CN114537356A - Electronic braking boosting system for large vehicle - Google Patents

Electronic braking boosting system for large vehicle Download PDF

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Publication number
CN114537356A
CN114537356A CN202210207063.9A CN202210207063A CN114537356A CN 114537356 A CN114537356 A CN 114537356A CN 202210207063 A CN202210207063 A CN 202210207063A CN 114537356 A CN114537356 A CN 114537356A
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CN
China
Prior art keywords
control valve
brake
pipeline
master cylinder
oil outlet
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202210207063.9A
Other languages
Chinese (zh)
Inventor
林国贤
任博
邱宝象
郑美云
马小佳
马幸鹏
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Wanxiang Qianchao Co Ltd
Wanxiang Group Corp
Original Assignee
Wanxiang Qianchao Co Ltd
Wanxiang Group Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wanxiang Qianchao Co Ltd, Wanxiang Group Corp filed Critical Wanxiang Qianchao Co Ltd
Priority to CN202210207063.9A priority Critical patent/CN114537356A/en
Publication of CN114537356A publication Critical patent/CN114537356A/en
Pending legal-status Critical Current

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Classifications

    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • B60T8/88—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/92—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

The invention discloses an electronic brake boosting system of a large vehicle, which relates to the field of automobile brake systems and comprises an external brake main cylinder, an internal main cylinder, a brake pedal arranged on the external brake main cylinder, an oil can and two sets of brake systems, wherein the two sets of brake systems respectively control one side brake of the vehicle so as to form brake redundancy; each set of brake system comprises a pedal simulator, a plurality of control valves, an electric power-assisted system, a plurality of sensors, a plurality of pipelines and a plurality of oil outlets; the electric power-assisted system is used for providing electric power assistance, the pedal simulator is used for providing pedal feel, the external brake master cylinder is used for providing failure power assistance, and the oil can is a carrier for storing brake fluid; the control valve controls the operation of each part of the system, the control valve is controlled by signals of the automobile controller, and the sensors monitor the state of each part of the system. The invention integrates the electronic brake booster and the vehicle body stabilizing system together, has redundant braking and realizes the electronic power-assisted braking on large vehicles.

Description

Electronic braking boosting system for large vehicle
Technical Field
The invention relates to the field of automobile brake systems, in particular to an electronic brake power-assisted system for a large vehicle.
Background
The existing electronic brake boosting schemes (including different schemes such as Bosch IPB scheme and continental MK C1 scheme) are mostly adapted to vehicles such as small passenger vehicles, and the adaptation support for large-size and large-tonnage vehicles is little. In addition, the bosch and continental schemes need to be externally connected with other components to realize the brake redundancy function, so that the complexity of the system is increased, and the actual use and production are not facilitated.
Disclosure of Invention
The invention aims to overcome the defects in the prior art, and provides an electronic brake power-assisting system for a large vehicle, which can adapt to the actual use working condition of the large vehicle.
The purpose of the invention is achieved by the following technical scheme: the electronic brake power assisting system for the large vehicle comprises an external brake master cylinder, an internal master cylinder, a brake pedal arranged on the external brake master cylinder, an oil can and two sets of brake systems, wherein the two sets of brake systems respectively control brakes on one side of the vehicle, so that brake redundancy is formed; each set of brake system comprises a pedal simulator, a plurality of control valves, an electric power-assisted system, a plurality of sensors, a plurality of pipelines and a plurality of oil outlets; the electric power assisting system is used for providing electric power assisting, the pedal simulator is used for providing pedal feeling, the external brake master cylinder is used for providing failure power assisting, and the oil can is a carrier for storing brake fluid and is used for respectively providing brake fluid for the external brake master cylinder and the internal master cylinder; one output end of the external brake master cylinder is connected to the corresponding oil outlet through a pipeline, the other output end of the external brake master cylinder is connected to the input end of the internal master cylinder through a pipeline, and the output end of the internal master cylinder is connected to the corresponding oil outlet through a pipeline; the control valve controls the operation of each part of the system, the control valve is controlled by signals of the automobile controller, and the sensor monitors the state of each part of the system and feeds data back to the controller as the execution basis of the system; the oil outlet is arranged on the brake caliper of the automobile and used for outputting brake fluid.
As a further technical scheme, a first piston and a second piston are arranged in the external brake main cylinder in a sliding mode, the brake pedal is connected with and drives the first piston, the first piston is connected with and drives the second piston through a spring, a first cavity is formed between the first piston and the second piston, and a second cavity is formed between the second piston and the wall of the external brake main cylinder.
As a further technical scheme, a stroke sensor B is connected to the external brake master cylinder and is used for detecting the stroke of the first piston so as to obtain a displacement signal of the brake pedal; the second cavity is connected with the internal master cylinder through a pipeline and used for inputting brake fluid into the internal master cylinder; the inner main cylinder is connected with a stroke sensor A, the stroke sensor A is used for detecting the stroke of the piston of the inner main cylinder so as to obtain a displacement signal of the brake pedal, and an inner main cylinder cavity is formed between the piston of the inner main cylinder and the cylinder wall of the inner main cylinder; the signals between the stroke sensor a and the stroke sensor B are mutually redundant.
As a further technical scheme, the first cavity is connected to an oil outlet D through a pipeline, the pipeline is respectively connected with a pedal simulator B and a hydraulic sensor D through two branches, and the hydraulic sensor D is used for monitoring hydraulic pressure output by an external brake master cylinder; the cavity of the internal main cylinder is connected to the oil outlet A through a pipeline, the pipeline is respectively connected with a pedal simulator A and a hydraulic sensor B through two branches, and the hydraulic sensor B is used for monitoring the hydraulic pressure output by the internal main cylinder.
As a further technical scheme, a normally open control valve F and a normally open control valve E are sequentially connected to a pipeline between the first cavity and the oil outlet D, and the normally open control valve F is used for controlling the opening and closing of the oil outlet D; the branch where the pedal simulator B is located is also connected with a normally closed control valve H, and the normally closed control valve H is used for controlling brake fluid to enter the pedal simulator B, so that pedal feeling is formed; a normally open control valve A and a normally open control valve C are sequentially connected to a pipeline between the internal main cylinder cavity and the oil outlet A, and the normally open control valve A is used for controlling the opening and closing of the oil outlet A; the branch where the pedal simulator A is located is also connected with a normally closed control valve G which is used for controlling brake fluid to enter the pedal simulator A, so that pedal feeling is formed; the pedal simulator A and the pedal simulator B cooperate with each other to provide a multi-level pedal feel.
As a further technical scheme, the input end of a power-assisted main cylinder A is connected with an oil can through a one-way valve A, the output end of the power-assisted main cylinder A is connected to an oil outlet B through a pipeline, a normally closed control valve A and a normally open control valve B are sequentially connected to the pipeline, the normally closed control valve A is used for controlling the opening and closing of the oil outlet B, and a pipeline between the normally closed control valve A and the normally open control valve B is connected to a pipeline between the normally open control valve A and the normally open control valve C through a branch; the input end of the power-assisted main cylinder B is connected with the oil can through the one-way valve B, the output end of the power-assisted main cylinder B is connected to the oil outlet C through a pipeline, a normally closed control valve F and a normally open control valve D are sequentially connected to the pipeline, the normally closed control valve F is used for controlling the opening and closing of the oil outlet C, and the pipeline between the normally closed control valve F and the normally open control valve D is connected to the pipeline between the normally open control valve F and the normally open control valve E through a branch.
As a further technical scheme, one end of a normally closed control valve C is connected to an oil outlet A, and the other end of the normally closed control valve C is connected with an oil can and used for reducing the hydraulic pressure at the oil outlet A and enabling redundant brake fluid to flow back into the oil can through a pipeline; one end of the normally closed control valve B is connected to the oil outlet B, and the other end of the normally closed control valve B is connected with the oil can and used for reducing the hydraulic pressure at the oil outlet B and enabling the redundant brake fluid to flow back into the oil can through a pipeline; one end of the normally closed control valve D is connected to the oil outlet C, and the other end of the normally closed control valve D is connected with the oil can and used for reducing the hydraulic pressure at the oil outlet C and enabling the redundant brake fluid to flow back into the oil can through a pipeline; one end of the normally closed control valve E is connected to the oil outlet D, and the other end of the normally closed control valve E is connected with the oil can and used for reducing the hydraulic pressure at the oil outlet D and enabling the redundant brake fluid to flow back into the oil can through the pipeline.
As a further technical scheme, the power-assisted main cylinder A is driven by a screw rod A connected to a motor A, the power-assisted main cylinder A and the motor A form an electric power-assisted system on one side, and a hydraulic sensor A is arranged on a pipeline between the output end of the power-assisted main cylinder A and a normally closed control valve A and is used for monitoring the internal hydraulic pressure of the system on the side; the power-assisted main cylinder B is driven by a screw rod B connected to a motor B, the power-assisted main cylinder B and the motor B form an electric power-assisted system on the other side, and a hydraulic sensor C is arranged on a pipeline between the output end of the power-assisted main cylinder B and the normally-closed control valve F and used for monitoring the internal hydraulic pressure of the system on the side.
As a further technical scheme, when the normally closed control valve G, the normally closed control valve H, the normally closed control valve a and the normally closed control valve F are closed and the normally open control valve a and the normally open control valve F are opened, the brake pedal establishes hydraulic pressure through the external brake master cylinder, so that the brake fluid in the first cavity is transferred to the oil outlet D through a pipeline, and the brake fluid in the second cavity is input to the internal master cylinder and transferred to the oil outlet a through a pipeline.
As a further technical scheme, the normally open control valve B, the normally open control valve C, the normally open control valve D and the normally open control valve E are all provided with one-way valves.
The invention has the beneficial effects that:
1. the electric power-assisted system is arranged, so that electric power-assisted braking of the vehicle can be realized;
2. the ESC function is integrated, and a vehicle chassis hydraulic control system is integrated;
3. the foot feeling in the braking process is kept consistent through the pedal simulator;
4. two sets of braking systems are arranged, and the braking redundancy function is achieved;
5. the product integration, that is, the electronic brake booster is integrated with the vehicle body stabilizing system, and can be adapted to large vehicles.
Drawings
FIG. 1 is a schematic structural diagram of the present invention.
Fig. 2 is a schematic structural view of an external master cylinder.
Description of reference numerals: external brake master cylinder 1, internal master cylinder 101, brake pedal 102, first piston 103, first cavity 104, second piston 105, second cavity 106, internal master cylinder piston 107, internal master cylinder cavity 108, oil can 2, pedal simulator a301, pedal simulator B302, normally closed control valve a401, normally open control valve a402, normally open control valve B403, normally open control valve C404, normally closed control valve B405, normally closed control valve C406, normally closed control valve D407, normally closed control valve E408, normally open control valve D409, normally open control valve E410, normally closed control valve F411, normally open control valve F412, check valve a501, check valve B502, normally closed control valve G503, normally closed control valve H504, booster master cylinder a601, booster master cylinder B602, motor a701, motor B702, lead screw a703, lead screw B704, stroke sensor a801, stroke sensor B802, hydraulic sensor a, hydraulic sensor B803, hydraulic sensor C, hydraulic sensor D806, oil outlet a901, hydraulic sensor a 804, hydraulic sensor B803, hydraulic sensor C, hydraulic sensor D806, oil outlet a, Oil outlet B902, oil outlet C903 and oil outlet D904.
Detailed Description
The invention will be described in detail below with reference to the following drawings:
example (b): as shown in fig. 1 and 2, the electronic brake boosting system for large vehicles comprises an external brake master cylinder 1, an internal master cylinder 101, a brake pedal 102 mounted on the external brake master cylinder 1, an oil can 2 and two sets of brake systems, wherein the two sets of brake systems respectively control one side brake of the vehicle, so that brake redundancy is formed; each set of brake system comprises a pedal simulator, a plurality of control valves, an electric power-assisted system, a plurality of sensors, a plurality of pipelines and a plurality of oil outlets; the electric power assisting system is used for providing electric power assisting, the pedal simulator is used for providing pedal feeling, the external brake master cylinder 1 is used for providing failure power assisting, and the oil can 2 is a carrier for storing brake fluid and is used for respectively providing brake fluid for the external brake master cylinder 1 and the internal master cylinder 101; one output end of the external brake master cylinder 1 is connected to the corresponding oil outlet through a pipeline, the other output end of the external brake master cylinder 1 is connected to the input end of the internal master cylinder 101 through a pipeline, and the output end of the internal master cylinder 101 is connected to the corresponding oil outlet through a pipeline; the control valve controls the operation of each part of the system, the control valve is controlled by signals of the automobile controller, and the sensor monitors the state of each part of the system and feeds data back to the controller as the execution basis of the system; the oil outlet is arranged on the brake caliper of the automobile and used for outputting brake fluid.
Further, referring to fig. 2, a first piston 103 and a second piston 105 are slidably disposed in the outer brake master cylinder 1, the brake pedal 102 is connected to drive the first piston 103, the first piston 103 drives the second piston 105 through a spring, a first cavity 104 is formed between the first piston 103 and the second piston 105, and a second cavity 106 is formed between the second piston 105 and a cylinder wall of the outer brake master cylinder 1.
As shown in fig. 1, a stroke sensor B802 is connected to the external master cylinder 1, and the stroke sensor B802 is used for detecting the stroke of the first piston 103 so as to obtain a displacement signal of the brake pedal 102; the second cavity 106 is connected to the internal master cylinder 101 through a pipe for inputting brake fluid to the internal master cylinder 101; a stroke sensor A801 is connected to the inner master cylinder 101, the stroke sensor A801 is used for detecting the stroke of the inner master cylinder piston 107 so as to obtain a displacement signal of the brake pedal 102, and an inner master cylinder cavity 108 is formed between the inner master cylinder piston 107 and the cylinder wall of the inner master cylinder 101; the signals between the stroke sensor a801 and the stroke sensor B802 may be checked against each other, thereby providing redundancy. And feeding back the two displacement signals to the controller as a system execution basis.
As shown in fig. 1, the first chamber 104 is connected to an oil outlet D904 through a pipeline, the pipeline is connected with a pedal simulator B302 and a hydraulic pressure sensor D806 through two branches, and the hydraulic pressure sensor D806 is used for monitoring the hydraulic pressure output by the external brake master cylinder 1 (i.e. the hydraulic pressure output by the first chamber 104). The internal master cylinder cavity 108 is connected to the oil outlet a901 through a pipeline, the pipeline is connected with a pedal simulator a301 and a hydraulic sensor B804 through two branches, and the hydraulic sensor B804 is used for monitoring the hydraulic pressure output by the internal master cylinder 101. The hydraulic sensor D806 and the hydraulic sensor B804 are respectively electrically connected with the automobile controller, and provide data for the controller for judgment.
As shown in fig. 1, a normally open control valve F412 and a normally open control valve E410 are further sequentially connected to a pipeline between the first cavity 104 and the oil outlet D904, and the normally open control valve F412 is used for controlling the opening and closing of the oil outlet D904. A normally closed control valve H504 is connected to a branch of the pedal simulator B302, the normally closed control valve H504 is used for controlling brake fluid to enter the pedal simulator B302, and when the normally open control valve F412 is closed and the normally closed control valve H504 is opened, the brake fluid enters the pedal simulator B302, so that a pedal feeling is formed. A normally open control valve A402 and a normally open control valve C404 are sequentially connected to a pipeline between the internal master cylinder cavity 108 and the oil outlet A901, and the normally open control valve A402 is used for controlling the opening and closing of the oil outlet A901. A normally closed control valve G503 is further connected to a branch where the pedal simulator a301 is located, the normally closed control valve G503 is used for controlling brake fluid to enter the pedal simulator a301, and when the normally open control valve a402 is closed and the normally closed control valve G503 is opened, the brake fluid enters the pedal simulator a301, so that a pedal feeling is formed. Pedal simulator a301 and pedal simulator B302 may provide the same or different pedal feel, and in cooperation provide a multi-level pedal feel.
As shown in fig. 1, an input end of the power-assisted master cylinder a601 is connected with the oil can 2 through a check valve a501, an output end of the power-assisted master cylinder a601 is connected to an oil outlet B902 through a pipeline, a normally closed control valve a401 and a normally open control valve B403 are sequentially connected to the pipeline, the normally closed control valve a401 is used for controlling the opening and closing of the oil outlet B902, and a pipeline between the normally closed control valve a401 and the normally open control valve B403 is connected to a pipeline between the normally open control valve a402 and the normally open control valve C404 through a branch. The power-assisted main cylinder A601 is driven by a screw rod A703 connected to a motor A701, the power-assisted main cylinder A601 and the motor A701 form an electric power-assisted system on one side, and a hydraulic sensor A803 is arranged on a pipeline between the output end of the power-assisted main cylinder A601 and the normally closed control valve A401 and used for monitoring the internal hydraulic pressure of the system on the side and providing data for a controller for judgment. The input end of the power-assisted main cylinder B602 is connected with the oil can 2 through a one-way valve B502, the output end of the power-assisted main cylinder B602 is connected to the oil outlet C903 through a pipeline, a normally closed control valve F411 and a normally open control valve D409 are sequentially connected to the pipeline, the normally closed control valve F411 is used for controlling the opening and closing of the oil outlet C903, and the pipeline between the normally closed control valve F411 and the normally open control valve D409 is connected to the pipeline between the normally open control valve F412 and the normally open control valve E410 through a branch. The power-assisted main cylinder B602 is driven by a screw rod B704 connected to a motor B702, the power-assisted main cylinder B602 and the motor B702 form an electric power-assisted system on the other side, and a hydraulic sensor C805 is arranged on a pipeline between the output end of the power-assisted main cylinder B602 and the normally-closed control valve F411 and used for monitoring the internal hydraulic pressure of the system on the side and providing data for a controller for judgment.
As shown in fig. 1, the electric boosting hydraulic pressure is distributed from a boosting master cylinder a601 and a boosting master cylinder B602 to a normally open control valve B403, a normally open control valve C404, a normally open control valve D409 and a normally open control valve E410 through a normally closed control valve a401 and a normally closed control valve F411, and then applied to a corresponding oil outlet (i.e. an automobile brake caliper). In addition, the normally closed control valve B405, the normally closed control valve C406, the normally closed control valve D407, and the normally closed control valve E408 are connected to the oil can 2 at one end and connected to the corresponding oil outlet at the other end, so that the hydraulic pressure of the caliper can be reduced when necessary, and the redundant brake fluid can flow back into the oil can 2 through the pipeline.
As shown in fig. 1, when the normally closed control valve G503, the normally closed control valve H504, the normally closed control valve a401 and the normally closed control valve F411 are closed and the normally open control valve a402 and the normally open control valve F412 are opened, the brake pedal 102 builds up hydraulic pressure through the external brake master cylinder 1, so that the brake fluid in the first cavity 104 is directly transferred to the oil outlet D904 through a pipeline, and the brake fluid in the second cavity 106 is input to the internal master cylinder 101 and then transferred to the oil outlet a901 through a pipeline.
Further, the normally open control valve B403, the normally open control valve C404, the normally open control valve D409 and the normally open control valve E410 are all provided with check valves.
The working process of the invention is as follows: the invention is provided with two sets of braking systems, and the two sets of braking systems are mutually redundant. Each set of brake system is provided with an electric power-assisted system, a pedal simulator and failure power assistance. The power-assisted main cylinder and the motor form an electric power-assisted system for providing electric power assistance. The two pedal simulators can provide the same or different pedal feelings, and can provide multi-stage pedal feelings by matching with each other. The external brake master cylinder respectively provides failure assistance for the two sets of brake systems. In general, the invention integrates an electronic brake booster with a vehicle body stabilization system, has redundant braking, and realizes the adaptation of electronic power-assisted braking on large-sized vehicles.
It should be understood that equivalent substitutions and changes to the technical solution and the inventive concept of the present invention should be made by those skilled in the art to the protection scope of the appended claims.

Claims (10)

1. An electronic brake boosting system of a large vehicle is characterized in that: the brake system comprises an external brake master cylinder (1), an internal master cylinder (101), a brake pedal (102) arranged on the external brake master cylinder (1), an oil can (2) and two sets of brake systems, wherein the two sets of brake systems respectively control one side brake of a vehicle, so that brake redundancy is formed; each set of brake system comprises a pedal simulator, a plurality of control valves, an electric power-assisted system, a plurality of sensors, a plurality of pipelines and a plurality of oil outlets; the electric power assisting system is used for providing electric power assisting, the pedal simulator is used for providing pedal feeling, the external brake master cylinder (1) is used for providing failure power assisting, and the oil can (2) is a carrier for storing brake fluid and respectively provides brake fluid for the external brake master cylinder (1) and the internal master cylinder (101); one output end of the external brake master cylinder (1) is connected to the corresponding oil outlet through a pipeline, the other output end of the external brake master cylinder (1) is connected to the input end of the internal master cylinder (101) through a pipeline, and the output end of the internal master cylinder (101) is connected to the corresponding oil outlet through a pipeline; the control valve controls the operation of each part of the system, the control valve is controlled by signals of the automobile controller, and the sensor monitors the state of each part of the system and feeds data back to the controller as the execution basis of the system; the oil outlet is arranged on the brake caliper of the automobile and used for outputting brake fluid.
2. The large vehicle electric brake assist system according to claim 1, characterized in that: a first piston (103) and a second piston (105) are arranged in the external brake master cylinder (1) in a sliding mode, a brake pedal (102) is connected with and drives the first piston (103), the first piston (103) is connected with and drives the second piston (105) through a spring, a first cavity (104) is formed between the first piston (103) and the second piston (105), and a second cavity (106) is formed between the second piston (105) and the cylinder wall of the external brake master cylinder (1).
3. The large vehicle electric brake assist system according to claim 2, characterized in that: the external brake master cylinder (1) is connected with a stroke sensor B (802), and the stroke sensor B (802) is used for detecting the stroke of the first piston (103) so as to acquire a displacement signal of the brake pedal (102); the second cavity (106) is connected with the internal master cylinder (101) through a pipeline and is used for inputting brake fluid into the internal master cylinder (101); a stroke sensor A (801) is connected to the inner master cylinder (101), the stroke sensor A (801) is used for detecting the stroke of the inner master cylinder piston (107) so as to obtain a displacement signal of the brake pedal (102), and an inner master cylinder cavity (108) is formed between the inner master cylinder piston (107) and the cylinder wall of the inner master cylinder (101); the signals between the stroke sensor a (801) and the stroke sensor B (802) are redundant to each other.
4. The large vehicle electric brake assist system according to claim 3, characterized in that: the first cavity (104) is connected to an oil outlet D (904) through a pipeline, the pipeline is respectively connected with a pedal simulator B (302) and a hydraulic sensor D (806) through two branches, and the hydraulic sensor D (806) is used for monitoring the hydraulic pressure output by the external brake master cylinder (1); the internal master cylinder cavity (108) is connected to the oil outlet A (901) through a pipeline, the pipeline is respectively connected with a pedal simulator A (301) and a hydraulic sensor B (804) through two branches, and the hydraulic sensor B (804) is used for monitoring the hydraulic pressure output by the internal master cylinder (101).
5. The large vehicle electric brake assist system according to claim 4, characterized in that: a normally open control valve F (412) and a normally open control valve E (410) are further sequentially connected to a pipeline between the first cavity (104) and the oil outlet D (904), and the normally open control valve F (412) is used for controlling the opening and closing of the oil outlet D (904); a branch where the pedal simulator B (302) is located is also connected with a normally closed control valve H (504), and the normally closed control valve H (504) is used for controlling brake fluid to enter the pedal simulator B (302) so as to form a pedal feeling; a normally open control valve A (402) and a normally open control valve C (404) are sequentially connected to a pipeline between the internal master cylinder cavity (108) and the oil outlet A (901), and the normally open control valve A (402) is used for controlling the opening and closing of the oil outlet A (901); a branch where the pedal simulator A (301) is located is also connected with a normally closed control valve G (503), and the normally closed control valve G (503) is used for controlling brake fluid to enter the pedal simulator A (301) so as to form pedal feeling; the pedal simulator A (301) and the pedal simulator B (302) cooperate to provide a multi-level pedal feel.
6. The large vehicle electric brake assist system according to claim 5, characterized in that: the input end of the power-assisted main cylinder A (601) is connected with the oil can (2) through a one-way valve A (501), the output end of the power-assisted main cylinder A (601) is connected to an oil outlet B (902) through a pipeline, a normally closed control valve A (401) and a normally open control valve B (403) are sequentially connected to the pipeline, the normally closed control valve A (401) is used for controlling the opening and closing of the oil outlet B (902), and a pipeline between the normally closed control valve A (401) and the normally open control valve B (403) is connected to a pipeline between the normally open control valve A (402) and the normally open control valve C (404) through a branch circuit; the input end of the power-assisted main cylinder B (602) is connected with the oilcan (2) through the check valve B (502), the output end of the power-assisted main cylinder B (602) is connected to the oil outlet C (903) through a pipeline, a normally closed control valve F (411) and a normally open control valve D (409) are sequentially connected to the pipeline, the normally closed control valve F (411) is used for controlling the opening and closing of the oil outlet C (903), and the pipeline between the normally closed control valve F (411) and the normally open control valve D (409) is connected to the pipeline between the normally open control valve F (412) and the normally open control valve E (410) through a branch circuit.
7. The large-vehicle electronic brake boosting system according to claim 6, wherein: one end of a normally closed control valve C (406) is connected to the oil outlet A (901), the other end of the normally closed control valve C is connected with the oil can (2) and used for reducing the hydraulic pressure at the oil outlet A (901) and enabling redundant brake fluid to flow back into the oil can (2) through a pipeline; one end of the normally closed control valve B (405) is connected to the oil outlet B (902), and the other end of the normally closed control valve B is connected with the oil can (2) and used for reducing the hydraulic pressure at the oil outlet B (902) and enabling redundant brake fluid to flow back into the oil can (2) through a pipeline; one end of a normally closed control valve D (407) is connected to the oil outlet C (903), the other end of the normally closed control valve D is connected with the oil can (2) and used for reducing the hydraulic pressure at the oil outlet C (903) and enabling redundant brake fluid to flow back into the oil can (2) through a pipeline; one end of the normally closed control valve E (408) is connected to the oil outlet D (904), and the other end of the normally closed control valve E is connected with the oil can (2) and used for reducing the hydraulic pressure at the oil outlet D (904) and enabling the redundant brake fluid to flow back into the oil can (2) through a pipeline.
8. The large vehicle electric brake assist system according to claim 6, characterized in that: the power-assisted main cylinder A (601) is driven by a screw rod A (703) connected to a motor A (701), the power-assisted main cylinder A (601) and the motor A (701) form an electric power-assisted system on one side, and a hydraulic sensor A (803) is arranged on a pipeline between the output end of the power-assisted main cylinder A (601) and the normally-closed control valve A (401) and used for monitoring the internal hydraulic pressure of the system on the side; the power-assisted main cylinder B (602) is driven by a screw rod B (704) connected to a motor B (702), the power-assisted main cylinder B (602) and the motor B (702) form an electric power-assisted system on the other side, and a hydraulic sensor C (805) is arranged on a pipeline between the output end of the power-assisted main cylinder B (602) and the normally-closed control valve F (411) and used for monitoring the internal hydraulic pressure of the system on the side.
9. The large vehicle electric brake assist system according to claim 6, characterized in that: the failure assisting force provided by the external brake master cylinder (1) is that when a normally closed control valve G (503), a normally closed control valve H (504), a normally closed control valve A (401) and a normally closed control valve F (411) are closed and a normally open control valve A (402) and a normally open control valve F (412) are opened, hydraulic pressure is built up by the brake pedal (102) through the external brake master cylinder (1), so that brake fluid in the first cavity (104) is transmitted to the oil outlet D (904) through a pipeline, and brake fluid in the second cavity (106) is input to the internal master cylinder (101) and is transmitted to the oil outlet A (901) through a pipeline.
10. The large vehicle electric brake assist system according to claim 6, characterized in that: the normally open control valve B (403), the normally open control valve C (404), the normally open control valve D (409) and the normally open control valve E (410) are all provided with one-way valves.
CN202210207063.9A 2022-03-03 2022-03-03 Electronic braking boosting system for large vehicle Pending CN114537356A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117382596A (en) * 2023-12-13 2024-01-12 万向钱潮股份公司 Exhaust method of hydraulic line control braking system of vehicle

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US20050151418A1 (en) * 2001-12-05 2005-07-14 Daimlerchrysler Ag Electrohydraulic braking system with a pedal travel simulator consisting of a spring loaded pressure cylinder and a mechanically coupled servo piston
CN111038461A (en) * 2019-12-31 2020-04-21 万向钱潮股份有限公司 Integrated electronic power-assisted brake system
CN111284462A (en) * 2020-02-18 2020-06-16 万向钱潮股份有限公司 Integrated electronic power-assisted brake system
CN113954803A (en) * 2021-11-29 2022-01-21 万向钱潮股份有限公司 Electronic braking boosting system for large vehicle
CN216994277U (en) * 2022-03-03 2022-07-19 万向钱潮股份有限公司 Electronic brake boosting system for large vehicle

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Publication number Priority date Publication date Assignee Title
US20050151418A1 (en) * 2001-12-05 2005-07-14 Daimlerchrysler Ag Electrohydraulic braking system with a pedal travel simulator consisting of a spring loaded pressure cylinder and a mechanically coupled servo piston
CN111038461A (en) * 2019-12-31 2020-04-21 万向钱潮股份有限公司 Integrated electronic power-assisted brake system
CN111284462A (en) * 2020-02-18 2020-06-16 万向钱潮股份有限公司 Integrated electronic power-assisted brake system
CN113954803A (en) * 2021-11-29 2022-01-21 万向钱潮股份有限公司 Electronic braking boosting system for large vehicle
CN216994277U (en) * 2022-03-03 2022-07-19 万向钱潮股份有限公司 Electronic brake boosting system for large vehicle

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117382596A (en) * 2023-12-13 2024-01-12 万向钱潮股份公司 Exhaust method of hydraulic line control braking system of vehicle
CN117382596B (en) * 2023-12-13 2024-03-12 万向钱潮股份公司 Exhaust method of hydraulic line control braking system of vehicle

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