedal pressure of the brake pedal. The reaction force is provided to compensate the driver's pedal force as much as possible so that the driver can adjust the braking force as precisely as desired.

As shown in fig. 1, in the embodiment of the present application, the fourth brake line 140 may be connected to the third hydraulic chamber 53 through the third brake line 130. In other embodiments, the fourth brake line 140 may also be directly connected to the third hydraulic chamber 53, which is not limited in the present application.

The starting valve 2 is disposed on the fourth brake pipe 140 to control the on/off of the fourth brake pipe 140. For example, the trigger valve 2 can be opened, so that the fourth brake line 140 is switched on. For another example, the trigger valve 2 can be closed such that the fourth brake line 140 is blocked.

Alternatively, the starting valve 2 is configured as a normally closed type solenoid valve that is normally kept closed, and is opened to transmit the brake fluid to the pedal feel simulator 60 when the driver depresses the brake pedal. That is, the default initial state of the starting valve 2 may be the closed state.

According to the hydraulic pressure adjusting unit 100 provided by the embodiment of the application, the master cylinder 50 can adjust the pressure of the brake fluid in the first brake pipeline 110 and the second brake pipeline 120 through the third brake pipeline 130, and the decoupling valve 1 capable of controlling the on-off of the pipelines is arranged on the third brake pipeline 130, so that when the brake is decoupled, only the decoupling valve 1 needs to be closed. Compared with the existing hydraulic adjusting unit, the hydraulic adjusting unit 100 provided by the embodiment of the application is simple to control, brake decoupling can be achieved without the combined work of a plurality of valves, and the efficiency of brake decoupling can be improved.

According to the hydraulic pressure regulating unit 100 provided by the embodiment of the application, by closing the decoupling valve 1, the third hydraulic pressure chamber 53 can be isolated from the first brake pipeline 110 and the second brake pipeline 120, when a driver steps on a brake pedal, brake fluid in the third hydraulic pressure chamber 53 flows into the pedal feel simulator 60, does not flow into the first brake pipeline 110 and the second brake pipeline 120 through the third brake pipeline 130, does not apply pressure to the first brake pipeline 110 and the second brake pipeline 120, and at the moment, the first boosting device 40 is controlled not to work, so that no hydraulic pressure power exists in the first brake pipeline 110 and the second brake pipeline 120, 100% decoupling of double-circuit braking force can be realized, the maximization of energy recovery is easy to realize, and the continuation of the journey of an automobile is facilitated to be prolonged.

As shown in fig. 1, the hydraulic pressure regulating unit 100 further includes a reservoir device 80, and the reservoir device 80 is used for storing brake fluid and is respectively communicated with the first booster 40 and the brake master cylinder 50 through communication pipelines.

Optionally, a valve for controlling the flow of brake fluid may be further disposed on the communication pipe.

It should be understood that although only one reservoir 80 is shown in fig. 1, the reservoir 80 may be one or multiple, and when there are multiple reservoirs 80, two different reservoirs 80 may be used to communicate with the first pressure boosting device 40 and the master cylinder 50, respectively, and the application is not limited thereto.

As shown in fig. 1, the hydraulic pressure adjusting unit 100 further includes a first check valve 4, the first check valve 4 being disposed on the third brake pipe 130 and being located between the decoupling valve 1 and the first brake pipe 110, the first check valve 4 being configured to allow the brake fluid to flow from the third brake pipe 130 to the first brake pipe 110 while preventing the brake fluid from flowing in the opposite direction.

The check valve may also be referred to herein as a one-way valve, allowing brake fluid to flow only from one direction, but preventing flow from the opposite direction.

The first supercharging device 40 is provided with a pressure relief hole, and the first piston 43 is configured to be opened when the first piston 43 is located at the initial position and to be closed when the first piston 43 leaves the initial position.

As shown in fig. 1, the first piston 43 may be configured like an "L" shape, that is, the lower sidewall of the first piston 43 is longer relative to other parts, when the first piston 43 is located at the initial position, the pressure relief hole is not covered by the lower sidewall of the first piston 43, and therefore is in a conducting state, and when the first piston 43 starts to move away from the initial position and leaves the initial position, the lower sidewall of the first piston 43 covers the pressure relief hole, so that the pressure relief hole is closed, and until the first piston 43 returns to the initial position again, the pressure relief hole is always in a closed state.

It will be appreciated that the length of the lower side wall of the first piston 43 should be matched to its stroke, so that the first piston 43 can always be in a closed state after leaving the initial position.

Alternatively, as shown in fig. 1, the lower portion of the first piston 43 has a chamfer so that the relief hole is opened when the first piston 43 is located at the initial position.

It should be understood that the first piston 43 may be configured in other shapes, such as "", "[", "]", etc., and the present application is not limited thereto.

The hydraulic pressure regulating unit 100 further includes a third pressure relief line 230, one end (e.g., a pressure inlet port) of the third pressure relief line 230 being connected to the pressure relief hole, and the other end (e.g., a pressure outlet port) of the third pressure relief line 230 being connected to a pipe section of the third brake line 130 between the first check valve 4 and the decoupling valve 1. With the above arrangement, when the pressure relief hole is opened, the first hydraulic pressure chamber 41 can press brake fluid into the third brake pipe 130 through the third pressure relief pipe 230.

In the present embodiment, the decoupling valve 1 is configured as a normally open type solenoid valve that is normally open and is actuated to close the valve upon receiving a close signal. Through the above arrangement, when the pressure in the first hydraulic chamber 41 is greater than the pressure in the third hydraulic chamber 53, and the pressure relief hole is sealed, the decoupling valve 1 can be powered off, so that the decoupling valve 1 is restored to a default initial state (namely, an open state), the working time of the decoupling valve 1 can be reduced, the working strength of the decoupling valve 1 is reduced, the heat productivity is reduced, the service life of the decoupling valve 1 is prolonged, and the safety use performance of the whole brake system is improved.

As shown in fig. 1, the hydraulic pressure adjusting unit 100 further includes a pressure limiting valve 5 provided in parallel with the start valve 2, the pressure limiting valve 5 being configured such that the pressure limiting valve 5 is opened when the pressure in the third hydraulic chamber 53 is greater than or equal to a set value.

In the whole life cycle of the braking system, service braking is used most frequently, the starting valve 2 and the decoupling valve 1 need to work under the condition of manual driving, and compared with the decoupling valve 1, the working strength of the starting valve 2 is higher. When starting valve 2 became invalid (i.e. broke down), brake fluid can't get into in pedal feel simulator 60 through starting valve 2 this moment, the driver will be unable normally step on the pedal, this application is through setting up the pressure limiting valve 5 parallelly connected with starting valve 2, make when the pressure in third hydraulic pressure chamber 53 is greater than the default, pressure limiting valve 5 can be opened, brake fluid can get into in pedal feel simulator 60 through pressure limiting valve 5 this moment, the driver will be able to step on the brake pedal, thereby pedal stroke sensor (not shown in fig. 1) can normally acquire driver's braking intention, make first supercharging device 40 can carry out the pressure boost according to correct braking demand.

As shown in fig. 1, the hydraulic pressure adjusting unit 100 further includes a third check valve 11 provided in parallel with the starting valve 2, the third check valve 11 being configured to allow the brake fluid to flow from the pedal feel simulator 60 in the direction of the third hydraulic pressure chamber 53 while preventing the brake fluid from flowing in the opposite direction. Since the brake fluid can be returned to the third hydraulic pressure chamber 53 through the third check valve 11 when the brake pedal is released, quick return of the third piston 51 (i.e., the brake pedal) can be ensured.

The hydraulic pressure regulating unit 100 further includes a second check valve 10 provided in parallel with the decoupling valve 1, the second check valve 10 being configured to allow the brake fluid to flow from the first brake line 110 to the direction of the third hydraulic pressure chamber 53 while preventing the brake fluid from flowing in the opposite direction. The pressure of first brake line 110 or first hydraulic pressure chamber 41 can be quickly released by providing second check valve 10.

Fig. 2 is a schematic diagram of a hydraulic pressure adjusting unit 200 of the brake system of the embodiment of the present application. The hydraulic adjustment unit 200 shown in fig. 2 is another brake system architecture to which the brake decoupling scheme provided herein may be applied. It should be noted that the same reference numerals are used for the braking elements of the hydraulic pressure regulating unit 200 and the hydraulic pressure regulating unit 100 that perform the same functions.

The difference with the hydraulic pressure regulating unit 100 provided in fig. 1 is mainly that the hydraulic pressure regulating unit 200 provided in fig. 2 further comprises a second pressure increasing means 70.

As shown in fig. 2, the hydraulic pressure adjusting unit 200 further includes a second pressure increasing device 70, a first cutoff valve 8, and a second cutoff valve 9.

Wherein the second booster 70 is connected to the first brake pipe 110 for controlling the braking force applied to the first set of wheels by regulating the pressure of the brake fluid in the first brake pipe 110.

That is, the pressure outlet port of the second booster device 70 is connected to the pressure inlet port of the first brake pipe 110, and the brake fluid can be pressed into the first brake pipe 110, so that the braking force can be applied to the first group of wheels through the first brake pipe 110.

The second booster device 70 is also connected to the second brake line 120 for controlling the braking force applied to the second set of wheels by regulating the pressure of brake fluid in the second brake line 120.

That is, the pressure outlet port of the second pressure boosting device 70 is also connected to the pressure inlet port of the second brake pipe 120, so that the brake fluid can be pressed into the second brake pipe 120, and the braking force can be provided to the second group of wheels through the second brake pipe 120.

The second supercharging device 70 and the first supercharging device 40 may have the same structure or different structures, and the present application does not limit the structures.

Alternatively, the second supercharging device 70 is of the same type as the first supercharging device 40.

Alternatively, the first supercharging device 40 is a primary supercharging device and the second supercharging device 70 is a secondary supercharging device.

Alternatively, the braking capability of the first pressure intensifying apparatus 40 is higher than the braking capability of the second pressure intensifying apparatus 70.

Alternatively, the second booster arrangement 70 may include a secondary booster motor for powering two booster pumps for boosting the first and second brake lines 110 and 120, respectively.

As shown in fig. 2, the second pressure increasing device 70 may be connected to the liquid storage device 80 through a communication line, and a valve for controlling the flow of the brake fluid may be disposed on the communication line.

According to the hydraulic pressure adjusting unit 200 provided by the embodiment of the application, when the first pressure increasing device 40 fails, the second pressure increasing device 70 can be used for increasing the pressure of the brake system, so that the redundant performance of the brake system can be improved.

In order to ensure that the brake fluid is pressed into the wheel cylinders of the wheels instead of the first booster device 40 when the second booster device 70 is used for boosting braking, the hydraulic pressure regulating unit 200 according to the embodiment of the present application further includes a first cut-off valve 8 and a second cut-off valve 9.

Wherein, the first stop valve 8 is arranged on the first brake pipeline 110 and is positioned between the second pressure increasing device 70 and the first pressure increasing device 40 to control the on-off of the first brake pipeline 110.

The second cut-off valve 9 is disposed on the second brake pipe 120 and between the second pressure increasing device 70 and the first pressure increasing device 40 to control the opening and closing of the second brake pipe 120.

With the above arrangement, when the second booster device 70 is used to perform booster braking, the first cutoff valve 8 and the second cutoff valve 9 can be closed so that the brake fluid is not introduced into the first booster device 40 but is pushed into the wheel cylinders of the wheels.

Alternatively, the first and second cut valves 8 and 9 may be provided as a normally open type solenoid valve that is configured to be open in a normal state, and a solenoid of the normally open type solenoid valve may be energized to perform a closing operation upon receiving a closing signal from the controller. That is, the default initial state of the first cut valve 8 and the second cut valve 9 may be the open state.

As shown in fig. 2, the hydraulic pressure adjusting unit 200 further includes a first pressure relief line 210 and a second pressure relief line 220, and a first relief valve 6 and a second relief valve 7, in order to enable pressure reduction of the wheel cylinders of the wheels.

Wherein, first pressure release pipeline 210 communicates stock solution device 80 and first brake pipeline 110 for carry brake fluid to stock solution device 80, for the decompression of first set of wheel, first relief valve 6 set up in on the first pressure release pipeline 210 to the flow of control brake fluid.

The second pressure relief pipeline 220 is communicated with the liquid storage device 80 and the second brake pipeline 120, and is used for conveying brake fluid to the liquid storage device 80, reducing pressure of the second group of wheels, and the second pressure relief valve 7 is arranged on the second pressure relief pipeline 220 to control the flow of the brake fluid.

Specifically, the pressure outlet port of the first brake line 110 may be connected to the pressure inlet port of the first pressure relief line 210, and the brake fluid in the first brake line 110 may flow back to the reservoir device 80 through the first pressure relief line 210.

The second brake line 120 pressure outlet port may be connected to the second pressure relief line 220 pressure inlet port, and brake fluid in the second brake line 120 may flow back to the reservoir device 80 through the second pressure relief line 220.

Here, the first and second relief valves 6 and 7 control the flow of the brake fluid, and may include turning on or off the flow of the brake fluid, and controlling the opening degree of a valve to control the flow rate of the brake fluid.

Alternatively, the first relief valve 6 and the second relief valve 7 may be provided as a normally closed type solenoid valve that is configured to be closed in a normal state, and a solenoid of the normally closed type solenoid valve may be energized to perform an opening operation upon receiving an opening signal from the controller. That is, the default initial state of the first relief valve 6 and the second relief valve 7 may be the closed state.

While the hydraulic pressure regulating unit of the embodiment of the present application is described above with reference to fig. 1 and 2, and the brake system of the embodiment of the present application is described below with reference to fig. 3 to 14, it should be understood that the brake system may include any of the hydraulic pressure regulating units described above. For ease of understanding, the following description will be given taking as an example a brake system including the hydraulic pressure adjusting unit 200.

On the other hand, the embodiment of the application also provides a braking system. Fig. 3 is a schematic diagram of a braking system 300 provided by an embodiment of the present application. The brake system 300 includes the hydraulic pressure adjusting unit 200, as well as a brake pedal 3 of the automobile, a plurality of brake cylinders 15 of wheels, a controller (not shown in fig. 3), and the like. It should be understood that the components in the brake system 300 are numbered identically to the functionally identical components in the hydraulic modulator unit 200. For brevity, further description is omitted below.

As shown in fig. 3, the third piston 53 is in transmission connection with the brake pedal 3 of the vehicle via a second piston push rod 52, and the driver can apply pressure to the third hydraulic chamber 53 by depressing the brake pedal 3.

First brake line 110 is used to provide braking force to a first set of wheels 310 of the vehicle. Specifically, first branch 111 and second branch 112 of first brake line 110 are connected to wheel cylinders 15 of first wheel 311 and second wheel 312, respectively, and brake fluid is pressed into wheel cylinders 15, so that wheel cylinders 15 provide braking force to the wheels.

The second brake line 120 is used to provide braking force to a second set of wheels 320 of the vehicle. Specifically, the third branch 121 and the fourth branch 122 of the second brake pipe 120 are connected to the wheel cylinders 15 of the third wheel 321 and the fourth wheel 322, respectively, and the brake fluid is pressed into the wheel cylinders 15, so that the wheel cylinders 15 provide braking force to the wheels.

The controller is used for receiving the measurement information of each sensor in the brake system and controlling the electric control elements such as the first pressure increasing device 40, the second pressure increasing device 70, the decoupling valve 1, the starting valve 2 and the like in the system based on the measurement information.

As shown in fig. 3, the brake system 300 further includes a pedal stroke sensor 12, the pedal stroke sensor 12 being configured to detect a stroke of the brake pedal 3, the pedal stroke sensor 12 being further configured to send stroke information indicating the stroke to the controller, so that the controller determines the braking force applied to the wheels of the automobile based on the stroke.

A pressure sensor 13 is also included, and the pressure sensor 13 is located on the first brake line 110 between the pressure outlet port of the first hydraulic pressure chamber 41 and the first shut-off valve 8. The pressure sensor 13 is used to detect the pressure of the brake fluid in the first brake line 110 and also to send pressure information indicative of the pressure to the controller so that the controller determines the braking force applied to the wheels of the automobile based on the pressure.

Since the brake system 300 adopts the hydraulic pressure adjusting unit 200 provided in the above embodiment, the brake system 300 also has the technical effect corresponding to the hydraulic pressure adjusting unit 200, and will not be described herein again.

The brake system 300 according to the embodiment of the present application supports a plurality of operating modes, which are respectively described below with reference to the drawings.

The first working mode is as follows: full brake decoupling mode

When the controller determines that the braking force actually executable by the motor can meet the braking requirement according to the pedal stroke, in order to achieve the maximization of energy recovery, the controller may control the first boosting device 40 and the second boosting device 70 not to work, and control the master cylinder 50 not to provide the braking force to the wheels, so as to achieve the complete brake decoupling of the brake system 300 from the wheels.

Fig. 4 is a schematic diagram of a flow path of brake fluid in a complete brake decoupling mode of the brake system 300 provided in the embodiment of the present application. As shown in fig. 4, the driver depresses the brake pedal 3, the controller determines the braking demand of the driver from the pedal stroke sensor 12, and determines that the braking force actually executable by the motor can satisfy the braking demand. At this time, in order to achieve full brake decoupling, the controller may control the first boosting device 40 and the second boosting device 70 not to work, and control the decoupling valve 1 to be in a closed state, the starting valve 2 to be in an open state, and other valves to be in a default initial state.

Here, the actual executable braking force of the motor can be determined according to the state information of the whole vehicle by comprehensively considering the braking capability of the motor of the vehicle, the allowable charging capability of the battery, the vehicle speed and other information.

At this time, the third piston 51 is pushed by the second piston push rod 52 to supply pressure to the third hydraulic pressure chamber 53, the brake fluid in the third hydraulic pressure chamber 53 is discharged and enters the fourth brake pipe, and after passing through the trigger valve 2, enters the pedal feel simulator 60, and the pedal feel simulator 60 generates a reaction force and finally feeds back the reaction force to the foot of the driver.

Here, since the decoupling valve 1 is closed and the first and second boosting devices 40 and 70 do not work, the first and second brake pipelines 110 and 120 have no hydraulic power, 100% decoupling of the dual-circuit braking force can be realized, the maximization of energy recovery is easily realized, and the continuation of the journey mileage of the automobile is favorably prolonged.

And a second working mode: service braking mode of main supercharging device

In the present embodiment, the first supercharging device 40 may serve as a primary supercharging device, and the second supercharging device 70 may serve as a secondary supercharging device. When the controller determines that the braking force actually executable by the motor cannot meet the braking demand according to the pedal stroke, the braking force can be provided by the main pressure boosting device (i.e. the first pressure boosting device 40) firstly to perform service braking.

Fig. 5 is a schematic diagram of a flow path of brake fluid in a service braking mode of a main booster of a brake system 300 according to an embodiment of the present application. As shown in fig. 5, when the driver depresses the brake pedal 3, the controller determines the braking demand of the driver according to the pedal stroke sensor 12, and determines that the braking force actually executable by the motor cannot meet the braking demand, at this time, the controller may control the first pressure increasing device 40 to work, and control the decoupling valve 1 to be in the closed state, the starting valve 2 to be in the open state, and other valves to be in the default initial state.

The driver steps on the brake pedal 3, the second piston push rod 52 pushes the third piston 53 to compress the brake fluid in the third hydraulic chamber 53, the starting valve 2 is opened, the decoupling valve 1 is closed, the brake fluid in the third hydraulic chamber 53 flows into the pedal feeling simulator 60, and the pedal feeling simulator 60 generates a reaction force which is finally fed back to the foot of the driver.

When the brake pedal 3 is pressed down, the total braking force demand of the driver is determined according to the pedal stroke sensor 12, the braking force which can be provided by the motor is comprehensively considered by the controller, and finally the hydraulic braking force is determined. According to the obtained hydraulic braking force, the booster motor 48 is controlled to rotate, and the first piston push rod 46 and the first piston 43 are pushed to move through the power conversion element 47. The brake fluid in the first hydraulic pressure chamber 41 and the brake fluid in the second hydraulic pressure chamber 42 are compressed, and since all the other valves are in the default initial state, the brake fluid in the first booster 40 flows into the four brake cylinders 15 through the first brake pipe 110 and the second brake pipe 120, and braking force is generated on the wheels.

As the driver continues to step on the brake pedal 3 deeply, the braking demand is high, the first piston 43 is pushed forward by the boosting motor 48, and the first piston 43 closes the pressure relief hole, thereby isolating the first hydraulic chamber 41 from the third pressure relief pipeline 230. The braking requirement is large, the braking pressure in the first hydraulic chamber 41 is also large, and when the pressure is larger than the pressure in the third hydraulic chamber 53, the decoupling valve 1 can be restored to the default initial state, that is, the decoupling valve 1 can be opened.

Since the first hydraulic pressure chamber 41 is higher in pressure than the pressure in the third hydraulic pressure chamber 53, the first check valve 4 does not open, and the brake fluid in the third hydraulic pressure chamber 53 does not flow into the first brake pipe 110. The decoupling valve 1 is in an open state by default, so that the working time of the decoupling valve 1 can be reduced, the working strength of the decoupling valve 1 is reduced, the heat productivity is reduced, the service life of the decoupling valve 1 is prolonged, and the safety use performance of the whole brake system is improved. On the other hand, it is possible to ensure that the third hydraulic chamber 53 is isolated from the brake circuit, thereby ensuring a uniform pedal feel.

When the braking is finished and pressure reduction is needed, the driver can release the brake pedal 3, the third piston 51 moves back under the action of the pressure in the third hydraulic cavity 53 and the return spring, the boosting motor 48 is controlled to rotate reversely, and the first piston 43 moves back, so that pressure reduction is realized.

In the autonomous driving mode, the braking force demand can be sent to the controller in a commanded manner by an Advanced Driving Assistance System (ADAS), since the operation of the braking system no longer requires driver involvement. At this time, the starting valve 1 and the decoupling valve 11 are both in a default initial state. The controller controls the positive and negative rotation of the booster motor 48 to realize the increase and decrease adjustment of the brake pressure.

In the whole life cycle of the braking system, service braking is used most frequently, and the starting valve 2 and the decoupling valve 1 need to work under the condition of manual driving, and compared with the decoupling valve 1, the working strength of the starting valve 2 is higher, and the failure is easily caused by the fault. The brake system 300 provided by the embodiment of the application can also work normally when the starting valve 2 fails so as to provide braking force to the wheels.

Fig. 6 is a schematic diagram of a flow path of brake fluid when the starting valve 2 of the brake system 300 provided by the embodiment of the application fails in the service braking mode of the main booster.

When the trigger valve 2 fails (i.e., malfunctions), brake fluid cannot enter the pedal feel simulator 60 through the trigger valve 2. At this time, the driver depresses the brake pedal 3, the controller controls the decoupling valve 1 to be in the default initial state, the brake fluid in the third hydraulic chamber 53 enters the first brake pipe 110 through the first check valve 4 to generate a braking force, the brake fluid in the third hydraulic chamber 53 flows into the first brake pipe 110, so the third piston 51 moves forward, the pedal stroke sensor 12 generates a pedal stroke signal, the driving and braking intentions can be normally obtained, and the booster motor 48 controls the first booster 40 to build pressure according to the stroke signal.

At this time, the first piston 43 moves forward to isolate the third pressure release line 230 from the first hydraulic pressure chamber 41, and the first check valve 4 ensures that the brake fluid in the first hydraulic pressure chamber 41 does not flow into the third hydraulic pressure chamber 53, and ensures that the pressure in the first hydraulic pressure chamber 41 is not less than the pressure in the third hydraulic pressure chamber 53, thereby ensuring the braking efficiency.

When the driver continues to step on the brake pedal 3 with force, the pressure in the third hydraulic pressure chamber 53 continues to increase, if the pressure is larger than the pressure in the first hydraulic pressure chamber 41, the first check valve 4 opens, so that the liquid in the third hydraulic pressure chamber 53 flows into the first brake pipeline 110, the stroke signal increases, the booster motor 48 continues to work, the pressure in the first hydraulic pressure chamber 41 continues to be boosted, and the pressure and the driving intention present a positive correlation trend.

When the pressure in the third hydraulic chamber 53 reaches the set value of the pressure limiting valve 5, the pressure limiting valve 5 is opened, the brake fluid in the third hydraulic chamber 53 flows into the pedal feel simulator 60 through the pressure limiting valve 5, the pedal stroke detected by the pedal stroke sensor 12 continues to increase, and the braking intention can be accurately obtained according to the pedal stroke signal, so that the braking efficiency is improved.

And a third working mode: service braking mode of auxiliary supercharging device

When the main supercharging device fails, the auxiliary supercharging device can realize service braking. That is, when the first supercharging device 40 fails, braking force may be provided to the wheels by the second supercharging device 70 at this time.

Fig. 7 is a schematic diagram of a flow path of brake fluid in a service braking mode of a secondary booster of the brake system 300 according to the embodiment of the present application.

As shown in fig. 7, when the driver depresses the brake pedal 3, the controller determines the braking demand of the driver according to the pedal stroke sensor 12, determines that the braking force actually executable by the motor cannot meet the braking demand, and determines that the first pressure increasing device 40 fails to work, the controller may control the second pressure increasing device 70 to work, and control the decoupling valve 1 to be in the closed state, the trigger valve 2 to be in the open state, and the first stop valve 8 and the second stop valve 9 to be in the closed state.

When the driver steps on the brake pedal 3, the second piston push rod 52 pushes the third piston 53 to compress the brake fluid in the third hydraulic cavity 53, the starting valve 2 is opened, the decoupling valve 1 is closed, the brake fluid in the third hydraulic cavity 53 flows into the pedal feeling simulator 60, and the pedal feeling simulator 60 generates a reaction force which is finally fed back to the foot of the driver.

The controller obtains the braking intention of the driver from the pedal stroke sensor 12, closes the first cutoff valve 8 and the second cutoff valve 9, controls the second booster 70 to operate, and generates braking force on the wheels by allowing the brake fluid in the second booster 70 to flow into the four brake cylinders 15 through the first brake pipe 110 and the second brake pipe 120.

In the embodiment of the present application, the second supercharging device 70 includes an auxiliary supercharging motor for powering the two supercharging pumps, and the two supercharging pumps are respectively used for supercharging the first brake pipe 110 and the second brake pipe 120. Since the booster pump can only provide a pressure source, and does not have a pressure regulation function, it needs to work in cooperation with the first pressure release valve 6 on the first pressure release pipeline 210 and the second pressure release valve 7 on the second pressure release pipeline 220.

For example, when the pressure in the second brake line 120 exceeds the target pressure, the pressure may be reduced by controlling the opening degree and the opening time of the second relief valve 7 on the second relief line 220; when the pressure in the second brake pipeline 120 is smaller than the target pressure, the second pressure release valve 7 may be closed, and the booster pump is controlled to continue to work and boost, so as to finally achieve dynamic balance and achieve target pressure regulation.

Fig. 8 is a schematic diagram of a flow path of brake fluid when the brake system 300 according to the embodiment of the present application is depressurized in the service braking mode of the sub-booster.

When braking is finished and pressure reduction is needed, a driver can release the brake pedal 3, the third piston 51 moves back under the pressure in the third hydraulic cavity 53 and the action of the return spring, the controller controls the first pressure release valve 6 and the second pressure release valve 7 to be opened, brake fluid in the wheel cylinders 15 of the first group of wheels 310 returns to the liquid storage device 80 through the first brake circuit 110 and the first pressure release pipeline 210, brake fluid in the wheel cylinders 15 of the second group of wheels 320 returns to the liquid storage device 80 through the second brake circuit 120 and the second pressure release pipeline 220, and therefore pressure reduction of the whole system is achieved.

In the ADAS/automatic driving situation, referring to fig. 7 and 8, since no driver is involved, the braking force demand is directly commanded by ADAS/automatic driving, and at this time, the actions of the decoupling valve 1 and the starting valve 2 are not needed, and the pressure achieving part is the same as that in the manual driving situation, and is not described again.

Similarly, the brake system 300 provided by the embodiment of the present application can also work normally when the starting valve 2 fails, and can provide braking force to the wheels through the second pressure boosting device 70.

Fig. 9 is a schematic diagram of a flow path of brake fluid when the starting valve 2 of the brake system 300 provided in the embodiment of the present application fails in the service braking mode of the sub booster.

When the pressure is increased by the second pressure increasing device 70 due to the failure of the start valve 2, the first cutoff valve 8 on the first brake pipe 110 and the second cutoff valve 9 on the second brake pipe 120 need to be closed, and at this time, even if the brake pedal 3 is depressed, the brake fluid in the third hydraulic pressure chamber 53 does not flow out, the second piston rod 52 does not move, and the pedal stroke sensor 12 cannot detect a stroke signal, so that the braking intention of the driver cannot be obtained from the stroke signal. The brake pedal 3 is depressed, and although there is no pedal stroke signal, the third hydraulic chamber 53 is actually in communication with the first brake pipe 110, and the pressures at both locations are equal, and the pressure can be detected by the pressure sensor 13 disposed on the first brake pipe 110, and the controller recognizes the braking intention of the driver from the magnitude of the pressure, thereby controlling the second pressure-increasing device 70 to increase or decrease the pressure. The manner in which the second pressure increasing means 70 is used to increase and decrease pressure is similar to that described above in connection with fig. 7 and 8 and will not be described again here.

As shown in fig. 9, when the braking demand of the driver is large, the driver continues to step on the brake pedal 3, when the pressure in the third hydraulic pressure chamber 53 exceeds the set value of the pressure limiting valve 5, the brake fluid in the third hydraulic pressure chamber 53 flows into the pedal feel simulator 60 through the pressure limiting valve 5, the pedal stroke sensor 12 detects a pedal stroke signal, and at this time, the signal of the pedal stroke sensor 12 and the signal of the pressure sensor 13 are combined to recognize the braking intention of the driver, and the pressure increase and decrease are realized by the second pressure increasing device 70.

And a fourth working mode: ESC/ABS/TCS function of main supercharging device

In order to improve the safety performance of the vehicle, the current vehicle is usually configured with dynamic functions such as electronic stability system (ESC), anti-lock brake system (ABS), and Traction Control System (TCS). The three functions are described below.

ESC: the sensor collects vehicle information, judges vehicle instability condition, when the vehicle tends to be unstable, the ESC system applies braking force to single or partial wheels to obtain a yaw moment for stabilizing the vehicle, thereby realizing the purpose of stabilizing the vehicle.

ABS: the wheels of a common vehicle tend to lock when the vehicle is braked in an emergency or on an ice and snow road. The wheels are locked, the braking distance is increased, the steering intention is lost, and the like. The ABS system properly reduces the braking force at the position of the wheel which tends to lock according to the locking condition of the wheel, so as to realize the anti-lock function.

And (3) TCS: when a vehicle runs on an ice and snow road surface or a certain wheel sinks into a muddy road surface, the wheel slips seriously and cannot run normally. The TCS system properly reduces driving force or applies braking force to slipping wheels according to the slipping condition of the wheels, weakens the slipping condition of the wheels and ensures the normal running of the vehicle.

Among these, ESC and TCS require the brake system to have the function of applying braking force to a single wheel even when the driver or ADAS/autonomous driving has no braking request; when the ABS is operated, a driver or ADAS/automatic driving request is generally required, and the ABS is mainly depressurized and sometimes needs to be pressurized, but the wheel cylinder pressure does not exceed the master cylinder pressure. Therefore, when the system can realize independent increase and decrease of the pressure of a single wheel cylinder, the ESC/ABS/TCS function can be satisfied.

When the dynamic control functions of ESC, ABS, TCS and the like are realized, the single brake cylinder needs to be controlled, and at this time, the pressurization, pressure maintaining and pressure reducing operations of the single brake cylinder can be realized by controlling the single inlet valve 14 with the aid of the first pressurization device 40 and the second pressurization device 70.

Fig. 10 is a schematic diagram of a flow path of brake fluid in a brake system 300 according to an embodiment of the present application when a single-wheel pressurization is performed by a main pressurization device.

Taking the example of pressure adjustment of the third wheel 321 (for example, the third wheel 321 may be a front left wheel of an automobile), when pressure increase is required, in order to not affect the pressure in the wheel cylinders 15 of the other three wheels, the inlet valves 14 on the first branch 111, the second branch 112, and the fourth branch 122 need to be closed, and all the other valves are in the default initial state.

The pressure increase is realized by controlling the rotation of the pressurization motor 48 to push the first piston 43 to move. When decompression is required, the booster motor 48 is controlled to rotate reversely. When pressure adjustment is required for the brake cylinders 15 of the other wheels, the pressure adjustment can be realized in a similar manner, and the description is omitted here.

And a fifth working mode: auxiliary supercharging device for realizing ESC/ABS/TCS function

Fig. 11 is a schematic diagram of a flow path of brake fluid when the auxiliary boost device realizes single-wheel boost in the brake system 300 according to the embodiment of the present application.

As shown in fig. 11, when the main pressure increasing device fails, the auxiliary pressure increasing device may also implement the ESC/ABS/TCS function, for example, to adjust the pressure of the third wheel 321, and when pressure increase is required, the inlet valves 14 of the first branch 111, the second branch 112, and the fourth branch 122 need to be closed so as not to affect the pressures in the brake cylinders 15 of the other three wheels. Meanwhile, in order to achieve pressurization by the second pressurization device 70, it is necessary to control the first and second cutoff valves 8 and 9 in a closed state.

The auxiliary booster motor of the second booster device 70 is controlled to work to drive the two booster pumps, and since the booster pumps only can provide a pressure source and do not have a pressure adjusting function, the booster pumps need to work in cooperation with the second pressure relief valve 7 on the second pressure relief pipeline 220,

at this time, the opening degree and the opening time of the second pressure release valve 7 are controlled to make the pressure reach the target set value, and the opening degree and the opening time of the first pressure release valve 6 on the first pressure release pipeline 210 are also controlled to prevent the pressure of the first brake pipeline 110 from being too large.

When the pressure reduction is needed after the braking is finished, the second pressure increasing device 70 is controlled to stop working, the second stop valve 9 is closed, and the second relief valve 7 is opened. When pressure adjustment is required for the brake cylinders 15 of the other wheels, the pressure adjustment can be realized in a similar manner, and the description is omitted here.

And a sixth working mode: emergency brake

In the case where the driver does not notice a vehicle or a pedestrian in front of the vehicle, etc., the vehicle needs emergency braking. Fig. 12 is a schematic diagram of a flow path of brake fluid in the emergency braking mode of the braking system 300 according to the embodiment of the present application.

As shown in fig. 12, the ADAS/autopilot gives an emergency brake command, when all valves are in the default state, and controls the first pressure boosting device 40 and the second pressure boosting device 70 to work simultaneously. The two sets of supercharging devices work together, so that the response speed of the system can be increased, and the braking and deceleration can be ensured as soon as possible.

The working mode is seven: purely mechanical braking

When all the supercharging devices fail, a driver can still realize mechanical braking by stepping on the brake pedal, and the vehicle is ensured to be reliably decelerated. Fig. 13 is a schematic diagram of a flow path of brake fluid in a purely mechanical braking mode of the braking system 300 according to the embodiment of the present application.

At this time, all the valves are in a default state, the driver steps on the brake pedal 3, the second piston push rod 52 moves forward, the third piston 51 presses the third hydraulic chamber 53, and one path of brake fluid in the third hydraulic chamber 53 passes through the third brake pipeline 130, the decoupling valve 1 and the first check valve 4 to enter the first brake circuit 110, and then flows into the brake wheel cylinders 15 of the first group of wheels 310. The other path enters the first hydraulic cavity 41 through the third brake pipeline 130, the decoupling valve 1, the third pressure relief pipeline 230 and/or the first brake pipeline 110, and extrudes the second hydraulic cavity 42, the brake fluid in the second hydraulic cavity 42 is discharged into the second brake pipeline 120, and further flows into the brake cylinders 15 of the second group of wheels 320, and pure mechanical braking is realized.

Alternatively, the brake fluid may enter the first hydraulic pressure chamber 41 after passing through the third brake line 130, the third relief line 230. And/or, the brake fluid may enter the first hydraulic pressure chamber 41 after passing through the third brake pipe 130, the first brake circuit 110.

Fig. 14 is a schematic diagram of a flow path of brake fluid when the brake system 300 according to the embodiment of the present application is depressurized in a purely mechanical braking mode.

When the braking is finished and pressure reduction is needed, the driver can release the brake pedal 3, the third piston 51 moves back under the pressure in the third hydraulic pressure chamber 53 and the action of the return spring, at this time, the brake fluid in the four wheel cylinders 15 enters the first hydraulic pressure chamber 41 and the second hydraulic pressure chamber 42 through the first brake pipeline 110 and the second brake pipeline 120, respectively, and the brake fluid in the first hydraulic pressure chamber 41 flows into the third brake pipeline 130 through the third pressure relief pipeline 230 and finally flows into the third hydraulic pressure chamber 53.

While the device according to the embodiment of the present application is described above with reference to fig. 1 to 14, and the control method according to the embodiment of the present application is described below with reference to fig. 15, it should be noted that the control method according to the embodiment of the present application may be applied to any one of the devices described above, for example, the hydraulic pressure regulating unit 100 shown in fig. 1, the hydraulic pressure regulating unit 200 shown in fig. 2, or the brake system 300 shown in fig. 3, which is not limited by the embodiment of the present application. For ease of understanding, the control method will be described below by taking the application of the control method to the brake system 300 as an example.

Fig. 15 is a flowchart of a control method 1500 according to an embodiment of the present application. The method illustrated in FIG. 15 may be performed by a controller in a braking system. The method shown in fig. 15 may include steps 1510 and 1520.

In step 1510, the controller determines that the brake system requires brake decoupling.

At step 1520, the controller controls the decoupling valve 1 to close to achieve this brake decoupling.

Specifically, in step 1510, the controller obtains the driver's braking intent, or ADAS/autonomous braking intent, and determines that braking of the wheels is required. At this time, the controller may further determine that the motor of the automobile can provide the braking force (i.e., the braking force actually executable by the motor is not 0), i.e., the controller further determines that the braking force required to be provided by the brake system is small relative to the braking force determined by the pedal stroke, i.e., the controller determines that the brake decoupling is required by the control system.

Optionally, the actual executable braking force of the driving motor may be determined according to the state information of the entire vehicle, taking the braking capability of the driving motor of the vehicle, the allowable charging capability of the battery, the vehicle speed and other information into comprehensive consideration.

For example, when the battery is full, the braking force actually executable by the motor may be 0 since the battery cannot be continuously charged.

In step 1520, the controller may control the decoupling valve 1 to close, isolating the brake pedal 3 (master cylinder 50) and the wheel cylinders 15 from each other, thereby achieving brake decoupling.

Further, in step 1510, the controller may determine a total demand for braking force to be provided to the vehicle after determining the braking intent.

Alternatively, the controller detects a first stroke of the brake pedal 3 in the automobile through the pedal stroke sensor 12 in the automobile, and the controller determines the total braking force demand required to be provided for the automobile based on the first stroke of the brake pedal 3 and the corresponding relation between the stroke and the total braking force demand.

Alternatively, the controller may detect the pressure of the brake fluid in first brake pipe 110 based on pressure sensor 13, and thus, the controller may determine the total braking force demand based on the pressure of the brake fluid in first brake pipe 110 and the correspondence between the pressure of the brake fluid and the demanded braking force.

Optionally, the controller receives information sent by an advanced driving assistance system ADAS in the automobile, where the information is used to indicate a total braking force demand required to be provided for the automobile; the controller determines the total demand for braking force to be provided to the vehicle based on this information.

After the controller has determined the total braking force demand, it can be compared with the actual braking force that can be performed by the motor.

Optionally, the controller determines that the actual executable braking force of the electric machine is greater than or equal to the total braking force demand, at which point the controller may also control the first and second boost devices 40 and 70 to be inactive to achieve full (100%) decoupling of the braking system in step 1520. That is, the braking force may be provided entirely by the motor at this time, and the braking system need not provide the braking force to the wheels.

Alternatively, the controller determines that the braking force actually executable by the motor is less than the total braking force demand, and then in step 1520, the controller further needs to control the first pressure increasing device 40 and/or the second pressure increasing device 70 to increase the pressure to provide the braking force to the wheels.

Alternatively, the controller controls the first pressure intensifying apparatus 40 to be operated, and controls the second pressure intensifying apparatus 70 to be not operated. At this time, if the controller determines that the pressure of the first hydraulic chamber 41 is greater than the pressure of the third hydraulic chamber 53, and the relief hole is closed,

the controller can control the decoupling valve 1 to be in an opening state (namely, the decoupling valve 1 is restored to a default initial state), so that the working time of the decoupling valve 1 can be reduced, the working strength of the decoupling valve 1 is reduced, the heat productivity is reduced, the service life of the decoupling valve 1 is prolonged, and meanwhile, the safety use performance of the whole brake system is improved.

Alternatively, if the controller determines that the first pressure intensifying apparatus 40 is out of operation due to malfunction, the controller may control the first and second cutoff valves 8 and 9 to be closed and control the second pressure intensifying apparatus 70 to intensify to provide braking force to the wheels.

Alternatively, if the controller determines that both the first and second pressure boosting devices 40, 70 are malfunctioning, the controller may alert the driver to apply the mechanical braking mode for braking.

Alternatively, if the controller determines that the starting valve 2 is out of order, the controller may control the decoupling valve 1 to be in an open state at this time, so that brake fluid can be discharged into the first brake pipe 110 through the decoupling valve 1, so that the brake pedal 3 can be depressed, and the controller can know the braking intention of the driver and the required braking force.

The control method of the embodiment of the present application is described above with reference to fig. 15, and the apparatus of the embodiment of the present application is described below with reference to fig. 16 and 17. It should be noted that the apparatus according to the embodiment of the present application may be applied to any one of the hydraulic pressure adjusting units or the braking systems described above, so as to implement any one of the control methods described above, and for brevity, no further description is provided herein.

Fig. 16 is a schematic diagram of a control device according to an embodiment of the present application, and the control device 1600 shown in fig. 16 includes a processing unit 1610 and a storage unit 1620. The storage unit 1620 is used for storing instructions, and the processing unit 1610 is used for reading the instructions from the storage unit 1620 to implement any one of the above control methods.

That is, the processing unit 1610 determines that the brake system needs to be brake decoupled, and the processing unit 1610 controls the decoupling valve 1 to be closed to achieve the brake decoupling.

Alternatively, the processing unit 1610 may determine the braking force actually executable by the driving motor according to the vehicle state information, by comprehensively considering information such as the braking capability of the driving motor of the vehicle, the allowable charging capability of the battery, the vehicle speed, and the like.

For example, when the battery is full, at which time the processing unit 1610 may determine that the braking force actually executable by the motor may be 0 because charging to the battery cannot be continued.

Alternatively, the processing unit 1610 may determine the total demand for braking force that needs to be provided to the vehicle after determining the braking intent.

Alternatively, the processing unit 1610 detects a first stroke of the brake pedal 3 in the vehicle through the pedal stroke sensor 12 in the vehicle, and the processing unit 1610 determines a total braking force demand to be provided to the vehicle based on the first stroke of the brake pedal 3 and the corresponding relationship between the stroke and the total braking force demand.

Alternatively, processing unit 1610 may detect the pressure of brake fluid in first brake line 110 based on pressure sensor 13, and thus, processing unit 1610 may determine the total braking force demand based on the pressure of brake fluid in first brake line 110 and the correspondence relationship between the pressure of brake fluid and the demanded braking force.

Optionally, the processing unit 1610 receives information sent by an advanced driving assistance system ADAS in the vehicle, where the information is used for indicating the total braking force demand required to be provided for the vehicle; the processing unit 1610 determines the total braking force demand to be provided to the vehicle based on this information.

After the processing unit 1610 determines the total braking force demand, it can be compared with the actual braking force that can be performed by the electric machine.

Alternatively, the processing unit 1610 determines that the braking force actually executable by the electric motor is greater than or equal to the total braking force demand, and then the processing unit 1610 may also control the first pressure boosting device 40 and the second pressure boosting device 70 to be free from operation, so as to achieve complete (100%) decoupling of the braking system. That is, the braking force may be provided entirely by the motor at this time, and the braking system need not provide the braking force to the wheels.

Alternatively, the processing unit 1610 determines that the braking force actually executable by the motor is smaller than the total braking force demand, and then the processing unit 1610 can control the first boosting device 40 and/or the second boosting device 70 to boost pressure to provide the braking force to the wheels.

Alternatively, the processing unit 1610 controls the first pressure intensifying device 40 to operate, and controls the second pressure intensifying device 70 not to operate. At this time, if processing unit 1610 determines that the pressure of first hydraulic chamber 41 is greater than the pressure of third hydraulic chamber 53, and the pressure relief hole is closed,

the processing unit 1610 may control the decoupling valve 1 to be in an open state (i.e., to recover to a default initial state), so as to reduce the working time of the decoupling valve 1, reduce the working strength of the decoupling valve 1, reduce the heat generation amount, improve the working life of the decoupling valve 1, and simultaneously, be beneficial to improving the safety use performance of the whole brake system.

Alternatively, if the processing unit 1610 determines that the first pressure increasing device 40 fails to operate, the processing unit 1610 may control the first and second cutoff valves 8 and 9 to be closed and control the second pressure increasing device 70 to increase pressure to provide braking force to the wheels.

Alternatively, if the processing unit 1610 determines that both the first pressure boosting device 40 and the second pressure boosting device 70 are malfunctioning, the processing unit 1610 may prompt the driver to apply the mechanical braking mode for braking.

Alternatively, if the processing unit 1610 determines that the starting valve 2 is malfunctioning, at which time the processing unit 1610 may control the decoupling valve 1 to be in an open state so that brake fluid can be discharged into the first brake pipe 110 through the decoupling valve 1 so that the brake pedal 3 can be depressed, the processing unit 1610 can know the driver's braking intention and the required braking force.

Alternatively, the control device 1600 may be an independent controller in an automobile, or may be a chip having a control function in the automobile. The processing unit 1610 may be a processor, and the storage unit may be a memory, where the memory may be an on-chip storage unit (e.g., register, cache, etc.), or an off-chip storage unit (e.g., rom, ram, etc.) in the vehicle.

It should be noted that the memory in the controller is coupled to the processor. The memory is coupled to the processor, it being understood that the memory is either internal to the processor or external to the processor and thus independent of the processor.

In an alternative embodiment, the processing unit 1610 may be a processor 1720, and the storage unit 1620 may be a memory 1710, as specifically shown in fig. 17.

Fig. 17 is a schematic block diagram of a controller of an embodiment of the present application. The controller 1700 shown in fig. 17 may include: memory 1710, processor 1720, and communication interface 1730. Wherein, the memory 1710 and the processor 1720 are connected through an internal connection path, the memory 1710 is used for storing instructions, and the processor 1720 is used for executing the instructions stored in the memory 1720 to control the communication interface 1730 to receive/send information. Alternatively, memory 1710 may be coupled to processor 1720 via an interface, or may be integrated with processor 1720.

It is to be appreciated that communication interface 1730 enables communication between controller 1700 and other devices or communication networks using, for example, but not limited to, transceiver devices. The communication interface 1730 may also include input/output interfaces (i/o interfaces).

In implementation, the steps of the above-described method may be performed by instructions in the form of hardware, integrated logic circuits, or software in processor 1720. The method disclosed in the embodiments of the present application may be directly implemented by a hardware processor, or may be implemented by a combination of hardware and software modules in the processor. The software modules may be located in ram, flash, rom, prom, or eprom, registers, etc. as is well known in the art. The storage medium is located in the memory 1710, and the processor 1720 reads the information in the memory 1710, and combines the hardware to perform the above method steps. To avoid repetition, it is not described in detail here.

It should be understood that in the embodiments of the present application, the processor may be a Central Processing Unit (CPU), and the processor may also be other general-purpose processors, digital Signal Processors (DSPs), application Specific Integrated Circuits (ASICs), field Programmable Gate Arrays (FPGAs) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, and the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

It will also be appreciated that in embodiments of the present application, the memory may comprise both read-only memory and random access memory, and may provide instructions and data to the processor. A portion of the processor may also include non-volatile random access memory. For example, the processor may also store information of the device type.

Embodiments of the present application further provide an automobile, which includes wheels, and the brake system 300 provided in any of the foregoing embodiments, where the brake system 300 can be used to provide braking force to the wheels.

Optionally, the wheels include the first set of wheels 310 and the second set of wheels 320 previously described.

Optionally, the first set of wheels 310 includes a right front wheel and a left front wheel, and the second set of wheels 320 includes a right rear wheel and a left rear wheel. Alternatively, the first set of wheels 310 includes a right front wheel and a left rear wheel, and the second set of wheels 320 includes a left front wheel and a left rear wheel, which is not limited in the embodiment of the present application.

Alternatively, the vehicle may be an intelligent vehicle, a new energy vehicle, or a conventional vehicle, etc.

For example, the vehicle may be an electric vehicle or a hybrid vehicle.

An embodiment of the present application further provides a computer program product, where the computer program product includes: computer program code which, when run on a computer, causes the computer to perform the control method 1500 described above.

It should be noted that, all or part of the computer program code may be stored in the first storage medium, where the first storage medium may be packaged together with the processor or may be packaged separately from the processor, and this is not specifically limited in this embodiment of the present application.

A computer-readable medium is also provided, which stores program codes, and when the computer program codes run on a computer, the computer is caused to execute the control method 1500.

In the embodiments of the present application, the "first", "second", and various numerical references are only used for convenience of description and are not used to limit the scope of the embodiments of the present application. For example, to distinguish between different brake lines, valves, etc.

It should be understood that the term "and/or" herein is merely one type of association relationship that describes an associated object, meaning that three relationships may exist, e.g., a and/or B may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" herein generally indicates that the former and latter related objects are in an "or" relationship.

It should be understood that, in the various embodiments of the present application, the sequence numbers of the above-mentioned processes do not mean the execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.

Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the technical solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.

It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the above-described systems, apparatuses and units may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.

In the several embodiments provided in the present application, it should be understood that the disclosed system, apparatus and method may be implemented in other ways. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the units is only one logical division, and other divisions may be realized in practice, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one position, or may be distributed on multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit.

The functions may be stored in a computer-readable storage medium if they are implemented in the form of software functional units and sold or used as separate products. Based on such understanding, the technical solution of the present application or portions thereof that substantially contribute to the prior art may be embodied in the form of a software product stored in a storage medium and including instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present application. And the aforementioned storage medium includes: various media capable of storing program codes, such as a usb disk, a removable hard disk, a read-only memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.

The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present application, and shall be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (14)

1. A hydraulic pressure adjusting unit of a brake system in an automobile is characterized by comprising a first pressurization device (40), a brake master cylinder (50), a first brake pipeline (110), a second brake pipeline (120), a third brake pipeline (130) and a decoupling valve (1);

the first pressure boosting device (40) comprises a first hydraulic pressure chamber (41) and a second hydraulic pressure chamber (42) which are connected in series, the first hydraulic pressure chamber (41) is connected with the first brake pipe (110), and the first brake pipe (110) is used for applying braking force to a first group of wheels (310) of the automobile; the second hydraulic chamber (42) is connected to the second brake line (120), the second brake line (120) being configured to apply a braking force to a second set of wheels (320) of the vehicle;

the brake master cylinder (50) is used for being in transmission connection with a brake pedal (3) of the automobile, the brake master cylinder (50) comprises a third hydraulic cavity (53), and the third hydraulic cavity (53) is connected with the first brake pipeline (110) through a third brake pipeline (130); the brake master cylinder (50) is used for regulating the pressure of brake fluid in the first brake pipeline (110) through the third hydraulic cavity (53) and the third brake pipeline (130); the brake master cylinder (50) is further used for regulating the pressure of brake fluid in the second brake pipeline (120) through the third hydraulic pressure cavity (53), the third brake pipeline (130), the first brake pipeline (110), the first hydraulic pressure cavity (41) and the second hydraulic pressure cavity (42);

the decoupling valve (1) is arranged on the third brake pipeline (130) to control the on-off of the third brake pipeline (130);

the decoupling valve (1) is configured as a normally open solenoid valve which is normally open and which is activated to close the valve upon receipt of a close signal;

the hydraulic pressure regulation unit further comprising a first check valve (4), the first check valve (4) being arranged on the third brake line (130) and between the decoupling valve (1) and the first brake line (110), the first check valve (4) being configured to allow brake fluid to flow from the third brake line (130) in the direction of the first brake line (110) while preventing brake fluid from flowing in the opposite direction;

the first pressure increasing device (40) comprises a first piston (43) and a second piston (44), the first hydraulic cavity (41) is formed between the first piston (43) and the second piston (44), a pressure relief hole is formed in the first pressure increasing device (40), the first piston (43) is configured to be opened when the first piston (43) is located at an initial position, and the pressure relief hole is closed when the first piston (43) leaves the initial position;

the hydraulic pressure adjusting unit further comprises a third pressure relief pipeline (230), one end of the third pressure relief pipeline (230) is connected with the pressure relief hole, and the other end of the third pressure relief pipeline (230) is connected with a pipe section of the third brake pipeline (130) located between the first check valve (4) and the decoupling valve (1).

2. The hydraulic regulating unit according to claim 1, characterized in that it further comprises a pedal feel simulator (60), a fourth brake line (140), a trigger valve (2) and a pressure limiting valve (5);

the pedal feel simulator (60) is connected with the third hydraulic chamber (53) through the fourth brake pipeline (140) to provide a reaction force corresponding to the pedal pressure of the brake pedal (3), and the starting valve (2) is arranged on the fourth brake pipeline (140) to control the on-off of the fourth brake pipeline (140);

the pressure limiting valve (5) is arranged in parallel with the activation valve (2), the pressure limiting valve (5) being configured to be opened when the pressure in the third hydraulic chamber (53) is greater than or equal to a set value.

3. The hydraulic regulating unit according to claim 1, characterized in that it further comprises a second pressure boosting device (70), a first shut-off valve (8), a second shut-off valve (9);

the second booster device (70) is connected with the first brake pipe (110) and is used for controlling the braking force applied to the first group of wheels (310) by regulating the pressure of brake fluid in the first brake pipe (110); the second booster device (70) is also connected with the second brake pipe (120) and is used for controlling the braking force applied to the second group of wheels (320) by regulating the pressure of brake fluid in the second brake pipe (120);

the first stop valve (8) is arranged on the first brake pipeline (110) and is positioned between the second pressure boosting device (70) and the first pressure boosting device (40) so as to control the on-off of the first brake pipeline (110);

the second stop valve (9) is arranged on the second brake pipeline (120) and is positioned between the second pressure boosting device (70) and the first pressure boosting device (40) so as to control the on-off of the second brake pipeline (120).

4. The hydraulic regulating unit according to claim 3, further comprising a first pressure relief line (210), a second pressure relief line (220), a first pressure relief valve (6), a second pressure relief valve (7), a reservoir (80);

the first pressure relief pipeline (210) is communicated with the liquid storage device (80) and the first brake pipeline (110) and is used for conveying brake fluid to the liquid storage device (80) and reducing the pressure of the first group of wheels (310), and the first pressure relief valve (6) is arranged on the first pressure relief pipeline (210) to control the flow of the brake fluid;

second pressure release pipeline (220) intercommunication stock solution device (80) with second brake pipeline (120) for carry brake fluid to stock solution device (80), for second group wheel (320) decompression, second relief valve (7) set up in on second pressure release pipeline (220) to control the flow of brake fluid.

5. The hydraulic regulating unit according to claim 2, characterized in that it further comprises a second check valve (10) and a third check valve (11);

the second check valve (10) is provided in parallel with the decoupling valve (1), the second check valve (10) being configured to allow a flow of brake fluid from the first brake pipe (110) in a direction of the third hydraulic chamber (53) while preventing a flow of brake fluid in an opposite direction;

the third check valve (11) is provided in parallel with the activation valve (2), and the third check valve (11) is configured to allow the brake fluid to flow from the pedal feel simulator (60) in the direction of the third hydraulic pressure chamber (53) while preventing the brake fluid from flowing in the opposite direction.

6. The brake system of the automobile is characterized by comprising a first pressure boosting device (40), a brake master cylinder (50), a first brake pipeline (110), a second brake pipeline (120), a third brake pipeline (130), a decoupling valve (1), a brake pedal (3) and a brake wheel cylinder (15);

the first pressure increasing device (40) comprises a first hydraulic pressure chamber (41) and a second hydraulic pressure chamber (42) which are connected in series, the first hydraulic pressure chamber (41) is connected with the first brake pipeline (110), and the first brake pipeline (110) is connected with the brake wheel cylinders (15) of a first group of wheels (310) of the automobile; the second hydraulic chamber (42) is connected to the second brake pipe (120), and the second brake pipe (120) is connected to the brake cylinders (15) of a second set of wheels (320) of the vehicle;

the brake master cylinder (50) is in transmission connection with the brake pedal (3), the brake master cylinder (50) comprises a third hydraulic cavity (53), and the third hydraulic cavity (53) is connected with the first brake pipeline (110) through a third brake pipeline (130); the brake master cylinder (50) is used for regulating the pressure of brake fluid in the first brake pipeline (110) through the third hydraulic cavity (53) and the third brake pipeline (130); the brake master cylinder (50) is further used for regulating the pressure of brake fluid in the second brake pipeline (120) through the third hydraulic pressure cavity (53), the third brake pipeline (130), the first brake pipeline (110), the first hydraulic pressure cavity (41) and the second hydraulic pressure cavity (42);

the decoupling valve (1) is arranged on the third brake pipeline (130) to control the on-off of the third brake pipeline (130);

the decoupling valve (1) is configured as a normally open solenoid valve which is normally open and which is activated to close the valve upon receipt of a close signal;

the brake system further comprises a first check valve (4), the first check valve (4) being arranged on the third brake pipe (130) and between the decoupling valve (1) and the first brake pipe (110), the first check valve (4) being configured to allow brake fluid to flow from the third brake pipe (130) in the direction of the first brake pipe (110) while preventing brake fluid from flowing in the opposite direction;

the first pressure boosting device (40) comprises a first piston (43) and a second piston (44), the first hydraulic cavity (41) is formed between the first piston (43) and the second piston (44), a pressure relief hole is formed in the first pressure boosting device (40), the first piston (43) is configured to be opened when the first piston (43) is located at an initial position, and the pressure relief hole is closed when the first piston (43) leaves the initial position;

the brake system further comprises a third pressure relief pipeline (230), one end of the third pressure relief pipeline (230) is connected with the pressure relief hole, and the other end of the third pressure relief pipeline (230) is connected with a pipe section, located between the first check valve (4) and the decoupling valve (1), of the third brake pipeline (130).

7. A braking system according to claim 6, characterized in that it further comprises a pedal feel simulator (60), a fourth brake line (140), a trigger valve (2) and a pressure limiting valve (5);

the pedal feel simulator (60) is connected with the third hydraulic chamber (53) through the fourth brake pipeline (140) to provide a reaction force corresponding to the pedal pressure of the brake pedal (3), and the starting valve (2) is arranged on the fourth brake pipeline (140) to control the on-off of the fourth brake pipeline (140);

the pressure limiting valve (5) is arranged in parallel with the activation valve (2), the pressure limiting valve (5) being configured to be opened when the pressure in the third hydraulic chamber (53) is greater than or equal to a set value.

8. A braking system according to claim 6, characterized in that it further comprises a second pressure boosting device (70), a first shut-off valve (8), a second shut-off valve (9);

the second booster device (70) is connected with the first brake pipe (110) and is used for controlling the braking force applied to the first group of wheels (310) by regulating the pressure of brake fluid in the first brake pipe (110); the second booster device (70) is also connected with the second brake pipe (120) and is used for controlling the braking force applied to the second group of wheels (320) by regulating the pressure of brake fluid in the second brake pipe (120);

the first stop valve (8) is arranged on the first brake pipeline (110) and is positioned between the second pressure boosting device (70) and the first pressure boosting device (40) so as to control the on-off of the first brake pipeline (110);

the second stop valve (9) is arranged on the second brake pipeline (120) and is positioned between the second pressure boosting device (70) and the first pressure boosting device (40) so as to control the on-off of the second brake pipeline (120).

9. A braking system according to claim 8, characterized in that it further comprises a first pressure relief line (210), a second pressure relief line (220), a first pressure relief valve (6), a second pressure relief valve (7), a liquid storage device (80);

the first pressure relief pipeline (210) is communicated with the liquid storage device (80) and the first brake pipeline (110) and is used for conveying brake fluid to the liquid storage device (80) and reducing pressure of the first group of wheels (310), and the first pressure relief valve (6) is arranged on the first pressure relief pipeline (210) to control the flow of the brake fluid;

second pressure release pipeline (220) intercommunication stock solution device (80) with second brake pipeline (120), be used for with brake fluid carry to stock solution device (80), for second set wheel (320) decompression, second relief valve (7) set up in on second pressure release pipeline (220) to control the flow of brake fluid.

10. A braking system according to claim 7, characterized in that it further comprises a second check valve (10) and a third check valve (11);

the second check valve (10) is provided in parallel with the decoupling valve (1), the second check valve (10) being configured to allow the brake fluid to flow from the first brake line (110) in the direction of the third hydraulic pressure chamber (53) while preventing the brake fluid from flowing in the opposite direction;

the third check valve (11) is provided in parallel with the activation valve (2), and the third check valve (11) is configured to allow the brake fluid to flow from the pedal feel simulator (60) in the direction of the third hydraulic pressure chamber (53) while preventing the brake fluid from flowing in the opposite direction.

11. A motor vehicle comprising a wheel and a braking system as claimed in any one of claims 6 to 10 for providing a braking force to the wheel.

12. A control method of a brake system in an automobile is characterized in that the brake system comprises a first pressure boosting device (40), a master brake cylinder (50), a first brake pipeline (110), a second brake pipeline (120), a third brake pipeline (130), a decoupling valve (1), a brake pedal (3), a brake wheel cylinder (15) and a controller;

the first pressure increasing device (40) comprises a first hydraulic pressure chamber (41) and a second hydraulic pressure chamber (42) which are connected in series, the first hydraulic pressure chamber (41) is connected with the first brake pipeline (110), and the first brake pipeline (110) is connected with the brake wheel cylinders (15) of a first group of wheels (310) of the automobile; the second hydraulic chamber (42) is connected to the second brake pipe (120), and the second brake pipe (120) is connected to the brake cylinders (15) of a second set of wheels (320) of the vehicle;

the brake master cylinder (50) is in transmission connection with the brake pedal (3), the brake master cylinder (50) comprises a third hydraulic cavity (53), and the third hydraulic cavity (53) is connected with the first brake pipeline (110) through a third brake pipeline (130); the brake master cylinder (50) is used for regulating the pressure of brake fluid in the first brake pipeline (110) through the third hydraulic cavity (53) and the third brake pipeline (130); the brake master cylinder (50) is further used for regulating the pressure of brake fluid in the second brake pipeline (120) through the third hydraulic pressure cavity (53), the third brake pipeline (130), the first brake pipeline (110), the first hydraulic pressure cavity (41) and the second hydraulic pressure cavity (42);

the decoupling valve (1) is arranged on the third brake pipeline (130) to control the on-off of the third brake pipeline (130);

the method comprises the following steps:

the controller determines that the brake system needs to be brake decoupled;

the controller controls the decoupling valve (1) to close to realize the brake decoupling;

the decoupling valve (1) is configured as a normally open solenoid valve which is normally open and which is activated to close the valve upon receipt of a close signal;

the brake system further comprises a first check valve (4), the first check valve (4) being arranged on the third brake pipe (130) and between the decoupling valve (1) and the first brake pipe (110), the first check valve (4) being configured to allow brake fluid to flow from the third brake pipe (130) in the direction of the first brake pipe (110) while preventing brake fluid from flowing in the opposite direction;

the first pressure boosting device (40) comprises a first piston (43) and a second piston (44), the first hydraulic cavity (41) is formed between the first piston (43) and the second piston (44), a pressure relief hole is formed in the first pressure boosting device (40), the first piston (43) is configured to be opened when the first piston (43) is located at an initial position, and the pressure relief hole is closed when the first piston (43) leaves the initial position;

the brake system further comprises a third pressure relief pipeline (230), one end of the third pressure relief pipeline (230) is connected with the pressure relief hole, and the other end of the third pressure relief pipeline (230) is connected with a pipe section, located between the first check valve (4) and the decoupling valve (1), of the third brake pipeline (130);

the method further comprises the following steps:

the controller determines that the pressure of the first hydraulic chamber (41) is greater than the pressure of the third hydraulic chamber (53), and the pressure relief hole is closed;

the controller controls the decoupling valve (1) to be in an open state.

13. Control method according to claim 12, characterized in that the brake system further comprises a pedal feel simulator (60), a fourth brake line (140), a trigger valve (2) and a pressure limiting valve (5);

the pedal feel simulator (60) is connected with the third hydraulic cavity (53) through the fourth brake pipeline (140) to provide a reaction force corresponding to the pedal pressure of the brake pedal (3), and the starting valve (2) is arranged on the fourth brake pipeline (140) to control the on-off of the fourth brake pipeline (140);

the pressure limiting valve (5) is arranged in parallel with the activation valve (2), the pressure limiting valve (5) being configured such that the pressure limiting valve (5) is opened when the pressure in the third hydraulic chamber (53) is greater than or equal to a set value;

the method further comprises the following steps:

-the controller determines that the trigger valve (2) is malfunctioning;

the controller controls the decoupling valve (1) to be in an open state.

14. A control method according to claim 12, characterized in that the brake system further comprises a second pressure boosting device (70), a first shut-off valve (8), a second shut-off valve (9);

the second booster device (70) is connected with the first brake pipe (110) and is used for controlling the braking force applied to the first group of wheels (310) by regulating the pressure of brake fluid in the first brake pipe (110); the second booster device (70) is also connected with the second brake pipe (120) and is used for controlling the braking force applied to the second group of wheels (320) by regulating the pressure of brake fluid in the second brake pipe (120);

the first stop valve (8) is arranged on the first brake pipeline (110) and is positioned between the second pressure boosting device (70) and the first pressure boosting device (40) so as to control the on-off of the first brake pipeline (110);

the second stop valve (9) is arranged on the second brake pipeline (120) and is positioned between the second pressure boosting device (70) and the first pressure boosting device (40) so as to control the on-off of the second brake pipeline (120);

the method further comprises the following steps:

the controller determining that the first supercharging device (40) is malfunctioning;

the controller controls the first stop valve (8) and the second stop valve (9) to be closed, and controls the second pressurization device (70) to work.

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