CN116494938A - Redundant double-motor direct-drive line control and actuation system - Google Patents

Redundant double-motor direct-drive line control and actuation system Download PDF

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Publication number
CN116494938A
CN116494938A CN202310543282.9A CN202310543282A CN116494938A CN 116494938 A CN116494938 A CN 116494938A CN 202310543282 A CN202310543282 A CN 202310543282A CN 116494938 A CN116494938 A CN 116494938A
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CN
China
Prior art keywords
brake
motor
master cylinder
valve
redundant
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202310543282.9A
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Chinese (zh)
Inventor
李静
王阳
李佳宝
伊建平
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Yanshan University
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Yanshan University
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Filing date
Publication date
Application filed by Yanshan University filed Critical Yanshan University
Priority to CN202310543282.9A priority Critical patent/CN116494938A/en
Publication of CN116494938A publication Critical patent/CN116494938A/en
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • 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
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/413—Plausibility monitoring, cross check, redundancy

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

The application discloses a dual-motor direct-drive auxiliary master cylinder line control braking system with a redundancy function, relates to the field of automobile braking, adopts the form of a dual-motor direct-drive auxiliary master cylinder, and realizes reliable pressure building of a system under the condition of ensuring the quick pressure building capability of the system. The parallel shaft one-way clutch is used, so that the problem of forward and reverse rotation switching in the braking of the traditional motor direct-drive master cylinder is solved, the risk of motor faults is reduced, in addition, when a single motor failure occurs in the main pressure building unit, the power transmission can be rapidly interrupted, and the reliable pressure building of the other motor is ensured; the redundant pressure building unit is additionally arranged, so that the reliable pressure building of the system under the condition that the double motors of the main pressure building unit fail is realized, and the electromagnetic valve is replaced by a check valve with higher safety on the premise of ensuring the reliability of the system through analyzing the function and the structure of the system, so that the production cost of the system is reduced.

Description

Redundant double-motor direct-drive line control and actuation system
Technical Field
The application belongs to the technical field of automobile braking, and particularly relates to a redundant double-motor direct-drive line control braking system.
Background
With the development of electric, intelligent and networking and sharing of automobiles, a brake-by-wire system gradually replaces a traditional mechanical brake system to become a development direction of a novel brake system. On the basis of keeping the advantages of the traditional braking system, the EHB adopts a new form of motor-driven pressure building, so that the quick pressure building and accurate pressure control are realized, and the braking performance of the vehicle is greatly improved.
The motor drive has better response characteristics of a higher-voltage energy accumulator and a motor pump, so that the motor drive becomes the first choice of a common pressure building source, but because of severe working environments such as high-frequency start-stop and reversing, the risk of motor faults is greatly increased, and most of current electrohydraulic wire control braking is only provided with one set of pressure building unit, once the motor faults, the vehicle is difficult to realize reliable braking.
Disclosure of Invention
1. Technical problem to be solved
Based on motor drive has higher pressure accumulator and motor pump more excellent response characteristic for it becomes the first choice of commonly used pressure source of building, but because comparatively abominable operational environment such as high frequency start-stop and switching-over have greatly increased the risk that the motor breaks down, and current electrohydraulic drive-by-wire braking mostly only is equipped with one set and builds the pressure unit, in case the motor breaks down, the vehicle will be difficult to realize reliable braked problem, this application provides a redundant bi-motor direct drive line control braking system.
2 technical proposal
In order to achieve the above purpose, the present application provides a redundant dual-motor direct-drive line control braking system, which comprises a main pressure building unit, a redundant pressure building unit and a brake pressure regulating unit, which are sequentially connected, wherein the main pressure building unit is connected with the brake pressure regulating unit, and the main pressure building unit, the redundant pressure building unit and the brake pressure regulating unit are respectively connected with an electronic control unit; the main pressure building unit comprises a first motor, a first parallel shaft one-way clutch, a first ball screw mechanism, a first limiting block, a brake auxiliary main cylinder, a second limiting block, a second ball screw mechanism, a second parallel shaft one-way clutch and a second motor which are sequentially connected, wherein the brake auxiliary main cylinder is connected with an oil tank through a first one-way valve and a second one-way valve, the brake auxiliary main cylinder is connected with the brake pressure regulating unit through a third one-way valve and a fourth one-way valve, the first motor is connected with a first motor corner sensor, and the second motor is connected with a second motor corner sensor; the redundant pressure building unit comprises a fifth one-way valve, a brake master cylinder and a brake pedal which are sequentially connected, a pedal displacement sensor is arranged between the brake master cylinder and the brake pedal, the brake master cylinder, a motor pump boosting switch valve, a hydraulic pump and a third motor are connected, the hydraulic pump is connected with an oil tank, the fifth one-way valve is connected with the oil tank, the brake master cylinder, the redundant pressure building switch valve and the brake pressure regulating unit are sequentially connected, the brake master cylinder, a pedal feel switch valve and the pedal feel simulator are sequentially connected, the brake master cylinder, a sixth one-way valve and the pedal feel simulator are sequentially connected, and the redundant pressure building switch valve is respectively connected with the pedal feel switch valve and the sixth one-way valve.
Another embodiment provided herein is: the auxiliary main cylinder comprises a first auxiliary main cylinder piston, an auxiliary main cylinder body and a second auxiliary main cylinder piston which are sequentially connected, and a auxiliary main cylinder spring is arranged in the auxiliary main cylinder body. The first limit block and the second limit block are used for ensuring that the piston stroke is within an allowable range, because a closed cavity is formed in the cylinder once the piston stroke exceeds the oil outlet. Sealing rings are additionally arranged between the first auxiliary main cylinder piston and the cylinder wall as well as between the second auxiliary main cylinder piston and the cylinder wall, so that the tightness of oil in the cylinder is ensured.
Another embodiment provided herein is: and the brake auxiliary main cylinder is provided with an oil outlet for balancing pressure. Meanwhile, when the system does not work, the oil outlet is blocked by the piston, so that when the other piston moves, the oil in the auxiliary main cylinder cannot flow back to the oil tank through the oil outlet at the top.
Another embodiment provided herein is: the brake master cylinder comprises a brake master cylinder body, a brake master cylinder spring is arranged in the brake master cylinder body, the brake master cylinder body is connected with a brake master cylinder piston, the brake master cylinder piston is connected with a brake pedal, and the pedal displacement sensor is arranged between the brake master cylinder piston and the brake pedal.
Another embodiment provided herein is: the first ball screw mechanism comprises a first screw rod and a first screw nut which are connected with each other, the first screw nut is sleeved with the first screw rod to form a circular spiral groove, a first ball is arranged in the circular spiral groove, and the first screw nut is connected with the first auxiliary master cylinder piston.
Another embodiment provided herein is: the brake pressure regulating unit comprises a plurality of brake pressure regulating mechanisms, each brake pressure regulating mechanism comprises a liquid inlet valve, a brake wheel cylinder and a liquid outlet valve which are sequentially connected, a pressure sensor is arranged between the liquid outlet valve and the brake wheel cylinder, the liquid outlet valve is connected with the oil tank, and the liquid inlet valve is connected with the brake auxiliary main cylinder.
Another embodiment provided herein is: the brake pressure regulating mechanism is 4 groups.
Another embodiment provided herein is: the electronic control unit is respectively connected with the pedal displacement sensor, the first motor corner sensor, the second motor corner sensor, a plurality of pressure sensors, the first motor, the second motor, the third motor, a plurality of check valves, a plurality of liquid inlet valves, a plurality of liquid outlet valves, the motor pump booster switch valve and the redundant pressure building switch valve.
Another embodiment provided herein is: the first parallel shaft one-way clutch comprises an input shaft and an intermediate shaft, wherein the input shaft, a base and an input shaft screw gear are connected, the intermediate shaft screw gear, the grooved pulley mechanism and the output shaft are connected, the input shaft screw gear is meshed with the intermediate shaft screw gear, the input shaft is coaxially connected with the first motor, and the output shaft is coaxially connected with the first ball screw.
Another embodiment provided herein is: the intermediate shaft and the output shaft are coaxially arranged, the grooved pulley mechanism comprises an intermediate shaft straight gear, a supporting pin and a cam which are sequentially connected, the intermediate shaft straight gear is connected with the intermediate shaft, and the cam is connected with the output shaft.
3. Advantageous effects
Compared with the prior art, the redundant double-motor direct-drive line control and movement system has the beneficial effects that:
the redundant double-motor direct-drive line control braking system provided by the application adopts the form of a double-motor direct-drive auxiliary master cylinder, and realizes reliable pressure building of the system under the condition of ensuring the quick pressure building capability of the system. The parallel shaft one-way clutch is used, so that the problem of forward and reverse rotation switching in the braking of the traditional motor direct-drive master cylinder is solved, the risk of motor faults is reduced, in addition, when a single motor failure occurs in the main pressure building unit, the power transmission can be rapidly interrupted, and the reliable pressure building of the other motor is ensured; the redundant pressure building unit is additionally arranged, so that the reliable pressure building of the system under the condition that the double motors of the main pressure building unit fail is realized, and the electromagnetic valve is replaced by a check valve with higher safety on the premise of ensuring the reliability of the system through analyzing the function and the structure of the system, so that the production cost of the system is reduced.
According to the redundant double-motor direct-drive line control system, on the premise of considering the safety of a redundant function, the internal redundancy of the main pressure building unit is realized in a double-motor mode, the normal forward and reverse rotation switching problem of a motor is avoided, and the redundant pressure building unit is formed in a mode that a motor pump is used for boosting a brake master cylinder when the main pressure building unit fails to switch manual mechanical braking.
The redundant double-motor direct-drive line control system provided by the application considers the light weight of the system, reduces the use of the same components, adopts the form of a double-motor co-drive master cylinder, simultaneously adopts a parallel shaft one-way clutch to avoid power coupling and other mutual interference between double motors, so that the system can still reliably work when a single motor fails, and simultaneously the clutch can not generate noise in the working process, and can ensure that good power transmission can be realized in the full-speed domain of motor build-up.
According to the redundant double-motor direct-drive line control system, under analysis of the structural function of the system, the one-way valve is adopted to replace the electromagnetic valve at the outlet of the auxiliary main cylinder, so that the risk of failure of the system due to failure of the electromagnetic valve is reduced, and the reliability of the system is further improved.
The redundant double-motor direct-drive line control braking system provided by the application is used for avoiding the problem of forward and reverse rotation switching of a motor, adopting the spring force of the auxiliary main cylinder to replace the reverse rotation driving force of the motor, realizing the return of the piston of the auxiliary main cylinder, releasing the redundant spring force through the disconnection of the one-way clutch, and requiring the spring force of the return spring to be large enough in the process, namely requiring the selection of a spring with larger rigidity.
The redundant double-motor direct-drive line control braking system provided by the application can enable the piston to return quickly, the stress analysis of the process can show that the piston returns to the process and is subjected to larger hydraulic resistance from a cavity on one side of the piston rod, and the hydraulic resistance is reduced when the piston returns due to the fact that the pressure in the cavity is increased caused by locking of the one-way valve at the oil outlet, and therefore the oil outlets are formed in the two ends of the top of the auxiliary main cylinder.
According to the redundant double-motor direct-drive line control system, due to the fact that the parallel shaft one-way clutch is used, the motors can be selectively connected with or disconnected from the system, and the possibility is provided for unification of the chassis domain system structure. When the braking system does not work, the two motors can be used as driving devices of other mechanisms; when the system works normally, as the double motors work cooperatively, one motor is always in a disconnected state at the same time, so that the advantages of the system are fully utilized, and the possibility that the motor is used as a power source of other systems in the chassis domain can be further considered.
Drawings
FIG. 1 is a schematic diagram of a redundant dual-motor direct drive line control motor system of the present application;
FIG. 2 is a schematic diagram of a parallel shaft one-way clutch of the present application
Fig. 3 is a schematic diagram of a control flow of the electronic control unit of the present application.
Detailed Description
Hereinafter, specific embodiments of the present application will be described in detail with reference to the accompanying drawings, and according to these detailed descriptions, those skilled in the art can clearly understand the present application and can practice the present application. Features from various embodiments may be combined to obtain new implementations or to replace certain features from certain embodiments to obtain other preferred implementations without departing from the principles of the present application.
Referring to fig. 1 to 3, the application provides a redundant dual-motor direct-drive line control and braking system, which comprises a main pressure building unit a, a redundant pressure building unit B and a brake pressure regulating unit C which are sequentially connected, wherein the main pressure building unit a is connected with the brake pressure regulating unit C, and the main pressure building unit a, the redundant pressure building unit B and the brake pressure regulating unit C are respectively connected with an electronic control unit D; the main pressure building unit A comprises a first motor 1, a first parallel shaft one-way clutch 2, a first ball screw mechanism, a first limiting block 6, a brake auxiliary main cylinder 10, a second limiting block 13, a second ball screw mechanism, a second parallel shaft one-way clutch 16 and a second motor 17 which are sequentially connected, wherein the brake auxiliary main cylinder 10 is connected with an oil tank 47 through a first one-way valve 8 and a second one-way valve 11, the brake auxiliary main cylinder 10 is connected with a brake pressure regulating unit C through a third one-way valve 58 and a fourth one-way valve 59, the first motor 1 is connected with a first motor corner sensor 60, and the second motor 17 is connected with a second motor corner sensor 65; the redundant pressure building unit B comprises a fifth one-way valve 48, a brake master cylinder 19 and a brake pedal 22 which are sequentially connected, a pedal displacement sensor 21 is arranged between the brake master cylinder 19 and the brake pedal 22, the brake master cylinder 19, a motor pump boosting switch valve 23, a hydraulic pump 25 and a third motor 24 are connected, the hydraulic pump 25 is connected with the oil tank 47, the fifth one-way valve 48 is connected with the oil tank 47, the brake master cylinder 19, the redundant pressure building switch valve 29 and the brake pressure regulating unit C are sequentially connected, the brake master cylinder 19, the pedal feel switch valve 26 and the pedal feel simulator 27 are sequentially connected, and the brake master cylinder 19, the sixth one-way valve 28 and the pedal feel simulator 27 are sequentially connected, and the redundant pressure building switch valve 29 is respectively connected with the pedal feel switch valve 26 and the sixth one-way valve 28.
The first motor 1, the first parallel shaft one-way clutch 2, the first ball screw mechanism and the first auxiliary main cylinder piston rod are mechanically connected, the second motor 17, the second parallel shaft one-way clutch 16, the second ball screw mechanism and the second auxiliary main cylinder piston rod are mechanically connected, the first limiting block 6 and the second limiting block 13 are fixedly connected with the first auxiliary main cylinder piston rod and the second auxiliary main cylinder piston rod respectively, the oil tank 47 is connected with the first oil inlet 61 through a pipeline with a first one-way valve 8, the oil tank 47 is connected with the second oil inlet 62 through a pipeline with a second one-way valve 11, the first oil outlet 63 is connected with the brake pressure regulating unit C through a pipeline with a third one-way valve 58, and the second oil outlet 64 is connected with the brake pressure regulating unit C through a pipeline with a fourth one-way valve 59.
The brake master cylinder 19 is connected with the oil tank 47 through a pipeline with a fifth one-way valve 48, the brake pedal 22 is directly connected with the brake master cylinder piston 20, the left side of the hydraulic pump 25 is connected with the oil tank 47 through a pipeline, the other side of the hydraulic pump 25 is connected with the motor pump boosting switch valve 23 through a pipeline, the left side of the motor pump boosting switch valve 23 is connected with the brake master cylinder 19 through a pipeline to form a pumping mechanism 'motor pump', the oil outlet of the brake master cylinder 19 is respectively connected with a sixth one-way valve 28, a pedal feel switch valve 26 and one side pipeline of a redundant pressure building switch valve 29, the other sides of the pedal feel switch valve 26 and the sixth one-way valve 28 are connected with the pedal feel simulator 27 through pipelines, and the other side of the redundant pressure building switch valve 29 is connected with the brake pressure regulating unit C through a pipeline.
The motor pump assist switch valve 23, the redundant pressure build switch valve 29, and the pedal feel switch valve 26 are all normally closed solenoid valves.
The pedal feel simulator 27 includes a housing, a piston, three springs of unequal length; wherein three springs are connected in series, compression of one spring, two springs and three springs is realized in the process of moving the piston, thereby realizing variable pedal feel.
Further, the auxiliary master cylinder 10 includes a first auxiliary master cylinder piston 7, an auxiliary master cylinder body, and a second auxiliary master cylinder piston 12, which are sequentially connected, and a brake auxiliary master cylinder spring 9 is disposed in the auxiliary master cylinder body.
Further, an oil outlet is provided on the brake master cylinder 10.
The brake auxiliary master cylinder 10 comprises a first oil inlet 61, a second oil inlet 62, a first oil outlet 63, a second oil outlet 64, a third oil outlet 66, a fourth oil outlet 67, a first auxiliary master cylinder piston 7, a second auxiliary master cylinder piston 12 and a brake auxiliary master cylinder spring 9;
the first oil inlet 61 is connected with the first one-way valve 8 through a pipeline, the second oil inlet 62 is connected with the second one-way valve 11 through a pipeline, the other ends of the first one-way valve 8 and the second one-way valve 11 are connected with the oil tank 47 through a pipeline, the first oil outlet 63 is connected with the third one-way valve 58 through a pipeline, the second oil outlet 64 is connected with the fourth one-way valve 59 through a pipeline, the third oil outlet 66 and the fourth oil outlet 67 are connected with the oil tank 47 through a pipeline, the other ends of the third one-way valve 58 and the fourth one-way valve 59 are connected with four liquid inlet valves of the brake pressure regulating unit C through a pipeline, the first auxiliary master cylinder piston 7 and the second auxiliary master cylinder piston 12 are respectively positioned at two ends of the brake auxiliary master cylinder 10 and are directly connected through the brake auxiliary master cylinder spring 9, through holes are formed in the centers of two ends of the auxiliary master cylinder shell, and are respectively connected with the first auxiliary master cylinder piston 7 rod and the second auxiliary master cylinder piston 12 rod through sealing rings.
Further, the brake master cylinder 19 includes a brake master cylinder body in which a brake master cylinder spring 18 is provided, the brake master cylinder body is connected to a brake master cylinder piston 20, the brake master cylinder piston 20 is connected to a brake pedal 22, and the pedal displacement sensor 21 is provided between the brake master cylinder piston 20 and the brake pedal 22.
Further, the first ball screw mechanism comprises a first screw rod 3 and a first screw nut 5 which are connected with each other, the first screw nut 5 is sleeved with the first screw rod 3 to form a circular spiral groove, a first ball 4 is arranged in the circular spiral groove, and the first screw nut 5 is connected with a first auxiliary master cylinder piston 7.
The outer surface of the first screw rod 3 is provided with an arc-shaped spiral groove, the inner surface of the first screw rod nut 5 is provided with an arc-shaped spiral groove, the first screw rod nut 5 and the first screw rod 3 are sleeved to form a circular spiral groove, a first ball 4 is arranged in the circular spiral groove, the first screw rod 3 and the first screw rod nut 5 are connected through rolling of the ball in the spiral groove, and the outer surface of the first screw rod nut 5 is directly connected with a first auxiliary master cylinder piston 7.
Further, the brake pressure regulating unit C includes a plurality of brake pressure regulating mechanisms, the brake pressure regulating mechanism includes feed liquor valve, brake wheel cylinder and the drain valve that connects gradually, the drain valve with be provided with pressure sensor between the brake wheel cylinder, the drain valve with oil tank 47 is connected, the feed liquor valve with vice master cylinder 10 is connected.
Further, the brake pressure regulating mechanism is 4 groups.
The brake pressure regulating unit C includes a first liquid inlet valve 39, a second liquid inlet valve 36, a third liquid inlet valve 33, a fourth liquid inlet valve 30, a first liquid outlet valve 40, a second liquid outlet valve 37, a third liquid outlet valve 34, a fourth liquid outlet valve 31, a first brake wheel cylinder 42, a second brake wheel cylinder 43, a third brake wheel cylinder 44, a fourth brake wheel cylinder 45, a first pressure sensor 41, a second pressure sensor 38, a third pressure sensor 35, and a fourth pressure sensor 32;
one end of the first liquid inlet valve 39, the second liquid inlet valve 36, the third liquid inlet valve 33 and the fourth liquid inlet valve 30 are connected with a third check valve 58 and a fourth check valve 59 through pipelines, the other end of the first liquid inlet valve 39, the second liquid inlet valve 36, the third liquid inlet valve 33 and the fourth liquid inlet valve 30 are respectively connected with a first brake wheel cylinder 42, a second brake wheel cylinder 43, a third brake wheel cylinder 44 and a fourth brake wheel cylinder 45 through pipelines, one end of the first liquid outlet valve 40, one end of the second liquid outlet valve 37, one end of the third liquid outlet valve 34 and one end of the fourth liquid outlet valve 31 are respectively connected with an oil tank 47 through hydraulic pipelines, and the other end of the first liquid inlet valve is respectively connected with the first brake wheel cylinder 42, the second brake wheel cylinder 43, the third brake wheel cylinder 44 and the fourth brake wheel cylinder 45 through pipelines. The first liquid inlet valve 39, the second liquid inlet valve 36, the third liquid inlet valve 33 and the fourth liquid inlet valve 30 are all normally open electromagnetic valves, and the first liquid outlet valve 40, the second liquid outlet valve 37, the third liquid outlet valve 34 and the fourth liquid outlet valve 31 are all normally closed electromagnetic valves.
Further, the electronic control unit D is connected to the pedal displacement sensor 21, the first motor rotation angle sensor 60, the second motor rotation angle sensor 65, a plurality of pressure sensors, the first motor 1, the second motor 17, the third motor 24, a plurality of check valves, a plurality of liquid inlet valves, a plurality of liquid outlet valves, the motor pump booster switching valve 23, and the redundant pressure building switching valve 29, respectively.
The electronic control unit D is connected to the pedal displacement sensor 21, the first motor rotation angle sensor 60, the second motor rotation angle sensor 65, the first pressure sensor 41, the second pressure sensor 38, the third pressure sensor 35, and the fourth pressure sensor 32 through buses, and is connected to the control ends of the first motor 1, the second motor 17, the third motor 24, and all the electromagnetic valves through buses.
Further, the first parallel shaft one-way clutch 2 includes an input shaft 49 and an intermediate shaft 52, the input shaft 41 and the base 50 are connected with an input shaft helical gear 51, the intermediate shaft 52, the intermediate shaft helical gear 53, the sheave mechanism are connected with the output shaft 57, the input shaft 49 is coaxially connected with the first motor 1, the input shaft helical gear 51 is meshed with the intermediate shaft helical gear 53, and the output shaft 57 is coaxially connected with the first lead screw 3.
The parallel shaft one-way clutch input shaft 49 is connected with the first motor 1 coaxially, a key groove is formed in the input shaft, the input shaft spiral gear 51 is connected with the input shaft 49 through a flat key, the front end face and the rear end face of the input shaft spiral gear 51 are all sections larger than the diameter of the input shaft, accordingly, the input shaft spiral gear 51 is guaranteed to have only one degree of freedom rotating along with the input shaft 49, the input shaft 49 is fixed in the base 50, the middle shaft 52 and the axis of the input shaft are located in the same horizontal plane, the key groove is formed in the middle shaft 52, the middle shaft spiral gear 53 is connected with the middle shaft 52 through the flat key, the middle shaft 52 is horizontally placed in the base 50 and can axially move relative to the base 50, and the output shaft 57 is connected with the first ball screw 3 coaxially.
Further, the intermediate shaft 52 and the output shaft 57 are coaxially arranged, the sheave mechanism includes a straight gear 54 including an intermediate shaft, a supporting pin 56 and a cam 55 which are sequentially connected, the straight gear 54 of the intermediate shaft is connected with the intermediate shaft 52, and the cam 55 is connected with the output shaft 57.
The intermediate shaft spur gear 54 is connected to the intermediate shaft 52 by a key, the support pin 56 is inserted into the cam 55, the cam 55 is mounted at one end of the one-way clutch output shaft 57, and the intermediate shaft 52 is placed coaxially with the one-way clutch output shaft 57, but is not directly connected.
The second ball screw mechanism is the same as the first ball screw mechanism, the second parallel shaft one-way clutch 16 is the same as the first parallel shaft one-way clutch 2, the second screw rod 15 is the same as the first screw rod 3, and the second screw nut 14 is the same as the first screw nut 5.
Examples
As shown in fig. 1, the redundant dual-motor direct-drive brake-by-wire system has three sets of driving devices, wherein the main pressure building unit a comprises a first motor 1 driving mode and a second motor 17 driving mode, during normal braking, the first motor 1 is used for driving the first auxiliary main cylinder piston 7 to build pressure mainly, and when the first auxiliary main cylinder piston 7 moves to a certain position, the second motor 17 is started to continuously complete pressure building, so that unreliable pressure building caused by insufficient piston displacement allowance can be avoided in the mode; when one motor fails, the main pressure building unit A is degenerated into a common single-motor direct-drive pressure building unit, and effective pressure building can still be ensured; when the two motors of the main pressure building unit A fail, the redundant pressure building unit B assisted by the motors is adopted, so that reliable braking under the condition of system failure is realized.
As shown in fig. 2, the parallel shaft one-way clutch mainly includes three parts, an input shaft 49, an intermediate shaft 52 and a one-way clutch output shaft 57, and when the input shaft helical gear 51 rotates counterclockwise with the input shaft 49, the intermediate shaft helical gear 53 is meshed with the left side of the input shaft helical gear 51 under the action of the circumferential force of the gear, and drives the intermediate shaft 52 to rotate clockwise; when the input shaft spiral gear 51 rotates clockwise along with the input shaft 49, the intermediate shaft spiral gear 53 will mesh with the right side of the input shaft spiral gear 51 under the action of the circumferential force of the gear, and drive the intermediate shaft 52 to rotate clockwise while axially moving, so that the wheel groove of the intermediate shaft straight gear 54 meshes with the supporting pin 56 on the output shaft cam 55, and power is transmitted to the one-way clutch output shaft 57. The device does not generate noise during operation and is suitable for the transmission of the selected motor in the full speed range.
Under normal conditions, when a driver presses the brake pedal 22, the pedal displacement sensor 21 transmits the received displacement signal to the electronic control unit ECU46, the ECU46 drives the first motor 1 to rotate clockwise after analysis and processing, brake fluid in the oil tank 47 flows into the brake master cylinder 19 through the fifth one-way valve 48, the pedal feel switch valve 26 is powered on, the motor pump boosting switch valve 23 is powered off and closed, the brake fluid enters the pedal feel simulator 27 to simulate pedal feel, the redundant pressure build switch valve 29 is powered off and closed, and decoupling of the brake master cylinder 19 and the wheel cylinders is achieved. Meanwhile, the brake fluid in the oil tank 47 flows into the brake auxiliary master cylinder 10 through the first one-way valve 8, the power of the first motor 1 is transmitted to the first screw rod 3 of the first ball screw mechanism through the one-way clutch output shaft 57 of the first parallel shaft one-way clutch 2, the power is converted into the horizontal movement of the first screw nut 5 through the rotation of the first screw rod 3 under the participation of the balls, and then the first auxiliary master cylinder piston 7 is pushed to squeeze the brake fluid, at the moment, the pressure of the left chamber of the first auxiliary master cylinder piston 7 is reduced, the oil flows into the left chamber through the first one-way valve 8, the pressure of the right chamber is increased, the brake fluid after the pressure is increased, and the brake fluid after the pressure is increased flows into the brake pressure regulating unit C through the fourth one-way valve 59, and the brake fluid in the pipeline is greater than the pressure at the first oil outlet 63, the third one-way valve 58 is locked, the first fluid inlet valve 39, the second fluid inlet valve 36, the third fluid inlet valve 33 and the fourth fluid inlet valve 30 are opened, the first fluid outlet valve 40, the second fluid outlet valve 37, the third fluid outlet valve 34 and the fourth fluid outlet valve 31 are closed, and the high-pressure brake fluid cylinder valves 33 are opened, and the high-pressure brake fluid flows into the brake cylinder valves 33, the fourth fluid inlet valve 42 and the fourth fluid cylinder valve 44 are respectively, and the brake cylinder valve 43 is completed. When the braking demand is over, the first liquid inlet valve 39, the second liquid inlet valve 36, the third liquid inlet valve 33 and the fourth liquid inlet valve 30 are powered on and closed, the first liquid outlet valve 40, the second liquid outlet valve 37, the third liquid outlet valve 34 and the fourth liquid outlet valve 31 are powered off and opened, high-pressure braking liquid flows back to the oil tank 47 through the first liquid outlet valve 40, the second liquid outlet valve 37, the third liquid outlet valve 34 and the fourth liquid outlet valve 31, the first motor 1 stops rotating, the first auxiliary master cylinder piston 7 can return to the left end face of the braking auxiliary master cylinder 10 under the action of the overcoming damping force of spring force and the friction force of the ball screw pair due to the fact that the power transmission is different, at the moment, the braking liquid in the left cavity of the first auxiliary master cylinder piston 7 flows back to the oil tank 47 through the third oil outlet 66, the return motion of the first auxiliary master cylinder piston 7 is converted into clockwise rotation of the first parallel shaft one-way clutch output shaft 57 through the first ball screw mechanism, and then the intermediate shaft 52 is driven to rotate clockwise, the intermediate shaft 52 is axially displaced due to the circumferential force of the helical gear, the engagement between the tooth grooves of the intermediate shaft spur gear 54 and the supporting pins 56 is disconnected, the residual spring force of the auxiliary master cylinder is completely converted into the inertial force of the one-way clutch output shaft cam 55, the brake pedal 22 is completely released, and the brake fluid in the pedal feel simulator 27 rapidly flows back to the brake master cylinder 19 through the sixth one-way valve 28 and the pedal feel switch valve 26, so that the brake pedal 22 is guaranteed to have good pedal feel when the brake pedal 22 is depressed next time.
The above scheme is suitable for the short-time braking situation that the braking demand is not great, for the short-time high-frequency braking or the situation that the braking demand is great, namely when the piston single-stroke braking process is insufficient to meet the braking demand, namely when first auxiliary master cylinder piston 7 is displaced to the position that first stopper 6 is close to the left end face of auxiliary master cylinder 10, at this moment, calculate target piston displacement and surplus piston displacement according to the target braking demand and compare, if surplus piston displacement is insufficient to produce target braking pressure, then electronic control unit D controls first motor 1 to close, second motor 17 starts, first two stopper 6 is used for confirming the position of piston in auxiliary master cylinder, restriction first two braking auxiliary master cylinder piston 7's stroke simultaneously. When the first motor 1 is turned off, the first auxiliary master cylinder piston 7 rapidly returns to the left end face of the auxiliary master cylinder under the action of hydraulic pressure and spring force of the right chamber of the first motor, at the moment, the pressure in the auxiliary master cylinder is lower than the pressure in a pipeline of the brake pressure regulating unit C, the third one-way valve 58 and the fourth one-way valve 59 lock the brake fluid in the pipeline to prevent the brake fluid in the pipeline from flowing back to the auxiliary master cylinder 10, the second motor 17 pushes the second auxiliary master cylinder piston 12 to press the brake fluid leftwards through the second parallel shaft one-way clutch 16 and the second ball screw mechanism, the first liquid inlet valve 39, the second liquid inlet valve 36, the third liquid inlet valve 33 and the fourth liquid inlet valve 30 are turned off, the first liquid outlet valve 40, the second liquid outlet valve 37, the third liquid outlet valve 34 and the fourth liquid outlet valve 31 are turned on, the high-pressure brake fluid flows into the first liquid inlet valve 39, the second liquid inlet valve 36 and the third liquid outlet valve 33 and the fourth liquid inlet valve 30 through the third one-way valve 58 respectively, the brake fluid flows into the first wheel cylinder 42, the second brake 43 and the third wheel cylinder 44 and the fourth brake cylinder 45 after the first liquid inlet valve 34 and the fourth liquid outlet valve 30 are turned off, the second liquid inlet valve 37 and the fourth liquid outlet valve 31 are turned off, and the first liquid outlet valve 37 and the second liquid outlet valve 37 and the fourth liquid outlet valve 31 are turned off, and the high-pressure brake fluid flows into the first liquid inlet valve 36 and the fourth liquid outlet valve 30, and the liquid outlet valve 31 flows into the first liquid inlet valve and flows into the third liquid inlet valve 30 and the fourth liquid outlet valve 30 through the third one-way valve 36 and the third one-way valve 30 and the third liquid valve 30.
According to the embodiment, the two motors of the main voltage-building unit A work independently, and when one motor fails, the other motor is not influenced to work normally. Taking the fault of the second motor 17 as an example for analysis, the working principle of the working conditions of the emergency braking and the low braking requirement is completely the same as that of the working conditions of the emergency braking; for the situation of large braking requirement and short-time high-frequency braking, when the first auxiliary master cylinder piston 7 moves to the condition that the residual piston displacement is insufficient to generate target braking pressure, the first motor 1 is turned off for a certain time, after the first auxiliary master cylinder piston 7 returns to the left end face under the action of spring force and hydraulic pressure, the motor is started to build pressure, in the process, the pressure in the braking auxiliary master cylinder 10 is smaller than the pressure in a pipeline of the braking pressure regulating unit C, the third check valve 58 and the fourth check valve 59 are locked, so that braking liquid in the pipeline of the braking pressure regulating unit C is prevented from flowing back to the auxiliary master cylinder, and a fault signal of the second motor 17 is sent to a driver through a bus.
When the two motors of the main pressure-building unit A fail, the redundant pressure-building switch valve 29 is electrified and started, the motor pump boosting switch valve 23 is electrified and started, the pedal feel switch valve 26 is electrified and started, the oil flows into the brake master cylinder 19 through the fifth one-way valve 48, at the moment, the electronic control unit D calculates the braking force demand according to the signal of the pedal displacement sensor 21, so that the third motor-driven hydraulic pump 25 is started, brake fluid in the oil tank 47 is pumped into the brake master cylinder 19 through the hydraulic pump 25, thereby pushing the brake master cylinder piston 20 to generate target braking pressure, the first fluid inlet valve 39, the second fluid inlet valve 36, the third fluid inlet valve 33 and the fourth fluid inlet valve 30 are powered off and opened, the first fluid outlet valve 40, the second fluid outlet valve 37, the third fluid outlet valve 34 and the fourth fluid outlet valve 31 are electrified and closed, and the obtained high-pressure brake fluid flows into the first fluid inlet valve 39, the second fluid inlet valve 36, the third fluid inlet valve 33 and the fourth fluid inlet valve 30 of the brake pressure-regulating unit C through the redundant pressure-building switch valve 29, and then flows into the first brake cylinder 42, the second brake cylinder 43, the fourth brake cylinder 44 and the fourth brake cylinder 45 are completed.
Although the present application has been described with reference to particular embodiments, those skilled in the art will appreciate that many modifications are possible in the principles and scope of the disclosure. The scope of the application is to be determined by the appended claims, and it is intended that the claims cover all modifications that are within the literal meaning or range of equivalents of the technical features of the claims.

Claims (10)

1. A redundant double-motor direct-drive line control and actuation system is characterized in that: the system comprises a main pressure building unit, a redundant pressure building unit and a brake pressure regulating unit which are sequentially connected, wherein the main pressure building unit is connected with the brake pressure regulating unit, and the main pressure building unit, the redundant pressure building unit and the brake pressure regulating unit are respectively connected with an electronic control unit; the main pressure building unit comprises a first motor, a first parallel shaft one-way clutch, a first ball screw mechanism, a first limiting block, a brake auxiliary main cylinder, a second limiting block, a second ball screw mechanism, a second parallel shaft one-way clutch and a second motor which are sequentially connected, wherein the brake auxiliary main cylinder is connected with an oil tank through a first one-way valve and a second one-way valve, the brake auxiliary main cylinder is connected with the brake pressure regulating unit through a third one-way valve and a fourth one-way valve, the first motor is connected with a first motor corner sensor, and the second motor is connected with a second motor corner sensor; the redundant pressure building unit comprises a fifth one-way valve, a brake master cylinder and a brake pedal which are sequentially connected, a pedal displacement sensor is arranged between the brake master cylinder and the brake pedal, the brake master cylinder, a motor pump boosting switch valve, a hydraulic pump and a third motor are connected, the hydraulic pump is connected with an oil tank, the fifth one-way valve is connected with the oil tank, the brake master cylinder, the redundant pressure building switch valve and the brake pressure regulating unit are sequentially connected, the brake master cylinder, a pedal feel switch valve and the pedal feel simulator are sequentially connected, the brake master cylinder, a sixth one-way valve and the pedal feel simulator are sequentially connected, and the redundant pressure building switch valve is respectively connected with the pedal feel switch valve and the sixth one-way valve.
2. The redundant dual-motor direct-drive line control brake system of claim 1, wherein: the auxiliary main cylinder comprises a first auxiliary main cylinder piston, an auxiliary main cylinder body and a second auxiliary main cylinder piston which are sequentially connected, and a auxiliary main cylinder spring is arranged in the auxiliary main cylinder body.
3. The redundant dual-motor direct-drive line control brake system of claim 2, wherein: and an oil outlet is arranged on the brake auxiliary main cylinder.
4. The redundant dual-motor direct-drive line control brake system of claim 1, wherein: the brake master cylinder comprises a brake master cylinder body, a brake master cylinder spring is arranged in the brake master cylinder body, the brake master cylinder body is connected with a brake master cylinder piston, the brake master cylinder piston is connected with a brake pedal, and the pedal displacement sensor is arranged between the brake master cylinder piston and the brake pedal.
5. The redundant dual-motor direct-drive line control brake system of claim 2, wherein: the first ball screw mechanism comprises a first screw rod and a first screw nut which are connected with each other, the first screw nut is sleeved with the first screw rod to form a circular spiral groove, a first ball is arranged in the circular spiral groove, and the first screw nut is connected with the first auxiliary master cylinder piston.
6. The redundant dual-motor direct-drive line control brake system of claim 1, wherein: the brake pressure regulating unit comprises a plurality of brake pressure regulating mechanisms, each brake pressure regulating mechanism comprises a liquid inlet valve, a brake wheel cylinder and a liquid outlet valve which are sequentially connected, a pressure sensor is arranged between the liquid outlet valve and the brake wheel cylinder, the liquid outlet valve is connected with the oil tank, and the liquid inlet valve is connected with the brake auxiliary main cylinder.
7. The redundant dual-motor direct-drive line control brake system of claim 6, wherein: the brake pressure regulating mechanism is 4 groups.
8. The redundant dual-motor direct-drive line control brake system of claim 6, wherein: the electronic control unit is respectively connected with the pedal displacement sensor, the first motor corner sensor, the second motor corner sensor, a plurality of pressure sensors, the first motor, the second motor, the third motor, a plurality of liquid inlet valves, a plurality of liquid outlet valves, the motor pump power-assisted switch valve and the redundant pressure-building switch valve.
9. The redundant dual-motor direct-drive line control brake system of claim 1, wherein: the first parallel shaft one-way clutch comprises an input shaft and an intermediate shaft, wherein the input shaft, a base and an input shaft screw gear are connected, the intermediate shaft screw gear, the grooved pulley mechanism and the output shaft are connected, the input shaft screw gear is meshed with the intermediate shaft screw gear, the input shaft is coaxially connected with the first motor, and the output shaft is coaxially connected with the first ball screw.
10. The redundant dual-motor direct-drive line control brake system of claim 9, wherein: the intermediate shaft and the output shaft are coaxially arranged, the grooved pulley mechanism comprises an intermediate shaft straight gear, a supporting pin and a cam which are sequentially connected, the intermediate shaft straight gear is connected with the intermediate shaft, and the cam is connected with the output shaft.
CN202310543282.9A 2023-05-15 2023-05-15 Redundant double-motor direct-drive line control and actuation system Pending CN116494938A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202310543282.9A CN116494938A (en) 2023-05-15 2023-05-15 Redundant double-motor direct-drive line control and actuation system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310543282.9A CN116494938A (en) 2023-05-15 2023-05-15 Redundant double-motor direct-drive line control and actuation system

Publications (1)

Publication Number Publication Date
CN116494938A true CN116494938A (en) 2023-07-28

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Family Applications (1)

Application Number Title Priority Date Filing Date
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CN (1) CN116494938A (en)

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