CN113788000A - Fully-decoupled electro-hydraulic servo brake system - Google Patents
Fully-decoupled electro-hydraulic servo brake system Download PDFInfo
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- CN113788000A CN113788000A CN202111193237.2A CN202111193237A CN113788000A CN 113788000 A CN113788000 A CN 113788000A CN 202111193237 A CN202111193237 A CN 202111193237A CN 113788000 A CN113788000 A CN 113788000A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
- B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
- B60T13/142—Systems with master cylinder
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/746—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive and mechanical transmission of the braking action
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
- B60T8/409—Systems with stroke simulating devices for driver input characterised by details of the stroke simulating device
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Abstract
The invention discloses a fully decoupled electro-hydraulic servo brake system, which comprises: the pedal travel simulator comprises a valve body, a manual cylinder piston arranged on one side of the valve body, a simulation cylinder body and a simulation cylinder piston which are arranged on the other side of the valve body, and a push rod; the simulation cylinder elastic element comprises a simulation cylinder small spring, a simulation cylinder large spring and a first spring seat; the electro-hydraulic servo brake assembly comprises a shell, a rack, a gear, a push rod, a servo motor, a worm and gear transmission mechanism 406, a second spring seat and a servo return spring. The fully-decoupled system provides sufficient guarantee for the individual design of pedal feel, and can be designed as required and provide enough nonlinear pedal force feel, damping feel and hysteresis feel; the system realizes the maximization of braking energy recovery and large failure backup braking force.
Description
Technical Field
The invention belongs to the technical field of vehicle braking, and particularly relates to a fully-decoupled electro-hydraulic servo braking system.
Background
With the continuous development of automobiles in electromotion and intellectualization, the attention is paid to a brake-by-wire system with active braking and energy recovery functions.
At present, a brake-by-wire system widely applied is to partially decouple a brake pedal and a brake terminal execution mechanism, so that the brake pedal can also feed back the brake pressure of a master cylinder under a certain condition of the system, and the brake pedal feel of a driver is influenced. In addition, a brake pedal travel simulator is required in the brake-by-wire system to provide a brake pedal feel to the driver, and most of the conventional brake pedal travel simulators provide the brake pedal feel by using the elastic force of a spring, so that the nonlinear stiffness and damping characteristics of an ideal pedal feel cannot be simulated.
The brake system should also have redundant functions. When the electric control fails, the brake pressure generated by the manual backup brake is an important index of the functional safety of the brake system. In some brake-by-wire systems, due to the existence of the pedal stroke simulator, the internal elastic element consumes the brake pressure during the manual backup braking, thereby weakening the manual backup braking effect.
Therefore, a fully decoupled brake-by-wire system is urgently needed, which not only can meet the requirements of ideal pedal feel on nonlinear rigidity and damping characteristics, but also can provide larger manpower backup brake pressure, thereby meeting the requirements of comfort and safety of intelligent vehicle driving and the like.
Disclosure of Invention
The invention aims to provide a fully-decoupled electro-hydraulic servo brake system which can simulate the nonlinear rigidity and damping characteristic of ideal pedal feel, provide larger manpower backup brake pressure and meet the use requirements of comfort, safety and the like.
The technical scheme of the invention is as follows:
a fully decoupled electro-hydraulic servo brake system, comprising: the brake device comprises a brake pedal, an input push rod component, a return spring, a pedal stroke sensor, a pedal stroke simulation device, an electro-hydraulic servo brake assembly, a controller and a liquid storage tank; footboard stroke analogue means includes the valve body, installs the manpower jar piston in this valve body one side, installs simulation jar cylinder body and simulation jar piston and the push rod at this valve body opposite side, wherein: the brake pedal is fixedly connected with one end of the input pedal assembly; the manual cylinder piston and the simulation cylinder piston are respectively and axially arranged in corresponding inner holes at two sides of the valve body and can move along the axial direction, and the manual cylinder piston and the simulation cylinder piston respectively form a manual cylinder working cavity and a simulation cylinder working cavity with the surfaces of the corresponding inner holes of the valve body; the input push rod assembly abuts against a ball socket at the tail end of the manual cylinder piston through a clamping pin, and a piston rod of the manual cylinder piston extends out of a mounting hole in the valve body and then is connected with the push rod; a return spring is arranged between the input push rod assembly and the valve body and is used for returning the input push rod assembly; the port of the simulation cylinder body is pressed in the inner hole of the valve body in an interference fit mode, and a simulation cylinder elastic element is axially arranged between the simulation cylinder body and the simulation cylinder piston; the simulated cylinder piston and the inner wall of the simulated cylinder body form an air cavity; the simulation cylinder body is provided with an air hole for communicating the air cavity with the atmosphere; four flow passages are arranged in the valve body, wherein one end of the first flow passage is communicated with the working cavity of the manual cylinder through a plurality of radial holes on the piston of the manual cylinder, and the other end of the first flow passage is communicated with a liquid storage tank; the second flow passage is communicated with the ISO valve and the working cavity of the manual cylinder; one end of the third flow passage is communicated with the simulation cylinder working cavity through the first throttling hole and the second throttling hole, and the other end of the third flow passage is communicated with the manual cylinder working cavity; the fourth flow passage is communicated with the ISO valve and the liquid storage tank; the pedal stroke sensor is positioned on the push rod and used for measuring the axial displacement of the push rod and transmitting the axial displacement to the controller; the controller is used for controlling the electro-hydraulic servo brake assembly to brake after receiving the axial displacement signal or an external brake request sent by other vehicle-mounted electronic control systems, and controlling the electromagnetic valve of the pedal travel simulation device to normally work under the condition of a driver brake request so as to provide brake pedal feel; the electro-hydraulic servo brake assembly is used for responding to a brake request triggered by a driver through the brake pedal and an external brake request sent by other vehicle-mounted electronic control systems, and pushing a brake master cylinder piston to generate brake pressure output so as to implement braking.
The simulation cylinder elastic element comprises a simulation cylinder small spring, a simulation cylinder large spring and a first spring seat, and the simulation cylinder piston is a hollow cylinder body with an opening at one end; the first spring seat is in a shape like a Chinese character 'ji', is axially and slidably mounted on a boss formed in the cylinder body of the simulation cylinder, and two feet of the shape like the Chinese character 'ji' are far away from the simulation cylinder piston; the end part of the boss is provided with an annular table for installing and accommodating the small spring of the simulation cylinder; one end of the large simulation cylinder spring extends into the simulation cylinder piston and is fixedly connected with the inner end of the simulation cylinder piston, and the other end of the large simulation cylinder spring is connected with the inverted U-shaped foot of the first spring seat; one end of the small spring of the simulation cylinder extends into and is fixed in the shape like the Chinese character 'ji' of the first spring seat, and the other end of the small spring of the simulation cylinder is arranged on the annular table of the boss. Preferably, the large spring of the simulation cylinder is a gradual stiffness spring.
Preferably, the first orifice and the second orifice have different diameters. In one embodiment of the present invention, the diameters of the first orifice and the second orifice are 1.75mm and 1.2mm, respectively.
The ISO valve is located between the second flow channel and the fourth flow channel, the ISO valve is a combined valve of a normally open electromagnetic valve and a one-way valve, and the one-way valve is communicated with the liquid storage tank to the working cavity of the manual cylinder in a one-way mode. The one-way valve is communicated with the liquid storage tank to the working cavity of the manual cylinder in a one-way mode; the electromagnetic valve is a normally open valve.
The system further comprises a plurality of sealing devices, wherein the sealing devices are respectively used for sealing between the manual cylinder piston and the valve body, between the piston rod of the manual cylinder piston and the valve body, between the simulation cylinder piston and the valve body and between the simulation cylinder body and the valve body.
When the manual cylinder piston is located at the initial position, the plurality of radial holes in the manual cylinder piston are communicated with the first flow channel and the manual cylinder working cavity.
Electro-hydraulic servo brake assembly includes casing, rack, gear, ejector pin, servo motor, worm gear drive 406, second spring holder and servo return spring, wherein: the shell is fixedly connected to the valve body 303 on one side of the push rod through a bolt, a first space is formed on one side, close to the valve body, of the shell, a second space with a larger volume is formed on the other side of the shell, and a third space is formed at the lower part of the first space and is positioned near a gear (407); the longitudinal section of the rack is in a horizontal H shape, is coaxial with the push rod and is slidably mounted in the first space, and a certain axial gap is reserved between the rack and the push rod, wherein the rack is sleeved outside the push rod; two ends of the rack are hollow to form an axial channel; the bottom of the rack is meshed with a gear arranged in the third space, and the gear is connected with the servo motor through the worm and gear transmission mechanism; the second spring seat is axially arranged on one side of the rack far away from the push rod, an outer annular groove of the second spring seat is connected with a servo return spring, a through hole is formed in the center of the second spring seat and is clamped on a protruding block formed in the middle of the ejector rod, the ejector rod can be pushed to move forwards when the second spring seat moves forwards, and the spring seat does not move along with the ejector rod when the ejector rod moves forwards; the servo return spring is axially arranged between the second spring seat and the outer side wall of the shell; one end of the ejector rod is axially arranged in an axial channel in the middle of the rack, and a decoupling gap is formed between the end of the ejector rod and the front end of the push rod; the other end of the ejector rod is connected with a piston rod of a brake main cylinder piston extending into the shell and can build braking pressure in the main cylinder, and the braking pressure is transmitted to each wheel brake by the pressure regulating unit to implement braking. The ejector rod and the rack can independently move axially.
In the technical scheme, the electro-hydraulic servo brake assembly can respond to a brake request triggered by a driver through a brake pedal and an external brake request sent by other vehicle-mounted electronic control systems, and pushes a brake master cylinder piston to generate brake pressure output so as to implement braking; the pedal stroke simulation device can provide a brake pedal feeling with damping and nonlinear force feeling characteristics for a driver; the controller receives pedal displacement signals or external braking requests sent by other vehicle-mounted electronic control systems, controls the electro-hydraulic servo braking assembly to brake, and controls the electromagnetic valve of the pedal simulation device to normally work under the condition of the braking request of a driver so as to provide brake pedal feeling.
In the technical scheme, the brake system has the main functions of driver request braking, external request braking, braking energy recovery assistance, manpower backup braking and the like. Under the mode that a driver requests braking, a braking instruction is sent out by the driver through a brake pedal, the driver pushes an input push rod assembly after stepping on the brake pedal, and on one hand, a controller calculates a target braking force according to a displacement signal of a pedal stroke sensor and controls an electro-hydraulic servo braking assembly to brake; on the other hand, the controller controls the electromagnetic valve of the pedal stroke simulator to normally work so as to provide a brake pedal feeling; and under the external request braking mode, a braking instruction is sent by other vehicle-mounted electronic control systems. The controller receives braking instructions sent by other vehicle-mounted electric control systems and then controls the electro-hydraulic servo braking assembly to brake; under the auxiliary mode of braking energy recovery, the controller realizes different regenerative braking force and friction braking force according to the treading depth of the pedal or external request braking; in the manual backup braking mode, a driver steps on a brake pedal and pushes an input push rod assembly, a manual cylinder piston and an ejector rod, and the ejector rod directly pushes a brake main cylinder piston to generate backup brake pressure output after overcoming a decoupling gap.
The clearance decoupling means that a certain clearance is arranged between a brake pedal and a piston mandril of a brake master cylinder to ensure that the pedal force is not transmitted to a wheel brake when the pedal stroke is not large, namely, the decoupling is realized. The main purpose of decoupling is to maximize the recovery of braking energy, and the purpose of setting the upper limit of the gap (i.e. the "decoupling gap") is to ensure that a certain emergency braking (or manpower backup braking) deceleration is generated at a proper pedal force and pedal stroke through the manpower braking after the decoupling gap is overcome when the system power fails. The gap full decoupling technology adopted by the invention can actually realize that the brake pedal and the wheel brake are in a decoupling state within the full working stroke range of the brake pedal (the corresponding braking deceleration range is 0-1.0 g) when the system works normally.
In the technical scheme, when the electro-hydraulic servo brake assembly works, the controller controls the servo motor to work, and the worm gear transmission mechanism drives the gear to rotate so as to enable the rack meshed with the gear to axially move; in the moving process of the rack, the spring seat clamped on the ejector rod drives the ejector rod to move axially, and meanwhile, the servo return spring is compressed; the push rod further pushes the master cylinder piston, thereby building pressure in the master cylinder. The ejector rod can axially move independently of the rack, so that the servo return spring does not consume pedal force during manual backup braking; and the decoupling gap between the rear end of the ejector rod and the front end of the push rod can realize full decoupling of pedal force and output torque of the servo motor, so that the full decoupling of pedal force and output torque of the servo motor is fully guaranteed for the personalized design of pedal feeling.
In the technical scheme, when the pedal stroke simulator works, the input push rod assembly pushes the manual cylinder piston to move, the brake medium in the manual cylinder working cavity flows into the simulation cylinder working cavity and then pushes the simulation cylinder piston to compress the simulation cylinder elastic element, so that the simulation cylinder working cavity and the manual cylinder working cavity correspondingly build pressure, and the larger the stroke of the brake pedal is, the larger the pressure of the simulation cylinder working cavity and the manual cylinder working cavity and the pedal force are. When in manual backup braking, the braking medium in the working cavity of the manual cylinder can be communicated with the liquid storage tank through the opened ISO valve, so that the working cavity of the manual cylinder cannot build pressure in the moving process of the piston of the manual cylinder, namely, the pedal force does not need to overcome the elastic force, the friction force and the damping force of the simulation cylinder; and the simulation cylinder elastic element of the pedal stroke simulation device comprises a simulation cylinder small spring and a gradual stiffness simulation cylinder large spring, so that the simulation of the nonlinear force sense characteristic can be realized, and the requirement of ideal pedal sense can be met.
The invention has the following advantages and beneficial effects:
1. the fully-decoupled system provides sufficient guarantee for the personalized design of pedal feel (the relation between brake deceleration and pedal force, and between brake deceleration and pedal travel), can be designed as required, and provides damping feel and hysteresis feel in excellent pedal feel quality; when the decoupling zero-pressure control device normally works, the decoupling clearance always exists, the influence of the pressure feedback of the brake master cylinder on the pedal feel in a partial decoupling system does not need to be considered, and the design difficulty of a pedal simulation device and a brake control algorithm is reduced.
2. The pedal simulation device meets the requirements of non-linear pedal force feeling, damping feeling and hysteresis feeling required by excellent brake pedal feeling.
3. The fully-decoupled system not only ensures good brake pedal feel, but also realizes the maximization of the recovery of the braking energy and the complete recovery of the braking energy. The braking deceleration generated by only depending on the braking energy recovery is more than or equal to 0.32g under the condition of meeting the braking energy recovery (the deceleration covers more than 99 percent of the braking working condition).
4. In the invention, when the manual backup brake is performed, the pedal force input by a driver does not need to overcome the elastic force, the friction force and the damping force of the pedal simulation device, and the servo return spring force of the electro-hydraulic servo brake assembly, so that the manual backup brake effect of the system is improved.
5. The failure backup braking force is large: the deceleration of the failed backup under the pedal force of 500N reaches 0.3g, which is 23 percent higher than the required value of 0.244g of the law.
Drawings
Fig. 1 is a schematic structural diagram of a fully decoupled electro-hydraulic servo brake system of the present invention. In the figure:
1. brake pedal 2, input push rod assembly 3, pedal stroke simulator
301. Manual cylinder piston 302, return spring 303 and valve body
304. Sealing device 305 mounting bolt 306 ISO valve
307. Push rod 308, analog cylinder piston 309, analog large spring
310. First spring seat 311, simulation cylinder small spring 312, simulation cylinder body
313. Air hole 314, first throttle 315, second throttle
316. First flow channel P1, second flow channel 317, third flow channel
P2, fourth runner 318, radial hole 4, electro-hydraulic servo brake assembly
401. Rack 402, ram 403, second spring seat
404. Casing 405, servo return spring 406, worm gear transmission mechanism
407. Gear 408, servo motor 5, pedal stroke sensor
6. Controller 7, master cylinder 8, brake master cylinder piston
9. Pressure regulating unit 10, wheel brake 11, liquid storage tank
Detailed Description
The present invention will be described in further detail with reference to specific examples. It should be understood that the specific embodiments described herein are merely illustrative of the invention and do not limit the scope of the invention.
As shown in fig. 1, the fully decoupled electro-hydraulic servo brake-by-wire system of the present invention comprises: the brake pedal comprises a brake pedal 1, an input push rod assembly 2, a pedal stroke simulation device 3, an electro-hydraulic servo brake assembly 4, a pedal stroke sensor 5, a controller (ECU)6, a master cylinder 7, a master cylinder piston 8, a pressure regulating unit 9, a wheel brake 10 and a liquid storage tank 11.
The pedal stroke simulator 3 includes a valve body 303, a manual cylinder piston 301 attached to one side of the valve body 303, a simulation cylinder block 312 and a simulation cylinder piston 308 attached to the other side of the valve body 303, and a push rod 307. Wherein:
the manual cylinder piston 301 and the simulation cylinder piston 308 are respectively and axially installed in corresponding inner holes on two sides of the valve body 303 and can move along the axial direction, and the manual cylinder piston and the simulation cylinder piston respectively form a manual cylinder working cavity and a simulation cylinder working cavity with the corresponding inner hole surface of the valve body 303. The input push rod assembly 2 abuts against a ball socket at the tail end of the manual cylinder piston 301 through a clamping pin, and a piston rod of the manual cylinder piston 301 extends out of a mounting hole in the valve body 303 and then is in threaded connection with the push rod 307; a return spring 302 is provided between the input pushrod 307 assembly 2 and the intermediate valve body 303 to return the input pushrod 307 assembly 2. The port of the simulation cylinder block 312 is press-fitted in the inner hole of the valve body 303 in an interference fit manner, and a simulation cylinder elastic element is axially arranged between the simulation cylinder block 312 and the simulation cylinder piston 308. The simulation cylinder piston 308 and the inner wall of the simulation cylinder body 312 form an air cavity; the cylinder block 312 is provided with an air hole 313 for communicating the air chamber with the atmosphere. Four flow passages are arranged in the valve body 303, wherein one end of a first flow passage is communicated with the working cavity of the manual cylinder through a plurality of radial holes on the manual cylinder piston 301, and the other end of the first flow passage is communicated with a liquid storage tank; the second flow passage is communicated with the ISO valve and the working cavity of the manual cylinder; one end of the third flow passage is communicated with the simulation cylinder working cavity through the first throttling hole and the second throttling hole, and the other end of the third flow passage is communicated with the manual cylinder working cavity; the fourth flow passage is communicated with the ISO valve and the liquid storage tank. The pedal stroke sensor 5 is used for transmitting the detected axial displacement of the input push rod assembly 2 to the controller 6 so as to implement brake-by-wire.
Specifically, the analog cylinder elastic element comprises an analog cylinder small spring 311, an analog cylinder large spring 309 and a first spring seat 310, wherein the analog cylinder piston 308 is a hollow cylinder body with one open end; the first spring seat 310 is shaped like a Chinese character 'ji', and is axially slidably mounted on a boss formed in the simulated cylinder body 312, and two legs of the Chinese character 'ji' are far away from the simulated cylinder piston 308; an annular table for mounting and accommodating the cylinder simulating small spring is formed at the end part of the boss; one end of the large simulation cylinder spring 309 extends into the simulation cylinder piston 308 and is fixedly connected with the inner end of the large simulation cylinder spring 309, and the other end of the large simulation cylinder spring 309 is connected with the inverted U-shaped foot of the first spring seat 310; one end of the cylinder simulating small spring extends into and is fixed in the shape of a Chinese character 'ji' of the first spring seat 310, and the other end of the cylinder simulating small spring is arranged on the annular table of the boss. Preferably, the simulated cylinder big spring 309 is a gradual stiffness spring. The simulation cylinder elastic element composed of the simulation cylinder large spring 309 and the simulation cylinder small spring 311 can realize the simulation of the nonlinear force feeling characteristic so as to meet the requirement of ideal pedal feeling.
Preferably, the first orifice 314 and the second orifice 315 have different apertures, so that not only can the damping feeling and the hysteresis feeling be simulated when the input push rod assembly 2 moves axially, but also the flowability of liquid and gas between the simulation cylinder working chamber and the third flow channel can be increased when the brake medium is filled due to the different apertures and different damping of the two orifices, thereby facilitating the exhaust gas during filling. In one embodiment of the present invention, the diameters of the first and second throttle holes 314 and 315 are 1.75mm and 1.2mm, respectively.
The throttling hole arranged between the working cavity of the manual cylinder and the working cavity of the simulation cylinder realizes the simulation of the damping and the hysteresis pedal feeling.
The ISO valve 306 is located between the second flow passage P1 and the fourth flow passage P2 (arranged between the liquid storage tank and the working cavity of the manual cylinder), is a combined valve of a normally open solenoid valve and a one-way valve, and is communicated with the liquid storage tank to the working cavity of the manual cylinder in a one-way mode. When the manual backup brake is performed, the ISO valve is in a power-off state, and at the moment, the brake medium in the working cavity of the manual cylinder can be communicated with the liquid storage tank through the normally-open electromagnetic valve of the ISO valve, so that pressure cannot be built in the working cavity of the manual cylinder in the process of moving the piston of the manual cylinder, the pedal force does not need to overcome the elastic force of the elastic element of the simulation cylinder, namely the pedal force only needs to overcome the small return force of the return spring, and the decoupling gap can be eliminated, the push rod is directly pushed and acts on the ejector rod, and the piston of the brake main cylinder is pushed to move and build pressure; the simulation cylinder elastic element of the pedal stroke simulation device comprises a simulation cylinder small spring and a gradual stiffness simulation cylinder large spring, and can realize the simulation of nonlinear force sense characteristics so as to meet the requirement of ideal pedal sense.
The pedal stroke simulator further comprises a plurality of sealing devices which are respectively used for forming sealing between the manual cylinder piston 301 and the valve body 303, between the piston rod of the manual cylinder piston 301 and the valve body 303, between the simulation cylinder piston 308 and the valve body 303 and between the simulation cylinder body 312 and the valve body 303.
When the manual cylinder piston 301 is located at the initial position, the plurality of radial holes in the manual cylinder piston 301 are communicated with the first flow channel and the manual cylinder working cavity, so that the brake medium in the liquid storage tank can enter the manual cylinder working cavity.
When the pedal stroke simulator 3 works, the input push rod assembly 2 pushes the manual cylinder piston 301 to move, the brake medium in the manual cylinder working cavity flows into the simulation cylinder working cavity and then pushes the simulation cylinder piston 308 to compress the simulation cylinder elastic element, so that the simulation cylinder working cavity and the manual cylinder working cavity correspondingly build pressure, and the larger the stroke of the brake pedal 1 is, the larger the pressures of the simulation cylinder working cavity and the manual cylinder working cavity and the pedal force are. During manual backup braking, a braking medium in a working cavity of the manual cylinder can be communicated with the liquid storage tank 11 through the opened ISO valve 306, so that the working cavity of the manual cylinder cannot build pressure through the simulation cylinder in the moving process of the piston 301 of the manual cylinder, and an elastic element of the simulation cylinder cannot consume pedal force; and the simulation cylinder elastic element of the pedal stroke simulation device 3 comprises a simulation cylinder small spring 311 and a gradual stiffness simulation cylinder large spring 309, so that the simulation of the nonlinear force feeling characteristic can be realized, and the requirement of ideal pedal feeling can be met.
The electro-hydraulic servo brake assembly 4 comprises a rack 401, a top rod 402, a second spring seat 403, a shell 404, a servo return spring 405, a worm gear transmission mechanism 406, a gear 407 and a servo motor 408.
The rack 401 is axially arranged between the second spring seat 403 and the outer surface of the push rod 307 at the front end of the valve body 303, is sleeved outside the push rod 307, and has a certain axial gap with the push rod 307, the push rod 402 is arranged in an internal axial channel, and the rack 401 and the push rod 402 can independently move axially forwards; the rear end of the ejector rod 402 and the front end of the push rod 307 are provided with a certain distance (decoupling gap); one end of the second spring seat 403 is connected with the servo return spring 405, and the other end is clamped on a protruding block on the outer surface of the ejector rod 402, so that the ejector rod 402 can be pushed to move forwards when the second spring seat 403 moves forwards, but the second spring seat 403 cannot move along with the ejector rod 402 when the ejector rod 402 moves forwards; the servo return spring 405 is axially supported between the second spring seat 403 and the inner wall of the front end of the housing 404; one end of the gear 407 is meshed with the rack 401, and the other end of the gear is connected with the servo motor 408 through the worm gear transmission mechanism 406; the housing 404 is fixedly connected with the valve body 303 through bolts; the ram 402 is connected to the brake master cylinder piston 8 and can build up brake pressure in the master cylinder 7, and the brake pressure is transmitted from the pressure regulating unit 9 to each wheel brake 10 to apply braking. The pedal stroke simulator 33 and the brake medium in the master cylinder 7 are both supplied from the reservoir tank 11.
When the electro-hydraulic servo brake assembly 4 works, the controller 6 controls the servo motor 408 to work, and the worm gear transmission mechanism 406 drives the gear 407 to rotate, so that the rack 401 meshed with the gear 407 moves axially; in the moving process of the rack 401, the push rod 402 is driven to move axially by a spring seat clamped on the push rod 402, and meanwhile, the servo return spring 405 is compressed; the push rod 402 further pushes the master cylinder piston 8, thereby building pressure in the master cylinder. Because the ejector rod 402 can axially move independently of the rack 401, the servo return spring 405 does not consume pedal force during manual backup braking; and the decoupling gap between the rear end of the ejector rod 402 and the front end of the push rod 307 can decouple the pedal force and the output torque of the servo motor, so that the individual design of the pedal feeling is fully ensured.
The ejector rod can axially move independently of the rack, so that the servo return spring does not consume pedal force when the manual backup brake is performed; the decoupling gap between the rear end of the ejector rod and the front end of the push rod can realize full decoupling of pedal force and output torque of the servo motor, and sufficient guarantee is provided for personalized design of pedal feeling.
The fully-decoupled electro-hydraulic servo line-control brake system has the main functions of driver request braking, external request braking, auxiliary braking energy recovery, manual backup braking and the like. In the mode that a driver requests braking, a braking instruction is sent by the driver through the brake pedal 1, the driver pushes the input push rod assembly 2 after stepping on the brake pedal 1, on one hand, after receiving displacement information of the pedal stroke sensor 5, the controller 6 controls the electro-hydraulic servo braking assembly 4 to brake after calculation, and on the other hand, the controller 6 controls the ISO valve 306 of the pedal stroke simulation device 3 to normally work to provide brake pedal feeling; in the external request braking mode, a braking command can be sent by other vehicle-mounted electronic control systems. The controller 6 receives braking instructions sent by other vehicle-mounted electric control systems and then controls the electro-hydraulic servo braking assembly 4 to brake; under the auxiliary mode of braking energy recovery, the controller 6 realizes different regenerative braking force and friction braking force according to the treading depth of the pedal or external request braking; in the manual backup braking mode, a driver steps on the brake pedal 1 and pushes the input push rod 307 assembly 2, the manual cylinder piston 301 and the ejector rod 402, and the ejector rod 402 directly pushes the brake master cylinder piston 8 to generate backup brake pressure output after overcoming the decoupling gap.
Claims (10)
1. A fully decoupled electro-hydraulic servo brake system, comprising: the brake device comprises a brake pedal (1), an input push rod assembly (2), a return spring (302), a pedal stroke sensor (5), a pedal stroke simulation device (3), an electro-hydraulic servo brake assembly (4), a controller (6) and a liquid storage tank (11); the pedal stroke simulation device comprises a valve body (303), a manual cylinder piston (301) arranged on one side of the valve body (303), a simulation cylinder body (312) and a simulation cylinder piston (308) arranged on the other side of the valve body (303), and a push rod (307), wherein:
the brake pedal (1) is fixedly connected with one end of the input pedal assembly (2);
the manual cylinder piston (301) and the simulation cylinder piston (308) are respectively and axially installed in corresponding inner holes at two sides of the valve body (303) and can move along the axial direction, and a manual cylinder working cavity and a simulation cylinder working cavity are respectively formed on the manual cylinder piston and the simulation cylinder piston and the corresponding inner hole surface of the valve body;
the input push rod assembly (2) abuts against a ball socket at the tail end of the manual cylinder piston (301) through a clamping pin, and a piston rod of the manual cylinder piston (301) extends out of a mounting hole in the valve body (303) and then is connected with the push rod (307); a return spring (302) is arranged between the input push rod assembly (2) and the valve body (303) and is used for returning the input push rod assembly (2);
the port of the simulation cylinder body (312) is pressed in the inner hole of the valve body (303) in an interference fit mode, and a simulation cylinder elastic element is axially arranged between the simulation cylinder body (312) and the simulation cylinder piston (308);
the simulation cylinder piston (308) and the inner wall of the simulation cylinder body (312) form an air cavity; the simulation cylinder body is provided with an air hole for communicating the air cavity with the atmosphere;
four flow passages are arranged in the valve body (303), wherein one end of a first flow passage (316) is communicated with the working cavity of the manual cylinder through a plurality of radial holes (318) on the manual cylinder piston (301), and the other end of the first flow passage is communicated with a liquid storage tank (11); a second flow passage (P1) communicates the ISO valve (306) with the manual cylinder working chamber; one end of a third flow passage (317) is communicated with the simulation cylinder working chamber through a first throttling hole (314) and a second throttling hole (315), and the other end of the third flow passage is communicated with the manual cylinder working chamber; a fourth flow passage (P2) communicating the ISO valve (306) and the tank (11);
the pedal stroke sensor (5) is positioned on the push rod (307) and is used for measuring the axial displacement of the push rod (307) and transmitting the axial displacement to the controller (6);
the controller (6) is used for controlling the electro-hydraulic servo brake assembly (4) to brake after receiving the axial displacement signal or an external brake request sent by other vehicle-mounted electronic control systems, and controlling the electromagnetic valve of the pedal travel simulation device to normally work under the condition of a brake request of a driver so as to provide brake pedal feel;
the electro-hydraulic servo brake assembly (4) is used for responding to a brake request triggered by a driver through the brake pedal and an external brake request sent by other vehicle-mounted electronic control systems, and pushing a brake master cylinder piston (8) to generate brake pressure output so as to implement braking.
2. The fully decoupled electro-hydraulic servo brake system of claim 1, wherein the simulated cylinder elastic elements comprise a simulated cylinder small spring (311), a simulated cylinder large spring (309), and a first spring seat (310),
the simulation cylinder piston (308) is a hollow cylinder body with one open end;
the first spring seat (310) is in a shape of a Chinese character 'ji', is axially and slidably mounted on a boss formed in the simulated cylinder body (312), and two feet of the Chinese character 'ji' are far away from the simulated cylinder piston (308); the end part of the boss is provided with an annular table for installing and accommodating the simulation cylinder small spring (311);
one end of the large simulation cylinder spring (309) extends into the simulation cylinder piston (308) and is fixedly connected with the inner end of the large simulation cylinder spring, and the other end of the large simulation cylinder spring (309) is connected with the inverted U-shaped foot of the first spring seat (310);
one end of the small simulation cylinder spring (311) extends into and is fixed in the inverted V-shaped first spring seat (310), and the other end of the small simulation cylinder spring is installed on the annular table of the boss.
3. The fully decoupled electro-hydraulic servo brake system of claim 1, wherein: the large spring (309) of the simulation cylinder is a gradual stiffness spring.
4. The fully decoupled electro-hydraulic servo brake system of claim 1, wherein: the first throttle hole (314) and the second throttle hole (315) have different diameters.
5. The fully decoupled electro-hydraulic servo brake system of claim 4, wherein: the diameters of the first throttle hole (314) and the second throttle hole (315) are 1.75mm and 1.2mm, respectively.
6. The fully decoupled electro-hydraulic servo brake system of claim 1, wherein: the ISO valve (306) is located between the second flow passage (P1) and the fourth flow passage (P2), the ISO valve (306) is a combined valve of a normally open solenoid valve and a one-way valve, and the one-way valve is communicated with the liquid storage tank (11) to the working chamber (401) of the manual cylinder in a one-way mode.
7. The fully decoupled electro-hydraulic servo brake system of claim 6, wherein: the one-way valve is communicated with the liquid storage tank to the working cavity of the manual cylinder in a one-way mode; the electromagnetic valve is a normally open valve.
8. The fully decoupled electro-hydraulic servo brake system of claim 1, wherein: the manual-operated hydraulic cylinder further comprises a plurality of sealing devices, wherein the sealing devices are respectively used for forming sealing between the manual-operated cylinder piston (301) and the valve body (303), between a piston rod of the manual-operated cylinder piston (301) and the valve body (303), between the simulation cylinder piston (308) and the valve body (303) and between the simulation cylinder body (312) and the valve body (303).
9. The fully decoupled electro-hydraulic servo brake system of any of claims 1-8, wherein: when the manual cylinder piston is located at the initial position, the plurality of radial holes in the manual cylinder piston are communicated with the first flow channel and the manual cylinder working cavity.
10. The fully decoupled electro-hydraulic servo brake system of claim 9, wherein: the electro-hydraulic servo brake assembly comprises a shell (404), a rack (401), a gear (407), a push rod (402), a servo motor (408), a worm and gear transmission mechanism (406), a second spring seat (403) and a servo return spring (405), wherein:
the shell (404) is fixedly connected to the valve body (303) on one side of the push rod (307) through a bolt, a first space is formed on one side, close to the valve body (303), of the shell, a second space with a large volume is formed on the other side of the shell, and a third space is formed at the lower part of the first space and is positioned near the gear (407);
the longitudinal section of the rack (401) is in a flat H shape, is coaxial with the push rod (307), is slidably mounted in the first space, is sleeved outside the push rod (307), and has a certain axial gap with the push rod (307); two ends of the rack (401) are hollow to form an axial channel; the bottom of the rack (401) is meshed with a gear (407) installed in the third space, and the gear (407) is connected with the servo motor (408) through the worm gear transmission mechanism (406);
the second spring seat (403) is axially mounted on one side, away from the push rod (307), of the rack (401), an outer ring groove of the second spring seat is connected with a servo return spring (405), a through hole is formed in the center of the second spring seat and clamped on a protruding block formed in the middle of the ejector rod (402), so that the second spring seat can push the ejector rod to move forwards when moving forwards, and the spring seat does not move along with the ejector rod when moving forwards;
the servo return spring (405) is axially mounted between the second spring seat (403) and an outer side wall of the housing (404);
one end of the ejector rod (402) is axially arranged in a hollow axial channel at two ends of the rack (401), and an axial gap is formed between the end and the front end of the push rod (307); the other end of the ejector rod (402) is connected with a piston rod of a brake master cylinder piston (8) extending into the shell (404) and can build brake pressure in the master cylinder (7), and the brake pressure is transmitted to each wheel brake (10) by the pressure regulating unit (9) to implement braking.
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| CN202111193237.2A CN113788000B (en) | 2021-10-13 | 2021-10-13 | Fully-decoupled electro-hydraulic servo brake system |
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| CN202111193237.2A CN113788000B (en) | 2021-10-13 | 2021-10-13 | Fully-decoupled electro-hydraulic servo brake system |
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| CN113788000B CN113788000B (en) | 2022-05-17 |
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