CN114802149B - Integrated brake control system suitable for L3-L5 intelligent driving - Google Patents

Integrated brake control system suitable for L3-L5 intelligent driving Download PDF

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Publication number
CN114802149B
CN114802149B CN202110071062.1A CN202110071062A CN114802149B CN 114802149 B CN114802149 B CN 114802149B CN 202110071062 A CN202110071062 A CN 202110071062A CN 114802149 B CN114802149 B CN 114802149B
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valve
electromagnetic liquid
loop
electromagnetic
valves
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CN114802149A (en
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尹伟奇
程振东
王月琳
叶玉婷
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SAIC Motor Corp Ltd
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SAIC Motor Corp Ltd
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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
    • 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
    • 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 L3-L5 intelligent driving, 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 integrated brake control system can meet the following basic L3+ intelligent driving level brake 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

Integrated brake control system suitable for L3-L5 intelligent driving
Technical Field
The invention relates to the technical field of finished vehicle design, in particular to an integrated brake control system suitable for L3-L5 intelligent driving.
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 in 2016 by the company Continetal; IPB introduced by Bosch in 2018; IBC introduced in 2019 by ZF corporation; IDB introduced by ando in 2019, and the like.
The similar integrated brake control systems are planned to be released by domestic suppliers in 2021, but the currently released integrated brake control systems have a plurality of defects and cannot be applied to the field of L3-L5 intelligent driving.
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 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 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.
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 above 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 L3-L5 intelligent driving, 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 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 switching 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 can be suitable for the braking requirements of an L3+ intelligent driving level.
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 L3-L5 intelligent driving according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of an integrated brake control system suitable for L3-L5 intelligent driving according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of another integrated brake control system suitable for L3-L5 intelligent driving according to an embodiment of the present invention;
FIG. 4 is a schematic diagram illustrating operation of another integrated brake control system suitable for L3-L5 intelligent driving according to an embodiment of the present invention;
fig. 5 is a schematic operation diagram of another integrated brake control system suitable for L3-L5 smart driving 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 treaded 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 L2-L3 smart driving vehicle design to better replace a vacuum Booster (Booster) and an Electronic Stability Controller (ESC), but in an L3+ smart driving vehicle design, such as an L3-L5 smart driving vehicle design, the existing integrated brake control system has several major drawbacks:
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 controlled and driven by software of the EPB, and when the EPB fails, the EPB cannot normally work, so that 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 exists.
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 L3-L5 intelligent driving, which can meet the following basic L3+ intelligent driving level brake requirements:
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 is invalid, the vehicle is ready to runThe deceleration of the partial braking is at least 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 more comprehensible, the present invention is described in detail with reference to the accompanying drawings and the detailed description thereof.
Referring to fig. 1, fig. 1 is a schematic structural diagram of an integrated brake control system suitable for L3-L5 intelligent driving according to an embodiment of the present invention.
The integrated brake control system includes: the system 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, RR, first to fourth electromagnetic liquid inlet valves A1-A4, first to fourth electromagnetic liquid outlet valves B1-B4, first to second loop switch valves C1-C2 and first to second loop return valves D1-D2, wherein the single-cavity master cylinder MC is integrated with the power source MOT;
the first wheel brake FL is connected with one end of the first circuit switch valve C1 through the first electromagnetic liquid inlet valve A1; the second wheel brake FR is connected with one end of the first circuit switch valve C1 through the second electromagnetic liquid inlet valve A2; 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 loop switch valve C1 through the first loop return valve D1; the other end of the first circuit switch 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 loop switch valve C2 through the first electromagnetic liquid outlet valve B1; the second wheel brake FR is further connected with one end of the second circuit switch valve C2 through the second electromagnetic liquid outlet valve B2; the third wheel brake RL is also connected with one end of the second loop switch valve C2 through the third electromagnetic liquid outlet valve B3; the fourth wheel brake RR is further connected with one end of the second circuit switch valve C2 through the fourth electromagnetic liquid outlet 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, the second electromagnetic liquid inlet valve B1-B4 and the third 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 to A4, and the first to fourth electromagnetic liquid outlet valves B1 to 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 to 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 the high-pressure brake liquid builds pressure for the first wheel brakes FL, FR, RL and RR through a loop where the first electromagnetic liquid inlet valve to the fourth electromagnetic liquid inlet valve A1-A4 are located.
In the pressure relief process, the normally closed first electromagnetic liquid outlet valves B1-B4 are opened to relieve pressure to the first wheel brakes FL, FR, RL and RR.
Further, based on the above embodiment of the present invention, the first circuit switch valve C1 is a normally open circuit switch valve; the second loop switch valve C2 is a normally closed loop switch valve; the first loop return valve D1 is a normally closed loop return valve; and the second loop return valve D2 is a normally open loop 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 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 via 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 working condition:
in order to ensure the stability of the input of the braking request signal, the signals sent by a Pedal stroke signal Pedal _ 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 to push a piston in the single-cavity master cylinder MC, pressure is built in a first circuit shown in the figure 2, and the first electromagnetic liquid inlet valve A1-A4 to the fourth electromagnetic liquid inlet valve A4 are in a normally open state; the first electromagnetic liquid outlet valve B1 to the fourth electromagnetic liquid outlet valve B4 are in a normally closed state and do 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 to fourth electromagnetic liquid inlet valves A1-A4 and the first to fourth electromagnetic liquid outlet valves B1-B4 do not need to work, and the service life can be further prolonged.
Under the working condition of ABS/ESC intervention operation:
in order to ensure the stability of the input of the braking request signal, the signals sent by a Pedal stroke signal Pedal _ 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 ensure the 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:
in order to ensure the stability of the input of the braking request signal, the signals sent by a Pedal stroke signal Pedal _ 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 valves of the first to fourth electromagnetic liquid inlet valves A1-A4 and the first to fourth electromagnetic liquid outlet valves B1-B4 are invalid:
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 switching, so that when 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 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 calculation results of the wheel speed and the slip rate.
The first sub-controller ECU _ A diagnoses that the ABS/ESC logic is not normally executed, namely the target wheel brake pressure cannot be released or the rapid release occurs, and at the moment, the first sub-controller ECU _ A judges that the electromagnetic valves of the first electromagnetic liquid inlet valve A1-A4 and the first electromagnetic liquid outlet valve B1-B4 are failed.
The first sub-controller ECU _ A executes ABS/ESC _ Reduced to perform a low-selection ABS logic based on a 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 valves of the first to fourth electromagnetic liquid inlet valves A1-A4 and the first to fourth electromagnetic liquid outlet valves B1-B4 are failed:
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 invalid and normally closed, the deceleration is 3/4 under the condition of the same pressure, the corresponding wheel slip rate is 0, one or more electromagnetic valves in the first to fourth electromagnetic liquid outlet valves B1-B4 are invalid and normally open, 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 the electromagnetic valve fails in the first to second loop switch valves C1-C2 and the first to second loop 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.
The working states of the first-circuit switching valve C1-C2, the second-circuit switching valve D1-D2 and the first-circuit return valve D1-D2 are not required to be switched between the normal braking and the ABS/ESC working condition, so that the failure working condition has no influence on the braking of the whole vehicle.
When the electromagnetic valve fails in the first-second loop switching valves C1-C2 and the first-second loop return valves 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 conventional braking, abnormal high pressure (the first loop switch valve C1 is normally closed) and no pressure build-up (the second loop switch valve C2 is normally open and the first loop 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 opened, the first loop return valve D1 is normally opened, 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.
Under the condition of normal braking, liquid inlet valves of the front axle and the rear axle are closed in sequence (namely the first to the fourth electromagnetic liquid inlet valves A1-A4), and the leaked wheel brake pump is diagnosed.
When leakage occurs at the rear wheel, all rear axle liquid inlet valves (namely the third to fourth electromagnetic liquid inlet valves A3-A4) are closed, and the brake hydraulic 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 the front axle liquid inlet valves (namely the first to the second electromagnetic liquid inlet valves A1-A2) are closed, and 6.44m/s can be ensured 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 above detailed description is provided for the integrated brake control system applicable to L3-L5 intelligent driving, and specific examples are applied herein to explain the principle and the implementation of the present invention, and the description of the above embodiments is only used to help understanding the method and the core idea of the present invention; 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 phrases "comprising a," "8230," "8230," or "comprising" does not exclude the presence of additional like 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 (4)

1. An integrated brake control system adapted for 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 to fourth electromagnetic liquid inlet valves are normally open electromagnetic liquid inlet valves; the first to fourth electromagnetic liquid outlet valves are normally closed electromagnetic liquid outlet valves; the first loop switch valve is a normally open loop switch valve; the second loop switch valve is a normally closed loop switch valve; the first loop return valve is a normally closed loop return valve; the second return circuit return valve is a normally open return circuit return valve;
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 switching 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, 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.
4. 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.
CN202110071062.1A 2021-01-19 2021-01-19 Integrated brake control system suitable for L3-L5 intelligent driving Active CN114802149B (en)

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