CN119459632A - A hydraulic brake decoupling method - Google Patents
A hydraulic brake decoupling method Download PDFInfo
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- CN119459632A CN119459632A CN202510067099.5A CN202510067099A CN119459632A CN 119459632 A CN119459632 A CN 119459632A CN 202510067099 A CN202510067099 A CN 202510067099A CN 119459632 A CN119459632 A CN 119459632A
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- brake
- solenoid valve
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- brake circuit
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- 238000000034 method Methods 0.000 title claims abstract description 29
- 238000006073 displacement reaction Methods 0.000 claims abstract description 8
- 229910018904 PSV1 Inorganic materials 0.000 claims description 8
- 229910018888 PSV2 Inorganic materials 0.000 claims description 8
- 230000004044 response Effects 0.000 claims description 6
- 238000012544 monitoring process Methods 0.000 claims description 3
- 239000012530 fluid Substances 0.000 description 20
- 230000008569 process Effects 0.000 description 6
- 230000001502 supplementing effect Effects 0.000 description 5
- 239000007788 liquid Substances 0.000 description 4
- 230000001276 controlling effect Effects 0.000 description 3
- 238000002637 fluid replacement therapy Methods 0.000 description 3
- 230000007704 transition Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000015556 catabolic process Effects 0.000 description 1
- 238000006731 degradation reaction Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—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
- 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
- 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
-
- 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
- B60T8/34—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 having a fluid pressure regulator responsive to a speed condition
- B60T8/40—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 having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
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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
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/402—Back-up
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
本申请实施例涉及液压制动领域，公开了一种液压制动解耦方法，包括通过EHB‑HD制动回路的踏板感模块为驾驶员提供踏板感；通过与踏板连接的位移传感器感知驾驶员的踏板操作，解析为目标压力信号；在EHB‑HD制动回路的制动电机处于正常工作状态时，EHB‑HD制动回路通过踏板感模块为驾驶员提供踏板感并获取所述目标压力信号，根据目标压力信号提供制动助力；在EHB‑HD制动回路的制动电机处于失效状态时，通过ESC制动回路接管制动助力功能，通过控制所述EHB‑HD制动回路和所述ESC制动回路中的阀门状态，由所述ESC制动回路提供制动助力。可以至少用以解决液压解耦式电子液压制动系统控制的技术问题。
The embodiment of the present application relates to the field of hydraulic braking, and discloses a hydraulic braking decoupling method, including providing a pedal feel for the driver through a pedal feel module of an EHB-HD brake circuit; sensing the driver's pedal operation through a displacement sensor connected to the pedal, and parsing it into a target pressure signal; when the brake motor of the EHB-HD brake circuit is in a normal working state, the EHB-HD brake circuit provides the driver with a pedal feel and obtains the target pressure signal through the pedal feel module, and provides brake assistance according to the target pressure signal; when the brake motor of the EHB-HD brake circuit is in a failed state, the brake assistance function is taken over by the ESC brake circuit, and the valve states in the EHB-HD brake circuit and the ESC brake circuit are controlled, so that the ESC brake circuit provides brake assistance. It can at least be used to solve the technical problem of hydraulic decoupling electronic hydraulic brake system control.
Description
Technical Field
The application relates to the field of hydraulic braking, in particular to a hydraulic braking decoupling method.
Background
With the rapid development of intelligent driving systems, especially the gradual maturity of L3 level automatic driving technology, the requirements of the automobile industry on vehicle safety, reliability and redundancy capability are also increasing. L3 level autopilot requires that the vehicle have fully automated driving capabilities under certain conditions, but in the event that the driver fails to take over driving in time, the system must be able to ensure that braking operations are still safely completed in the event of a failure. Therefore, a redundant brake system has become a necessary function of an autonomous vehicle as one of key technologies for securing safety.
The currently mainstream 2Box schemes include ESP decoupling or mechanical decoupling schemes represented by IBooster +ESC, and poor capability recovery matching. The hydraulic decoupling scheme represented by IPB+RBU does not have stability redundancy capability by taking RBU as backup for building up pressure. The hydraulic decoupling scheme represented by DPB+ESC balances cost, performance and redundancy capability as the best choice for the current market. For example, in a hydraulic decoupling electro-hydraulic brake system (application publication number CN118306361 a), at least two of the main brake circuit, the redundant brake circuit, and the mechanical brake circuit may cooperate with each other to solve the problem of higher hydraulic pressure required by the wheel end module, so as to meet the braking requirement of the vehicle. However, there is currently no clear solution for how to brake decouple the hydraulic decoupling electro-hydraulic brake system.
Disclosure of Invention
An object of the present application is to provide a hydraulic brake decoupling method, at least for solving the problem of control of a hydraulic decoupling electro-hydraulic brake system.
To achieve the above object, some embodiments of the present application provide a hydraulic brake decoupling method applied to a 2Box electro-hydraulic brake system of an EHB-hd+esc, the method including providing a pedal feel to a driver through a pedal feel module of the EHB-HD brake circuit, sensing a pedal operation of the driver through a displacement sensor connected to the pedal and resolving the pedal operation into a target pressure signal, providing the pedal feel to the driver through the pedal feel module and acquiring the target pressure signal when a brake motor of the EHB-HD brake circuit is in a normal operation state, providing a brake assistance according to the target pressure signal, and taking over a brake assistance function through the ESC brake circuit when the brake motor of the EHB-HD brake circuit is in a failure state, and providing the brake assistance by the ESC brake circuit by controlling valve states in the EHB-HD brake circuit and the ESC brake circuit.
Compared with the related art, in the scheme provided by the embodiment of the application, seamless transition when the motor fails is realized through accurate valve control in the EHB-HD braking loop and the ESC braking loop. When the motor fails, the ESC takes over the brake assistance, and maintains the normal braking effect through controlling the valve state, so that the braking experience of a driver is not affected. Compared with the traditional scheme, the brake system can provide more stable brake response and stable pedal feel, and improves the safety and comfort of a driver.
Drawings
One or more embodiments are illustrated by way of example and not limitation in the figures of the accompanying drawings, in which like references indicate similar elements, and in which the figures of the drawings are not to be taken in a limiting sense, unless otherwise indicated.
Fig. 1 is a schematic flow chart of a hydraulic brake decoupling method according to an embodiment of the present application;
Fig. 2 is a schematic structural diagram of a 2Box electro-hydraulic brake system of EHB-hd+esc according to an embodiment of the present application.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present application more apparent, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments of the present application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
The embodiment of the application provides a hydraulic brake decoupling method. The 2Box electro-hydraulic brake system applied to the EHB-HD+ESC, as shown in FIG. 1, may include the steps of:
S101, providing pedal feel for a driver through a pedal feel module of the EHB-HD brake circuit.
Under normal conditions, the driver performs a braking operation by means of a brake pedal. A pedal feel module in the EHB-HD brake circuit is used to sense foot feel input from the driver and communicate it to the brake system. The pedal sensing module is used for providing force feedback for a driver when the driver steps on the pedal, so as to simulate the foot feeling when hydraulic pressure is generated through the mechanical pressure building module, and improve the driving experience and comfort of the driver.
S102, sensing pedal operation of a driver through a displacement sensor connected with the pedal, and analyzing the pedal operation into a target pressure signal.
The displacement sensor is connected with the pedal and is used for detecting pedal operation displacement of a driver. These sensors monitor the displacement of the brake pedal in real time and convert it into an electrical signal. The control system interprets this signal as a target pressure signal indicative of the magnitude of the braking force that the driver wishes to apply.
And S103, when the brake motor of the EHB-HD brake circuit is in a normal working state, the EHB-HD brake circuit provides pedal feel for a driver through the pedal feel module, acquires the target pressure signal and provides brake assistance according to the target pressure signal.
When the brake motor of the EHB-HD brake circuit is in a normal operating state, the system provides the required brake assistance through the EHB-HD brake circuit according to the acquired target pressure signal. At this time, the brake motor of the EHB-HD brake circuit directly responds to the target pressure signal to provide hydraulic assistance to the brake system via an electric pump or hydraulic module.
Meanwhile, the pedal sensing module provides corresponding pedal sensing feedback, so that a driver can feel stable and accurate braking force in the braking process. At this time, the EHB-HD brake circuit works normally, and the braking process is stable and efficient.
S104, when the brake motor of the EHB-HD brake circuit is in a failure state, taking over a brake assistance function through the ESC brake circuit, and providing brake assistance by the ESC brake circuit by controlling valve states in the EHB-HD brake circuit and the ESC brake circuit.
When the brake motor of the EHB-HD brake circuit fails or fails, the ESC brake circuit will automatically take over the brake boosting function. At this point, the valves of the EHB-HD brake circuit and the ESC brake circuit are reconfigured to ensure that the brake system continues to operate without being affected by motor failure, providing full brake capacity and a consistent feel of brake foot with non-fault conditions.
The 2Box electro-hydraulic brake system of the EHB-HD+ESC shown in the figure 2 CAN maintain a normal power-on system state even when the motor boosting capacity of the EHB-HD brake circuit is completely lost, the CSV electromagnetic valve is closed, the PSV electromagnetic valve and the SSV electromagnetic valve are opened, normal pedal feel is maintained, the driver braking intention is identified by a displacement sensor of the EHB-HD brake circuit, a corresponding target pressure signal is analyzed, the target pressure signal is sent to the ESC brake circuit through a CAN line, and the EHB-HD brake circuit synchronously sends the own system state to the ESC brake circuit.
Further, the EHB-HD braking circuit comprises a CSV1 electromagnetic valve, a CSV2 electromagnetic valve, a PSV1 electromagnetic valve, a PSV2 electromagnetic valve and an SSV electromagnetic valve, wherein the types of the CSV1 electromagnetic valve and the CSV2 electromagnetic valve are normally open valves, and the types of the PSV1 electromagnetic valve, the PSV2 electromagnetic valve and the SSV electromagnetic valve are normally closed valves.
Further, the ESC braking loop comprises an RV electromagnetic valve, an SV electromagnetic valve, an IV electromagnetic valve and an OV electromagnetic valve, wherein the types of the RV electromagnetic valve and the IV electromagnetic valve are normally open valves, and the types of the SV electromagnetic valve and the OV electromagnetic valve are normally closed valves.
The RV solenoid valve comprises an RV1 valve and an RV2 valve, the SV solenoid valve comprises an SV1 valve and an SV2 valve, the IV solenoid valve comprises an IV1F valve, an IV1R valve, an IV2F valve and an IV2R valve, and the OV solenoid valve comprises an OV1F valve, an OV1R valve, an OV2F valve and an OV2R valve. Is connected with a first wheel set (1F and 1R) and a second wheel set (2F and 2R) respectively.
Further, when the brake motor of the EHB-HD brake circuit is in a normal working state, the valve states in the EHB-HD brake circuit and the ESC brake circuit are maintained according to the set valve types, and the brake motor of the EHB-HD brake circuit provides brake assistance.
When the brake motor of the EHB-HD brake circuit is in a normal working state, the valve of the EHB-HD brake circuit is kept in a normally open state, namely the solenoid valves of the CSV1 and the CSV2 are in an open state, and hydraulic fluid is allowed to flow freely. The valve of the ESC brake circuit is maintained in a proper state to prevent unnecessary hydraulic flow or system disturbances. The RV electromagnetic valve and the IV electromagnetic valve are in a normally open state, and the SV electromagnetic valve and the OV electromagnetic valve are kept in a normally closed state.
In this state, the brake motor of the EHB-HD brake circuit provides the required brake assistance according to the target pressure signal of the driver, and the hydraulic pump in the hydraulic system is controlled to provide the hydraulic assistance for the brake circuit, thereby ensuring efficient operation of the brake system.
Further, when the brake motor of the EHB-HD brake circuit is in a failure state, valve states of the CSV1 electromagnetic valve, the CSV2 electromagnetic valve, the RV electromagnetic valve and the OV electromagnetic valve are set to be closed, and valve states of the PSV1 electromagnetic valve, the PSV2 electromagnetic valve, the SSV electromagnetic valve, the SV electromagnetic valve and the IV electromagnetic valve are set to be opened.
When the brake motor of the EHB-HD brake circuit fails or fails, the valve states of the CSV1 solenoid valve (normally open valve), the CSV2 solenoid valve (normally open valve), the RV solenoid valve (normally open valve) and the OV solenoid valve (normally closed valve) are set to be closed, so that the hydraulic flow of the EHB-HD brake circuit and the ESC brake circuit is cut off, unnecessary liquid flow in the hydraulic system is prevented from interfering with the brake operation, and the stability of the hydraulic circuit is ensured.
After the CSV1 electromagnetic valve and the CSV2 electromagnetic valve are closed, hydraulic flow provided by EHB-HD braking is blocked, and the influence of motor failure on a main circuit is avoided. Closing of the RV solenoid valve and the OV solenoid valve can further cut off hydraulic connection between the EHB-HD loop and the ESC loop, ensure independent operation of the ESC loop, and avoid unnecessary liquid flow from entering the ESC system when the motor fails.
The ESC loop can take over the brake boosting function and ensure the normal operation of the brake system, and the valve state of the following solenoid valves is set to be opened, namely a PSV1 solenoid valve (normally closed valve), a PSV2 solenoid valve (normally closed valve), an SSV solenoid valve (normally closed valve), an SV solenoid valve (normally closed valve) and an IV solenoid valve (normally open valve). The hydraulic fluid is allowed to flow to the ESC brake circuit, thereby enabling the ESC circuit to provide braking assistance through its own electric pump or hydraulic module, ensuring stability and reliability of the brake system in the event of motor failure.
The opening of the PSV1 and PSV2 solenoid valves ensures that the pressure within the hydraulic system is stabilized and avoids pressure fluctuations in the hydraulic system. Opening the SSV solenoid valve, the SV solenoid valve, and the IV solenoid valve ensures smooth flow of hydraulic fluid in the ESC circuit, ensures that the ESC circuit can take over and provide the required braking assistance.
Further, the method comprises the steps that the ESC braking loop is subjected to fluid replacement through a one-way valve of the EHB-HD braking loop and a fluid replacement hole of a pressure building cavity, and the ESC braking loop is subjected to pressure release through a pressure release hole of the pressure building cavity of the EHB-HD braking loop.
The ESC braking circuit is informed that the HD has no boosting capability, the ESC relay is used for realizing the wheel end hydraulic pressure closed-loop control following the target pressure, the ESC supplements liquid through the two one-way valves of the EHB-HD and the liquid supplementing hole of the pressure building cavity, and the pressure relief is realized through the pressure relief hole of the pressure building cavity.
And the fluid supplementing hole of the pressure building cavity in the EHB-HD brake circuit is used for connecting the ESC brake circuit. The fluid make-up port allows hydraulic fluid to be transferred from the EHB-HD circuit to the ESC circuit to maintain hydraulic demand of the ESC circuit, ensuring that it is able to normally provide braking assistance. The check valve functions to ensure that hydraulic fluid flows in only one direction from the EHB-HD brake circuit to the ESC brake circuit. When the EHB-HD braking motor fails, the ESC loop obtains fluid replacement through the one-way valve, so that the hydraulic fluid is prevented from flowing back, and the stability of a hydraulic system is ensured.
When the EHB-HD motor fails, the check valve is controlled to open, and hydraulic fluid in the EHB-HD circuit is allowed to flow to the ESC circuit through the fluid supplementing hole. Because the check valve only allows hydraulic fluid to flow towards the ESC circuit, the pressure in the hydraulic system can be stabilized, and the ESC circuit can be ensured to smoothly take over the brake boosting function.
The relief orifice of the build-up pressure chamber in the EHB-HD brake circuit is used to ensure that the pressure of the hydraulic system remains within a reasonable range. When the ESC brake loop is connected and provides brake assistance, the pressure relief hole of the pressure building cavity is used for releasing the excessive hydraulic pressure, so that the system is prevented from being over-pressurized or hydraulic impact is avoided, and the pressure relief hole of the pressure building cavity can be used for pressure relief operation in practice.
When the ESC loop takes over the brake assistance, the system can release redundant hydraulic pressure through the pressure relief hole of the pressure building cavity, and damage to the system caused by overhigh hydraulic pressure is prevented. The opening of the relief vent vents hydraulic fluid to a safety circuit or reservoir, thereby maintaining the stability of the hydraulic system and proper operation of the brake system.
In the event of a motor failure of the EHB-HD brake circuit, the ESC brake circuit must take over quickly and work steadily, while the fluid make-up and pressure release operations ensure a smooth transition of this process. The fluid supplementing provides enough hydraulic fluid supply through the check valve and the fluid supplementing hole, and the pressure relief is realized through the pressure relief hole, so that the stability of the hydraulic system is maintained, and the functional failure caused by the too high or too low system pressure is avoided. The fluid replenishment operation ensures that the system is able to provide the necessary braking assistance by ensuring that the ESC circuit receives sufficient hydraulic fluid, and the check valve acts to prevent fluid back flow and ensure that hydraulic fluid flows only to the ESC circuit. The pressure relief operation ensures that the pressure in the system is maintained within a safe range during hydraulic replenishment, preventing system failure due to excessive hydraulic pressure.
Through accurate hydraulic replenishment and pressure release operations, the motor of the EHB-HD brake circuit can be seamlessly transitioned to the ESC brake circuit under the condition of failure, and a driver can still feel a stable and effective braking effect when the motor fails.
Further, the method includes determining whether the brake motor of the EHB-HD brake circuit fails by monitoring the temperature and the response speed of the brake motor.
The valve switching between the EHB-HD brake circuit and the ESC brake circuit is typically dynamically regulated by a control unit in accordance with the operating state of the motor. The system judges whether faults occur or not by monitoring the temperature, the response speed and other key parameters of the motor in real time, and adjusts the state of the electromagnetic valve accordingly.
When the motor of the EHB-HD brake circuit fails, the ESC circuit automatically intervenes, and smooth transition is realized by opening/closing the corresponding solenoid valve. The control system ensures that even in the event of motor failure, the system can continue to operate under the control of the ESC loop without affecting braking effectiveness.
And when the brake motor of the EHB-HD brake circuit is in a failure state, a brake failure lamp of a vehicle instrument is lightened, and degradation treatment is carried out on the target curve of the brake assistance.
The control system monitors the working state of the brake motor in real time through means of a temperature sensor, response time and the like. Upon detection of an anomaly (e.g., excessive temperature, response delay, etc.), the system automatically initiates the ESC loop to take over the braking function. Once the motor fails, the system prompts a driver through a fault indicator lamp on a vehicle instrument, and meanwhile measures are taken to reduce a target curve of braking assistance so as to ensure safety in the braking process.
The above steps of the methods are divided, for clarity of description, and may be combined into one step or split into multiple steps when implemented, so long as they include the same logic relationship, and all the steps are within the scope of the present application, and adding insignificant modifications to the algorithm or the process or introducing insignificant designs, but not changing the core designs of the algorithm and the process, are within the scope of the application.
The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any person skilled in the art can easily mention variations or alternatives within the scope of the present application. The present application is therefore to be considered in all respects as illustrative and not restrictive, and the scope of the application is indicated by the appended claims.
Claims (8)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202510067099.5A CN119459632A (en) | 2025-01-16 | 2025-01-16 | A hydraulic brake decoupling method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202510067099.5A CN119459632A (en) | 2025-01-16 | 2025-01-16 | A hydraulic brake decoupling method |
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| Publication Number | Publication Date |
|---|---|
| CN119459632A true CN119459632A (en) | 2025-02-18 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202510067099.5A Pending CN119459632A (en) | 2025-01-16 | 2025-01-16 | A hydraulic brake decoupling method |
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| CN (1) | CN119459632A (en) |
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| Title |
|---|
| 宋传增，张宗喜，贝太学，刘文义: "汽车线控制动技术 普通高等教育研究生教学用书", 29 February 2024, 人民交通出版社, pages: 50 - 55 * |
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