CN115158266B - Braking System - Google Patents
Braking System Download PDFInfo
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- CN115158266B CN115158266B CN202211086500.2A CN202211086500A CN115158266B CN 115158266 B CN115158266 B CN 115158266B CN 202211086500 A CN202211086500 A CN 202211086500A CN 115158266 B CN115158266 B CN 115158266B
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- pipeline
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- motor
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- 239000010720 hydraulic oil Substances 0.000 claims abstract description 14
- 239000003921 oil Substances 0.000 claims description 24
- 230000000694 effects Effects 0.000 abstract description 5
- 230000005540 biological transmission Effects 0.000 description 7
- 238000010586 diagram Methods 0.000 description 7
- 239000012530 fluid Substances 0.000 description 6
- 230000008878 coupling Effects 0.000 description 5
- 238000010168 coupling process Methods 0.000 description 5
- 238000005859 coupling reaction Methods 0.000 description 5
- 238000004891 communication Methods 0.000 description 2
- 239000006185 dispersion Substances 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
Abstract
The invention relates to the technical field of hydraulic braking, in particular to a braking system, which comprises: the pedal sensing unit, with pedal sensing unit pipeline connection's electrohydraulic brake unit, respectively control pedal sensing unit with the central master control unit of electrohydraulic brake unit action, electrohydraulic brake unit includes axle head calliper, a plurality of mutual parallelly connected back with pedal sensing unit with the motor that axle head calliper is connected, each motor is through backup pipeline connection between the motor to each backup pipeline is equipped with first normally closed solenoid valve. According to the scheme, the plurality of controllers are arranged in the braking system, so that the motors and valves on the shaft end calipers connected with the motors can be independently controlled, and accurate control can be realized; meanwhile, the motor is arranged close to the shaft end calipers, the hydraulic oil moving path can be shortened, the braking effect of the shaft end calipers is improved, and meanwhile, redundant design is carried out, so that automatic driving can be realized.
Description
Technical Field
The invention relates to the technical field of hydraulic braking, in particular to a braking system.
Background
A central centralized electronic and electrical architecture is a prerequisite for software defined automobiles. With the increase of the application of whole vehicle electronic and electric products, the number of single vehicle ECUs is greatly increased, and the distributed electronic and electric architecture cannot adapt to the further development of the intelligent automobile due to the defects of scattered calculation force, complex wiring, deep coupling of software and hardware, bottleneck of communication bandwidth and the like, and advances toward central calculation: the automobile replaces a large number of ECUs with a small number of high-performance computing units, and provides a computing force basis for increasingly complex automobile software; the software and hardware decoupling and the software layering decoupling are realized, so that the automobile software can realize quick iteration through OTA; high bandwidth communication architecture to accommodate the increasing volume of data and low latency requirements of vehicles.
The motor and the shaft end calipers in the braking system are arranged far, the pipeline is complex, a plurality of electromagnetic valves are arranged on the pipeline communicated with the middle, and the transmission speed of hydraulic oil is reduced after the hydraulic oil passes through the electromagnetic valves, so that the braking effect of the shaft end calipers is further reduced; and the redundant design is not realized for braking the shaft end clamp, and when the motor at each shaft end clamp is controlled to fail, the shaft end clamp cannot be braked and controlled, so that the braking effect is affected.
Disclosure of Invention
The invention aims to solve at least one technical problem in the background art and provides a braking system.
To achieve the above object, the present invention provides a brake system comprising: the pedal sensing unit, with pedal sensing unit pipeline connection's electrohydraulic brake unit, respectively control pedal sensing unit with the central master control unit of electrohydraulic brake unit action, electrohydraulic brake unit includes axle head calliper, a plurality of mutual parallelly connected back with pedal sensing unit with the motor that axle head calliper is connected, each motor is through backup pipeline connection between the motor to each backup pipeline is equipped with first normally closed solenoid valve.
Preferably, the pedal sensing unit comprises a pedal, a piston pump connected with the pedal, and an oilcan connected with the piston pump, wherein the piston pump comprises a first oil cavity and a second oil cavity;
the pedal sensing unit further comprises a pedal simulator connected with the oil pot and the first oil cavity through a first pipeline, and a second normally closed electromagnetic valve is arranged on the first pipeline between the pedal simulator and the first oil cavity.
Preferably, the shaft end calipers comprise a front end first calipers, a front end second calipers, a rear end first calipers and a rear end second calipers;
the pedal sensing unit further comprises a second pipeline, a third pipeline and a fourth pipeline, wherein the third pipeline is connected with the first oil cavity, the first pipeline, the rear-end first caliper and the rear-end second caliper;
the second pipeline is connected with the second oil cavity, the front-end first caliper and the front-end second caliper;
the fourth pipeline is connected with the oil can, the front-end first caliper, the front-end second caliper, the rear-end first caliper, the rear-end second caliper and the motor; or alternatively, the first and second heat exchangers may be,
the fourth pipeline is connected with the oilcan and the motor.
Preferably, the second pipeline and the third pipeline are respectively provided with a first normally open electromagnetic valve and a second normally open electromagnetic valve.
Preferably, the electro-hydraulic brake unit further comprises a fifth pipeline, a sixth pipeline, a seventh pipeline and an eighth pipeline, wherein one end of the fifth pipeline, the sixth pipeline, the seventh pipeline and the eighth pipeline are respectively connected with the fourth pipeline, and the other end of the fifth pipeline, the sixth pipeline, the seventh pipeline and the eighth pipeline are respectively connected with the front-end first caliper, the front-end second caliper, the rear-end first caliper and the rear-end second caliper.
Preferably, the fifth pipeline, the sixth pipeline, the seventh pipeline and the eighth pipeline are all provided with third normally closed electromagnetic valves.
Preferably, the electrohydraulic brake unit further comprises a ninth pipeline and a tenth pipeline, wherein one end of the ninth pipeline and the tenth pipeline are connected with the second pipeline, the other end of the ninth pipeline and the tenth pipeline are connected with the front-end first caliper and the front-end second caliper respectively, one end of the eleventh pipeline and the twelfth pipeline are connected with the third pipeline, and the other end of the eleventh pipeline and the twelfth pipeline are connected with the rear-end first caliper and the rear-end second caliper respectively;
and a third normally open electromagnetic valve is arranged on the ninth pipeline, the tenth pipeline, the eleventh pipeline and the twelfth pipeline.
Preferably, the electro-hydraulic brake unit further comprises a thirteenth pipeline, a fourteenth pipeline, a fifteenth pipeline and a sixteenth pipeline which are respectively connected with the third normally open electromagnetic valves in parallel;
the thirteenth pipeline, the fourteenth pipeline, the fifteenth pipeline and the sixteenth pipeline are respectively provided with a first check valve for preventing hydraulic oil from flowing backwards to the front-end first caliper, the front-end second caliper, the rear-end first caliper and the rear-end second caliper.
Preferably, the electrohydraulic braking unit comprises two motors arranged in parallel, each motor is connected with the fourth pipeline through a seventeenth pipeline and an eighteenth pipeline, and a second check valve for preventing the hydraulic oil from flowing backwards to the fourth pipeline is arranged on the seventeenth pipeline;
each motor is connected with the ninth pipeline and the tenth pipeline or the eleventh pipeline and the twelfth pipeline through a nineteenth pipeline;
and a fourth normally closed electromagnetic valve is arranged on the nineteenth pipeline.
Preferably, the electrohydraulic brake unit comprises four motors arranged in parallel, each motor being connected to the fourth line and/or the fifth line via a twentieth line and the twenty-first line, respectively.
Preferably, each motor is connected with the front-end first caliper, the front-end second caliper, the rear-end first caliper and the rear-end second caliper through a twenty-second pipeline respectively;
each twenty-second pipeline is respectively connected with the second pipeline and the third pipeline;
each twenty-second pipeline is respectively connected with the fifth pipeline, the sixth pipeline, the seventh pipeline and the eighth pipeline.
Preferably, a fifth normally-closed electromagnetic valve is arranged on the twenty-second pipeline between the second pipeline or the third pipeline and the motor.
Preferably, a fourth normally open electromagnetic valve is arranged on the twenty-second pipeline between the fifth pipeline, the sixth pipeline, the seventh pipeline and the eighth pipeline and the second pipeline or the third pipeline.
Preferably, the electro-hydraulic brake unit further comprises twenty-third pipelines connected in parallel with the fourth normally open electromagnetic valves, and each twenty-third pipeline is provided with a third one-way valve for preventing hydraulic oil from flowing backwards to the front-end first caliper, the front-end second caliper, the rear-end first caliper and the rear-end second caliper.
Preferably, the electrohydraulic brake unit further includes four motors arranged in parallel, a twenty-fourth pipeline connected to the fourth pipeline, and each motor is connected to the fourth pipeline and/or the twenty-fourth pipeline through a twenty-fifth pipeline and a twenty-sixth pipeline.
Preferably, each motor is connected to the front first caliper, the front second caliper, the rear first caliper and the rear second caliper through a twenty-seventh pipeline, respectively.
Preferably, the twenty-seventh pipeline is connected with the second pipeline or the third pipeline;
and a sixth normally closed electromagnetic valve is arranged on the twenty-seventh pipeline between the second pipeline or the third pipeline and the motor.
In order to achieve the above purpose, the invention has the following beneficial effects:
according to the scheme, the motor is arranged on the front axle and the rear axle of the vehicle, and the motor is closer to the axle end calipers for a traditional braking system, so that the hydraulic conduction path is greatly shortened, the characteristics of high response speed and high control precision are achieved, and the corresponding hysteresis problem caused by long brake fluid transmission path is solved; the four motors are respectively corresponding to one shaft end caliper, so that the body quantity of each built-in ECU action control module of the braking system is simplified, accurate control can be realized, and the brake system has obvious advantages when the shaft end calipers are independently controlled or the dynamic pressure of each shaft end caliper is controlled in a differentiated mode; meanwhile, a plurality of controllers are arranged in the electrohydraulic braking unit to independently and independently control electromagnetic valves or motors responsible for the controllers, so that the problems of distributed electronic electric framework calculation force dispersion, complex wiring and deep coupling between software and hardware in the prior art are solved, and meanwhile, the system performs redundant design on a hydraulic circuit for matching intelligent driving requirements.
Drawings
FIG. 1 schematically illustrates an overall circuit configuration of a brake system in a vehicle according to one embodiment of the invention;
FIG. 2 is a schematic diagram showing a piping structure of a pedal feel unit and an electro-hydraulic brake unit according to a first embodiment of the present invention;
FIG. 3 is a schematic diagram showing a piping structure of a pedal feel unit and an electro-hydraulic brake unit according to a second embodiment of the present invention;
fig. 4 schematically shows a piping structure diagram of a pedal feel unit and an electro-hydraulic brake unit according to a third embodiment of the present invention.
Reference numerals illustrate: pedal feel unit 10, pedal 101, piston pump 102, first oil chamber 1021, second oil chamber 1022, oilcan 103, first pipe 104, pedal simulator 105, second normally closed solenoid valve 106, second pipe 107, first normally open solenoid valve 1071, second normally open solenoid valve 1072, third pipe 108, fourth pipe 109;
the electro-hydraulic brake unit 20, the shaft end caliper 201, the front end first caliper 2011, the front end second caliper 2012, the rear end first caliper 2013, the rear end second caliper 2014, the motor 202, the backup line 203, the first normally-closed solenoid valve 204, the fifth line 205, the sixth line 206, the seventh line 207, the eighth line 208, the third normally-closed solenoid valve 209, the ninth line 210, the tenth line 211, the eleventh line 212, the twelfth line 213, the third normally-open solenoid valve 214, the thirteenth line 215, the fourteenth line 216, the fifteenth line 217, the sixteenth line 218, the first check valve 219, the seventeenth line 220, the second check valve 2201, the eighteenth line 221, the nineteenth line 222, the fourth normally-closed solenoid valve 2221, the twentieth line 223, the twenty-first line 224, the twenty-second line 225, the fifth normally-closed solenoid valve 226, the fourth normally-open solenoid valve 227, the twenty-third line 228, the third normally-closed solenoid valve 229, the twenty-fourth line 230, the twenty-fifth line 231, the twenty-sixth line 232, the twenty-seventh normally-closed solenoid valve 233, the twenty-eighth line 234;
a central master control unit 30, a first controller 301, a second controller 302, a third controller 303, a fourth controller 304, a fifth controller 305, and a sixth controller 306.
Detailed Description
The present disclosure will now be discussed with reference to exemplary embodiments. It should be understood that the embodiments discussed are merely to enable those of ordinary skill in the art to better understand and thus practice the teachings of the present invention and do not imply any limitation on the scope of the invention.
As used herein, the term "comprising" and variants thereof are to be interpreted as meaning "including but not limited to" open-ended terms. The term "based on" is to be interpreted as "based at least in part on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment.
Fig. 1 schematically shows an overall piping structure diagram of a brake system in a braked vehicle according to an embodiment of the present invention, and fig. 2 schematically shows a piping structure diagram of a pedal feel unit and an electro-hydraulic brake unit according to a first embodiment of the present invention, as shown in fig. 1, 2:
in a first embodiment of the present invention, the brake system of the present invention comprises:
the pedal sensing unit 10, the electrohydraulic brake unit 20 connected with the pedal sensing unit 10 through a pipeline, and the central master control unit 30 respectively controlling the actions of the pedal sensing unit 10 and the electrohydraulic brake unit 20, wherein the electrohydraulic brake unit 20 comprises a shaft end caliper 201, a plurality of motors 202 connected with the pedal sensing unit 10 and the shaft end caliper 201 after being mutually arranged in parallel, the motors 202 are connected through backup pipelines 203, and a first normally closed electromagnetic valve 204 is arranged on each backup pipeline 203.
The pedal feel unit 10 includes a pedal 101, a piston pump 102 connected to the pedal 101, an oilcan 103 connected to the piston pump 102, the piston pump 102 including a first oil chamber 1021 and a second oil chamber 1022;
the pedal sensing unit 10 further includes a pedal simulator 105 connected to the oil can 103 and the first oil chamber 1021 through a first pipe 104, and a second normally closed solenoid valve 106 is provided on the pedal simulator 105 and the first pipe 104 of the first oil chamber 1021.
Shaft end caliper 201 includes a front end first caliper 2011, a front end second caliper 2012, a rear end first caliper 2013, and a rear end second caliper 2014;
the pedal feel unit 10 further includes a second pipe 107, a third pipe 108, and a fourth pipe 109, the third pipe 108 being connected with the first oil chamber 1021, the first pipe 104, the rear-end first caliper 2013, and the rear-end second caliper 2014;
the second pipeline 107 is connected with the second oil cavity 1022, the front-end first caliper 2011 and the front-end second caliper 2012;
the fourth pipeline 109 is connected with the oilcan 103, the front first caliper 2011, the front second caliper 2012, the rear first caliper 2013, the rear second caliper 2014 and the motor 202; or alternatively, the first and second heat exchangers may be,
the fourth line 109 is connected to the oilcan 103 and the motor 202.
The second and third lines 107 and 108 are provided with a first and second normally open solenoid valve 1071 and 1072, respectively.
The electro-hydraulic brake unit 20 further includes a fifth pipe 205, a sixth pipe 206, a seventh pipe 207, and an eighth pipe 208, one end of which is connected to the fourth pipe 109, and the other end of which is connected to the front first caliper 2011, the front second caliper 2012, the rear first caliper 2013, and the rear second caliper 2014, respectively.
The fifth pipeline 205, the sixth pipeline 206, the seventh pipeline 207 and the eighth pipeline 208 are all provided with a third normally closed electromagnetic valve 209.
The electro-hydraulic brake unit 20 further includes a ninth pipe 210 and a tenth pipe 211, one end of which is connected to the second pipe 107, and the other end of which is connected to the front-end first caliper 2011 and the front-end second caliper 2012, respectively, and an eleventh pipe 211 and a twelfth pipe 213, one end of which is connected to the third pipe 108, and the other end of which is connected to the rear-end first caliper 2013 and the rear-end second caliper 2014, respectively;
a third normally open solenoid valve 214 is provided in each of the ninth pipe 210, the tenth pipe 211, the eleventh pipe 212, and the twelfth pipe 213.
The electro-hydraulic brake unit 20 further includes thirteenth, fourteenth, fifteenth, and sixteenth lines 215, 216, 217, 218, respectively, each of which is connected in parallel with each of the third normally open solenoid valves 214.
The thirteenth, fourteenth, fifteenth and sixteenth pipes 215, 216, 217 and 218 are each provided with a first check valve 219 for preventing the hydraulic oil from flowing backward to the front first caliper 2011, the front second caliper 2012, the rear first caliper 2013 and the rear second caliper 2014.
The electro-hydraulic brake unit 20 includes two motors 202 arranged in parallel, each motor 202 is connected to the fourth pipeline 109 through a seventeenth pipeline 220 and an eighteenth pipeline 221, and a second check valve 2201 for preventing the hydraulic oil from flowing backwards to the fourth pipeline 109 is arranged on the seventeenth pipeline 220;
each motor 202 is connected to the ninth line 210 and the tenth line 211 or the eleventh line 212 and the twelfth line 213 through a nineteenth line 222;
a fourth normally closed solenoid valve 2221 is provided in the nineteenth line 210.
The central control unit 30 receives signals transmitted by a wheel speed sensor, an acceleration sensor, a pressure sensor and the like which are carried on the whole vehicle, judges the action requirement of the braking system by means of mature processing logic, sends execution instructions to all controllers which are arranged in the braking system, and controls equipment to work according to the instructions.
In this embodiment, the central master control unit 30 includes a first controller 301 provided at the pedal feel unit 10, a second controller 302 provided within the electro-hydraulic brake unit 20, and a second controller 303.
Wherein the first controller 301 controls the opening and closing movements of the normally open solenoid valve, the second normally closed solenoid valve 106, the first normally open solenoid valve 1071, the second normally open solenoid valve 1072 between the oilcan 103 and the piston pump 102;
the second controller 302 controls the opening and closing movements of the motor 202, the fourth normally-closed electromagnetic valve 2221, the third normally-closed electromagnetic valve 209, and the third normally-open electromagnetic valve 214, which connect the front-end first caliper 2011 and the front-end second caliper 2012;
the third controller 303 controls opening and closing movements of the motor 202, the fourth normally-closed solenoid valve 2221, the third normally-closed solenoid valve 209, and the third normally-open solenoid valve 214, which connect the rear-end first caliper 2013 and the rear-end second caliper 2014.
By arranging the first controller 301, the second controller 302 and the third controller 303 in the braking system, complex braking demand judging capability is omitted, and only a solenoid valve or a motor 202 action control module which is set and installed is needed to be carried out, so that instruction calling can be executed by the central main control unit 30, the problems of distributed electronic and electric architecture such as scattered calculation force, complex wiring and deep coupling between software and hardware are solved, and meanwhile, intelligent driving demands are matched;
in the present embodiment, the backup line 203 is provided between the two motors 202 to be connected, and the first normally closed solenoid valve 204 is provided thereon, so that the hydraulic circuit and the built-in controller can be designed redundantly.
And, the backup pipeline 203 can be set to two pipelines connected in parallel between the two motors 202, and the first normally closed electromagnetic valve 204 is arranged on both backup pipelines 203, so that when one backup pipeline 203 fails, the system still has redundant backup, and hydraulic oil can be delivered to each shaft end caliper 201 through the other backup pipeline 203.
Meanwhile, in the first embodiment of the application, the motor 202 is directly connected with the shaft end caliper 201, and the front shaft and the rear shaft are arranged in the vehicle, so that compared with a traditional braking system, the motor 202 is closer to the shaft end caliper 201, the hydraulic transmission path is greatly shortened, the characteristics of high corresponding speed and high control precision are achieved, the problem of response lag caused by long brake fluid transmission path in the prior art is solved, the rapid braking of the vehicle can be realized, and the safety of a driver is ensured.
Fig. 3 schematically shows a piping structure diagram of a pedal feel unit and an electro-hydraulic brake unit according to a second embodiment of the present invention, as shown in fig. 3:
in the second embodiment of the present invention, the connection relationship of the respective devices in the pedal feel unit 10 is unchanged, and the arrangement and the connection relationship between the devices in the electro-hydraulic brake unit 20 are changed.
The electrohydraulic brake unit 20 comprises four electric motors 202 arranged in parallel, each motor 202 being connected to the fourth line 109 and/or to the fifth line 205 via a twentieth line 223 and a twenty-first line 224, respectively.
Specifically, the motor 202 connected to the front-end first caliper 2011 and the rear-end first caliper 2013 is connected to the fourth pipeline 109 through the twentieth pipeline 223 and the twenty-first pipeline 224, and the motor 202 connected to the front-end second caliper 2012 and the rear-end second caliper 2014 is connected to the fifth pipeline 205 through the twentieth pipeline 223 and the twenty-first pipeline 224.
Each motor 202 is connected to a front first caliper 2011, a front second caliper 2012, a rear first caliper 2013 and a rear second caliper 2014 through a twenty-second pipeline 225, respectively;
each twenty-second line 225 connects the second line 107 and the third line 108, respectively;
twenty-two lines 225 are connected to fifth line 205, sixth line 206, seventh line 207, and eighth line 208, respectively.
A fifth normally-closed solenoid valve 226 is provided in either the second conduit 107 or a twenty-second conduit 225 between the third conduit 108 and the motor 202.
A fourth normally open solenoid valve 227 is provided in the twenty-second line 225 between the fifth line 205, the sixth line 206, the seventh line 207, and the eighth line 208 and the second line 107 or the third line 108.
The electro-hydraulic brake unit 20 further includes twenty-third pipelines 228 connected in parallel with the fourth normally open electromagnetic valves 227, and the twenty-third pipelines 228 are respectively provided with a third check valve 229 for preventing the hydraulic oil from flowing back to the front first caliper 2011, the front second caliper 2012, the rear first caliper 2013 and the rear second caliper 2014.
Further, the central general control unit 30 includes a first controller 301, a second controller 302, a third controller 303, a fourth controller 304, and a fifth controller 305.
The first controller 301 controls the opening and closing movements of the normally open solenoid valve, the second normally closed solenoid valve 106, the first normally open solenoid valve 1071, and the second normally open solenoid valve 1072 between the oilcan 103 and the piston pump 102 as in the first embodiment;
the second controller 302 controls the opening and closing movements of the motor 202, the fifth normally-closed solenoid valve 226, the fourth normally-open solenoid valve 227, and the third normally-closed solenoid valve 209 connected to the front-end first caliper 2011;
the third controller 303 controls opening and closing movements of the motor 202, the fifth normally-closed solenoid valve 226, the fourth normally-open solenoid valve 227, and the third normally-closed solenoid valve 209 connected to the front-end second caliper 2012;
the fourth controller 304 controls the opening and closing movements of the motor 202, the fifth normally-closed solenoid valve 226, the fourth normally-open solenoid valve 227, and the third normally-closed solenoid valve 209 connected to the rear-end first caliper 2013;
the fifth controller 305 controls the opening and closing movements of the motor 202, the fifth normally-closed solenoid valve 226, the fourth normally-open solenoid valve 227, and the third normally-closed solenoid valve 209 connected to the rear-end second caliper 2014.
The arrangement can solve the problems of distributed electronic and electric architecture such as scattered calculation force, complex wiring and deep coupling of software and hardware, and the four single machines 202 are connected with each other through the backup pipeline 203, the backup pipeline 203 is provided with the first normally-closed electromagnetic valve 204, and the hydraulic circuit and the built-in controller are designed in a redundancy way.
In the present embodiment, four motors 202 are provided, each of which is connected to one shaft end caliper 201, so that separate control of the shaft end calipers 201 is realized, and further, the motors 202 can be provided at positions closer to the respective responsible shaft end calipers 201, and compared with the first embodiment, the hydraulic conduction path is shortened; meanwhile, the motors 202 respectively control the shaft end calipers 201, the volume of a controller module arranged in the braking system is simplified, accurate control can be realized, and the brake system has obvious advantages when one shaft end calipers 201 are independently controlled or the braking pressure of each shaft end calipers 201 is controlled in a differentiated mode.
Fig. 4 schematically shows a piping structure diagram of a pedal feel unit and an electro-hydraulic brake unit according to a third embodiment of the present invention, as shown in fig. 4:
in the third embodiment of the present invention, the arrangement in the pedal feel unit 10 is also unchanged, and the electro-hydraulic brake unit 20 of the second embodiment is adjusted.
Specifically, the electro-hydraulic brake unit 20 further includes four motors 202 arranged in parallel, a twenty-fourth line 230 connected to the fourth line 109, each motor 202 being connected to the fourth line 109 and/or the twenty-fourth line 230 by a twenty-fifth line 231 and a twenty-sixth line 232.
Specifically, the motor 202 connected to the front-end first caliper 2011 and the rear-end first caliper 2013 is connected to the fourth pipeline 109 through the twenty-fifth pipeline 231 and the twenty-sixth pipeline 232, and the motor 202 connected to the front-end second caliper 2012 and the rear-end second caliper 2014 is connected to the twenty-fourth pipeline 230 through the twenty-fifth pipeline 231 and the twenty-sixth pipeline 232.
Each motor 202 is connected to a front first caliper 2011, a front second caliper 2012, a rear first caliper 2013, and a rear second caliper 2014 through a twenty-seventh pipeline 233, respectively.
The twenty-seventh line 233 is connected to the second line 107 or the third line 108;
a twenty-seventh line 233 between the second line 107 or the third line 108 and the motor 202 is provided with a sixth normally-closed solenoid valve 234.
In this embodiment, the number of solenoid valves on the pipeline where the motor 202 is connected to the shaft end caliper 201 is further reduced, the diameter of the channel in the solenoid valve is smaller, when the fluid is decelerated after passing through the solenoid valve, the effect that the fluid is decelerated can be further reduced by reducing the number of solenoid valves, and then the speed of hydraulic oil delivered to the shaft end caliper 201 is increased, and further the braking effect of the shaft end caliper 201 is increased.
Meanwhile, the motor 202 is disposed close to the shaft end caliper 201, and the hydraulic transmission path can be further shortened.
Further, in the present embodiment, the backup line 203 is connected to four motors 202, and the redundant design is performed in the same way, so that the high-order automatic driving of the automobile can be realized.
In the above three embodiments, the front first caliper 2011, the front second caliper 2012, the rear first caliper 2013, and the rear second caliper 2014 are all controlled by an electro-hydraulic brake system, or the front first caliper 2011 and the front second caliper 2012 may be controlled by an electro-hydraulic brake system, and the rear first caliper 2013 and the rear second caliper 2014 may be controlled by an electromechanical brake system; the arrangement can reduce the transmission of hydraulic pressure to a certain extent, reduce the problem of leakage of brake fluid, and not pollute the surrounding environment, and meanwhile, the arrangement of the electronic mechanical brake system can enable the whole brake system to respond faster, realize the braking of the automobile faster, further reduce the braking distance of the automobile and ensure the safety of drivers;
meanwhile, the electromechanical brake system is not arranged at the front end of the shaft end caliper 201, and controls the front end first caliper 2011 and the front end second caliper 2012 of the shaft end caliper 201, and because the front end of the shaft end caliper 201 is larger than the braking force demand of the rear end, if the automobile is powered off, the front end first caliper 2011 and the front end second caliper 2012 cannot realize quick braking, and the safety of a driver cannot be ensured.
Based on the scheme, the motor 202 is arranged on the front axle and the rear axle of the vehicle, and for a traditional braking system, the motor 202 of the scheme is closer to the axle end caliper 201, the hydraulic conduction path is greatly shortened, the characteristics of high response speed and high control precision are achieved, and the corresponding hysteresis problem caused by long brake fluid transmission path is solved; the four motors 202 are arranged to correspond to one shaft end caliper 201 respectively, so that the volume of each built-in ECU action control module of the braking system is simplified, accurate control can be realized, and the brake system has obvious advantages when the dynamic pressure of one shaft end caliper 201 is controlled independently or the dynamic pressure of each shaft end caliper 201 is controlled differentially; meanwhile, a plurality of controllers are arranged in the electrohydraulic braking unit 20 to independently and independently control solenoid valves or motors 202 responsible for the controllers, so that the problems of distributed electronic electric framework calculation force dispersion, complex wiring and deep coupling of software and hardware in the prior art are solved, and meanwhile, for matching intelligent driving requirements, the system performs redundant design on a hydraulic circuit.
Finally, it is noted that the above-mentioned preferred embodiments are only intended to illustrate rather than limit the invention, and that, although the invention has been described in detail by means of the above-mentioned preferred embodiments, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the scope of the invention as defined by the appended claims.
Claims (7)
1. A braking system, comprising: the pedal sensing unit, the electrohydraulic braking unit connected with the pedal sensing unit through a pipeline and a central master control unit respectively controlling the pedal sensing unit and the electrohydraulic braking unit to act, wherein the electrohydraulic braking unit comprises a shaft end caliper and a plurality of motors connected with the pedal sensing unit and the shaft end caliper after being mutually arranged in parallel, the motors are connected through backup pipelines, and a first normally closed electromagnetic valve is arranged on each backup pipeline;
the pedal sensing unit comprises a pedal, a piston pump connected with the pedal and an oilcan connected with the piston pump, and the piston pump comprises a first oil cavity and a second oil cavity;
the pedal sensing unit further comprises a pedal simulator connected with the oilcan and the first oil cavity through a first pipeline, and a second normally-closed electromagnetic valve is arranged on the first pipeline between the pedal simulator and the first oil cavity;
the shaft end calipers comprise a front end first calipers, a front end second calipers, a rear end first calipers and a rear end second calipers;
the pedal sensing unit further comprises a second pipeline, a third pipeline and a fourth pipeline, wherein the third pipeline is connected with the first oil cavity, the first pipeline, the rear-end first caliper and the rear-end second caliper;
the second pipeline is connected with the second oil cavity, the front-end first caliper and the front-end second caliper;
the fourth pipeline is connected with the oil can, the front-end first caliper, the front-end second caliper, the rear-end first caliper, the rear-end second caliper and the motor; or alternatively, the first and second heat exchangers may be,
the fourth pipeline is connected with the oilcan and the motor;
a first normally open electromagnetic valve and a second normally open electromagnetic valve are respectively arranged on the second pipeline and the third pipeline;
the electrohydraulic brake unit further comprises a fifth pipeline, a sixth pipeline, a seventh pipeline and an eighth pipeline, wherein one end of the fifth pipeline, the sixth pipeline, the seventh pipeline and the eighth pipeline are respectively connected with the fourth pipeline, and the other end of the fifth pipeline, the sixth pipeline, the seventh pipeline and the eighth pipeline are respectively connected with the front-end first caliper, the front-end second caliper, the rear-end first caliper and the rear-end second caliper;
third normally closed electromagnetic valves are arranged on the fifth pipeline, the sixth pipeline, the seventh pipeline and the eighth pipeline;
the electrohydraulic brake unit further comprises a ninth pipeline and a tenth pipeline, wherein one end of the ninth pipeline and the tenth pipeline are connected with the second pipeline, the other end of the ninth pipeline and the tenth pipeline are connected with the front-end first caliper and the front-end second caliper respectively, one end of the eleventh pipeline and the twelfth pipeline are connected with the third pipeline, and the other end of the eleventh pipeline and the twelfth pipeline are connected with the rear-end first caliper and the rear-end second caliper respectively;
a third normally open electromagnetic valve is arranged on each of the ninth pipeline, the tenth pipeline, the eleventh pipeline and the twelfth pipeline;
the electro-hydraulic braking unit further comprises a thirteenth pipeline, a fourteenth pipeline, a fifteenth pipeline and a sixteenth pipeline which are respectively connected with the third normally open electromagnetic valves in parallel;
the thirteenth pipeline, the fourteenth pipeline, the fifteenth pipeline and the sixteenth pipeline are respectively provided with a first check valve for preventing hydraulic oil from flowing backwards to the front-end first caliper, the front-end second caliper, the rear-end first caliper and the rear-end second caliper;
the electrohydraulic braking unit comprises two motors which are arranged in parallel, each motor is connected with the fourth pipeline through a seventeenth pipeline and an eighteenth pipeline, and a second one-way valve for preventing hydraulic oil from flowing backwards to the fourth pipeline is arranged on the seventeenth pipeline;
each motor is connected with the ninth pipeline and the tenth pipeline or the eleventh pipeline and the twelfth pipeline through a nineteenth pipeline;
a fourth normally closed electromagnetic valve is arranged on the nineteenth pipeline; or alternatively
The electrohydraulic braking unit comprises four motors which are arranged in parallel, and each motor is connected with the fourth pipeline and/or the fifth pipeline through a twentieth pipeline and a twenty-first pipeline respectively; or alternatively
The electro-hydraulic brake unit further comprises four motors which are arranged in parallel and twenty-fourth pipelines which are connected with the fourth pipeline, and each motor is connected with the fourth pipeline and/or the twenty-fourth pipeline through a twenty-fifth pipeline and a twenty-sixth pipeline.
2. The brake system of claim 1, wherein each of the motors is connected to the front first caliper, the front second caliper, the rear first caliper, and the rear second caliper, respectively, through a twenty-second pipeline;
each twenty-second pipeline is respectively connected with the second pipeline and the third pipeline;
each twenty-second pipeline is respectively connected with the fifth pipeline, the sixth pipeline, the seventh pipeline and the eighth pipeline.
3. A braking system according to claim 2, wherein a fifth normally closed solenoid valve is provided on the twenty-second line between the second line or the third line and the motor.
4. A brake system according to claim 3, wherein a fourth normally open solenoid valve is provided on the twenty-second line between the fifth, sixth, seventh and eighth lines and the second or third line.
5. The brake system of claim 4, wherein the electro-hydraulic brake unit further comprises a twenty-third line connecting each of the fourth normally open solenoid valves in parallel, and a third check valve is provided on each of the twenty-third lines to prevent backflow of hydraulic oil to the front first caliper, the front second caliper, the rear first caliper, and the rear second caliper.
6. The brake system of claim 1, wherein each of the motors is connected to the front first caliper, the front second caliper, the rear first caliper, and the rear second caliper, respectively, through a twenty-seventh line.
7. The brake system of claim 6, wherein the twenty-seventh line is connected to the second line or the third line;
and a sixth normally closed electromagnetic valve is arranged on the twenty-seventh pipeline between the second pipeline or the third pipeline and the motor.
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| CN202211086500.2A CN115158266B (en) | 2022-09-07 | 2022-09-07 | Braking System |
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| CN115447334B (en) * | 2022-11-04 | 2023-03-24 | 万向钱潮股份公司 | Multi-axle vehicle damping system and vehicle |
| CN117382596B (en) * | 2023-12-13 | 2024-03-12 | 万向钱潮股份公司 | Exhaust method of hydraulic line control braking system of vehicle |
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