CN114802149A - Integrated brake control system suitable for L3-L5 intelligent driving - Google Patents
Integrated brake control system suitable for L3-L5 intelligent driving Download PDFInfo
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- CN114802149A CN114802149A CN202110071062.1A CN202110071062A CN114802149A CN 114802149 A CN114802149 A CN 114802149A CN 202110071062 A CN202110071062 A CN 202110071062A CN 114802149 A CN114802149 A CN 114802149A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
Abstract
The invention provides an integrated brake control system suitable for intelligent driving of L3-L5, which comprises: the device comprises a controller, a power source, a single-cavity main cylinder, a liquid storage pot, a first wheel brake, a second wheel brake, a third wheel brake, a fourth wheel brake, a first electromagnetic liquid inlet valve, a second electromagnetic liquid inlet valve, a first electromagnetic liquid outlet valve, a second electromagnetic liquid outlet valve, a first loop switch valve, a second loop switch valve, a first loop return valve, a second loop return valve and a third loop return valve, wherein the single-cavity main cylinder is integrated with the power source; the integrated brake control system can meet the following basic L3+ intelligent driving level braking requirements: for example, the driving backup braking is realized by an electronic control system and is not dependent on a driver to perform braking backup; the solenoid valve is in an inoperative state under normal braking conditions, and the like.
Description
Technical Field
The invention relates to the technical field of finished vehicle design, in particular to an integrated brake control system suitable for intelligent driving of L3-L5.
Background
With the continuous improvement of science and technology, various automobiles are widely applied to the life and work of people, and great convenience is brought to the daily life of people.
In the whole vehicle design process, each international brake System supplier starts to release a respective integrated brake control System (One Box-System) in 2016, and mainly comprises MKC1 released by the company Continetal in 2016; IPB introduced by Bosch in 2018; IBC introduced by ZF corporation in 2019; IDB introduced by ando in 2019, and the like.
The domestic suppliers also plan to introduce similar integrated brake control systems from 2021, but the currently introduced integrated brake control systems have a plurality of defects and cannot be applied to the field of intelligent driving of L3-L5.
Disclosure of Invention
In view of the above, in order to solve the above problems, the present invention provides an integrated brake control system suitable for L3-L5 intelligent driving, and the technical solution is as follows:
an integrated brake control system adapted for use in L3-L5 smart driving, the integrated brake control system comprising: the device comprises a controller, a power source, a single-cavity main cylinder, a liquid storage pot, first to fourth wheel brakes, first to fourth electromagnetic liquid inlet valves, first to fourth electromagnetic liquid outlet valves, first to second loop switching valves and first to second loop return valves, wherein the single-cavity main cylinder is integrated with the power source;
the first wheel brake is connected with one end of the first circuit switch valve through the first electromagnetic liquid inlet valve; the second wheel brake is connected with one end of the first circuit switch valve through the second electromagnetic liquid inlet valve; the third wheel brake is connected with one end of the first loop switch valve through the third electromagnetic liquid inlet valve; the fourth wheel brake is connected with one end of the first circuit switch valve through the fourth electromagnetic liquid inlet valve; the liquid storage kettle is connected with one end of the first loop switching valve through the first loop return valve; the other end of the first circuit switch valve is connected with the power source through the single-cavity main cylinder;
the first wheel brake is also connected with one end of the second loop switch valve through the first electromagnetic liquid outlet valve; the second wheel brake is also connected with one end of the second loop switch valve through the second electromagnetic liquid outlet valve; the third wheel brake is also connected with one end of the second loop switch valve through the third electromagnetic liquid outlet valve; the fourth wheel brake is also connected with one end of the second loop switch valve through the fourth electromagnetic liquid outlet valve; the liquid storage kettle is also connected with one end of the second loop switching valve through the second loop return valve; the other end of the second loop switch valve is connected with the power source through the single-cavity main cylinder;
the controller is used for controlling the working states of the power source, the first to fourth electromagnetic liquid inlet valves and the first to fourth electromagnetic liquid outlet valves.
Optionally, in the integrated brake control system, the controller includes:
a first sub-controller and a second sub-controller that are completely electrically independent.
Optionally, in the integrated brake control system, the first to fourth electromagnetic liquid inlet valves are normally open electromagnetic liquid inlet valves.
Optionally, in the integrated brake control system, the first to fourth electromagnetic liquid outlet valves are normally closed electromagnetic liquid outlet valves.
Optionally, in the integrated brake control system, the first circuit switch valve is a normally open circuit switch valve.
Optionally, in the integrated brake control system, the second circuit switch valve is a normally closed circuit switch valve.
Optionally, in the integrated brake control system, the first circuit return valve is a normally closed circuit return valve.
Optionally, in the integrated brake control system, the second circuit return valve is a normally open circuit return valve.
Optionally, in the above integrated brake control system, the integrated brake control system further includes: a left single-side electronic parking device and a right single-side electronic parking device;
wherein the controller is connected with the first wheel brake through the left single-side electronic parking device;
the controller is connected with the second wheel brake through the right single-side electronic parking device.
Optionally, in the above-mentioned integrated brake control system, the controller is configured to control operating states of the power source, the first to fourth electromagnetic liquid inlet valves, and the first to fourth electromagnetic liquid outlet valves, and includes:
the controller is used for receiving braking information to control the working states of the power source, the first electromagnetic liquid inlet valve, the second electromagnetic liquid inlet valve, the third electromagnetic liquid outlet valve, the fourth electromagnetic liquid outlet valve and the like.
Compared with the prior art, the invention has the following beneficial effects:
the invention provides an integrated brake control system suitable for intelligent driving of L3-L5, which comprises: the device comprises a controller, a power source, a single-cavity main cylinder, a liquid storage pot, first to fourth wheel brakes, first to fourth electromagnetic liquid inlet valves, first to fourth electromagnetic liquid outlet valves, first to second loop switching valves and first to second loop return valves, wherein the single-cavity main cylinder is integrated with the power source; the first wheel brake is connected with one end of the first circuit switch valve through the first electromagnetic liquid inlet valve; the second wheel brake is connected with one end of the first circuit switch valve through the second electromagnetic liquid inlet valve; the third wheel brake is connected with one end of the first loop switch valve through the third electromagnetic liquid inlet valve; the fourth wheel brake is connected with one end of the first circuit switch valve through the fourth electromagnetic liquid inlet valve; the liquid storage kettle is connected with one end of the first loop switching valve through the first loop return valve; the other end of the first circuit switching valve is connected with the power source through the single-cavity main cylinder; the first wheel brake is also connected with one end of the second loop switch valve through the first electromagnetic liquid outlet valve; the second wheel brake is also connected with one end of the second loop switch valve through the second electromagnetic liquid outlet valve; the third wheel brake is also connected with one end of the second loop switch valve through the third electromagnetic liquid outlet valve; the fourth wheel brake is also connected with one end of the second loop switch valve through the fourth electromagnetic liquid outlet valve; the liquid storage kettle is also connected with one end of the second loop switching valve through the second loop return valve; the other end of the second loop switch valve is connected with the power source through the single-cavity main cylinder; the controller is used for controlling the working states of the power source, the first electromagnetic liquid inlet valve, the second electromagnetic liquid inlet valve, the third electromagnetic liquid inlet valve, the fourth electromagnetic liquid outlet valve and the fourth electromagnetic liquid outlet valve.
The integrated brake control system may be adapted to L3+ smart driving level braking requirements.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is a schematic structural diagram of an integrated brake control system suitable for intelligent driving in L3-L5 according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of an integrated brake control system suitable for intelligent driving in L3-L5 according to an embodiment of the present invention;
FIG. 3 is a schematic diagram illustrating operation of another integrated brake control system suitable for intelligent driving via L3-L5 according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of an integrated brake control system suitable for intelligent driving in L3-L5 according to an embodiment of the present invention;
fig. 5 is a schematic operation diagram of another integrated brake control system suitable for intelligent driving through L3-L5 according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the invention creation process, the inventor finds that the integrated brake control system developed in China at present is similar to MKC1, and the main working principle is that when the whole vehicle works, a master cylinder is isolated from a hydraulic pipeline through an electromagnetic valve, brake fluid stepped on by a pedal enters a pedal simulator, and meanwhile, a power source pushes high-pressure brake fluid to enter a wheel cylinder to generate brake pressure.
When the system fails, the electromagnetic valve cuts off a pipeline between the power source and the wheel cylinder, and the master cylinder is pushed by the pedal of the driver to directly build backup pressure in the hydraulic pipeline.
Such an integrated brake control system can be used in a vehicle design with intelligent driving of L2-L3, which is better to replace a vacuum Booster (Booster) and an Electronic Stability Controller (ESC), but in a vehicle design with intelligent driving of L3+ such as a vehicle design with intelligent driving of L3-L5, the existing integrated brake control system has several major disadvantages:
the service braking of the whole vehicle depends on the backup of a driver, when electric control failure or hydraulic failure occurs, the vehicle enters a FallBack (failure backup) mode, the driver needs to actively step on the pedal to generate braking force, the pedal feeling of the driver at the moment can be changed, the pedal force can be heavy, and the maximum deceleration strip is limited. When the system is applied to an L3+ unmanned system, no driver makes a backup, and the brake redundancy cannot be realized.
The whole vehicle needs parking Brake backup, an MKC1 integrated electronic parking system (EPB for short) is provided with software control and drive from the same module, when the module fails, the EPB cannot normally work, and therefore, a P-Lock (P-Lock) needs to be integrated in the whole vehicle for parking Brake backup, the whole vehicle cost is further improved, and the risk that the rule is not met if the P-Lock is cancelled.
In the braking process, the electromagnetic valve is frequently opened and closed, the NVH (Noise Vibration Harness, Noise Vibration and sound Vibration roughness) quality is poor, and the electromagnetic valve cannot guarantee stable work in the life cycle of the system.
Based on the above, the invention provides an integrated brake control system suitable for the intelligent driving of L3-L5, which can meet the following basic braking requirements of L3+ intelligent driving level:
the driving backup brake is realized by an electronic control system and does not depend on a driver to perform brake backup.
When the electric single point fails, the deceleration of the service backup brake at least meets 6.44m/s 2 。
When the mechanical single point fails, the deceleration of the service backup brake at least meets 2.44m/s 2 。
The double-Control EPB function is completed through a single controller ECU (electronic Control Unit) system, and other electronic parking devices or P-Lock devices are cancelled.
The solenoid valve is in an inoperative state under normal braking conditions.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.
Referring to fig. 1, fig. 1 is a schematic structural diagram of an integrated brake control system suitable for L3-L5 smart driving according to an embodiment of the present invention.
The integrated brake control system includes: the device comprises a controller ECU, a power source MOT, a single-cavity master cylinder MC, a liquid storage pot Res, first to fourth wheel brakes FL, FR, RL and RR, first to fourth electromagnetic liquid inlet valves A1-A4, first to fourth electromagnetic liquid outlet valves B1-B4, first to second circuit switch valves C1-C2 and first to second circuit return valves D1-D2, wherein the single-cavity master cylinder MC is integrated with the power source MOT;
wherein the first wheel brake FL is connected to one end of the first circuit switching valve C1 through the first electromagnetic liquid inlet valve a 1; the second wheel brake FR is connected with one end of the first circuit switch valve C1 through the second electromagnetic liquid inlet valve a 2; the third wheel brake RL is connected with one end of the first circuit switch valve C1 through the third electromagnetic liquid inlet valve A3; the fourth wheel brake RR is connected with one end of the first circuit switch valve C1 through the fourth electromagnetic liquid inlet valve A4; the liquid storage pot Res is connected with one end of the first circuit switch valve C1 through the first circuit return valve D1; the other end of the first circuit switching valve C1 is connected with the power source MOT through the single-cavity master cylinder MC; forming a first loop;
the first wheel brake FL is also connected with one end of the second circuit switch valve C2 through the first electromagnetic liquid valve B1; the second wheel brake FR is also connected with one end of the second circuit switch valve C2 through the second electromagnetic liquid valve B2; the third wheel brake RL is also connected with one end of the second circuit switch valve C2 through the third electromagnetic liquid outlet valve B3; the fourth wheel brake RR is further connected to one end of the second circuit switching valve C2 through the fourth electromagnetic liquid valve B4; the liquid storage pot Res is also connected with one end of the second loop switch valve C2 through the second loop return valve D2; the other end of the second circuit switch valve C2 is connected with the power source MOT through the single-cavity master cylinder MC; forming a second loop;
the controller ECU is used for controlling the working states of the power source MOT, the first electromagnetic liquid inlet valve A1-A4, and the first electromagnetic liquid outlet valve B1-B4.
In this embodiment, the controller ECU is configured to receive braking information to control the operating states of the power source MOT, the first to fourth electromagnetic liquid inlet valves a1-a4, and the first to fourth electromagnetic liquid outlet valves B1-B4.
It should be noted that the braking information at least includes: and the received brake Pedal travel signal Pedal _ Simulator or the brake signal of the upper control system ADAS of the whole vehicle.
Optionally, the first wheel brake FL is a front left axle wheel brake, the second wheel brake FR is a front right axle wheel brake, the third wheel brake RL is a rear left axle wheel brake, and the fourth wheel brake RR is a rear right axle wheel brake.
Further, according to the above embodiment of the present invention, as shown in fig. 1, the controller ECU includes:
a first sub-controller ECU a and a second sub-controller ECU B that are completely electrically independent.
In the embodiment, the controller ECU is formed by adopting two completely electrically independent first sub-controllers ECU _ A and second sub-controllers ECU _ B, one permanent magnet synchronous motor is driven to serve as a power source MOT, and when one sub-controller fails and the like, the power source MOT can be normally driven, so that the control stability of the integrated brake control system is improved.
Further, based on the above embodiment of the present invention, the first to fourth electromagnetic liquid inlet valves a1-a4 are normally open electromagnetic liquid inlet valves.
The first to fourth electromagnetic liquid outlet valves B1-B4 are normally closed electromagnetic liquid outlet valves.
In this embodiment, the rotational motion of the pmsm is converted into a linear motion by a transmission mechanism such as a gear, and the piston in the single-chamber master cylinder MC is pushed, thereby pushing out the high-pressure brake fluid.
And high-pressure brake fluid builds pressure for the first wheel brake FL, the second wheel brake FR, the third wheel brake RL and the fourth wheel brake RR through a loop in which the first electromagnetic liquid inlet valve A1-A4 is located.
In the pressure relief process, the normally closed first electromagnetic liquid outlet valve B1-B4 is opened to relieve the pressure of the first wheel brake FL, the second wheel brake FR, the first wheel brake RL, the second wheel brake RR and the third wheel brake FR.
Further, according to the above embodiment of the present invention, the first circuit switch valve C1 is a normally open circuit switch valve; the second circuit switch valve C2 is a normally closed circuit switch valve; said first circuit return valve D1 is a normally closed circuit return valve; second circuit return valve D2 is a normally open circuit return valve.
In this embodiment, the operating states of the first circuit switching valve C1, the second circuit switching valve C2, the first circuit return valve D1, and the second circuit return valve D2 may all be electrically controlled by the controller ECU.
Further, according to the above embodiment of the present invention, as shown in fig. 1, the integrated brake control system further includes: a left single-side electronic parking device EPB _ L and a right single-side electronic parking device EPB _ R;
wherein the controller ECU is connected with the first wheel brake FL through the left single-sided electronic parking device EPB _ L;
the controller ECU is connected to the second wheel brake FR through the one-sided right electronic parking device EPB _ R.
In the embodiment, the functions of controlling the left single-side electronic parking device EPB _ L and the right single-side electronic parking device EPB _ R by the single-controller ECU are realized, and other electronic parking devices or P-Lock devices can be eliminated.
Based on the integrated brake control system disclosed by the above embodiment of the present invention, the following principle explanations are made for different working conditions:
and (3) normal braking condition:
a driver sends a braking request (when the level of L3 is the driver takes over in an emergency, and when the level of L4-L5 is the driver does not input) by stepping on a brake Pedal or an upper control system ADAS of the whole vehicle, in order to ensure the stability of the input of a braking request signal, signals sent by a brake Pedal stroke signal pendant _ Simulator and the ADAS need to be backed up, and the backed-up signals are respectively input into a first sub-controller ECU _ A and a second sub-controller ECU _ B.
The first sub-controller ECU _ a operates to calculate the pressure that should be output according to the received braking request.
The power source MOT starts to build pressure, pushes a piston in the single-cavity master cylinder MC, builds pressure in a first circuit shown in the figure 2, and the first electromagnetic liquid inlet valve A1-A4 is in a normally open state; the first electromagnetic liquid outlet valve B1-B4 is in a normally closed state and does not need to work.
The hydraulic pressure enters the first to fourth wheel brakes FL, FR, RL, RR to complete braking.
After braking is finished, the permanent magnet synchronous motor (power source MOT) retreats to complete pressure relief.
Therefore, under the normal braking working condition, the first electromagnetic liquid inlet valve A1-A4 and the first electromagnetic liquid outlet valve B1-B4 do not need to work, and the service life can be further prolonged.
Under the working condition of ABS/ESC intervention operation:
a driver sends a braking request (when the level of L3 is the driver takes over in an emergency, and when the level of L4-L5 is the driver does not input) by stepping on a brake Pedal or an upper control system ADAS of the whole vehicle, in order to ensure the stability of the input of a braking request signal, signals sent by a brake Pedal stroke signal pendant _ Simulator and the ADAS need to be backed up, and the backed-up signals are respectively input into a first sub-controller ECU _ A and a second sub-controller ECU _ B.
The first sub-controller ECU _ a operates to calculate the pressure that should be output according to the received braking request.
According to the received wheel speed signal, in order to secure stability of the wheel speed signal, the wheel speed signal is inputted to the first sub-controller ECU _ a and the second sub-controller ECU _ B, respectively, and then the first sub-controller ECU _ a calculates a slip ratio of each wheel and a target pressure of each wheel brake.
For the wheel brake needing pressure relief, the first sub-controller ECU _ a closes the corresponding liquid inlet valve Ax, opens the corresponding liquid outlet valve Bx, controls the pressure to meet the ABS/ESC requirement, as shown in fig. 3, for example, the third wheel brake RL needs pressure relief, and the high-pressure liquid flows back to the liquid storage pot Res through the second loop as shown in fig. 3.
Under the parking operating mode:
when a parking request is received, the first sub-controller ECU _ A and the second sub-controller ECU _ B respectively process parking functions of the left-side electronic parking device EPB _ L and the right-side electronic parking device EPB _ R, and in order to ensure redundancy of the parking functions, the parking request is respectively sent to the first sub-controller ECU _ A and the second sub-controller ECU _ B.
When one electronic parking device fails and the like, the first sub-controller ECU _ A or the second sub-controller ECU _ B can control the single-side motor to park, and the requirement of parking on an x-degree slope is met.
Under the condition that the first sub-controller ECU _ A fails:
a driver sends a braking request (when the level of L3 is the driver takes over in an emergency, and when the level of L4-L5 is the driver does not input) by stepping on a brake Pedal or an upper control system ADAS of the whole vehicle, in order to ensure the stability of the input of a braking request signal, signals sent by a brake Pedal stroke signal pendant _ Simulator and the ADAS need to be backed up, and the backed-up signals are respectively input into a first sub-controller ECU _ A and a second sub-controller ECU _ B.
And the first sub-controller ECU _ A is electrically failed to enter a FallBack (failure backup) mode, and the second sub-controller ECU _ B takes over control.
The second sub-controller ECU _ B operates to calculate the pressure that should be output according to the received braking request.
According to the received wheel speed signal, in order to secure stability of the wheel speed signal, the wheel speed signal is inputted to the first sub-controller ECU _ a and the second sub-controller ECU _ B, respectively, and then the second sub-controller ECU _ B calculates a slip rate of each wheel and a target pressure of each wheel brake.
For the wheel brake needing pressure relief, the second sub-controller ECU _ B closes the corresponding liquid inlet valve Ax, opens the corresponding liquid outlet valve Bx, controls the pressure to meet the ABS/ESC requirement, as shown in fig. 4, for example, the third wheel brake RL needs pressure relief, and the high-pressure liquid flows back to the liquid storage pot Res through the second loop as shown in fig. 4.
When the electromagnetic valve failure occurs in the first to fourth electromagnetic liquid inlet valves A1-A4 and the first to fourth electromagnetic liquid outlet valves B1-B4:
the failure condition is that the normally open electromagnetic valve can not be closed by electric operation, or the normally closed electromagnetic valve can not be opened by electric operation.
During normal braking, the first to fourth electromagnetic liquid inlet valves A1-A4 and the first to fourth electromagnetic liquid outlet valves B1-B4 are not involved in opening and closing, so that when the electromagnetic valves in the first to fourth electromagnetic liquid inlet valves A1-A4 and the first to fourth electromagnetic liquid outlet valves B1-B4 fail, the whole vehicle braking is not influenced.
When the ABS/ESC function is triggered, the pressure of the target wheel brake is released according to the wheel speed and the slip rate calculation result.
The first sub-controller ECU _ a diagnoses that the ABS/ESC logic is not normally executed, that is, the target wheel brake pressure cannot be discharged or a rapid discharge occurs, and at this time, the first sub-controller ECU _ a determines that a solenoid failure occurs in the first to fourth solenoid inlet valves a1-a4 and the first to fourth solenoid outlet valves B1-B4.
The first sub-controller ECU _ A executes ABS/ESC _ Reduced to perform a low-selection ABS logic based on the target wheel brake, the first to fourth electromagnetic liquid inlet valves A1-A4 are in a normally open state, and the first to fourth electromagnetic liquid outlet valves B1-B4 are in a normally closed state.
When the electromagnetic valve failure occurs in the first to fourth electromagnetic liquid inlet valves A1-A4 and the first to fourth electromagnetic liquid outlet valves B1-B4:
the failure condition is that the normally open electromagnetic valve is in a normally closed state, or the normally closed electromagnetic valve is in a normally open state.
During normal braking, the relation between the deceleration and the pressure is lower than an expected value (one or more electromagnetic valves in the first to fourth electromagnetic liquid inlet valves A1-A4 are normally closed when being out of service, and 3/4 under the condition that the deceleration is the same pressure corresponds to the wheel slip rate of 0; one or more electromagnetic valves in the first to fourth electromagnetic liquid outlet valves B1-B4 are normally open when being out of service, and the deceleration is 0).
As shown in fig. 5, the first sub-controller ECU _ a diagnoses that one or more solenoid valves in the first to fourth solenoid liquid inlet valves a1-a4 are normally failed or one or more solenoid valves in the first to fourth solenoid liquid outlet valves B1-B4 are normally failed, and builds pressure through the second loop; and the first sub-controller ECU _ A switches the on-off states of all the electromagnetic valves, the first loop is in a low-pressure state, the second loop is in a high-pressure state, and wheel pressure building is carried out.
And after the ABS/ESC function is triggered, performing low-selection ABS pressure maintaining on the target failed wheel brake.
When solenoid valve failure occurs in first-second circuit switching valves C1-C2 and first-second circuit return valves D1-D2:
the failure condition is that the normally open electromagnetic valve can not be closed by electric operation, or the normally closed electromagnetic valve can not be opened by electric operation.
Neither conventional braking nor ABS/ESC operation conditions require switching the operating states of first-to-second circuit switching valve C1-C2 and first-to-second circuit return valve D1-D2, and therefore, the failure condition has no effect on overall vehicle braking.
In the event of solenoid valve failure in first-second circuit switching valve C1-C2 and first-second circuit return valve D1-D2:
the failure condition is that the normally open electromagnetic valve is in a normally closed state, or the normally closed electromagnetic valve is in a normally open state.
During normal braking, abnormal high pressure (the first circuit switch valve C1 is normally closed) and no pressure build-up (the second circuit switch valve C2 is normally open, and the first circuit return valve D1 is normally open) occur.
The first sub-controller ECU _ A diagnoses that the first loop switch valve C1 is normally closed, the second loop switch valve C2 is normally open, the first loop return valve D1 is normally open, and pressure is built through the second loop; and the first sub-controller ECU _ A switches the on-off states of all the electromagnetic valves, the first loop is in a low-pressure state, the second loop is in a high-pressure state, and wheel pressure building is carried out.
When all wheel brakes can not be decompressed in the ABS/ESC process, the permanent magnet synchronous motor (power source) returns back to perform low-selection ABS.
When one wheel brake is leaked under the working condition:
the operating condition includes a leak in the wheel brakes and/or a leak in the brake lines.
In the case of normal braking, the fluid inlet valves of the front and rear axles are closed in sequence (i.e., the first to fourth electromagnetic fluid inlet valves a1-a4), and a leaking wheel brake pump is diagnosed.
When leakage occurs at the rear wheel, all rear axle fluid inlet valves (i.e. the third to fourth electromagnetic fluid inlet valves A3-A4) are closed, and the brake fluid pressure is established only by the front axle, so that 6.44m/s can be ensured 2 Of the deceleration of (c).
When leakage occurs at the front wheel, all front axle intake valves are closed (i.e., first to secondThe second electromagnetic liquid inlet valve A1-A2) can ensure 6.44m/s by depending on the hydraulic pressure of the rear axle and the dynamic braking of the EPB (namely, the left single-side electronic parking device EPB _ L and the right single-side electronic parking device EPB _ R) of the front axle 2 Of the deceleration of (c).
When the liquid storage pot leaks:
the alarm that the liquid storage pot generates low liquid quantity limits the maximum power assistance of the permanent magnet synchronous motor (power source) to 6.44m/s 2 。
When the liquid in the liquid storage pot is completely leaked, the EPB (namely the left single-side electronic parking device EPB _ L and the right single-side electronic parking device EPB _ R) of the front shaft performs dynamic braking, and 2.44m/s can be ensured 2 Of the deceleration of (c).
Operating conditions when failure of the mechanical part occurs:
wherein, the mechanical failure mainly comprises:
the motor body has faults: internal coil drop, magnet failure, bearing damage, etc.
Failure of the transmission mechanism: gears, racks, ball screws, and the like.
Master cylinder hydraulic seal failure.
The master cylinder piston is stuck.
The internal channel of the valve block is hydraulically leaked.
When mechanical failure occurs, no hydraulic assistance is provided, and the EPBs (namely the left single-side electronic parking device EPB _ L and the right single-side electronic parking device EPB _ R) of the front axle perform dynamic braking, so that 2.44m/s can be ensured 2 Of the deceleration of (c).
The integrated brake control system suitable for L3-L5 intelligent driving provided by the present invention is described in detail above, and the principle and the implementation of the present invention are explained in the present document by applying specific examples, and the description of the above examples is only used to help understanding the method of the present invention and the core idea thereof; meanwhile, for a person skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.
It should be noted that, in the present specification, the embodiments are all described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments may be referred to each other. The device disclosed by the embodiment corresponds to the method disclosed by the embodiment, so that the description is simple, and the relevant points can be referred to the method part for description.
It is further noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include or include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. An integrated brake control system adapted for smart driving from L3-L5, the integrated brake control system comprising: the device comprises a controller, a power source, a single-cavity main cylinder, a liquid storage pot, first to fourth wheel brakes, first to fourth electromagnetic liquid inlet valves, first to fourth electromagnetic liquid outlet valves, first to second loop switching valves and first to second loop return valves, wherein the single-cavity main cylinder is integrated with the power source;
the first wheel brake is connected with one end of the first circuit switch valve through the first electromagnetic liquid inlet valve; the second wheel brake is connected with one end of the first circuit switch valve through the second electromagnetic liquid inlet valve; the third wheel brake is connected with one end of the first loop switch valve through the third electromagnetic liquid inlet valve; the fourth wheel brake is connected with one end of the first loop switch valve through the fourth electromagnetic liquid inlet valve; the liquid storage kettle is connected with one end of the first loop switching valve through the first loop return valve; the other end of the first circuit switch valve is connected with the power source through the single-cavity main cylinder;
the first wheel brake is also connected with one end of the second loop switch valve through the first electromagnetic liquid outlet valve; the second wheel brake is also connected with one end of the second loop switch valve through the second electromagnetic liquid outlet valve; the third wheel brake is also connected with one end of the second loop switch valve through the third electromagnetic liquid outlet valve; the fourth wheel brake is also connected with one end of the second loop switch valve through the fourth electromagnetic liquid outlet valve; the liquid storage kettle is also connected with one end of the second loop switching valve through the second loop return valve; the other end of the second loop switch valve is connected with the power source through the single-cavity main cylinder;
the controller is used for controlling the working states of the power source, the first electromagnetic liquid inlet valve, the second electromagnetic liquid inlet valve, the third electromagnetic liquid inlet valve, the fourth electromagnetic liquid outlet valve and the fourth electromagnetic liquid outlet valve.
2. The integrated brake control system of claim 1, wherein the controller comprises:
a first sub-controller and a second sub-controller that are completely electrically independent.
3. The integrated brake control system of claim 1, wherein the first through fourth electromagnetic feed valves are normally open electromagnetic feed valves.
4. The integrated brake control system of claim 1, wherein the first through fourth solenoid drain valves are normally closed solenoid drain valves.
5. The integrated brake control system of claim 1, wherein the first circuit switch valve is a normally open circuit switch valve.
6. The integrated brake control system of claim 1, wherein the second circuit switching valve is a normally closed circuit switching valve.
7. The integrated brake control system of claim 1, wherein the first circuit return valve is a normally closed circuit return valve.
8. The integrated brake control system of claim 1, wherein the second circuit return valve is a normally open circuit return valve.
9. The integrated brake control system of claim 1, further comprising: a left single-side electronic parking device and a right single-side electronic parking device;
wherein the controller is connected with the first wheel brake through the left single-side electronic parking device;
the controller is connected with the second wheel brake through the right single-side electronic parking device.
10. The integrated brake control system of claim 1, wherein the controller is configured to control the operating states of the power source, the first to fourth solenoid inlet valves, and the first to fourth solenoid outlet valves, and comprises:
the controller is used for receiving braking information to control the working states of the power source, the first electromagnetic liquid inlet valve, the second electromagnetic liquid inlet valve, the third electromagnetic liquid outlet valve, the fourth electromagnetic liquid outlet valve and the like.
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