CN113942479B - Braking system and automobile - Google Patents
Braking system and automobile Download PDFInfo
- Publication number
- CN113942479B CN113942479B CN202010681443.7A CN202010681443A CN113942479B CN 113942479 B CN113942479 B CN 113942479B CN 202010681443 A CN202010681443 A CN 202010681443A CN 113942479 B CN113942479 B CN 113942479B
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- brake
- braking
- master cylinder
- pipeline
- backup
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—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
- 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
- B60T13/12—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
- B60T13/147—In combination with distributor valve
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/58—Combined or convertible systems
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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
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
- B60T8/409—Systems with stroke simulating devices for driver input characterised by details of the stroke simulating device
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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
- Y02T10/72—Electric energy management in electromobility
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
The application belongs to the technical field of automobile braking, and particularly relates to a braking system and an automobile, wherein the braking system comprises a braking pedal, a braking master cylinder, an oil storage pot, a displacement sensor, a braking actuator, a pressure sensor, a pedal feel stroke simulator, a control valve and a total control unit, wherein the braking master cylinder is connected with the braking actuator through a first pipeline, the braking master cylinder is connected with the oil storage pot through a second pipeline, the pedal feel stroke simulator is arranged on a third pipeline, one end of the third pipeline is connected with the first pipeline, and the other end of the third pipeline is connected with the second pipeline; the brake master cylinder, the pressure sensor and the pedal feel travel simulator form a backup hydraulic brake loop. The braking system realizes the braking backup function which is not available in the current electromechanical braking system. And moreover, the brake command verification and the brake command backup can be realized through the pressure sensor, so that the redundancy and the high reliability of the brake system are realized.
Description
Technical Field
The application belongs to the technical field of automobile braking, and particularly relates to a braking system and an automobile.
Background
The chinese patent application with application number CN201811553147.8 discloses an electromechanical brake system with backup brake system, which comprises a brake master cylinder, a reservoir cylinder, a pedal feel simulator, a brake actuator and a control unit, wherein the brake master cylinder is communicated with the reservoir cylinder and the pedal feel simulator through a pipeline, a motor and a brake wheel cylinder are assembled on the brake actuator, the brake master cylinder is communicated with the brake wheel cylinder through a pipeline, the reservoir cylinder is also communicated with the brake wheel cylinder on the brake actuator through a pipeline, and the motor on the brake actuator is connected with the control unit and is controlled to work by the control unit. The backup function which the traditional electronic mechanical braking system does not have is realized, and the braking reliability is greatly improved.
The working principle of the electromechanical brake system with the backup brake system is as follows:
the first working condition is that under the normal braking working condition, namely, the motor is electrified and the braking process under the non-failure state is as follows: the first electromagnetic valve, the third electromagnetic valve and the fourth electromagnetic valve are in an open state, and the second electromagnetic valve is in a closed state. When a driver presses a brake pedal, the push rod pushes a first piston in the brake master cylinder, and the second electromagnetic valve is in a closed state, so that the first one-way valve and the second one-way valve are in one-way conduction from the oil storage cylinder to the first cavity and the second cavity. The first piston pushes the brake fluid into the pedal feel simulator, so that a driver can feel the pedal feel. At the moment, the displacement sensor detects pedal displacement and feeds back the pedal displacement to the electronic control unit, so that torque which is generated by motors of four wheels is calculated, and the motors transmit power to the ball screw through the planetary gear and the planet carrier to drive the brake cylinder to axially move and then push the friction linings to clamp the brake disc, so that braking is realized.
In the second working condition, when the conventional braking system fails, namely the motor is powered off or fails, the backup system is started: the first electromagnetic valve, the third electromagnetic valve and the fourth electromagnetic valve are in a closed state, and the second electromagnetic valve is in an open state. When a driver steps on a brake pedal, the push rod pushes the first piston, the first cavity is in a sealing state, the first piston pushes the second piston through brake fluid, the second piston pushes the brake fluid in the second cavity into four hydraulic cavities formed by encircling the first sealing rings, the sealing plugs and the brake cylinders through pipelines from oil outlet holes of the brake master cylinder, at the moment, the sealing plugs are tightly fixed at the rear ends of the ball screws, and the brake fluid pushes the axial movement of the brake cylinders to push the friction linings to clamp the brake disc so as to realize emergency braking.
The electromechanical brake system with the backup brake system has the following disadvantages:
(1) The brake request of the driver is only collected through the displacement sensor, and a verification and backup module is omitted, so that the reliability of the system is reduced.
(2) By adopting the double-cavity brake master cylinder, on one hand, excessive design is caused, and on the other hand, the complexity of pipeline arrangement is increased.
(3) The design of the pressure relief loop is excessive, and two electromagnetic valves are adopted, so that the design cost of the whole backup hydraulic system is increased.
Disclosure of Invention
The technical problems to be solved by the application are as follows: aiming at the problems that the existing electromechanical braking system with a backup braking system has no verification and backup module and the system reliability is reduced because a braking request of a driver is only acquired through a displacement sensor, the braking system and the automobile are provided.
In order to solve the technical problems, in one aspect, an embodiment of the present application provides a brake system, including a brake pedal, a brake master cylinder, an oil storage pot, a displacement sensor, a brake actuator, a pressure sensor, a pedal feel stroke simulator, a control valve, and a total control unit, where the brake master cylinder is connected to the brake actuator through a first pipeline, the brake master cylinder is connected to the oil storage pot through a second pipeline, the pedal feel stroke simulator is disposed on a third pipeline, one end of the third pipeline is connected to the first pipeline, and the other end of the third pipeline is connected to the second pipeline; the brake master cylinder, the pressure sensor and the pedal feel travel simulator form a backup hydraulic brake loop;
during conventional braking, the total control unit controls the brake actuator to directly complete braking, the total control unit controls the control valve to enter a first state, and the brake master cylinder simulates pedal feel by pressing a brake pedal stroke simulator;
when the conventional braking fails, the total control unit controls the control valve to enter a second state, and the backup hydraulic braking loop is pressurized by the driver stepping on the brake pedal, so that backup failure braking is realized;
when the backup fails to brake, the displacement sensor collects a brake instruction of a driver, the pressure sensor performs brake instruction verification and brake instruction backup, after the verification is completed, the brake instruction is sent to the main control unit, and the main control unit sends the brake instruction to the brake actuator to implement the brake.
Optionally, the brake actuator comprises a motor and a brake cylinder, and the total control unit is electrically connected with the motor;
during conventional braking, the motor drives a brake wheel cylinder to brake;
and when the backup fails to brake, the backup hydraulic brake loop drives the brake wheel cylinder to brake.
Optionally, the braking system further comprises a front axle control module and a rear axle control module, wherein the front axle control module and the rear axle control module are respectively and electrically connected with the total control unit, the number of the braking actuators is four, the front axle control module is electrically connected with the motors of the two braking actuators at the front wheel, and the rear axle control module is electrically connected with the motors of the two braking actuators at the rear wheel;
when the front axle control module receives a braking instruction sent by the main control unit, controlling the motor action of the braking actuator at the front wheel to implement front wheel braking; and when the rear axle control module receives a braking instruction sent by the main control unit, controlling the motor action of the braking actuator at the rear wheel to implement rear wheel braking.
Optionally, the control valve comprises a first electromagnetic valve and a second electromagnetic valve, the second electromagnetic valve is arranged on the first pipeline, the pressure sensor, the first electromagnetic valve and the pedal feel travel simulator are arranged on the third pipeline, and the brake master cylinder, the pressure sensor, the first electromagnetic valve and the pedal feel travel simulator are sequentially connected to form the backup hydraulic brake loop;
during conventional braking, the master control unit controls the first electromagnetic valve to be conducted and the second electromagnetic valve to be cut off, and the brake master cylinder simulates pedal feel by pressing the brake pedal stroke simulator;
when the normal braking fails, the total control unit controls the second electromagnetic valve to be conducted, the first electromagnetic valve to be cut off, and the backup hydraulic braking loop is pressurized by the driver stepping on the brake pedal, so that backup failure braking is realized.
Optionally, the braking system further comprises an oil return pipeline and an oil return valve arranged on the oil return pipeline, and the oil return pipeline is connected between the brake actuator and the oil storage kettle.
Optionally, the control valve is a two-position three-way electromagnetic valve arranged on the third pipeline, and the brake master cylinder, the pressure sensor, the two-position three-way electromagnetic valve and the pedal feel travel simulator are sequentially connected to form the backup hydraulic brake loop;
during conventional braking, the master control unit controls the two-position three-way electromagnetic valve to enter a first state so that the first pipeline is cut off, the third pipeline is conducted, and the brake master cylinder simulates pedal feel by pressing a brake pedal stroke simulator;
when the normal braking fails, the total control unit controls the two-position three-way electromagnetic valve to enter a second state, so that the first pipeline is conducted, the third pipeline is cut off, and the backup hydraulic braking loop is pressurized by the driver stepping on the brake pedal, so that backup failure braking is realized.
Optionally, the brake system further comprises a one-way valve arranged on the second pipeline, and the conduction direction of the one-way valve is from the oil storage kettle to the brake master cylinder.
Optionally, the brake master cylinder is a single-cavity brake master cylinder, the single-cavity brake master cylinder comprises a cylinder body, a master cylinder piston, a master cylinder push rod and a return spring, the master cylinder piston can freely slide in a master cylinder hydraulic cavity in the cylinder body, one end of the master cylinder push rod is connected with the piston, the other end of the master cylinder push rod is connected with the brake pedal, and the return spring is supported at one ends, far away from the master cylinder push rod, of the piston and the cylinder body.
Optionally, the brake cylinder comprises a caliper body, two friction plates, a speed reducing mechanism, a ball screw mechanism and a shell, wherein the caliper body is connected to the shell, the ball screw mechanism comprises a screw and a nut, and the nut is rotatably arranged in the shell and matched with the screw; one friction plate is opposite to one end of the screw rod and can move towards the brake disc under the pushing of the screw rod, the other friction plate is arranged on the caliper body, a hydraulic cavity is defined between the other end of the screw rod and the shell, and an oil inlet joint communicated with the hydraulic cavity is arranged on the shell;
when the conventional braking fails, the motor drives the nut to rotate through the speed reducing mechanism, and the screw rod can be driven to axially move by the rotation of the nut so as to push the two friction plates to clamp the brake disc from two sides, so that braking is realized;
when the backup fails to brake, the hydraulic oil of the backup hydraulic brake loop flows into the hydraulic cavity and pushes the screw rod and the nut to move together in the direction close to the brake disc so as to push the two friction plates to clamp the brake disc from two sides, thereby realizing braking.
According to the braking system provided by the embodiment of the application, the brake master cylinder, the pressure sensor and the pedal feel stroke simulator form a backup hydraulic braking loop, when braking is performed, the displacement sensor acquires a braking instruction of a driver, the pressure sensor performs braking instruction verification and braking instruction backup, after the verification is completed, the braking instruction is sent to the master control unit, and the master control unit sends the braking instruction to the braking actuator to implement braking. The braking system provided by the embodiment of the application realizes the braking backup function which is not available in the current electromechanical braking system. And moreover, the brake command verification and the brake command backup can be realized through the pressure sensor, so that the brake system is redundant and high in reliability, and conventional brake and backup brake are easy to realize.
In another aspect, an embodiment of the present application provides an automobile, including the brake system described above.
Drawings
FIG. 1 is a schematic illustration of a brake system provided by a first embodiment of the present application;
FIG. 2 is a simplified diagram of a braking system provided by a first embodiment of the present application;
FIG. 3 is a schematic illustration of a brake actuator of a brake system provided in accordance with a first embodiment of the present application;
FIG. 4 is a schematic illustration of a brake system provided by a second embodiment of the present application;
FIG. 5 is a schematic illustration of a brake system provided by a third embodiment of the present application;
FIG. 6 is a simplified illustration of a brake system provided by a third embodiment of the present application;
fig. 7 is a schematic view of a brake system provided by a fourth embodiment of the present application.
Reference numerals in the specification are as follows:
1-a motor; 2-a first gear; 3-a second gear; 4-a first sealing ring; 5-an oil inlet joint; 6-a housing; 7-a bearing; 8-a third gear; 9-a bolt; 10-screw rod; 11-a nut; 12-a second sealing ring; 13-limiting blocks; 14-a piston; 15-a brake disc; 16-friction block; 17-a caliper body; 18-balls; 19-a hydraulic chamber; 20-a brake pedal; 21-a displacement sensor; 22-a master cylinder piston; 23-a brake master cylinder; 24-an oil storage kettle; 25-master cylinder hydraulic chamber; 26-a one-way valve; 27-a pressure sensor; 28-two-position three-way electromagnetic valve; 29-pedal feel travel simulator; 30-a master cylinder push rod; 31-a return spring; 32-a brake actuator; 33-a third line; 34-a first line; 35-a front axle control module; 36-a total control unit; 37-a rear axle control module; 38-a second line; 39-an oil return pipeline; 40-an oil return valve; a1-a first electromagnetic valve; a2-a second electromagnetic valve.
Detailed Description
In order to make the technical problems, technical schemes and beneficial effects solved by the application more clear, the application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the application.
First embodiment
As shown in fig. 1 and 2, the brake system provided by the first embodiment of the present application includes a brake pedal 20, a brake master cylinder 23, an oil reservoir 24, a displacement sensor 21, a brake actuator 32, a pressure sensor 27, a pedal feel stroke simulator 29, a control valve and a total control unit 36, wherein the brake master cylinder 23 is connected to the brake cylinder through a first pipeline 34, the brake master cylinder 23 is connected to the oil reservoir 24 through a second pipeline 38, the pedal feel stroke simulator 29 is disposed on a third pipeline 33, one end of the third pipeline 33 is connected to the first pipeline 34, and the other end of the third pipeline 33 is connected to the second pipeline 38; the master cylinder 23, the pressure sensor 27, and the pedal feel stroke simulator 29 constitute a backup hydraulic brake circuit.
During normal braking (the brake actuator 32 can work normally), the total control unit 36 controls the brake actuator 32 to directly finish braking, the total control unit 36 controls the control valve to enter a first state, and the brake master cylinder 23 simulates pedal feel by pressing the stroke simulator 29 of the brake pedal 20; in the event of a failure of the conventional brake (failure of the brake actuator 32), the overall control unit 36 controls the control valve to enter the second state, and the backup hydraulic brake circuit is pressurized by the driver depressing the brake pedal 20, thereby realizing backup fail-brake. When the brake is disabled, the displacement sensor 21 collects a driver braking command, the pressure sensor 27 performs braking command verification and braking command backup, after the verification is completed, the braking command is sent to the overall control unit 36, and the overall control unit 36 sends the braking command to the brake actuator 32 to implement braking.
The brake actuator 32 comprises a motor 1 and a brake cylinder, and the total control unit 36 is electrically connected with the motor 1; during conventional braking, the motor 1 drives a brake cylinder to brake; and when the backup fails to brake, the backup hydraulic brake loop drives the brake wheel cylinder to brake.
As shown in fig. 3, the brake cylinder comprises a caliper body 17, a piston 14, two friction plates 16, a speed reducing mechanism, a ball screw mechanism and a shell 6, wherein the caliper body 17 is connected to the shell 6, the piston 14 is slidably arranged in the shell 6, the ball screw mechanism comprises a screw rod 10 and a nut 11, and the nut 11 is rotatably arranged in the shell 6 and is matched with the screw rod 10; one friction plate 16 is opposite to one end of the piston 14, the other friction plate 16 is arranged on a caliper body 17, one end of the screw rod 10 is connected with the piston 14, a hydraulic cavity 19 is defined between the other end of the screw rod 10 and the shell 6, and an oil inlet joint 5 communicated with the hydraulic cavity 19 is arranged on the shell 6; when the conventional braking fails, the motor 1 drives the nut 11 to rotate through the speed reducing mechanism, and the rotation of the nut 11 can drive the screw rod 10 and the piston to move along the axial direction of the screw rod 10 so as to push the two friction plates 16 to clamp the brake disc 15 from two sides, thereby realizing braking; when the backup fails to brake, the hydraulic oil of the backup hydraulic brake circuit flows into the hydraulic cavity 19 and pushes the screw rod 10, the nut 11 and the piston to move together in a direction approaching to the brake disc 15 so as to push the two friction plates 16 to clamp the brake disc 15 from two sides, thereby realizing braking.
The housing 6 is made up of two parts connected by bolts 9. One end of the nut 11 is fitted with a bearing 7 to rotatably support the nut 11 in the housing 6.
A stopper 13 is provided radially inward of the piston 14 to limit the limit displacement of the movement of the screw 10 toward the brake disc 15.
Preferably, a first sealing ring 4 is arranged between the piston and the shell 6 so as to realize dynamic sealing of the piston; a second sealing ring 12 is arranged between the screw rod 10 and the shell 6 to realize dynamic sealing of the screw rod 10.
The hydraulic chamber 19 is integrated in the brake actuator 32 without the need for additional brake calipers, and the hydraulic chamber 19 is located on the side remote from the friction plate 16, and the piping is easy to connect and structurally easy to implement.
The inner hole wall of the nut 11 is provided with a ball groove, and the ball groove is internally provided with a ball 18 so as to reduce the friction resistance between the screw rod 10 and the nut 11.
As shown in fig. 3, the reduction mechanism includes a first gear 2 connected to an output shaft of the motor 1, a second gear 3 meshed with the first gear 2, and a third gear 8 meshed with the second gear 3.
As shown in fig. 2, the brake master cylinder 23 is a single-chamber brake master cylinder 23, the single-chamber brake master cylinder 23 includes a cylinder body, a master cylinder piston 22, a master cylinder push rod 30, and a return spring 31, the master cylinder piston 22 is capable of sliding freely in a master cylinder hydraulic chamber 25 in the cylinder body, one end of the master cylinder push rod 30 is connected with the piston 22, the other end of the master cylinder push rod 30 is connected with the brake pedal 20, and the return spring 31 is supported at one ends of the piston 22 and the cylinder body, which are far away from the master cylinder push rod 30. By adopting the single-cavity brake master cylinder 23, excessive design is avoided, and the complexity of pipeline arrangement is reduced.
The control valve comprises a first electromagnetic valve A1 and a second electromagnetic valve A2, the second electromagnetic valve A2 is arranged on a first pipeline 34, the pressure sensor 27, the first electromagnetic valve A1 and the pedal feel travel simulator 29 are arranged on a third pipeline 33, and the brake master cylinder 23, the pressure sensor 27, the first electromagnetic valve A1 and the pedal feel travel simulator 29 are sequentially connected to form the backup hydraulic brake loop; during normal braking, the master control unit 36 controls the first electromagnetic valve A1 to be turned on and the second electromagnetic valve A2 to be turned off, and the brake master cylinder 23 simulates pedal feel by pressing the stroke simulator 29 of the brake pedal 20; when the normal braking fails, the main control unit 36 controls the second electromagnetic valve A2 to be turned on and the first electromagnetic valve A1 to be turned off, and the driver depresses the brake pedal 20 to build pressure on the backup hydraulic brake circuit, so that backup failure braking is realized.
Preferably, the first electromagnetic valve A1 is a normally closed valve, and the second electromagnetic valve A2 is a normally open valve. The first electromagnetic valve A1 is normally closed and is conducted after being electrified; the second electromagnetic valve A2 is normally open and is cut off after being electrified. The braking system can realize oil circuit control by only two electromagnetic valves, and the oil circuit is simple and easy to control.
The brake system further comprises a one-way valve 26 arranged on the second pipeline 38, and the conduction direction of the one-way valve 26 is from the oil storage kettle 24 to the brake master cylinder 23.
The brake system of the first embodiment operates as follows:
in the first condition (normal braking), the motor 1 is energized and not deactivated, and the braking process is as follows: the first solenoid valve A1 is in an on state, and the second solenoid valve A2 is in an off state. When the driver depresses the brake pedal 20, the master cylinder pushrod 30 pushes the master cylinder piston 22 to build pressure, and the check valve 26 is turned on unidirectionally because the first solenoid valve A1 is in the on state and the second solenoid valve A2 is in the off state. Therefore, the master cylinder piston 22 pushes the brake fluid into the pedal feel simulator, causing the driver to make a pedal feel. At this time, after the displacement sensor 21 measures the pedal displacement and verifies the pressure measured by the pressure sensor 27, the pedal displacement is fed back to the main control unit 36, the front axle control module 35 and the rear axle control module 37, the main control unit 36 calculates the torques which the motors 1 of the four brake actuators 32 should generate and the torques are fed back to the front axle control module 35 and the rear axle control module 37, the motors 1 transmit power to the nuts 11 through the speed reducing mechanism, the rotation of the nuts 11 can drive the screw rod 10 to move along the axial direction of the nuts, the screw rod 10 pushes the pistons, and the pistons push the two friction plates 16 to clamp the brake discs 15 from two sides, so that braking is realized.
In the second condition (backup fail braking), when the conventional braking system fails, i.e., the motor 16 is de-energized or fails, the backup system is activated and the braking process is as follows: the first electromagnetic valve A1 is in a cut-off state, and the second electromagnetic valve A2 is in a conduction state. When a driver presses the brake pedal 20, the master cylinder push rod 30 pushes the master cylinder piston 22 to build pressure, brake fluid enters the hydraulic cavity 19 from the oil outlet hole of the brake master cylinder 23 through a pipeline, and at the moment, the brake fluid pushes the screw rod 10, the nut 11 and the piston to move together in the direction approaching the brake disc 15 so as to push the two friction plates 16 to clamp the brake disc 15 from two sides, thereby realizing braking. At this time, the first seal ring 4 and the second seal ring 12 function as a seal and a return.
During pressure relief, the wheel cylinder oil returns to the brake master cylinder 23 and the oil storage kettle 24 through the second electromagnetic valve A2.
Second embodiment
Fig. 4 shows a braking system according to a second embodiment of the present application, which differs from the first embodiment in that:
the brake system further comprises a return line 39 and a return valve 40 arranged on the return line 39, the return line 39 being connected between the brake actuator 32 and the reservoir pot 24.
The return valve 40 is a normally closed valve, and returns oil through the return line 39 and the return valve 40 when braking is completed.
Third embodiment
Fig. 5 and 6 show a brake system according to a third embodiment of the present application, which is different from the first embodiment in that:
the control valve is a two-position three-way electromagnetic valve 28 arranged on a third pipeline 33, and the brake master cylinder 23, the pressure sensor 27, the two-position three-way electromagnetic valve 28 and the pedal feel travel simulator 29 are sequentially connected to form the backup hydraulic brake loop; during normal braking, the master control unit 36 controls the two-position three-way electromagnetic valve 28 to enter a first state so that the first pipeline 34 is closed and the third pipeline 33 is opened, and the brake master cylinder 23 simulates pedal feel by pressing the stroke simulator 29 of the brake pedal 20; in the event of a failure of the normal braking, the overall control unit 36 controls the two-position three-way solenoid valve 28 to enter the second state, and the backup hydraulic braking circuit is pressurized by the driver depressing the brake pedal 20, thereby realizing the backup failure braking.
Compared with the first embodiment, the two-position three-way electromagnetic valve 28 replaces the first electromagnetic valve A1 and the second electromagnetic valve A2, so that the system oil way is simple, and the control is easier.
The brake system of the third embodiment operates as follows:
in the first condition (normal braking), the motor 1 is energized and not deactivated, and the braking process is as follows: during normal braking, the master control unit 36 controls the two-position three-way electromagnetic valve 28 to enter a first state, so that the first pipeline 34 is closed, the third pipeline 33 is conducted, and when a driver presses the brake pedal 20, the brake master cylinder 23 builds pressure on the stroke simulator 29 of the brake pedal 20 through the pipeline to simulate pedal feel, and the one-way valve 26 is conducted in one way. Therefore, the master cylinder piston 22 pushes the brake fluid into the pedal feel simulator, causing the driver to make a pedal feel. At this time, after the displacement sensor 21 measures the pedal displacement and verifies the pressure measured by the pressure sensor 27, the pedal displacement is fed back to the main control unit 36, the front axle control module 35 and the rear axle control module 37, the main control unit 36 calculates the torques which the motors 1 of the four brake actuators 32 should generate and the torques are fed back to the front axle control module 35 and the rear axle control module 37, the motors 1 transmit power to the nuts 11 through the speed reducing mechanism, the rotation of the nuts 11 can drive the screw rod 10 to move along the axial direction of the nuts, the screw rod 10 pushes the pistons, and the pistons push the two friction plates 16 to clamp the brake discs 15 from two sides, so that braking is realized.
In the second condition (backup fail braking), when the conventional braking system fails, i.e., the motor 16 is de-energized or fails, the backup system is activated and the braking process is as follows: the master control unit 36 controls the two-position three-way electromagnetic valve 28 to enter a second state, so that the first pipeline 34 is conducted, the third pipeline 33 is cut off, when a driver presses the brake pedal 20, the master cylinder push rod 30 pushes the master cylinder piston 22 to build pressure, brake fluid enters the hydraulic cavity 19 from the oil outlet hole of the brake master cylinder 23 through the pipeline, at the moment, the brake fluid pushes the screw rod 10, the nut 11 and the piston to move together in a direction approaching to the brake disc 15, so that the two friction plates 16 are pushed to clamp the brake disc 15 from two sides, and braking is achieved.
During pressure relief, the wheel cylinder oil returns to the brake master cylinder and the oil storage kettle 24 through the second electromagnetic valve A2.
Fourth embodiment
Fig. 7 shows a brake system according to a fourth embodiment of the present application, which differs from the third embodiment in that:
the brake system further comprises a return line 39 and a return valve 40 arranged on the return line 39, the return line 39 being connected between the brake actuator 32 and the reservoir pot 24.
The return valve 40 is a normally closed valve, and returns oil through the return line 39 and the return valve 40 when braking is completed.
Fifth embodiment
A fifth embodiment of the application provides an automobile comprising the braking system of the above embodiment.
The foregoing description of the preferred embodiments of the application is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the application.
Claims (9)
1. The brake system is characterized by comprising a brake pedal, a brake master cylinder, an oil storage pot, a displacement sensor, a brake actuator, a pressure sensor, a pedal feel stroke simulator, a control valve and a total control unit, wherein the brake master cylinder is connected with the brake actuator through a first pipeline, the brake master cylinder is connected with the oil storage pot through a second pipeline, the pedal feel stroke simulator is arranged on a third pipeline, one end of the third pipeline is connected with the first pipeline, and the other end of the third pipeline is connected with the second pipeline; the brake master cylinder, the pressure sensor and the pedal feel travel simulator form a backup hydraulic brake loop;
during conventional braking, the total control unit controls the brake actuator to directly complete braking, the total control unit controls the control valve to enter a first state so that the first pipeline is cut off, the third pipeline is conducted, and the brake master cylinder simulates pedal feel by pressing a brake pedal stroke simulator;
when the conventional braking fails, the total control unit controls the control valve to enter a second state so that the first pipeline is conducted, the third pipeline is cut off, and the backup hydraulic braking loop is pressurized by the driver stepping on the brake pedal, so that backup failure braking is realized;
when the backup fails to brake, the displacement sensor collects a brake instruction of a driver, the pressure sensor performs brake instruction verification and brake instruction backup, after the verification is completed, the brake instruction is sent to the main control unit, and the main control unit sends the brake instruction to the brake actuator to implement the brake;
the brake actuator comprises a motor and a brake cylinder, and the total control unit is electrically connected with the motor;
during conventional braking, the motor drives a brake wheel cylinder to brake;
when the backup fails to brake, the backup hydraulic braking loop drives the braking wheel cylinder to brake;
the brake master cylinder is a single-cavity brake master cylinder.
2. The brake system according to claim 1, further comprising a front axle control module and a rear axle control module, the front and rear axle control modules being electrically connected to the overall control unit, respectively, the brake actuators being provided with four, the front axle control module being electrically connected to the motors of the two brake actuators at the front wheels, the rear axle control module being electrically connected to the motors of the two brake actuators at the rear wheels;
when the front axle control module receives a braking instruction sent by the main control unit, controlling the motor action of the braking actuator at the front wheel to implement front wheel braking; and when the rear axle control module receives a braking instruction sent by the main control unit, controlling the motor action of the braking actuator at the rear wheel to implement rear wheel braking.
3. The brake system according to claim 1, wherein the control valve includes a first solenoid valve and a second solenoid valve, the second solenoid valve is disposed on the first line, the pressure sensor, the first solenoid valve, and the pedal feel travel simulator are disposed on the third line, and the master cylinder, the pressure sensor, the first solenoid valve, and the pedal feel travel simulator are sequentially connected to form the backup hydraulic brake circuit;
during conventional braking, the master control unit controls the first electromagnetic valve to be conducted and the second electromagnetic valve to be cut off, and the brake master cylinder simulates pedal feel by pressing the brake pedal stroke simulator;
when the normal braking fails, the total control unit controls the second electromagnetic valve to be conducted, the first electromagnetic valve to be cut off, and the backup hydraulic braking loop is pressurized by the driver stepping on the brake pedal, so that backup failure braking is realized.
4. The brake system of claim 1, further comprising a return line connected between the brake actuator and the reservoir, and a return valve disposed on the return line.
5. The brake system according to claim 1, wherein the control valve is a two-position three-way solenoid valve provided on a third line, and the master cylinder, the pressure sensor, the two-position three-way solenoid valve, and the pedal feel travel simulator are sequentially connected to form the backup hydraulic brake circuit;
during conventional braking, the master control unit controls the two-position three-way electromagnetic valve to enter a first state, and the brake master cylinder simulates pedal feel by pressing a brake pedal stroke simulator;
when the normal braking fails, the total control unit controls the two-position three-way electromagnetic valve to enter a second state, and the backup hydraulic braking loop is pressurized by the driver stepping on the brake pedal, so that backup failure braking is realized.
6. The brake system of claim 1, further comprising a check valve disposed on the second line, the check valve being in a direction of communication from the reservoir to the master cylinder.
7. The brake system of any one of claims 1-6, wherein the single chamber brake master cylinder includes a cylinder body, a master cylinder piston that is freely slidable in a master cylinder hydraulic chamber within the cylinder body, a master cylinder pushrod having one end connected to the piston and the other end connected to the brake pedal, and a return spring supported between the piston and an end of the cylinder body remote from the master cylinder pushrod.
8. The brake system of claim 1, wherein the brake cylinder comprises a caliper body, a piston, two friction plates, a reduction mechanism, a ball screw mechanism and a housing, the caliper body being connected to the housing, the piston being slidably disposed within the housing, the ball screw mechanism comprising a screw and a nut, the nut being rotatably mounted within the housing and engaged with the screw; one friction plate is opposite to one end of the piston, the other friction plate is arranged on the caliper body, one end of the screw rod is connected with the piston, a hydraulic cavity is defined between the other end of the screw rod and the shell, and an oil inlet joint communicated with the hydraulic cavity is arranged on the shell;
when the conventional braking fails, the motor drives the nut to rotate through the speed reducing mechanism, and the rotation of the nut can drive the screw rod and the piston to move along the axial direction of the screw rod so as to push the two friction plates to clamp the brake disc from two sides, thereby realizing braking;
when the backup fails to brake, the hydraulic oil of the backup hydraulic brake loop flows into the hydraulic cavity and pushes the screw rod, the nut and the piston to move together in the direction close to the brake disc so as to push the two friction plates to clamp the brake disc from two sides, thereby realizing braking.
9. An automobile comprising a brake system according to any one of claims 1-8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010681443.7A CN113942479B (en) | 2020-07-15 | 2020-07-15 | Braking system and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010681443.7A CN113942479B (en) | 2020-07-15 | 2020-07-15 | Braking system and automobile |
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| Publication Number | Publication Date |
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| CN113942479A CN113942479A (en) | 2022-01-18 |
| CN113942479B true CN113942479B (en) | 2023-09-05 |
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| CN202010681443.7A Active CN113942479B (en) | 2020-07-15 | 2020-07-15 | Braking system and automobile |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112406835B (en) * | 2020-10-28 | 2022-10-11 | 京晟(常州)汽车零部件有限公司 | Electro-hydraulic brake control device and control method |
| CN117584910B (en) * | 2024-01-18 | 2024-03-26 | 格陆博科技有限公司 | Redundant hydraulic electronic pedal simulator and working method thereof |
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| CN103754206A (en) * | 2014-01-08 | 2014-04-30 | 同济大学 | Mechanical, electronic and hydraulic brake system |
| CN104442783A (en) * | 2013-09-20 | 2015-03-25 | 吉林大学 | Initiative brakeage regulating system with failure backup of motor drive liquid chamber |
| CN104442779A (en) * | 2013-09-20 | 2015-03-25 | 吉林大学 | Multi-functional braking system with declaration torque rising motion conversion mechanism and active adjusting |
| CN104943672A (en) * | 2015-06-16 | 2015-09-30 | 吉林大学 | Hydraulic brake system and method with double hydraulic cylinder four-wheel failure backup |
| CN209191932U (en) * | 2018-12-19 | 2019-08-02 | 吉林大学 | A kind of electro-mechanical brake apparatus with hydraulic backup braking system |
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Patent Citations (5)
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| CN104442783A (en) * | 2013-09-20 | 2015-03-25 | 吉林大学 | Initiative brakeage regulating system with failure backup of motor drive liquid chamber |
| CN104442779A (en) * | 2013-09-20 | 2015-03-25 | 吉林大学 | Multi-functional braking system with declaration torque rising motion conversion mechanism and active adjusting |
| CN103754206A (en) * | 2014-01-08 | 2014-04-30 | 同济大学 | Mechanical, electronic and hydraulic brake system |
| CN104943672A (en) * | 2015-06-16 | 2015-09-30 | 吉林大学 | Hydraulic brake system and method with double hydraulic cylinder four-wheel failure backup |
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