CN207984842U - There is the electric booster braking system of arbitrary decoupling degree of freedom suitable for electric vehicle - Google Patents
There is the electric booster braking system of arbitrary decoupling degree of freedom suitable for electric vehicle Download PDFInfo
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- CN207984842U CN207984842U CN201820194591.4U CN201820194591U CN207984842U CN 207984842 U CN207984842 U CN 207984842U CN 201820194591 U CN201820194591 U CN 201820194591U CN 207984842 U CN207984842 U CN 207984842U
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Abstract
The utility model proposes a kind of electric booster braking systems suitable for electric vehicle with arbitrary decoupling degree of freedom, it is complicated to solve power-assisted assembly mechanism existing for existing electric booster braking system, it is single to decouple situation, the bad problem of pedal sense retentivity, brake pedal unit is connect by electric boosted assembly with master cylinder, decoupling device assembly is provided on pipeline between master cylinder and HCU, assist motor assembly is connect with electric boosted assembly, it can be as desired by the braking friction of the control reasonable distribution antero posterior axis to solenoid valve when decoupling, to realize the decoupling of arbitrary degree of freedom, ensure that automobile can keep good braking posture in the case of regenerative braking；It can ensure that brake pedal sense remains unchanged by the control to assist motor under any decoupling operating mode, road feel when operator brake is not influenced, failure backup mechanism need not separately be set, when thrashing can make vehicle deceleration or parking, raising driving safety by manpower.
Description
Technical field
The utility model belongs to brake system of car technical field, and specifically one kind has suitable for electric vehicle and appoints
The electric booster braking system of meaning decoupling degree of freedom.
Background technology
With the development of automotive field technology, traditional brake fluid system has been unable to meet people to high security, height
The requirement of the automotive performance of comfort.Especially in recent years with motorcar electric and intelligentized development trend, to automobile
Braking system proposes requirements at the higher level.For motorized automobile, in order to increase course continuation mileage, it is desirable that braking system must have again
Raw stopping power, this requires the abilities that braking system can be with brake pedal with friction brake force decoupling；For intelligence
Automobile, it is desirable that automobile must have the function of active brake.Obviously, traditional brake fluid system cannot be satisfied above-mentioned want
It asks.
As a kind of novel braking system technology, electric booster braking system can be made it have by the design of structure
The ability of brake pedal and friction brake force decoupling, to meet the needs of electric vehicle regeneration braking capacity；When necessary, electronic
Energy assisted braking system controls assist motor by electronic control unit and may be implemented to lead in the case where no personnel operate
Dynamic braking, to improve the active safety of automobile, and meets the demand for development of intelligent vehicle.Simultaneously with this, electric boosted
The failure backup of braking system is easier to arrange relative to brake-by-wire technology, simple in structure, at low cost.Above is electric boosted
These advantages of braking system make it receive the favor of automobile engineer, and electric booster braking system will be automobile brake skill
One Main way of art future development.
However, the power-assisted assembly mechanism of current electric booster braking system is mostly complicated；Electric booster braking system
System can only carry out partly decoupled or full decoupled when being decoupled, it is difficult to rationally be divided according to the needs of antero posterior axis in decoupling
Braking friction with antero posterior axis, decoupling that is total and realizing arbitrary degree of freedom；In the solution for realizing brake pedal and friction brake force
Often great changes will take place for the brake pedal sense of driver when coupling, to seriously affect the road feel of driver.
Invention content
For the power-assisted assembly mechanism present in the above-mentioned electric booster braking system of solution is complicated, decoupling situation is single, pedal
Feel the bad problem of retentivity, there is the electronic of arbitrary decoupling degree of freedom suitable for electric vehicle the utility model proposes a kind of
Energy assisted braking system.
In order to solve the above technical problems, the utility model adopts the following technical scheme that realization：
Suitable for electric vehicle have it is arbitrary decoupling degree of freedom electric booster braking system, including brake pedal unit,
Electric boosted assembly, the master cylinder with fluid reservoir, the vehicle with the HCU of master cylinder piping connection and HCU piping connections
The wheel cylinder and electronic control unit of four wheels, which is characterized in that further include a setting master cylinder and HCU it
Between pipeline on decoupling device assembly and an assist motor assembly；
The direction inputted using the pedal force of the brake pedal in brake pedal unit carries pedal travel sensor as front
Brake pedal middle part and a pedal push rod front end it is hinged, there are one help in the power-assisted assembly shell of electric boosted assembly
Power sleeve has in the middle part of power-assisted sleeve through-hole, power-assisted push rod to be arranged in the through-hole, and the axial direction of power-assisted sleeve and power-assisted push rod is long
Spending identical and the two can move axially relatively, and the rear end of pedal push rod extend into power-assisted assembly shell across power-assisted assembly shell
In power-assisted push rod front end groove in, and deposited between the rear end face of pedal push rod and the inner face of the groove of power-assisted push rod front end
In gap, which is the idle stroke of brake pedal, and ladder shaft-like, the ladder of pedal push rod are processed into the rear end of pedal push rod
It is provided with pedal push rod return spring between the end face and the inner face of power-assisted push rod front end groove of the big axle journal section of axis, is not being stepped on
In the state of the input of plate power, the front end face of power-assisted sleeve and power-assisted push rod is contacted with the preceding inner face of power-assisted assembly shell, power-assisted
Sleeve and power-assisted push rod carry out the limit of preceding extreme position by power-assisted assembly shell, are pushed away there are one master cylinder in power-assisted assembly shell
Bar, the front end of master cylinder push rod have the linkage section that one section of outer diameter is more than master cylinder push rod external diameter of rod body, the front end face of linkage section to process
Groove, in groove cooperation reaction plate is installed, the diameter of reaction plate is more than the outer diameter of power-assisted push rod, is equipped with the master cylinder of reaction plate
The front end face of push rod acts on the rear end face of power-assisted push rod and power-assisted sleeve, the rear end of master cylinder push rod and the back cavity of master cylinder
Piston is connected, and an outer return spring and an interior return spring are coaxially arranged, and outer return spring is arranged after power-assisted sleeve
Between end face and the rear end inner wall of power-assisted assembly shell, interior return spring is arranged rear end face in the linkage section of master cylinder push rod and helps
Between the rear end inner wall of power assembly shell；
The lower end of power-assisted sleeve processes a skate tooth, the gear teeth that power-assisted sleeve passes through these gear teeth and a rack pinion
It is meshed to form rack pinion pair；The core wheel of rack pinion and the core wheel of the reduction gearing in assist motor assembly pass through axis
Neck be rigidly connected, rack pinion is identical with the structure of reduction gearing, the permanent magnet synchronous motor in assist motor assembly it is defeated
Motor gear on shaft is engaged with reduction gearing；
The decoupling device assembly includes the first check valve of back cavity, the first check valve of ante-chamber, back cavity normally closed solenoid valve, preceding
Chamber normally closed solenoid valve, back cavity proportional pressure control valve, ante-chamber proportional pressure control valve, the normally opened electricity of back cavity normally open solenoid valve, ante-chamber
Magnet valve, back cavity hydraulic pressure force snesor, ante-chamber hydraulic pressure force snesor, the second check valve of back cavity, the second check valve of ante-chamber, master cylinder
Back cavity liquid outlet and HCU back cavity inlet fluid pressure line on be in series with back cavity normally open solenoid valve, from the normally opened electricity of back cavity
Back cavity hydraulic pressure force snesor is installed on magnet valve to the pipeline between the back cavity inlet of HCU, is gone out from the back cavity of master cylinder
The fluid pressure line a for being connected to fluid reservoir is offered on liquid mouth to the pipeline of back cavity normally open solenoid valve, the peace in parallel on fluid pressure line a
It is filled with back cavity normally closed solenoid valve and back cavity proportional pressure control valve, after back cavity normally closed solenoid valve and back cavity proportional pressure control valve
It is in series with the second check valve of the first check valve of back cavity and back cavity respectively, the first check valve of back cavity and the second check valve of back cavity only allow
Brake oil flow fluid reservoir, without allowing brake fluid reverse flow；The ante-chamber liquid outlet of same master cylinder and the ante-chamber of HCU into
Ante-chamber normally open solenoid valve is in series on the fluid pressure line of liquid mouth, between the ante-chamber inlet from ante-chamber normally open solenoid valve to HCU
Pipeline on ante-chamber hydraulic pressure force snesor is installed, from the ante-chamber liquid outlet of master cylinder to the pipeline of ante-chamber normally open solenoid valve
On offer the fluid pressure line b for being connected to fluid reservoir, ante-chamber normally closed solenoid valve and ante-chamber ratio are installed in parallel on fluid pressure line b
Example pressure-control valve, be in series with respectively after ante-chamber normally closed solenoid valve and ante-chamber proportional pressure control valve the first check valve of ante-chamber and
The second check valve of ante-chamber, the first check valve of ante-chamber and the second check valve of ante-chamber only allow brake oil flow fluid reservoir, without allowing
Brake fluid reverse flow；Four liquid outlets of HCU are connect by the wheel cylinder on four wheels of pipeline and vehicle respectively.
The pedal travel sensor, back cavity normally closed solenoid valve, ante-chamber normally closed solenoid valve, back cavity Prop-pressure control
Valve, ante-chamber proportional pressure control valve, back cavity normally open solenoid valve, ante-chamber normally open solenoid valve, back cavity hydraulic pressure force snesor, ante-chamber hydraulic pressure
The signal end of force snesor, HCU and permanent magnet synchronous motor is connect by harness with electronic control unit.
Further technical solution includes：
It brakes the top stepped on and rotary shaft rack is connected through the hinge, pedal travel sensor is also mounted on brake pedal and turns
Bracing strut connection.
The pretightning force of pedal push rod return spring is less than the pretightning force of interior return spring.
Gap between the rear end face of pedal push rod and the inner face of the groove of power-assisted push rod front end is 10-15mm.
Compared with prior art the utility model has the beneficial effects that：
1, electric booster braking system described in the utility model can be as desired by electromagnetism when being decoupled
The braking friction of the control reasonable distribution antero posterior axis of valve, decoupling that is total and realizing arbitrary degree of freedom, even if ensureing automobile again
Good braking posture can be also kept in the case of raw braking；
2, the power-assisted assembly mechanism of the electric booster braking system of the utility model is simple in structure, manufacturing cost
It is low, it is easy for installation, it is suitable for batch production；
3, the pedal sense consistency of electric booster braking system described in the utility model is good, leads under any decoupling operating mode
Crossing the control to assist motor can ensure that brake pedal sense remains unchanged, to not influence road feel when operator brake；
4, electric booster braking system described in the utility model need not separately set failure backup mechanism, in thrashing
It can make vehicle deceleration or parking by manpower, improve driving safety；
5, all parts integrated level of electric booster braking system described in the utility model is high, occupies little space, convenient
Arrangement；
6, the hardware device wide adaptability of electric booster braking system described in the utility model, to different types of vapour
Vehicle, especially electric vehicle are applicable in, and versatility is good；
7, it when electric booster braking system described in the utility model is operated in decoupled state, is controlled by comparative example pressure
The control of valve opening pressure can be such that antero posterior axis pressure of wheel braking cylinder is pressurized according to system requirements, to make by friction brake force
With total brake force characteristic curve caused by regenerative braking force as far as possible with the braking characteristic curve under electric booster braking state
It matches.
Description of the drawings
The utility model will be further described below with reference to the accompanying drawings：
Fig. 1 is a kind of electric booster braking suitable for electric vehicle with arbitrary decoupling degree of freedom described in the utility model
The structural schematic diagram of system.
Fig. 2 is the structural schematic diagram of decoupling device assembly described in the utility model.
Fig. 3 is the brake oil flow schematic diagram in decoupling device assembly under electric booster braking state.
Fig. 4 is the brake oil flow schematic diagram in decoupling device assembly under full decoupled state.
Fig. 5 is the brake oil flow signal in decoupling device assembly when antero posterior axis pressure of wheel braking cylinder is identical under partly decoupled state
Figure.
Fig. 6 is that rear axle pressure of wheel braking cylinder is not up to when current axis pressure of wheel braking cylinder is more than rear axle pressure of wheel braking cylinder under partly decoupled state
Brake oil flow schematic diagram when setting value in decoupling device assembly.
Rear axle pressure of wheel braking cylinder, which reaches, when Fig. 7 is more than rear axle pressure of wheel braking cylinder for current axis pressure of wheel braking cylinder under partly decoupled state sets
Brake oil flow schematic diagram after definite value in decoupling device assembly.
Fig. 8 is the relation curve that proportional pressure control valve Opening pressure changes with pedal displacement.
Fig. 9 is that total brake force under friction brake force, regenerative braking force and non-decoupling state under decoupled state (is made at this time
Power is all provided by friction brake force) with the relation curve of pedal displacement variation.
In figure：1. brake pedal unit, 2. electric boosted assemblies, 3. liquid storages fill, 4. master cylinders, 5. decoupling devices are total
At, 6.HCU, 7. wheel cylinders, 8. electronic control units, 9. assist motor assemblies, 101. brake pedals, 102. pedal travels
Sensor, 103. pedal push rods, 104. pedal shaft holders, 201. power-assisted assembly shells, 202. power-assisted sleeves, 203. pedals push away
Bar return spring, 204. rack pinions, 205. power-assisted push rods, 206. reaction plates, 207. outer return springs, return bullet in 208.
Spring, 209. master cylinder push rods, the first check valve of 501a. back cavities, the first check valve of 501b. ante-chambers, 502a. back cavity normally closed solenoid valves,
502b. ante-chamber normally closed solenoid valves, 503a. back cavity proportional pressure control valves, 503b. ante-chamber proportional pressure control valves, after 504a.
Chamber normally open solenoid valve, 504b. ante-chamber normally open solenoid valves, 505a. back cavity hydraulic pressure force snesors, 505b. ante-chamber hydraulic pressure force snesors,
The second check valve of 506a. back cavities, the second check valve of 506b. ante-chambers, 901. permanent magnet synchronous motors, 902. motor gears, 903. subtract
Fast gear.
Specific implementation mode
A kind of electric booster braking system suitable for electric vehicle with arbitrary decoupling degree of freedom, including：Brake pedal
Assembly 1, electric boosted assembly 2, fluid reservoir 3, master cylinder 4, decoupling device assembly 5, HCU 6, wheel cylinder 7, electronic control
Unit 8, assist motor assembly 9.
A kind of electric booster braking system suitable for electric vehicle with arbitrary decoupling degree of freedom, the brake pedal
Assembly 1 includes brake pedal 101, pedal travel sensor 102, pedal push rod 103 and pedal shaft holder 104.It is stepped on braking
The direction of the pedal force input of plate 101 is front.The top of brake pedal 101 and rotary shaft rack 104 are connected through the hinge, and step on
Plate stroke sensor 102 is also mounted on 104 connection of brake pedal 101 and rotary shaft rack.The front end of pedal push rod 103 passes through
Hinge is connected with the middle part of brake pedal 101.It is processed into ladder shaft-like, the rear end of pedal push rod 103 in the rear end of pedal push rod 103
In the front end interior grooves that power-assisted push rod 205 is stretched into the front end of power-assisted assembly shell 201.
A kind of electric booster braking system suitable for electric vehicle with arbitrary decoupling degree of freedom, described is electric boosted
Assembly 2 is pushed away including power-assisted assembly shell 201, power-assisted sleeve 202, pedal push rod return spring 203, rack pinion 204, power-assisted
Bar 205, reaction plate 206, outer return spring 207, interior return spring 208, master cylinder push rod 209.Pedal push rod 103, power-assisted push rod
205, master cylinder push rod 209 is coaxially arranged.The inside of power-assisted sleeve 202 is machined with through-hole, and power-assisted push rod 205 is placed on the through-hole
In, the two axial length is identical, and can move to axial.In a free state, power-assisted sleeve 202 and power-assisted push rod 205
Front end face is contacted with the preceding inner face of power-assisted assembly shell 201, and power-assisted sleeve 202 and power-assisted push rod 205 lean on power-assisted assembly shell
201 carry out the limit of preceding extreme position.The lower end of power-assisted sleeve 202 processes a skate tooth, and power-assisted sleeve 202 passes through these
The gear teeth of the gear teeth and rack pinion 204 are meshed to form rack pinion pair.The core wheel and reduction gearing of rack pinion 204
903 core wheel is rigidly connected by axle journal, and the two rotating speed is identical.The front center of power-assisted push rod 205 processes a groove, steps on
The rear end of the ladder shaft-like of plate push rod 103 is stretched into the groove.The groove inner face of power-assisted push rod 205 and pedal push rod 103
The gap of 10-15mm is reserved between rear end face (i.e. the end face of the small axle diameter section of 103 rear end multi-diameter shaft of pedal push rod), between being somebody's turn to do
The size of gap is the size of slack of pedal.The big axis of multi-diameter shaft in pedal push rod 103 is arranged in pedal push rod return spring 203
Between the inner face of the 205 front end groove of end face and power-assisted push rod of cervical part of esophagus.Pedal push rod return spring 203 can be in driver pine
Make brake pedal self-return when opening brake pedal, while also being used for being formed the pedal resistance in slack of pedal stage.Master cylinder pushes away
The front end of bar 209 has the linkage section that one section of outer diameter is more than 209 external diameter of rod body of master cylinder push rod, the front end face of linkage section to process recessed
Slot, in groove cooperation reaction plate 206 is installed.The diameter of reaction plate 206 is more than the outer diameter of power-assisted push rod 205.Feedback is installed
The front end face of the master cylinder push rod 209 of disk 206 acts on the rear end face of power-assisted push rod 205 and power-assisted sleeve 202.Master cylinder push rod
209 rear end is stretched into the back cavity of master cylinder 4 to be connected with back cavity piston.Outer return spring 207 and interior return spring 208 are coaxial
Arrangement, outer return spring 207 is arranged between the rear end face of power-assisted sleeve 202 and the rear end inner wall of power-assisted assembly shell 201, interior
Return spring 208 is arranged between the linkage section boss of master cylinder push rod 209 and the rear end inner wall of power-assisted assembly shell 201.
A kind of electric booster braking system suitable for electric vehicle with arbitrary decoupling degree of freedom, the decoupling device
Assembly 5 includes the first check valve of back cavity 501a, the first check valve of ante-chamber 501b, back cavity normally closed solenoid valve 502a, the normally closed electricity of ante-chamber
Magnet valve 502b, back cavity proportional pressure control valve 503a, ante-chamber proportional pressure control valve 503b, it is back cavity normally open solenoid valve 504a, preceding
Chamber normally open solenoid valve 504b, back cavity hydraulic pressure force snesor 505a, ante-chamber hydraulic pressure force snesor 505b, the second check valve of back cavity
506a, the second check valve of ante-chamber 506b.On the fluid pressure line of the back cavity liquid outlet of master cylinder 4 and the back cavity inlet of HCU 6
It is in series with back cavity normally open solenoid valve 504a, the pipeline between the back cavity inlet from back cavity normally open solenoid valve 504a to HCU 6
On back cavity hydraulic pressure force snesor 505a is installed.In the back cavity liquid outlet from master cylinder 4 to back cavity normally open solenoid valve 504a's
The fluid pressure line a for being connected to fluid reservoir 3 is offered on pipeline, and back cavity normally closed solenoid valve is installed in parallel on fluid pressure line a
502a and back cavity proportional pressure control valve 503a divides after back cavity normally closed solenoid valve 502a and back cavity proportional pressure control valve 503a
It is not in series with back cavity the first check valve 501a and back cavity the second check valve 506a, back cavity the first check valve 501a and back cavity second is single
Only allow brake oil flow fluid reservoir 3 to valve 506a, without allowing its reverse flow；Equally, the ante-chamber of master cylinder 4 goes out liquid
Ante-chamber normally open solenoid valve 504b is in series with mouthful on the fluid pressure line of the ante-chamber inlet of HCU6, from ante-chamber normally open solenoid valve
Ante-chamber hydraulic pressure force snesor 505b is installed on the pipeline between the ante-chamber inlet of 504b to HCU6.From master cylinder 4
The fluid pressure line b for being connected to fluid reservoir 3 is offered on ante-chamber liquid outlet to the pipeline of ante-chamber normally open solenoid valve 504b, in hydraulic tube
Ante-chamber normally closed solenoid valve 502b and ante-chamber proportional pressure control valve 503b are installed in parallel on the b of road, in ante-chamber normally closed solenoid valve
The second check valve of ante-chamber the first check valve 501b and ante-chamber is in series with after 502b and ante-chamber proportional pressure control valve 503b respectively
506b, ante-chamber the first check valve 501b and the second check valve of ante-chamber 506b only allow brake oil flow fluid reservoir 3, without allowing it
Reverse flow.Four liquid outlets of HCU 6 are connect by the wheel cylinder 7 on four wheels of pipeline and vehicle respectively.
A kind of electric booster braking system suitable for electric vehicle with arbitrary decoupling degree of freedom, the assist motor
Assembly 9 includes permanent magnet synchronous motor 901, motor gear 902, reduction gearing 903.Motor gear 902 is arranged in permanent magnet synchronous electric
On the armature spindle of machine 901, motor gear 902 and reduction gearing 903 engage, and the two forms a pair of of gear pair, realize deceleration torque
Effect.The core wheel of reduction gearing 903 and the core wheel of rack pinion 204 are rigidly connected by axle journal, and the two rotating speed is identical.
A kind of electric booster braking system suitable for electric vehicle with arbitrary decoupling degree of freedom, the pedal travel
Sensor 102, back cavity normally closed solenoid valve 502a, ante-chamber normally closed solenoid valve 502b, back cavity proportional pressure control valve 503a, ante-chamber ratio
Example pressure-control valve 503b, back cavity normally open solenoid valve 504a, ante-chamber normally open solenoid valve 504b, back cavity hydraulic pressure force snesor 505a,
The signal end of ante-chamber hydraulic pressure force snesor 505b, HCU 6 and permanent magnet synchronous motor 901 passes through harness and electronic control unit 8
Connection.
The specific work process of the utility model is illustrated below in conjunction with the accompanying drawings.
First it is noted that when braking system is operated in electric booster braking state and decoupled state, driver makees
Only it is used for overcoming the deformation force of interior return spring 208 with the power on brake pedal, does not have extra power and pass through master cylinder push rod
209 act in master cylinder；And the power that the deformation force of interior return spring 208 is only acted on by driver on brake pedal overcomes, by
The power that power driven system generates is not used to overcome the pretightning force of interior aftertaste spring 208, to ensure that braking system is operated in electronic help
Pedal sense when dynamic braking state and decoupled state remains unchanged.
One, electric booster braking state
When system is operated in electric booster braking state, brake pedal is not decoupled with friction brake force, needed for system
Brake force is all generated by friction brake force.When the rigid brake pedal 101 of driver, the needs of pedal push rod 103 overcome and help
It can just be contacted with power-assisted push rod 205 after pushing the preset clearance of bar 205.Since the pretightning force of pedal push rod return spring 203 is small
In the pretightning force of interior return spring 208, before pedal push rod 103 is contacted with the inner face of power-assisted push rod 205, power-assisted push rod
205 is motionless, and electric booster system does not work.The stage belongs to brake pedal hollow travel stage.When pedal push rod 103 is pushed away with power-assisted
After the inner face contact of bar 205, continues to step on brake pedal 101, just enter the electric boosted stage.In this stage, pedal row
Journey sensor 102 by the pedal displacement signal transmission electron control unit 8 of acquisition, electronic control unit 8 by signal into
Permanent magnet synchronous motor 901 is sent instructions to after row processing, it is made to generate power torque, which passes through speed reducing gear pair, gear
It is converted into force effect after rack pair on master cylinder push rod 209, pushes master cylinder push rod 209 to move backward, to make braking system produce
The raw brake force to match with driver intention promotes vehicle to slow down or stop.In electric booster braking state, decoupling device is total
It is powered off in its normal position state at the various solenoid valves in 5：Back cavity normally closed solenoid valve 502a, ante-chamber normally closed solenoid valve 502b
Power-off cut-off, back cavity normally open solenoid valve 504a, the 504b power-off conductings of ante-chamber normally open solenoid valve, back cavity proportional pressure control valve
503a, the 503b power-off cut-offs of ante-chamber proportional pressure control valve.Fig. 3 is in decoupling device assembly 5 under electric booster braking state
Brake oil flow schematic diagram.
Two, full decoupled state
It for electric vehicle, is made at this time referring to Fig. 9 when 101 displacement of brake pedal is less than full decoupled displacement x 1
The required brake force of the dynamic system regenerative braking force caused by energy recycle device (being not drawn into figure) completely provides,
To recover energy to the greatest extent, the course continuation mileage of electric vehicle is improved, system is just operated in full decoupled state at this time.
Under full decoupled state, back cavity normally closed solenoid valve 502a, ante-chamber normally closed solenoid valve 502b, which are powered, to be opened, back cavity Prop-pressure control
Valve 503a, the 503b power-off cut-offs of ante-chamber proportional pressure control valve, back cavity normally open solenoid valve 504a, ante-chamber normally open solenoid valve 504b
Be powered cut-off.Fig. 4 is the brake oil flow schematic diagram in decoupling device assembly 5 under full decoupled state.In full decoupled state
Under, permanent magnet synchronous motor 901 generate smaller power torque be used for overcoming outer return spring 207 deformation force and brake fluid from
Master cylinder 4 flows to resistance when liquid storage fills in 3, to ensure the complete phase of pedal sense under brake pedal sense and electric boosted state
Together.
Three, partly decoupled state
Referring to Fig. 9, when 101 displacement of brake pedal is more than full decoupled displacement x 1, for electric vehicle, at this time by
Regenerative braking force caused by energy recycle device cannot meet requirement of the system to total brake force, and total brake force subtracts regeneration system
Remaining brake force is just provided by friction brake force after power, and system is just operated in partly decoupled state at this time.In partly decoupled
It is whether equal according to the pressure of wheel braking cylinder of antero posterior axis and two kinds of situations can be divided under state, it separately illustrates below.
1, the pressure of wheel braking cylinder of antero posterior axis is identical
Such case is the decoupling form under general partly decoupled state, when the regenerative braking force of axle and forward and backward
When total brake force of axis corresponds to proportional, in order to which total brake force under guarantee section decoupled state is constant, just it should require at this time
The wheel cylinder of antero posterior axis generates equal satisfactory pressure of wheel braking cylinder.At this point, back cavity normally closed solenoid valve 502a, the normally closed electromagnetism of ante-chamber
Valve 502b power-off cut-offs, back cavity normally open solenoid valve 504a, the 504b power-off conductings of ante-chamber normally open solenoid valve, back cavity ratio pressure control
Valve 503a processed, ante-chamber proportional pressure control valve 503b pass to appropriate electric current electricity.Since the supercharging performance of wheel cylinder is by ratio pressure
What the Opening pressure of control valve determined, and the Opening pressure of proportional pressure control valve changes with the size of electrical current.Therefore
Should meet to the electrical current of back cavity proportional pressure control valve 503a, ante-chamber proportional pressure control valve 503b makes in different pedals
The pressure of wheel braking cylinder of the antero posterior axis determined by the Opening pressure of proportional pressure control valve under position meets system requirements.Referring to Fig. 9
It can obtain the friction brake force of different pedal positions under partly decoupled state.And according to the friction brake force of different pedal positions
It can be obtained after calculating in order to generate the pressure of wheel braking cylinder of corresponding friction brake force, since pressure of wheel braking cylinder is by ratio pressure
The Opening pressure of control valve is determined, so that the Opening pressure of proportional pressure control valve under different pedal positions can be obtained, such as
Shown in Fig. 8.Fig. 5 is that brake oil flow when antero posterior axis pressure of wheel braking cylinder is identical under partly decoupled state in decoupling device assembly 5 shows
It is intended to.
2, the pressure of wheel braking cylinder of antero posterior axis differs
Total brake force of regenerative braking force and axle caused by the axle does not correspond to proportional, in order to ensure portion
Divide total brake force under decoupled state constant, the pressure of wheel braking cylinder of antero posterior axis is just no longer equal at this time；Or in the braking state under
Since axle load moves forward, the load of antero posterior axis is redistributed, and in order to make antero posterior axis make full use of the attachment coefficient on road surface, makes electronic vapour
Vehicle can also keep good braking posture while recovering energy, and the pressure of wheel braking cylinder of antero posterior axis is also no longer equal at this time.It closes
The different situation of pressure of wheel braking cylinder of antero posterior axis when decoupling braking, is divided into front axle pressure of wheel braking cylinder greatly and rear axle pressure of wheel braking cylinder is big by two
Kind state.Since the control logic of two states is completely the same, after being more than below with front axle pressure of wheel braking cylinder under partly decoupled state
The working condition of axis pressure of wheel braking cylinder illustrates.
Fig. 6 is the brake oil flow schematic diagram in decoupling device assembly 5 when rear axle pressure of wheel braking cylinder is not up to setting value.This
When, back cavity normally closed solenoid valve 502a, the 502b power-off cut-offs of ante-chamber normally closed solenoid valve, back cavity normally open solenoid valve 504a, ante-chamber are normally opened
Solenoid valve 504b power-off conductings, the 503b power-off cut-offs of ante-chamber proportional pressure control valve, back cavity proportional pressure control valve 503a are passed to
Appropriate current lead-through, Opening pressure meet characteristic curve shown in Fig. 9.In this case, antero posterior axis pressure of wheel braking cylinder according to
The Opening pressure characteristic curve of back cavity proportional pressure control valve 503a synchronizes growth.
Fig. 7 is that rear axle pressure of wheel braking cylinder reaches the brake oil flow schematic diagram in decoupling device assembly 5 after setting value.Work as ante-chamber
After hydraulic pressure force snesor 505b detects that rear axle pressure of wheel braking cylinder reaches requirement, electronic control unit 8 sends instruction at once makes ante-chamber
Normally open solenoid valve 504b, which is powered, to be ended, and rear axle pressure of wheel braking cylinder just no longer changes at this time, and rear axle master cylinder is also because completely enclose just such as
It is the same with rigid body that there is no liquid communications.And front axle pressure of wheel braking cylinder is still according to the unlatching pressure of back cavity proportional pressure control valve 503a
The simultaneous growth of force characteristic curve stops moving until pedal, and front axle pressure of wheel braking cylinder just stablizes the ratio corresponding to the pedal displacement
At the Opening pressure of pressure-control valve.To meet the different requirement of antero posterior axis pressure of wheel braking cylinder.
Four, fail Status of Backups
When electric booster braking system fails, driver overcomes pedal push rod 103 and power-assisted by stepping on brake pedal 101
It is moved after pushing power-assisted push rod 205 to drive master cylinder push rod 209 after the preset clearance of push rod 205, to which chamber is established before and after master cylinder
Oil pressure, generating friction brake force makes vehicle deceleration or parking.Under the Status of Backups that fails, the various electricity in decoupling device assembly 5
The equal dead electricity of magnet valve is in its normal position state：Back cavity normally closed solenoid valve 502a, the 502b power-off cut-offs of ante-chamber normally closed solenoid valve, back cavity ratio
Example pressure-control valve 503a, the 503b power-off cut-offs of ante-chamber proportional pressure control valve, back cavity normally open solenoid valve 504a, the normally opened electricity of ante-chamber
Magnet valve 504b conducting power-off.The brake fluid in master cylinder is quickly entered under the action of pedal force in front and back wheel cylinder at this time, front and back wheel
Being formed simultaneously friction brake force makes vehicle stop as early as possible.Five, active brake state
Active brake state is the big characteristic that electric booster braking system is different from Conventional braking systems, has both catered to intelligence
The development need of automobile can be changed, and improve the active safety of automobile.Under active brake state, electronic control unit 8 is logical
Cross that onboard sensor perceives that vehicle needs to brake and driver refers to there is no when braking intention, electronic control unit 8 is just sent
It enables to permanent magnet synchronous motor 901, is moved after pushing master cylinder push rod 209 after so that its suitable torque of generation is passed through transmission mechanism, in turn
Generating friction brake force makes vehicle deceleration or parking.Under active brake state, the various solenoid valves in decoupling device assembly 5 are equal
Power-off is in its normal position state.
Claims (4)
1. there is the electric booster braking system of arbitrary decoupling degree of freedom suitable for electric vehicle, including brake pedal unit (1),
Electric boosted assembly (2), the master cylinder (4) with fluid reservoir (3), with the HCU (6) of master cylinder (4) piping connection, with
The wheel cylinder (7) and electronic control unit (8) of four wheels of vehicle of HCU (6) piping connection, which is characterized in that also wrap
Include the decoupling device assembly (5) and an assist motor on the pipeline that one is arranged between master cylinder (4) and HCU (6)
Assembly (9)；
The direction inputted using the pedal force of the brake pedal (101) in brake pedal unit (1) is passed as front with pedal travel
The middle part of the brake pedal (101) of sensor (102) is hinged with the front end of a pedal push rod (103), electric boosted assembly (2)
There are one power-assisted sleeve (202) in power-assisted assembly shell (201), there are through-hole, power-assisted push rod in the middle part of power-assisted sleeve (202)
(205) it is arranged in the through-hole, power-assisted sleeve (202) is identical with the axial length of power-assisted push rod (205) and the two can be in an axial direction
Relative movement, the rear end of pedal push rod (103) is extend into across power-assisted assembly shell (201) in power-assisted assembly shell (201)
In the groove of power-assisted push rod (205) front end, and the rear end face of pedal push rod (103) and the groove of power-assisted push rod (205) front end
There are gap between inner face, which is the idle stroke of brake pedal (101), and the rear end of pedal push rod (103) is processed into
Ladder shaft-like, the end face of the big axle journal section of multi-diameter shaft of pedal push rod (103) and the inner face of power-assisted push rod (205) front end groove it
Between be provided with pedal push rod return spring (203), in the state that no pedal force inputs, power-assisted sleeve (202) and power-assisted push away
The front end face of bar (205) is contacted with the preceding inner face of power-assisted assembly shell (201), power-assisted sleeve (202) and power-assisted push rod (205)
The limit of preceding extreme position is carried out by power-assisted assembly shell (201), power-assisted assembly shell (201) is interior, and there are one master cylinder push rods
(209), there is the linkage section that one section of outer diameter is more than master cylinder push rod (209) external diameter of rod body in the front end of master cylinder push rod (209), linkage section
Front end face processes groove, coordinates in groove and is equipped with reaction plate (206), and the diameter of reaction plate (206) is more than power-assisted push rod
(205) outer diameter, the front end face for being equipped with the master cylinder push rod (209) of reaction plate (206) act on power-assisted push rod (205) and power-assisted
On the rear end face of sleeve (202), the rear end of master cylinder push rod (209) is connected with the back cavity piston of master cylinder (4), an outer return
Spring (207) and an interior return spring (208) are coaxially arranged, and outer return spring (207) is arranged after power-assisted sleeve (202)
Between end face and the rear end inner wall of power-assisted assembly shell (201), company of interior return spring (208) setting in master cylinder push rod (209)
It connects between the rear end face of section and the rear end inner wall of power-assisted assembly shell (201)；The lower end of power-assisted sleeve (202) processes a skate
Tooth, power-assisted sleeve (202) are meshed to form rack pinion by these gear teeth with the gear teeth of a rack pinion (204)
It is secondary；The core wheel of rack pinion (204) and the core wheel of the reduction gearing (903) in assist motor assembly (9) are rigidly connected by axle journal
It connects, rack pinion (204) is identical with the structure of reduction gearing (903), the permanent magnet synchronous motor in assist motor assembly (9)
(901) motor gear (902) on output shaft is engaged with reduction gearing (903)；
The decoupling device assembly (5) includes that the first check valve of back cavity (501a), the first check valve of ante-chamber (501b), back cavity are normal
Close solenoid valve (502a), ante-chamber normally closed solenoid valve (502b), back cavity proportional pressure control valve (503a), ante-chamber Prop-pressure control
Valve (503b), back cavity normally open solenoid valve (504a), ante-chamber normally open solenoid valve (504b), back cavity hydraulic pressure force snesor (505a) are preceding
Chamber hydraulic pressure force snesor (505b), the second check valve of back cavity (506a), the second check valve of ante-chamber (506b), master cylinder (4)
It is in series with back cavity normally open solenoid valve (504a) on the fluid pressure line of the back cavity inlet of back cavity liquid outlet and HCU (6), from back cavity
Back cavity hydraulic pressure force snesor (505a) is installed on normally open solenoid valve (504a) to the pipeline between the back cavity inlet of HCU (6),
It is offered on the pipeline from the back cavity liquid outlet of master cylinder (4) to back cavity normally open solenoid valve (504a) and is connected to fluid reservoir
(3) fluid pressure line a is installed in parallel back cavity normally closed solenoid valve (502a) and back cavity Prop-pressure control on fluid pressure line a
Valve (503a) is in series with back cavity first respectively after back cavity normally closed solenoid valve (502a) and back cavity proportional pressure control valve (503a)
Check valve (501a) and the second check valve of back cavity (506a), the first check valve of back cavity (501a) and the second check valve of back cavity (506a)
Only allow brake oil flow fluid reservoir (3), without allowing brake fluid reverse flow；The ante-chamber liquid outlet of same master cylinder (4)
It is in series with ante-chamber normally open solenoid valve (504b) on the fluid pressure line of the ante-chamber inlet of HCU (6), from ante-chamber normally open solenoid valve
Ante-chamber hydraulic pressure force snesor (505b) is installed on (504b) to the pipeline between the ante-chamber inlet of HCU (6), is led from braking
The hydraulic tube for being connected to fluid reservoir (3) is offered on the ante-chamber liquid outlet of cylinder (4) to the pipeline of ante-chamber normally open solenoid valve (504b)
Road b is installed in parallel ante-chamber normally closed solenoid valve (502b) and ante-chamber proportional pressure control valve (503b) on fluid pressure line b,
It is in series with the first check valve of ante-chamber respectively after ante-chamber normally closed solenoid valve (502b) and ante-chamber proportional pressure control valve (503b)
(501b) and the second check valve of ante-chamber (506b), the first check valve of ante-chamber (501b) and the second check valve of ante-chamber (506b) only allow
Brake oil flow fluid reservoir (3), without allowing brake fluid reverse flow；Four liquid outlets of HCU (6) pass through pipeline and vehicle respectively
Wheel cylinder (7) connection on four wheels；
The pedal travel sensor (102), back cavity normally closed solenoid valve (502a), ante-chamber normally closed solenoid valve (502b), back cavity
Proportional pressure control valve (503a), ante-chamber proportional pressure control valve (503b), back cavity normally open solenoid valve (504a), the normally opened electricity of ante-chamber
Magnet valve (504b), back cavity hydraulic pressure force snesor (505a), ante-chamber hydraulic pressure force snesor (505b), HCU (6) and permanent magnet synchronous electric
The signal end of machine (901) is connect by harness with electronic control unit (8).
2. the electric booster braking system suitable for electric vehicle with arbitrary decoupling degree of freedom according to claim 1,
It is characterized in that, the top of brake pedal (101) and rotary shaft rack (104) are connected through the hinge, pedal travel sensor (102)
Also brake pedal (101) and rotary shaft rack (104) connection are mounted on.
3. the electric booster braking system suitable for electric vehicle with arbitrary decoupling degree of freedom according to claim 1,
It is characterized in that, the pretightning force of pedal push rod return spring (203) is less than the pretightning force of interior return spring (208).
4. the electric booster braking system suitable for electric vehicle with arbitrary decoupling degree of freedom according to claim 1,
It is characterized in that, the gap between the inner face of the groove of the rear end face and power-assisted push rod (205) front end of pedal push rod (103) is
10-15mm。
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201820194591.4U CN207984842U (en) | 2018-02-05 | 2018-02-05 | There is the electric booster braking system of arbitrary decoupling degree of freedom suitable for electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201820194591.4U CN207984842U (en) | 2018-02-05 | 2018-02-05 | There is the electric booster braking system of arbitrary decoupling degree of freedom suitable for electric vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN207984842U true CN207984842U (en) | 2018-10-19 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201820194591.4U Withdrawn - After Issue CN207984842U (en) | 2018-02-05 | 2018-02-05 | There is the electric booster braking system of arbitrary decoupling degree of freedom suitable for electric vehicle |
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| Country | Link |
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| CN (1) | CN207984842U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108128297A (en) * | 2018-02-05 | 2018-06-08 | 吉林大学 | There is the electric booster braking system of arbitrary decoupling degree of freedom suitable for electric vehicle |
-
2018
- 2018-02-05 CN CN201820194591.4U patent/CN207984842U/en not_active Withdrawn - After Issue
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108128297A (en) * | 2018-02-05 | 2018-06-08 | 吉林大学 | There is the electric booster braking system of arbitrary decoupling degree of freedom suitable for electric vehicle |
| CN108128297B (en) * | 2018-02-05 | 2019-04-30 | 吉林大学 | There is the electric booster braking system of any decoupling freedom degree suitable for electric car |
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