CN115320560A - Dual-redundancy full-decoupling brake-by-wire system - Google Patents
Dual-redundancy full-decoupling brake-by-wire system Download PDFInfo
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- CN115320560A CN115320560A CN202210897909.6A CN202210897909A CN115320560A CN 115320560 A CN115320560 A CN 115320560A CN 202210897909 A CN202210897909 A CN 202210897909A CN 115320560 A CN115320560 A CN 115320560A
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- braking
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- main motor
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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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
- B60T8/92—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
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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
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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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- 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
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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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
Abstract
The application discloses two redundant full decoupling drive-by-wire braking systems, this system includes: a brake pedal which is not connected with the brake wheel cylinder; the foot feeling simulator is used for providing braking force and damping simulation; the redundant pedal travel sensor is used for sensing a travel signal of a brake pedal when a driver brakes; a liquid storage tank; four brake wheel cylinders for braking four wheels; the hydraulic source comprises a main motor and an auxiliary motor which are coaxially connected, and the main motor and the auxiliary motor are controlled to brake according to different braking modes; and the controller is used for converting the stroke signal of the brake pedal into a motor execution instruction and controlling the motor of the hydraulic source to output corresponding hydraulic pressure according to the motor execution instruction. The system can realize undifferentiated redundant braking safety, and when the main motor fails, the backup motor can take over immediately; under the condition that fluid infusion is needed, a fluid infusion mode can be started, the double motors act simultaneously, driving torque is increased, and fluid infusion time is shortened.
Description
Technical Field
The application relates to the technical field of automobile control, in particular to a dual-redundancy full-decoupling brake-by-wire system.
Background
The automobile brake system is a direct device for realizing automobile brake control, and plays an important role in the aspects of automobile stability and safety. With the continuous development of automatic driving technology, the realization of the active safety of the automobile becomes possible, and a braking system which can be decoupled from a driver and realizes active braking is urgently needed. And the requirements on control accuracy and response time are higher and higher.
The existing scheme is as follows: a fully decoupled brake. The company Boshi, the company continental, the company Shilefu, the company Tianhe, etc. all have related products. As shown in fig. 1, this solution integrates active braking and stability control in a fully decoupled brake and achieves complete decoupling of the driver and the brake cylinders. During normal braking, the controller mechanically/hydraulically connects the pedal of the driver with the pedal simulator through controlling the electromagnetic valve and drives the active hydraulic source to generate brake pressure to control the wheel cylinder, so that decoupling is realized.
The disadvantages of this solution are: 1) The degree of safety redundancy is low. Once the faults of the key components such as the hydraulic power source fault, the power source fault and the like occur, the active braking capability is completely lost, and the braking force needs to be completely provided by a driver. For less powerful drivers, the difficulty and risk of driving increases dramatically. 2) The brake fluid reserve of the brake master cylinder is limited, and the fluid infusion amount is easily insufficient during the control period that rapid pressure reduction and pressure increase are needed, such as ABS. The existing control method is very complex and has long time interval, which affects the control effects of ABS and the like. 3) Due to the limitation of the volume of the main cylinder and the power/torque of the motor, the matching range of the fully decoupled brake product is limited, and the universality is not high when the fully decoupled brake product is used for different vehicle types.
Disclosure of Invention
The present application is directed to solving, at least to some extent, one of the technical problems in the related art.
Therefore, the double-redundancy fully-decoupled brake-by-wire system can achieve undifferentiated redundant braking safety, when a main motor fails, a backup motor can take over immediately, a fluid supplementing mode can be started under the condition that fluid is needed to be supplemented, double motors act simultaneously, driving torque is increased, and fluid supplementing time is shortened.
In order to achieve the above object, an embodiment of the present application provides a dual-redundancy fully-decoupled brake-by-wire system, including: the brake pedal is used for braking by a driver, and is not connected with a brake wheel cylinder; the foot feeling simulator is connected with the brake pedal and is used for providing braking force and damping simulation; the redundant pedal stroke sensor is connected with the brake pedal and used for sensing a stroke signal of the brake pedal when a driver brakes; the liquid storage tank is used for storing brake fluid; the four brake wheel cylinders are respectively used for braking the four wheels; the hydraulic source comprises a main motor and an auxiliary motor which are coaxially connected, the main motor and the auxiliary motor are controlled to brake according to different brake modes, a liquid inlet of the hydraulic source is connected with a liquid storage tank pipeline, a liquid outlet of the hydraulic source is connected with the four brake wheel cylinder pipelines, a plurality of one-way valves are arranged on the pipelines, and when the one-way valves are opened, the hydraulic source outputs brake fluid to the brake wheel cylinders to brake; the brake fluid reservoir is connected with the brake wheel cylinder pipeline, a plurality of one-way valves are arranged on the pipeline, and when the one-way valves are opened, the brake fluid flows back to the brake fluid reservoir; and the controller is used for converting the stroke signal of the brake pedal into a motor execution instruction and controlling the motor of the hydraulic source to output corresponding hydraulic pressure according to the motor execution instruction.
In addition, the dual-redundancy fully-decoupled brake-by-wire system according to the above-mentioned embodiment of the present application may further have the following additional technical features:
optionally, in an embodiment of the present application, a one-way valve is disposed on a pipe between the liquid inlet of the hydraulic source and the liquid storage tank.
Optionally, in an embodiment of the present application, a dual redundant pressure sensor is provided at the outlet of the hydraulic pressure source for correcting the action of the hydraulic pressure source.
Alternatively, in the embodiment of the application, pressure sensors are respectively arranged at the four brake cylinders for detecting the current brake pressures of the four brake cylinders.
Optionally, in an embodiment of the present application, the hydraulic pressure source includes:
the main motor and the auxiliary motor are mounted on two sides of the hydraulic block through bolts;
a motor master cylinder integrated with said hydraulic block;
the two sides of the double-screw rod piston are respectively fixed with a screw rod which is used for being connected with the two main motors and the two auxiliary motors which are oppositely arranged;
two roller screw mechanisms integrated in the motor rotor;
two identical motor main cylinder sealing covers;
two cross-shaped stop posts for preventing circumferential rotation of the piston;
two sets of power supplies and two controllers.
Optionally, in an embodiment of the present application, the braking mode is a standard braking mode, and controlling braking of the primary motor and the secondary motor includes: the main motor works alone, the auxiliary motor is grounded through three phase lines to prevent magnetic resistance, and during pressurization, the main motor rotates in the positive direction, and during liquid supplementation, the main motor rotates in the negative direction.
Optionally, in an embodiment of the present application, the controlling the braking of the primary motor and the secondary motor according to different braking modes includes: only by the secondary motor.
Optionally, in an embodiment of the application, the rate of replenishing the brake fluid by the hydraulic pressure source is greater than a preset rate, the braking mode is an enhanced braking mode, and the controlling the braking of the primary motor and the secondary motor according to different braking modes includes: the main motor and the sub motor operate simultaneously.
Optionally, in an embodiment of the present application, the controller is further configured to update and correct the motor execution command according to the current brake pressures of the four brake wheel cylinders and the pressure data of the dual redundant pressure sensor.
Optionally, in an embodiment of the present application, the controller is further configured to send an alarm signal when the main motor fails.
The dual-redundancy full-decoupling brake-by-wire system has the following beneficial effects:
1. compared with the traditional braking system, the braking system can realize completely decoupled braking and meet the requirement that a driver does not need to access in the whole automatic driving process; higher accuracy and better performance of brake control can be achieved.
2. The safety of the fully-decoupled braking system is improved, so that the auxiliary motor can be controlled in an intervention manner without difference under the condition that the main motor fails, and the auxiliary motor can realize the same braking performance.
3. The performance and accuracy of brake control are improved. The main motor and the auxiliary motor can work simultaneously to meet the requirement of shorter response time, particularly when liquid supplementing operation is needed.
4. The driving comfort during backup brake engagement is improved.
5. The design of a cross-shaped stop column can limit circumferential movement of the piston, and meanwhile, inertia of the piston is smaller due to the hollow design of the piston lead screw, so that hysteresis generated when the piston moves at a large acceleration is shorter.
6. The compactness and the integration degree of the dual-motor redundant fully-decoupled brake system are improved. The double motors are coaxially and oppositely arranged, share the structure of one motor main cylinder, and do not need a special external motor main cylinder or two special spaces for placing the motor main cylinder on the hydraulic block.
Additional aspects and advantages of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.
Drawings
The above and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic structural diagram of a dual redundant fully decoupled brake-by-wire system according to an embodiment of the present application;
FIG. 2 is a schematic diagram of a dual motor configuration according to one embodiment of the present application;
FIG. 3 is a diagram illustrating a dual controller and dual power supply according to one embodiment of the present application.
Detailed Description
Reference will now be made in detail to embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative and intended to explain the present application and should not be construed as limiting the present application.
Compared with the prior art, the application has the following improvements:
the redundancy degree of the existing fully-decoupled brake is not high, the brake force can only be completely provided by a driver after a main hydraulic source fails, and the driving difficulty and the risk are increased sharply for the driver with insufficient power. According to the hydraulic power supply system, the safety redundancy is improved by the scheme that a plurality of hydraulic sources and a plurality of power supplies are arranged and matched one by one;
the common main cylinder type double-motor structure is provided, so that the overall size is reduced and the compactness is improved under the condition of meeting the ground conditions of multiple hydraulic sources;
the structure comprises a cross-shaped stop column, so that the inertia of the piston is reduced while the axial movement of the piston is limited;
the structure comprises an integrated sealing cover, wherein a bearing stop catch and a sealing cover of a main cylinder of the motor are integrated;
the structure comprises an integrated roller screw structure, wherein a motor rotor is integrated with the roller screw structure, and a piston is integrated with a screw rod;
a simple and rapid fluid infusion mode is provided when the brake fluid of the master cylinder is insufficient;
for higher levels of automatic driving, the brake pedal may optionally be hidden. A hydraulic circuit is proposed in which the pedal is completely free of any mechanical or hydraulic connection to the service brake, meaning that the brake pedal is optionally removably concealed, or not provided.
The dual-redundancy fully-decoupled brake-by-wire system proposed according to an embodiment of the present application is described below with reference to the accompanying drawings.
Fig. 1 is a schematic structural diagram of a dual-redundancy fully-decoupled brake-by-wire system according to an embodiment of the present application.
As shown in fig. 1, the dual-redundancy fully-decoupled brake-by-wire system includes: the brake system comprises a brake pedal, a foot feeling simulator, a redundant pedal travel sensor, a liquid storage tank, four brake wheel cylinders, a hydraulic pressure source and a controller.
Specifically, the brake pedal is used for braking by a driver, wherein the brake pedal is not connected with a brake wheel cylinder.
And the foot feeling simulator is connected with the brake pedal and is used for providing braking force and damping simulation.
And the redundant pedal stroke sensor is connected with the brake pedal and used for sensing a stroke signal of the brake pedal when a driver brakes.
The driver's intention to brake is sensed by a redundant pedal travel sensor, and a pressure sensor is provided as a third redundancy, and the sensor is powered by a second power source.
And the liquid storage tank is used for storing brake fluid.
And the four brake wheel cylinders are respectively used for braking the four wheels.
The brake system comprises a hydraulic source, wherein the hydraulic source comprises a main motor and an auxiliary motor which are coaxially connected, the main motor and the auxiliary motor are controlled to brake according to different brake modes, a liquid inlet of the hydraulic source is connected with a liquid storage tank pipeline, a liquid outlet of the hydraulic source is connected with four brake wheel cylinder pipelines, a plurality of one-way valves are arranged on the pipelines, and when the one-way valves are opened, the hydraulic source outputs brake fluid to the brake wheel cylinders to brake.
The liquid storage tank is connected with the brake wheel cylinder pipeline, a plurality of one-way valves are arranged on the pipeline, and when the one-way valves are opened, the brake fluid flows back to the liquid storage tank.
And the controller is used for converting the stroke signal of the brake pedal into a motor execution instruction and controlling the motor of the hydraulic source to output corresponding hydraulic pressure according to the motor execution instruction.
Furthermore, a one-way valve is arranged on a pipeline between the liquid inlet of the hydraulic source and the liquid storage tank.
Further, a dual-redundancy pressure sensor is arranged at the outlet of the hydraulic source and used for correcting the action of the hydraulic source.
Further, pressure sensors are respectively arranged at the four brake wheel cylinders and used for detecting the current brake pressures of the four brake wheel cylinders.
One pressure sensor is provided at each of the four wheel cylinders. The sensor can reflect the current brake pressure more accurately, and creates conditions for further improving the control precision.
As shown in fig. 1, the brake system comprises a liquid storage tank, four brake wheel cylinders, a brake pedal, a foot feeling simulator, a pedal stroke sensor, a master cylinder pressure sensor and a pressure regulating valve system.
The pressure regulating valve system comprises four pressure relief electromagnetic valves 1-4, four pressure boost electromagnetic valves and one-way valves thereof 5-8, two distributing valves 9 and 10 and two one-way valves 1 and 2.
The driver brake pedal is connected with only one foot feeling simulator capable of providing braking force and damping simulation, and is not connected with the brake wheel cylinder mechanically or hydraulically.
Specifically, the driver brake pedal is connected with the brake wheel cylinder without braking, so that the pedal feel and the wheel cylinder pressure of the driver can be completely decoupled, the pedal feel, the brake wheel cylinder pressure and the brake response time of the driver are completely split, and the comfort is greatly improved in the following two cases:
1) When the brake needs to be in a condition inconsistent with the intention of the driver, such as triggering an emergency braking function and an anti-lock braking function, even if the braking pressure is increased steeply, the foot feeling of the driver is not affected, so that the driving comfort is greatly improved; in a non-decoupling brake system (with brake connection), when the brake needs to do actions inconsistent with the intention of a driver, the actions are transmitted to a pedal of the driver through mechanical/hydraulic connection, so that uncomfortable or even dangerous conditions such as presser feet, footsteps and the like are caused, the driving comfort is reduced, and the danger is increased;
2) When the brake fails and needs redundant brake intervention, the foot feeling of a driver is still not influenced by any factor in the decoupling type brake system; in the non-decoupling brake system, due to the coupling of the motor and the pedal, when the motor fails, the brake boosting function fails, and a driver can feel the steep increase of the pedal force, so that the driver is easy to panic.
Further, the driver brake pedal is connected without braking with the brake wheel cylinder, so that the system of the embodiment of the present application can be oriented to automatic driving at a higher level of L3 and above. In high-class autonomous vehicles, the vehicle may be hidden or even not require a brake pedal, since the controller actively controls the vehicle, and the decoupled brake easily enables removal of the brake pedal.
Further, the brake performance can be improved by the brake-free connection of the driver brake pedal and the brake wheel cylinder. Since the brake input of the driver does not need to be considered, the decoupled brake can fully exert the performance of the motor to realize active braking, which can greatly shorten the response time and the braking distance of the active braking.
In the pressure-increasing mode, the hydraulic pressure source directly controls the wheel cylinder pressure. Taking the left front wheel as an example, after receiving the command from the controller, the hydraulic source outputs brake fluid, and the brake fluid is input to the brake wheel cylinder through the valve 9 and the valve 5. In the pressure reduction mode, taking the left front wheel as an example, the electromagnetic valve 1 is opened, and the wheel cylinder pressure is directly returned from the electromagnetic valve 1 to the reservoir tank.
Further, the hydraulic pressure source includes: the hydraulic block is characterized in that the main motor and the auxiliary motor are arranged on two sides of the hydraulic block through bolts;
a motor master cylinder integrated on the hydraulic block;
the double-screw rod piston is fixedly provided with a screw rod at two sides respectively and is used for being connected with two main motors and two auxiliary motors which are oppositely arranged, and the motors can adopt brushless direct current motors, direct current motors and the like;
two roller screw mechanisms integrated in the motor rotor;
two identical motor main cylinder sealing covers;
two cross-shaped stop posts for preventing circumferential rotation of the piston;
two sets of power supplies and two controllers.
Specifically, a roller screw mechanism is connected to each of the front and rear portions of a piston of a master cylinder of a motor, so that the piston can be pushed/pulled by both a front end motor (a main motor) and a rear end motor (a sub motor). As shown in fig. 2 and 3.
The hydraulic source assembly comprises the following main parts:
1) Two same permanent magnet synchronous motors are respectively installed on two sides of the hydraulic block and are coaxial during installation. The motor is fixed on the hydraulic block through a bolt. The hydraulic block has the advantages that the arrangement is simple, the structure is compact, and the hydraulic pipeline in the hydraulic block can continue to use the existing product. Most of the existing schemes are double-winding motors or two motors drive different motor master cylinders. The double-winding motor is difficult to process and large in size. The scheme that two motors drive different motor master cylinders increases the product volume and increases the arrangement difficulty of the hydraulic pipeline due to the addition of the master cylinder.
2) And a motor master cylinder integrated on the hydraulic block. According to the scheme, an additional external hydraulic cylinder is not needed, the whole structure is more compact, and the integration level is improved. Two ends of the hydraulic cylinder are respectively provided with a boss for installing a sealing cover of a main cylinder of the motor.
3) A double lead screw piston. Two sides of the piston are respectively fixed with a screw rod which is used for being connected with two oppositely arranged motors. The end of the piston is in a boss shape, so as to prevent the piston from forming a closed space after reaching the limit position and generate larger resistance when the piston retracts. Two sealing rings are arranged on the periphery of the piston and used for sealing the main hydraulic chamber.
4) Two identical motor master cylinder seal covers. The sealing cover can play a role in sealing the hydraulic cylinder and can also be used as a bearing support of a roller screw structure. Alternatively, the sealing cover can be fixed on the hydraulic block in a sealing threaded connection mode, and can also be fixed on the hydraulic block in a bolt and sealing ring mode.
5) Two roller screw mechanisms integrated in the motor rotor.
6) Two cross-shaped stop posts for preventing circumferential rotation of the piston. The stop post limits circumferential movement of the piston so that the piston can only move axially. The advantage of this scheme lies in, can integrate inside the motor, improves the integrated level of hydraulic pressure source, reduces the inertia of piston simultaneously, improves control accuracy.
7) Two sets of independent power supplies A and B and controllers A and B.
8) Motor housings, bearings, seal rings, etc.
In the embodiment of the application, the main motor and the auxiliary motor are completely consistent and coaxially arranged, and the same piston and the main cylinder thereof are used. By this arrangement, the connected hydraulic systems are identical, and the motor torque and speed profiles required to achieve the same brake pressure and response time are also identical, whether for the primary or secondary motor. Therefore, when the control mode is switched (particularly when the main motor is switched to the auxiliary motor), the brake pressure and the deceleration of the whole vehicle do not change, and a driver can feel good brake.
Because the main motor and the auxiliary motor are separately arranged, and the hydraulic systems connected with the main motor and the auxiliary motor are not completely the same, different motor torques are needed to achieve the same brake pressure, the control complexity is increased, and the workload of parameter calibration is increased. In actual control, when the main motor works and the auxiliary motor works and are switched, the non-braking pressure difference is difficult to switch, sudden change of braking pressure and deceleration of the whole vehicle can be caused during switching, bad driving feeling can be caused, even if the sudden change can be realized, large time cost and labor cost are paid for test calibration, and therefore compared with other schemes that the main motor and the auxiliary motor are separately arranged in other related schemes, the embodiment of the application can bring better driving experience.
Further, the braking mode is a standard braking mode, and the braking of the main motor and the auxiliary motor is controlled, and the method comprises the following steps: the main motor works independently, the three-phase line of the auxiliary motor is grounded to prevent magnetic resistance, the main motor rotates in the positive direction during pressurization, and the main motor rotates in the negative direction during liquid supplement.
Further, the main motor fails, the braking mode is a backup braking mode, and the braking of the main motor and the auxiliary motor is controlled according to different braking modes, and the method comprises the following steps: only by the secondary motor.
Further, the target rate of replenishing the brake fluid by the hydraulic source is greater than the preset rate, the braking mode is an enhanced braking mode, and the main motor and the auxiliary motor are controlled to brake according to different braking modes, and the method comprises the following steps: the main motor and the auxiliary motor operate simultaneously.
The preset speed can be set according to actual needs, and when the hydraulic source needs to replenish brake fluid quickly, the main motor and the auxiliary motor work simultaneously, so that the fluid replenishing efficiency is improved, and the time required by fluid replenishing is reduced.
Further, the controller is also used for updating and correcting the motor execution command according to the current braking pressures of the four brake wheel cylinders and the pressure data of the dual redundant pressure sensor.
Further, the controller is also used for sending out an alarm signal when the main motor fails.
Specifically, the hydraulic source operation method is as follows:
in the standard braking mode:
a) The main motor works independently, and the three-phase line of the auxiliary motor is grounded to prevent the generation of magnetic resistance.
b) During pressurization, the main motor rotates in the positive direction, the rotation is changed into translation through the roller screw mechanism, the piston is pushed to move in the positive direction (move to the right in the figure), and liquid is transmitted to the pressure adjusting module through the one-way valve 1.
c) When fluid is replenished, the main motor rotates in the opposite direction, the piston is pulled to move in the opposite direction (leftwards in the figure), and the fluid enters the piston cavity from the fluid reservoir through the one-way valve 2.
In the enhanced braking mode:
in the process of ABS braking or during braking of a large-sized load-carrying vehicle, the braking liquid amount of a master cylinder of the motor may not meet the braking liquid requirement. In this case, a hydraulic source is required for fluid replenishment. The specific operation method is that the distributing valve 9 and the valve 10 are closed, the motor piston rapidly retracts to suck enough brake fluid, then the piston moves forwards to enable the master cylinder pressure to be higher than or equal to the wheel cylinder pressure, then the valve 9 and the valve 10 are rapidly opened, and the brake pressure and the brake fluid are continuously provided by the motor.
Backup braking mode: at this time, the main motor fails, and the auxiliary motor takes over braking completely. Since the auxiliary motor and the main motor are completely consistent in configuration and transmission mechanism, the braking effect provided by the auxiliary motor is completely consistent. The enhanced braking mode can no longer be entered at this time and the driver should be alerted while the main motor is disabled.
According to the dual-redundancy fully-decoupled brake-by-wire system provided by the embodiment of the application, the undifferentiated redundant braking safety is realized. When the primary motor fails, the backup motor can take over immediately. Because the main motor and the auxiliary motor are completely consistent, the performance of the backup brake is consistent with that of the conventional brake, so that when the backup brake is switched, the brake force can be timely and smoothly realized according to the intention of a driver. Under the condition that needs the fluid infusion, can start the fluid infusion mode, the bi-motor simultaneous action increases driving torque for the fluid infusion time is shorter, and the brake force supplies more in time, and the driver drives and feels better.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application, and that variations, modifications, substitutions and alterations may be made to the above embodiments by those of ordinary skill in the art within the scope of the present application.
Claims (10)
1. A dual redundant fully decoupled brake-by-wire system, comprising:
the brake pedal is used for braking by a driver, and is not connected with a brake wheel cylinder;
the foot feeling simulator is connected with the brake pedal and is used for providing braking force and damping simulation;
the redundant pedal stroke sensor is connected with the brake pedal and used for sensing a stroke signal of the brake pedal when a driver brakes;
the liquid storage tank is used for storing brake fluid;
the four brake wheel cylinders are respectively used for braking four wheels;
the hydraulic source comprises a main motor and an auxiliary motor which are coaxially connected, the main motor and the auxiliary motor are controlled to brake according to different brake modes, a liquid inlet of the hydraulic source is connected with a liquid storage tank pipeline, a liquid outlet of the hydraulic source is connected with the four brake wheel cylinder pipelines, a plurality of one-way valves are arranged on the pipelines, and when the one-way valves are opened, the hydraulic source outputs brake fluid to the brake wheel cylinders to brake;
the brake fluid reservoir is connected with the brake wheel cylinder pipeline, a plurality of one-way valves are arranged on the pipeline, and when the one-way valves are opened, the brake fluid flows back to the brake fluid reservoir;
and the controller is used for converting the travel signal of the brake pedal into a motor execution instruction and controlling the motor of the hydraulic source to output corresponding hydraulic pressure according to the motor execution instruction.
2. The system of claim 1, wherein a one-way valve is arranged on a pipeline between the liquid inlet of the hydraulic source and the liquid storage tank.
3. The system of claim 1, wherein dual redundant pressure sensors are provided at the source outlet to correct for source motion.
4. The system according to claim 1, characterized in that pressure sensors are provided at the four brake cylinders, respectively, for detecting current brake pressures of the four brake cylinders.
5. The system of claim 1, wherein the hydraulic pressure source comprises:
the main motor and the auxiliary motor are arranged on two sides of the hydraulic block through bolts;
a motor master cylinder integrated with the hydraulic block;
the two sides of the double-screw rod piston are respectively fixed with a screw rod which is used for being connected with the main motor and the auxiliary motor which are oppositely arranged;
two roller screw mechanisms integrated in the motor rotor;
two identical motor main cylinder sealing covers;
two cross-shaped stop posts for preventing circumferential rotation of the piston;
two sets of power supplies and two controllers.
6. The system of claim 5, wherein the braking mode is a standard braking mode, and wherein controlling the primary motor and the secondary motor to brake according to different braking modes comprises:
the main motor works independently, the auxiliary motor is grounded through three phase lines to prevent magnetic resistance, during pressurization, the main motor rotates in the positive direction, and during liquid supplement, the main motor rotates in the negative direction.
7. The system of claim 5, wherein the primary motor fails, the braking mode is a backup braking mode, and controlling the primary motor and the secondary motor to brake according to different braking modes comprises:
only by the secondary motor.
8. The system of claim 5, wherein the target rate of replenishing brake fluid from the hydraulic pressure source is greater than a preset rate, the braking mode is an enhanced braking mode, and the controlling the braking of the primary motor and the secondary motor according to the different braking modes comprises:
the main motor and the sub motor operate simultaneously.
9. The system of claim 1, wherein the controller is further configured to update and correct the motor execution command based on the current brake pressures of the four brake cylinders and pressure data of the dual redundant pressure sensor.
10. The system of claim 7, wherein the controller is further configured to issue an alarm signal in the event of a failure of the main motor.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110932161.4A CN113460008A (en) | 2021-08-13 | 2021-08-13 | Dual-redundancy fully-decoupled brake-by-wire system |
| CN2021109321614 | 2021-08-13 |
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| CN115320560A true CN115320560A (en) | 2022-11-11 |
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| CN202110932161.4A Pending CN113460008A (en) | 2021-08-13 | 2021-08-13 | Dual-redundancy fully-decoupled brake-by-wire system |
| CN202210897909.6A Pending CN115320560A (en) | 2021-08-13 | 2022-07-28 | Dual-redundancy full-decoupling brake-by-wire system |
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| CN202110932161.4A Pending CN113460008A (en) | 2021-08-13 | 2021-08-13 | Dual-redundancy fully-decoupled brake-by-wire system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114194165A (en) * | 2021-11-22 | 2022-03-18 | 浙江天尚元科技有限公司 | Brake-by-wire system based on six-phase motor and control method |
| CN113954803A (en) * | 2021-11-29 | 2022-01-21 | 万向钱潮股份有限公司 | Electronic braking boosting system for large vehicle |
| CN114312713A (en) * | 2022-02-14 | 2022-04-12 | 吉林农业大学 | Digital twin-based line control brake system and dynamic optimization control method thereof |
| CN115158266B (en) * | 2022-09-07 | 2024-02-13 | 万向钱潮股份公司 | Braking System |
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| US9592802B2 (en) * | 2014-12-10 | 2017-03-14 | Yangzhou Taibo Automotive Electronics Intelligent Technology Company, Ltd | Brake-by-wire system based on dual-motor configuration and operation methods thereof |
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| CN111301378B (en) * | 2020-03-05 | 2024-01-26 | 吉林大学 | Controllable drive-by-wire braking system of simulation footboard sensation |
| CN113002509A (en) * | 2021-04-07 | 2021-06-22 | 南京经纬达汽车科技有限公司 | Multifunctional dual-motor redundant braking system and control method |
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| CN203558059U (en) * | 2013-11-18 | 2014-04-23 | 扬州泰博汽车电子智能科技有限公司 | Dual-motor line control braking system with multiple work modes and multiple pressure adjustment modes |
| CN106828468A (en) * | 2017-04-01 | 2017-06-13 | 吉林大学 | Braking two-chamber pair master cylinder bi-motor line traffic control brake fluid system |
| US20190308600A1 (en) * | 2018-04-10 | 2019-10-10 | Hyundai Motor Company | Brake system for vehicle |
| CN112824173A (en) * | 2019-11-21 | 2021-05-21 | 华为技术有限公司 | Hydraulic adjusting unit in automobile braking system, automobile and control method |
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