CN114954400B - Electro-hydraulic braking mechanism, system and electro-hydraulic braking control method - Google Patents
Electro-hydraulic braking mechanism, system and electro-hydraulic braking control method Download PDFInfo
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- CN114954400B CN114954400B CN202210713330.XA CN202210713330A CN114954400B CN 114954400 B CN114954400 B CN 114954400B CN 202210713330 A CN202210713330 A CN 202210713330A CN 114954400 B CN114954400 B CN 114954400B
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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
- B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
- B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
- B60T13/148—Arrangements for pressure supply
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Braking Systems And Boosters (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
The application relates to the technical field of vehicle braking, in particular to an electronic hydraulic braking mechanism, an electronic hydraulic braking system and an electronic hydraulic braking control method. The electronic hydraulic braking mechanism of the scheme provides a pressure source for a braking component jointly through the control unit control hydraulic pump and the energy accumulator, and connects the high-pressure energy accumulator in parallel on a main oil way, so that the idle stroke of a piston and a braking gap are eliminated rapidly, then the hydraulic braking mechanism is pressurized through the work of the hydraulic pump, the braking force is controlled to change through the regulating pressure increasing valve and the pressure reducing valve, the braking function of a vehicle is realized, and the electronic hydraulic braking mechanism of the scheme is small in occupied space, high in response speed and high in reliability, and the problems of complex structure and low reliability of a hydraulic braking system in the prior art are effectively solved.
Description
Technical Field
The application relates to the technical field of vehicle braking, in particular to an electronic hydraulic braking mechanism, an electronic hydraulic braking system and an electronic hydraulic braking control method.
Background
With the rapid development of automobile technology, the brake system is also developed to a high integration direction. The electronic hydraulic braking system is used as a novel braking system and is a brake-by-wire system, mechanically decouples a brake pedal from a brake wheel cylinder, and completes braking operation through a hydraulic actuator; and the electronic hydraulic brake system is mature in technology and safe and stable in operation, is successfully applied to various vehicles, and is a main development direction of the current general requirements of the automobile industry, the industrial requirements of new energy automobiles and future automobile braking.
At present, in the existing electronic hydraulic braking technology, a central integrated hydraulic system is generally adopted to respectively control the braking of four wheels, so that the electronic hydraulic braking technology has the advantages of complex structure, large occupied space, long hydraulic pipeline and low reliability, and is difficult to be applied to the existing wheel-side integrated system with high development heat. Therefore, it is necessary to design an electro-hydraulic brake mechanism and a brake system that are reliable, compact and capable of achieving a parking function.
Disclosure of Invention
The application provides an electronic hydraulic brake mechanism, an electronic hydraulic brake system and an electronic hydraulic brake control method, which solve the problems of complex structure and lower reliability of a hydraulic brake system in the prior art.
According to a first aspect, in one embodiment, an electro-hydraulic brake mechanism is provided, including a brake assembly, a control unit, a main pressure supply oil path, and an auxiliary pressure supply oil path disposed in parallel with the main pressure supply oil path;
the main pressure supply oil way is provided with a liquid storage device, a hydraulic pump, a pressure increasing valve, a pressure reducing valve and a pressure sensor, the inlet end of the hydraulic pump is communicated with the liquid storage device, and the outlet end of the hydraulic pump is communicated with the inlet end of the pressure increasing valve; the outlet end of the pressure increasing valve is communicated with the brake component; the inlet end of the pressure reducing valve is communicated with the outlet end of the pressure increasing valve, and the outlet end of the pressure reducing valve is communicated with the liquid reservoir; the pressure sensor is arranged on an oil path between the pressure increasing valve and the brake component;
the auxiliary pressure oil circuit is provided with an energy accumulator and a switch valve, the inlet end of the energy accumulator is communicated with the outlet end of the hydraulic pump, and the outlet end of the energy accumulator is communicated with the inlet end of the pressure increasing valve through the switch valve;
the control unit is respectively and electrically connected with the hydraulic pump, the pressure increasing valve, the pressure reducing valve, the pressure sensor, the energy accumulator and the switch valve, and is used for controlling the main pressure supply oil way and the auxiliary pressure supply oil way to provide pressure for the brake assembly, so that the braking of the automobile wheels is realized.
In a possible embodiment, the main pressure supply oil line is further provided with an overflow valve, an inlet end of the overflow valve is communicated with an outlet end of the hydraulic pump, and an outlet end of the overflow valve is communicated with the liquid reservoir.
In a possible embodiment, the main pressure supply line is further provided with a relief valve, which is arranged in parallel with the pressure relief valve.
In one possible embodiment, the pressure of the accumulator is greater than the maximum pressure required for braking by the electro-hydraulic brake mechanism.
In one possible implementation, the on-off valve and the pressure increasing valve are normally open solenoid valves, and the pressure reducing valve is a normally closed solenoid valve.
In a possible embodiment, the auxiliary pressure supply line is further provided with a non-return valve, which is arranged on the line between the hydraulic pump and the energy accumulator.
According to a second aspect, an embodiment provides an electro-hydraulic brake system, including the electro-hydraulic brake mechanism described above, a pedal-analog sensor, and a control module;
the electronic hydraulic braking mechanism is used for being arranged on the wheel rim of the automobile wheel and used for completing braking of the automobile wheel;
the pedal simulation sensor is used for converting pedal force into an electric signal and sending the electric signal to the control module;
the control module is electrically connected with the electronic hydraulic braking mechanism and is used for controlling the electronic hydraulic braking mechanism to brake the automobile wheels according to the received electric signals.
According to a third aspect, in one embodiment, there is provided an electro-hydraulic brake control method, using the electro-hydraulic brake mechanism described above, including the steps of:
receiving signals of a pedal simulation sensor;
and controlling the electronic hydraulic braking mechanism to brake the wheels of the automobile according to the received signals of the pedal simulation sensor.
In a possible embodiment, the controlling the electro-hydraulic braking mechanism to brake the wheels of the automobile according to the received signal of the pedal analog sensor includes:
controlling the electronic hydraulic brake mechanism to select a brake pressure mode according to the received signal of the pedal simulation sensor, wherein the brake pressure mode comprises a pressurizing mode, a pressure maintaining mode and a pressure reducing mode;
and braking the automobile wheels according to the selected braking pressure mode.
In a possible implementation embodiment, when the braking pressure mode selected by the control module is a boost mode, controlling the electro-hydraulic braking mechanism to perform service braking on the vehicle;
when the braking pressure mode selected by the control module is a pressure maintaining mode, controlling the electronic hydraulic braking mechanism to carry out parking braking, emergency braking or service braking on the vehicle;
and when the braking pressure mode selected by the control module is a decompression mode, controlling the electronic hydraulic braking mechanism to release the braking of the vehicle.
According to the electronic hydraulic brake mechanism of the embodiment, the hydraulic pump and the energy accumulator are controlled by the control unit to jointly provide a pressure source for the brake assembly, the high-pressure energy accumulator is connected in parallel to the main oil way, so that the idle stroke and the brake clearance of the piston are quickly eliminated, then the hydraulic brake mechanism is pressurized by the hydraulic pump, the change of the braking force is controlled by adjusting the pressurizing valve and the pressure reducing valve, the braking function of a vehicle is realized, and the electronic hydraulic brake mechanism of the scheme is small in occupied space, high in response speed and high in reliability, and effectively solves the problems of complex structure and low reliability of a hydraulic brake system in the prior art.
Drawings
FIG. 1 is a schematic diagram of an electro-hydraulic brake mechanism according to an embodiment of the present application;
FIG. 2 is a schematic diagram of an electro-hydraulic brake mechanism according to an embodiment of the present application;
FIG. 3 is a schematic diagram of an electro-hydraulic braking system according to an embodiment of the present application;
FIG. 4 is a flowchart of an electro-hydraulic brake control method according to an embodiment of the present application;
FIG. 5 is a flow chart of controlling an electro-hydraulic brake mechanism to brake wheels of an automobile according to an embodiment of the present application;
fig. 6 is a control schematic diagram of an electro-hydraulic brake system according to an embodiment of the present application.
Reference numerals: 1. a reservoir; 2. a hydraulic pump; 3. an accumulator; 4. a switch valve; 5. a pressure increasing valve; 6. a pressure sensor; 7. a brake assembly; 71. a brake caliper body; 72. a brake disc; 8. a pressure reducing valve; 9. a one-way valve; 10. an overflow valve; 11. a safety valve; 100. an electro-hydraulic brake mechanism; 200. a pedal analog sensor; 300. and a control module.
Detailed Description
The application will be described in further detail below with reference to the drawings by means of specific embodiments. Wherein like elements in different embodiments are numbered alike in association. In the following embodiments, numerous specific details are set forth in order to provide a better understanding of the present application. However, one skilled in the art will readily recognize that some of the features may be omitted, or replaced by other elements, materials, or methods in different situations. In some instances, related operations of the present application have not been shown or described in the specification in order to avoid obscuring the core portions of the present application, and may be unnecessary to persons skilled in the art from a detailed description of the related operations, which may be presented in the description and general knowledge of one skilled in the art.
Furthermore, the described features, operations, or characteristics of the description may be combined in any suitable manner in various embodiments. Also, various steps or acts in the method descriptions may be interchanged or modified in a manner apparent to those of ordinary skill in the art. Thus, the various orders in the description and drawings are for clarity of description of only certain embodiments, and are not meant to be required orders unless otherwise indicated.
The numbering of the components itself, e.g. "first", "second", etc., is used herein merely to distinguish between the described objects and does not have any sequential or technical meaning. The term "coupled" as used herein includes both direct and indirect coupling (coupling), unless otherwise indicated.
The existing electronic hydraulic braking technology generally adopts a central integrated hydraulic system to respectively control the braking of four wheels, so that the electronic hydraulic braking technology has the advantages of complex structure, large occupied space, long hydraulic pipeline and difficulty in being applied to a wheel side integrated system. Aiming at the problems, the application provides an electronic hydraulic braking mechanism, an electronic hydraulic braking system and an electronic hydraulic braking control method which have the advantages of small occupied space, strong reliability and short hydraulic pipeline and can be applied to a wheel side integrated system. The distributed electronic hydraulic brake system pedal and the brake system are completely mechanically decoupled, the working principle is simple, the response speed is high, the reliability is high, hydraulic elements of the distributed electronic hydraulic brake system pedal and the brake system are integrated, the high integration of the electronic hydraulic brake system is completed, the distributed electronic hydraulic brake system pedal and the brake system pedal can be independently applied to a wheel-side integrated system, the independent control of wheel braking is realized, the parking brake function is realized, and the distributed electronic hydraulic brake system pedal and the brake system pedal have good application prospect.
Example 1
Referring to fig. 1, an electro-hydraulic brake mechanism 100 is provided in this embodiment, and includes a brake assembly 7, a control unit, a main pressure supply oil path, and an auxiliary pressure supply oil path connected in parallel with the main pressure supply oil path. Wherein the brake assembly 7 comprises a brake caliper body 71 and a brake disc 72.
Specifically, a main pressure supply oil way is provided with a liquid reservoir 1, a hydraulic pump 2, a pressure increasing valve 5, a pressure reducing valve 8 and a pressure sensor 6, the inlet end of the hydraulic pump 2 is communicated with the liquid reservoir 1, and the outlet end of the hydraulic pump 2 is communicated with the inlet end of the pressure increasing valve 5; the outlet end of the pressure increasing valve 5 is communicated with the brake assembly 7; the inlet end of the pressure reducing valve 8 is communicated with the outlet end of the pressure increasing valve 5, and the outlet end of the pressure reducing valve 8 is communicated with the liquid reservoir 1; the pressure sensor 6 is provided on an oil passage between the pressure increasing valve 5 and the brake assembly 7. The auxiliary pressure supply oil way is provided with an energy accumulator 3 and a switch valve 4, the inlet end of the energy accumulator 3 is communicated with the outlet end of the hydraulic pump 2, and the outlet end of the energy accumulator 3 is communicated with the inlet end of the pressure increasing valve 5 through the switch valve 4; the control unit is respectively and electrically connected with the hydraulic pump 2, the pressure increasing valve 5, the pressure reducing valve 8, the pressure sensor 6, the energy accumulator 3 and the switch valve 4, and is used for controlling the main pressure supply oil way and the auxiliary pressure supply oil way to provide pressure for the brake component 7, so that the braking of the automobile wheels is realized.
In practical application, the electro-hydraulic brake mechanism 100 is arranged in a wheel-side integrated system, and a hydraulic integrated block model is adopted, wherein the switch valve 4 and the pressure increasing valve 5 are normally open electromagnetic valves, and the pressure reducing valve 8 is normally closed electromagnetic valves, and when the electro-hydraulic brake mechanism is used, the control module 300 controls the electro-hydraulic brake mechanisms 100 respectively arranged on the wheel sides of four automobile wheels to brake the automobile wheels after receiving signals of the pedal simulation sensor 200. Specifically, as shown in fig. 6, when the vehicle starts to run normally, the control unit receives the brake release information of the control module 300, controls the switch valve 4 to close, and the pressure reducing valve 8 to open for a period of time and then to close, when the vehicle needs to brake, the control unit receives the service brake information of the control module 300, controls the pressure reducing valve 8 to be in a closed state, and opens the hydraulic pump 2, the switch valve 4 and the accumulator 3, and since the hydraulic pump 2 has a reaction time in the process of starting to work, the pressure at this time cannot be supplied in time, the accumulator 3 needs to work as a brake component 7 through the accumulator 3, the accumulator 3 can react quickly and eliminate the piston idle stroke and the brake clearance, the brake response time is reduced, and after the pressure of the hydraulic pump 2 is increased, the accumulator 3 is closed, only needs to close the switch valve 4, the accumulator 3 can be closed, and the pressure is increased through the work of the hydraulic pump 2, at this time, the control unit judges the magnitude of the actual brake pressure and the target brake pressure through the pressure on the main supply oil circuit fed back by the pressure sensor 6, and when the actual brake pressure is judged to be smaller than the target brake pressure, the actual brake pressure is continuously supplied through the hydraulic pump 2, therefore the actual brake pressure is judged to be larger than the target brake pressure, and the actual brake pressure is not supplied through the control valve 5, and the pressure is judged to be equal to the actual brake pressure is not equal to the target brake pressure when the actual brake pressure is judged to the actual brake pressure is smaller than the target brake pressure. When the brake is released, the switch valve 4 and the booster valve 5 are closed, the pressure reducing valve 8 is opened for a period of time and then closed, the hydraulic pump 2 continues to work to supplement the pressure to the accumulator 3, when the pressure in the accumulator 3 reaches a certain value (the pressure of the accumulator 3 is ensured to be higher than the maximum pressure required by the brake), the hydraulic pump 2 is closed, and then the booster valve 5 is opened (namely, the normal state is restored). When the vehicle is in a parking braking state, after receiving the parking braking information sent by the control module 300, the control unit controls the hydraulic pump 2 to stop working, and controls the switch valve 4, the booster valve 5 and the pressure reducing valve 8 to be in a normal state when the power is off (namely, the switch valve 4 and the booster valve 5 are normally open, and the pressure reducing valve 8 is normally closed), and at the moment, the parking braking function of the vehicle is completed by providing pressure through the high-pressure accumulator 3. The electro-hydraulic brake mechanism 100 adopting the scheme can realize that the high-pressure accumulator 3 can still provide braking pressure after the vehicle is parked, and has the functions of service braking and parking braking.
The working principle of the electro-hydraulic brake mechanism 100 of this embodiment is as shown in fig. 1, a pressure source is provided by the hydraulic pump 2 and the accumulator 3 together, the accumulator 3 is connected in parallel to the main oil path, and is mainly used for rapidly eliminating the idle stroke and the braking gap of the piston, then the hydraulic pump 2 works to boost, and the booster valve 5 and the pressure reducing valve 8 are adjusted to control the braking force change, wherein the pressure change in the braking process mainly has three modes, and the specific principle of the pressure change process is as follows:
when the vehicle needs service braking, an active boost mode is used: the pressure reducing valve 8 is closed, the switching valve 4 and the pressure increasing valve 5 are opened, the switching valve 4 is closed after the idle stroke and the braking gap of the piston are rapidly eliminated through the work of the energy accumulator 3, the pressure increasing of the braking component 7 is carried out through the work of the hydraulic pump 2, and then the braking component 7 acts on the wheels of the automobile, so that the service braking of the vehicle is realized. In the active pressurization process, one or several pulse signals are given to the switch valve 4, and after the switch valve 4 is opened for one or several pulse signals, the switch valve 4 is closed.
When the vehicle requires parking brake or emergency brake or service brake, the dwell mode is used: the on-off valve 4, the pressure increasing valve 5 and the pressure reducing valve 8 are powered off and restored to the normal state (i.e., the on-off valve 4 is normally open, the pressure increasing valve 5 is normally open, the pressure reducing valve 8 is normally closed), and then the pressure is provided to the brake assembly 7 through the accumulator 3 to complete the parking function or emergency braking of the vehicle. The specific case of using the pressure maintaining mode in the service braking is as follows: when the vehicle is in a long downhill slope, the vehicle is in a braking state for a long time, and the vehicle is always running with braking force, and at this time, the pressure maintaining mode can be used for carrying out service braking.
When the vehicle needs to release the brake, a decompression mode is used: the switch valve 4 and the booster valve 5 are closed, the pressure reducing valve 8 is opened, the hydraulic pump 2 continues to work to supplement pressure to the accumulator 3, the hydraulic pump 2 stops working after a certain pressure is reached, no pressure source exists for pressure acting on the brake assembly 7, and the brake assembly 7 stops braking of the automobile wheels, so that the release of the braking of the automobile is realized.
Referring to fig. 2, the main pressure supply oil path is further provided with an overflow valve 10, an inlet end of the overflow valve 10 is communicated with an outlet end of the hydraulic pump 2, and an outlet end of the overflow valve 10 is communicated with the reservoir 1.
In this embodiment, by adding the relief valve 10 to the main pressure supply line, specifically, the inlet end of the relief valve 10 is communicated with the outlet end of the hydraulic pump 2, and the outlet end of the relief valve 10 is communicated with the reservoir 1, when the oil supply pressure of the hydraulic pump 2 in the main pressure supply line is too high, the relief valve 10 can be opened to protect overload.
Referring to fig. 2, the main pressure supply oil circuit is further provided with a relief valve 11, and the relief valve 11 is connected in parallel with the pressure reducing valve 8.
In the embodiment, a safety valve 11 is arranged in parallel at the pressure reducing valve 8 of the main pressure supply oil way, and if and only if the pressure reducing valve 8 fails and can not relieve pressure (namely, can not release braking), the safety valve 11 normally works to release braking, so that the running safety of the automobile is ensured. Wherein the safety valve 11 is also a normally closed solenoid valve.
The pressure of the accumulator 3 is greater than the maximum pressure required for braking by the electro-hydraulic brake mechanism 100.
In the present embodiment, when the pressure is supplemented to the accumulator 3 by the hydraulic pump 2, it is necessary to ensure that the pressure of the accumulator 3 is greater than the maximum pressure required for braking by the electro-hydraulic brake mechanism 100, because when the vehicle is stopped in parking braking, the hydraulic pump 2 is turned off, the on-off valve 4, the pressure increasing valve 5, and the pressure reducing valve 8 are all restored to the normal state, i.e., the on-off valve 4 and the pressure increasing valve 5 are normally open, and the pressure reducing valve 8 is normally closed, and the brake assembly 7 is provided with pressure by the high-pressure accumulator 3 to complete the parking function of the vehicle, and therefore, it is necessary to ensure that the pressure of the accumulator 3 is greater than the maximum pressure required for braking by the electro-hydraulic brake mechanism 100.
The auxiliary pressure supply oil way is also provided with a one-way valve 9, and the one-way valve 9 is arranged on the oil way between the hydraulic pump 2 and the energy accumulator 3.
In the present embodiment, a check valve 9 is further provided on the auxiliary supply oil path, i.e., the oil path between the hydraulic pump 2 and the accumulator 3, to prevent the oil in the accumulator 3 from flowing back into the hydraulic pump 2 to cause damage to the hydraulic pump 2.
Example 2
Referring to fig. 3, an electro-hydraulic brake system is provided in this embodiment, which includes the electro-hydraulic brake mechanism 100 described above, and further includes a pedal analog sensor 200 and a control module 300.
The electro-hydraulic brake mechanism 100 is for mounting on a wheel rim of a vehicle wheel and for performing braking of the vehicle wheel. Specifically, the number of the electro-hydraulic brake mechanisms 100 is the same as the number of the wheels of the automobile, and the electro-hydraulic brake mechanisms 100 are mounted on the wheel sides of the wheels of the automobile, and each wheel side of the electro-hydraulic brake mechanisms 100 controls the braking of the wheel.
The pedal analog sensor 200 is used to convert pedal force into an electrical signal and send the electrical signal to the control module 300.
The control module 300 is electrically connected to the electro-hydraulic brake mechanism 100 and is configured to control the electro-hydraulic brake mechanism 100 to brake the wheels of the vehicle according to the received electrical signal. In a specific operation, the control module 300 sends the received signals to the electro-hydraulic brake mechanisms 100 on the wheel sides of each wheel respectively, and then controls each component in the electro-hydraulic brake mechanisms 100 through the control unit of the electro-hydraulic brake mechanisms 100.
In practical application, the electro-hydraulic brake mechanism 100 is arranged in a wheel-side integrated system, and a hydraulic integrated block model is adopted, wherein the switch valve 4 and the pressure increasing valve 5 are normally open electromagnetic valves, and the pressure reducing valve 8 is normally closed electromagnetic valves, and when the electro-hydraulic brake mechanism is used, the control module 300 controls the electro-hydraulic brake mechanisms 100 respectively arranged on the wheel sides of four automobile wheels to brake the automobile wheels after receiving signals of the pedal simulation sensor 200. Specifically, as shown in fig. 6, when the vehicle starts to run normally, the control unit receives the brake release information of the control module 300, controls the switch valve 4 to close, and the pressure reducing valve 8 to open for a period of time and then to close, when the vehicle needs to brake, the control unit receives the service brake information of the control module 300, controls the pressure reducing valve 8 to be in a closed state, and opens the hydraulic pump 2, the switch valve 4 and the accumulator 3, and since the hydraulic pump 2 has a reaction time in the process of starting to work, the pressure at this time cannot be supplied in time, the accumulator 3 needs to work as a brake component 7 through the accumulator 3, the accumulator 3 can react quickly and eliminate the piston idle stroke and the brake clearance, the brake response time is reduced, and after the pressure of the hydraulic pump 2 is increased, the accumulator 3 is closed, only needs to close the switch valve 4, the accumulator 3 can be closed, and the pressure is increased through the work of the hydraulic pump 2, at this time, the control unit judges the magnitude of the actual brake pressure and the target brake pressure through the pressure on the main supply oil circuit fed back by the pressure sensor 6, and when the actual brake pressure is judged to be smaller than the target brake pressure, the actual brake pressure is continuously supplied through the hydraulic pump 2, therefore the actual brake pressure is judged to be larger than the target brake pressure, and the actual brake pressure is not supplied through the control valve 5, and the pressure is judged to be equal to the actual brake pressure is not equal to the target brake pressure when the actual brake pressure is judged to the actual brake pressure is smaller than the target brake pressure. When the brake is released, the switch valve 4 and the booster valve 5 are closed, the pressure reducing valve 8 is opened for a period of time and then closed, the hydraulic pump 2 continues to work to supplement the pressure to the accumulator 3, when the pressure in the accumulator 3 reaches a certain value (the pressure of the accumulator 3 is ensured to be higher than the maximum pressure required by the brake), the hydraulic pump 2 is closed, and then the booster valve 5 is opened (namely, the normal state is restored). When the vehicle is in a parking braking state, after receiving the parking braking information sent by the control module 300, the control unit controls the hydraulic pump 2 to stop working, and controls the switch valve 4, the booster valve 5 and the pressure reducing valve 8 to be in a normal state when the power is off (namely, the switch valve 4 and the booster valve 5 are normally open, and the pressure reducing valve 8 is normally closed), and at the moment, the parking braking function of the vehicle is completed by providing pressure through the high-pressure accumulator 3. The electro-hydraulic brake mechanism 100 adopting the scheme can realize that the high-pressure accumulator 3 can still provide braking pressure after the vehicle is parked, and has the functions of service braking and parking braking.
Example 3
Referring to fig. 4, in this embodiment, an electro-hydraulic brake control method is provided, and the electro-hydraulic brake mechanism 100 includes the following steps:
step 1: signals of the pedal-analog sensor 200 are received.
Step 2: the electro-hydraulic brake mechanism 100 is controlled to brake the wheels of the vehicle based on the received signal from the pedal-analog sensor 200.
Specifically, referring to fig. 5, the electronic hydraulic brake mechanism 100 is controlled to brake the wheels of the vehicle according to the received signal of the pedal analog sensor 200, and includes:
step 21: the electro-hydraulic brake mechanism 100 is controlled to select a brake pressure mode according to the received signal of the pedal-analog sensor 200, and the brake pressure mode includes a pressure increasing mode, a pressure maintaining mode, and a pressure reducing mode.
Step 22: and braking the wheels of the automobile according to the selected braking pressure mode.
In practical application, the electro-hydraulic braking mechanism 100 is arranged in a wheel-side integrated system, a hydraulic integrated block model is adopted, wherein the switch valve 4 and the pressure increasing valve 5 are normally open electromagnetic valves, and the pressure reducing valve 8 is normally closed electromagnetic valves, when the vehicle-side integrated system is used, the control module 300 controls the electro-hydraulic braking mechanisms 100 respectively arranged on the wheel sides of four vehicle wheels (namely, the left front wheel, the left rear wheel, the right front wheel and the right rear wheel) to brake the vehicle wheels after receiving signals of the pedal analog sensor 200, and the electro-hydraulic braking mechanisms are independently arranged in the wheel-side integrated system, so that independent braking of a single wheel can be completed, modularization and mass production development of the vehicle-side integrated system are facilitated, and when one of the electro-hydraulic braking mechanisms fails, the vehicle braking can be completed, and the vehicle-side integrated system has a redundant braking function.
Specifically, as shown in fig. 6, when the vehicle starts to run normally, the control unit receives the brake release information of the control module 300, controls the switch valve 4 to close, and the pressure reducing valve 8 to open for a period of time and then to close, when the vehicle needs to brake, the control unit receives the service brake information of the control module 300, controls the pressure reducing valve 8 to be in a closed state, and opens the hydraulic pump 2, the switch valve 4 and the accumulator 3, and since the hydraulic pump 2 has a reaction time in the process of starting to work, the pressure at this time cannot be supplied in time, the accumulator 3 needs to work as a brake component 7 through the accumulator 3, the accumulator 3 can react quickly and eliminate the piston idle stroke and the brake clearance, the brake response time is reduced, and after the pressure of the hydraulic pump 2 is increased, the accumulator 3 is closed, only needs to close the switch valve 4, the accumulator 3 can be closed, and the pressure is increased through the work of the hydraulic pump 2, at this time, the control unit judges the magnitude of the actual brake pressure and the target brake pressure through the pressure on the main supply oil circuit fed back by the pressure sensor 6, and when the actual brake pressure is judged to be smaller than the target brake pressure, the actual brake pressure is continuously supplied through the hydraulic pump 2, therefore the actual brake pressure is judged to be larger than the target brake pressure, and the actual brake pressure is not supplied through the control valve 5, and the pressure is judged to be equal to the actual brake pressure is not equal to the target brake pressure when the actual brake pressure is judged to the actual brake pressure is smaller than the target brake pressure. When the brake is released, the switch valve 4 and the booster valve 5 are closed, the pressure reducing valve 8 is opened for a period of time and then closed, the hydraulic pump 2 continues to work to supplement the pressure to the accumulator 3, when the pressure in the accumulator 3 reaches a certain value (the pressure of the accumulator 3 is ensured to be higher than the maximum pressure required by the brake), the hydraulic pump 2 is closed, and then the booster valve 5 is opened (namely, the normal state is restored). When the vehicle is in a parking braking state, after receiving the parking braking information sent by the control module 300, the control unit controls the hydraulic pump 2 to stop working, and controls the switch valve 4, the booster valve 5 and the pressure reducing valve 8 to be in a normal state when the power is off (namely, the switch valve 4 and the booster valve 5 are normally open, and the pressure reducing valve 8 is normally closed), and at the moment, the parking braking function of the vehicle is completed by providing pressure through the high-pressure accumulator 3. The electro-hydraulic brake mechanism 100 adopting the scheme can realize that the high-pressure accumulator 3 can still provide braking pressure after the vehicle is parked, and has the functions of service braking and parking braking.
In practical application, when the braking pressure mode selected by the control module 300 is the boost mode, the electro-hydraulic braking mechanism 100 is controlled to perform service braking on the vehicle; when the braking pressure mode selected by the control module 300 is the pressure maintaining mode, the electro-hydraulic braking mechanism 100 is controlled to perform parking braking, emergency braking or service braking on the vehicle; when the braking pressure mode selected by the control module 300 is the pressure reducing mode, the electro-hydraulic brake mechanism 100 is controlled to release the brake of the vehicle.
Specifically, as shown in fig. 1, the working principle is that a hydraulic pump 2 and an accumulator 3 jointly provide a pressure source, the accumulator 3 is connected in parallel on a main oil path, and is mainly used for rapidly eliminating a piston idle stroke and a braking gap, then the hydraulic pump 2 works to boost, and the pressure change in the braking process is mainly controlled by adjusting a booster valve 5 and a pressure reducing valve 8, wherein the pressure change in the braking process mainly comprises three modes, and the specific pressure change process principle is as follows:
when the vehicle needs service braking, an active boost mode is used: the pressure reducing valve 8 is closed, the switching valve 4 and the pressure increasing valve 5 are opened, the switching valve 4 is closed after the idle stroke and the braking gap of the piston are rapidly eliminated through the work of the energy accumulator 3, the pressure increasing of the braking component 7 is carried out through the work of the hydraulic pump 2, and then the braking component 7 acts on the wheels of the automobile, so that the service braking of the vehicle is realized. In the active pressurization process, one or several pulse signals are given to the switch valve 4, and after the switch valve 4 is opened for one or several pulse signals, the switch valve 4 is closed.
When the vehicle requires parking braking or emergency braking, a dwell mode is used: the on-off valve 4, the pressure increasing valve 5 and the pressure reducing valve 8 are powered off and restored to the normal state (i.e., the on-off valve 4 is normally open, the pressure increasing valve 5 is normally open, the pressure reducing valve 8 is normally closed), and then the pressure is provided to the brake assembly 7 through the accumulator 3 to complete the parking function or emergency braking of the vehicle. The specific case of using the pressure maintaining mode in the service braking is as follows: when the vehicle is in a long downhill slope, the vehicle is in a braking state for a long time, and the vehicle is always running with braking force, and at this time, the pressure maintaining mode can be used for carrying out service braking.
When the vehicle needs to release the brake, a decompression mode is used: the switch valve 4 and the booster valve 5 are closed, the pressure reducing valve 8 is opened, the hydraulic pump 2 continues to work to supplement pressure to the accumulator 3, the hydraulic pump 2 stops working after a certain pressure is reached, no pressure source exists for pressure acting on the brake assembly 7, and the brake assembly 7 stops braking of the wheels of the automobile, so that braking release of the vehicle is realized.
In the above embodiments, the pressure increasing valve 5 and the pressure reducing valve 8 are both high-speed solenoid valves controlled by PWM.
The foregoing description of the application has been presented for purposes of illustration and description, and is not intended to be limiting. Several simple deductions, modifications or substitutions may also be made by a person skilled in the art to which the application pertains, based on the idea of the application.
Claims (10)
1. The electronic hydraulic brake mechanism is characterized by comprising a brake assembly, a control unit, a main pressure supply oil way and an auxiliary pressure supply oil way which is arranged in parallel with the main pressure supply oil way;
the main pressure supply oil way is provided with a liquid storage device, a hydraulic pump, a pressure increasing valve, a pressure reducing valve and a pressure sensor, the inlet end of the hydraulic pump is communicated with the liquid storage device, and the outlet end of the hydraulic pump is communicated with the inlet end of the pressure increasing valve; the outlet end of the pressure increasing valve is communicated with the brake component; the inlet end of the pressure reducing valve is communicated with the outlet end of the pressure increasing valve, and the outlet end of the pressure reducing valve is communicated with the liquid reservoir; the pressure sensor is arranged on an oil path between the pressure increasing valve and the brake component;
the auxiliary pressure oil circuit is provided with an energy accumulator and a switch valve, the inlet end of the energy accumulator is communicated with the outlet end of the hydraulic pump, and the outlet end of the energy accumulator is communicated with the inlet end of the pressure increasing valve through the switch valve; the energy accumulator is connected in parallel with the main pressure supply oil path and is used for rapidly eliminating the idle stroke and the braking gap of the piston;
the control unit is respectively and electrically connected with the hydraulic pump, the pressure increasing valve, the pressure reducing valve, the pressure sensor, the energy accumulator and the switch valve, and is used for controlling the main pressure supply oil way and the auxiliary pressure supply oil way to provide pressure for the brake assembly so as to realize the braking of the wheels of the automobile;
the control unit is used for controlling the auxiliary pressure supply oil way, specifically, in an active pressurizing mode, the control unit is used for controlling the pressure reducing valve to be closed, controlling the switching valve and the pressurizing valve to be opened, and controlling the switching valve to be closed after the accumulator rapidly eliminates the idle stroke and the braking gap of the piston; and in the pressure maintaining mode, the control unit is used for controlling the opening and closing valve and the pressure increasing valve to be opened and controlling the pressure reducing valve to be closed, so that the energy accumulator provides pressure for the brake assembly.
2. The electro-hydraulic brake mechanism of claim 1, wherein the main supply circuit is further provided with a relief valve, an inlet end of the relief valve being in communication with an outlet end of the hydraulic pump, and an outlet end of the relief valve being in communication with the reservoir.
3. The electro-hydraulic brake mechanism as set forth in claim 1, wherein said main supply circuit is further provided with a relief valve disposed in parallel with said relief valve.
4. The electro-hydraulic brake mechanism of claim 1, wherein the accumulator pressure is greater than a maximum pressure required for braking of the electro-hydraulic brake mechanism.
5. The electro-hydraulic brake mechanism as set forth in claim 1, wherein said on-off valve and said pressure increasing valve are normally open solenoid valves and said pressure reducing valve is a normally closed solenoid valve.
6. The electro-hydraulic brake mechanism of claim 1, wherein the auxiliary supply circuit is further provided with a check valve disposed on an oil path between the hydraulic pump and the accumulator.
7. An electro-hydraulic brake system comprising an electro-hydraulic brake mechanism as claimed in any one of claims 1 to 6, a pedal simulation sensor, and a control module;
the electronic hydraulic braking mechanism is used for being arranged on the wheel rim of the automobile wheel and used for completing braking of the automobile wheel;
the pedal simulation sensor is used for converting pedal force into an electric signal and sending the electric signal to the control module;
the control module is electrically connected with the electronic hydraulic braking mechanism and is used for controlling the electronic hydraulic braking mechanism to brake the automobile wheels according to the received electric signals.
8. An electro-hydraulic brake control method employing the electro-hydraulic brake mechanism of any one of claims 1 to 6, comprising the steps of:
receiving signals of a pedal simulation sensor;
and controlling the electronic hydraulic braking mechanism to brake the wheels of the automobile according to the received signals of the pedal simulation sensor.
9. The electro-hydraulic brake control method of claim 8, wherein the controlling the electro-hydraulic brake mechanism to brake the vehicle wheels based on the received signal from the pedal-analog sensor comprises:
controlling the electronic hydraulic brake mechanism to select a brake pressure mode according to the received signal of the pedal simulation sensor, wherein the brake pressure mode comprises a pressurizing mode, a pressure maintaining mode and a pressure reducing mode;
and braking the automobile wheels according to the selected braking pressure mode.
10. The electro-hydraulic brake control method as set forth in claim 9, wherein,
when the selected braking pressure mode is a supercharging mode, controlling the electronic hydraulic braking mechanism to carry out service braking on the vehicle;
when the selected braking pressure mode is a pressure maintaining mode, controlling the electronic hydraulic braking mechanism to carry out parking braking, emergency braking or service braking on the vehicle;
and when the selected braking pressure mode is a decompression mode, controlling the electronic hydraulic braking mechanism to release braking of the vehicle.
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| CN202210713330.XA CN114954400B (en) | 2022-06-22 | 2022-06-22 | Electro-hydraulic braking mechanism, system and electro-hydraulic braking control method |
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| JPH0717376A (en) * | 1993-06-30 | 1995-01-20 | Mitsubishi Motors Corp | Branking device for vehicle |
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| CN106515698A (en) * | 2016-10-28 | 2017-03-22 | 江苏理工学院 | Automobile decoupling distributed brake system electric-hydraulic combined braking execution mechanism |
| CN108501921A (en) * | 2018-05-04 | 2018-09-07 | 吉林大学 | A kind of hydraulic pressure line control brake system and its brake control method with double pressure sources |
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2022
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0717376A (en) * | 1993-06-30 | 1995-01-20 | Mitsubishi Motors Corp | Branking device for vehicle |
| CN103863286A (en) * | 2012-12-14 | 2014-06-18 | 株式会社电装 | Hydraulic braking system |
| CN104442777A (en) * | 2014-11-27 | 2015-03-25 | 江苏理工学院 | Chassis wheel edge distributed independent brake actuating mechanism and chassis brake system |
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| CN114954400A (en) | 2022-08-30 |
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