CN208897044U - A kind of full decoupled electronic hydraulic brake system - Google Patents
A kind of full decoupled electronic hydraulic brake system Download PDFInfo
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- CN208897044U CN208897044U CN201821800050.8U CN201821800050U CN208897044U CN 208897044 U CN208897044 U CN 208897044U CN 201821800050 U CN201821800050 U CN 201821800050U CN 208897044 U CN208897044 U CN 208897044U
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Abstract
The utility model relates to a kind of full decoupled electronic hydraulic brake system.Including assist motor, servodrive component, master cylinder, hydraulic control unit HCU, normally closed solenoid valve A, brake pedal, pedal push rod, Manual hydraulic cylinder, two-position three way magnetic valve, pedal sense simulator, fluid reservoir, normally closed solenoid valve B, pedal travel sensor and electronic control unit ECU.The utility model has conventional brake, active brake and failure three kinds of operating modes of backup.The utility model eliminates high pressure accumulator structure, is driven using motor driven and mechanical structure, and structure is simple, and work relatively reliable, fast response time, and pressure control is more accurate, and cost and maintenance cost reduce.The utility model uses full decoupled scheme, can accurately be controlled by assist motor hydraulic braking force, and cooperation regenerative braking recycles braking energy to greatest extent, promotes course continuation mileage, responsive motor motorized development trend.
Description
Technical field
The utility model relates to a kind of braking system, in particular to a kind of full decoupled electronic hydraulic brake system.
Background technique
With the continuous development of motorcar electric and intellectualized technology, more stringent requirements are proposed to braking system for automobile,
Braking system is not required nothing more than and is capable of providing enough brake efficiencies and reliable braking safety, also wants that regeneration can be cooperated to make
It is dynamic, braking energy is recycled to greatest extent, improves the course continuation mileage of electric car, and to have enough active brake energy
Power, response is rapid enough, braking pressure control is accurate, can be as intelligent driving auxiliary system while improving safety
Bottom actuator, while to guarantee driving comfortable enough and feeling for taking, more intelligent, diversified driving mode is provided
Deng.Traditional vacuum boosting braking system meets these requirements due to being difficult to, and is difficult to be mounted in electric car and have certainly
On the dynamic automobile for driving function, using gradually decreasing, and various electronic hydraulic brake system are come into being.
As one kind of brake-by-wire, electronic hydraulic brake system (Electro-hydraulic Brake System,
EHB) eliminate vacuum booster, it is simple and compact for structure, can be controlled separately the brake force of each wheel, have concurrently braking anti-lock,
Anti-slip regulation control, electronic braking force distribution, electronic stability control etc. functions, it is easy to accomplish Brake energy recovery, response rapidly,
Braking pressure control is accurate, has enough active brake abilities, meets motorcar electric and intelligentized development trend.
However, current electronic hydraulic brake system is generallyd use and is not decoupled or the scheme of partly decoupled, decoupling ability
It is limited, the regeneration braking capacity of electric car cannot be given full play to, recycles braking energy to the maximum extent；The pedal force of driver
The problems such as being coupled with the electric boosted reaction tray that generallys use, needing to consider reaction tray Internal and external cycle deformation when designing control algolithm,
Control algolithm is complex；Current electronic hydraulic brake system is under decoupled state, in order to guarantee the pedal sense of driver,
Pedal force penalty method or pedal sense simulator method are generallyd use, active control can not be carried out to the pedal force of driver；This
Outside, many electronic hydraulic brake system still use the structure of high pressure accumulator and electric-motor pump to control hydraulic braking force at present
System, but high pressure accumulator structure is complex, the response time is slightly longer, and high pressure accumulator is afraid of vibration, and there are leakage hidden danger, can
Not high by property, volume is big, at high cost, and maintenance cost is expensive.
Summary of the invention
The utility model is intended to improve brake system response speed and braking pressure control precision, can cooperate regenerative braking
Braking energy is recycled to the maximum extent, and guarantees that driver has pedal identical with traditional vacuum energy assisted braking system as far as possible
Feel, while can be realized the active control of hydraulic braking force, have active brake function, and a kind of full decoupled electricity is provided
Sub- brake fluid system.
The utility model includes assist motor, servodrive component, master cylinder, hydraulic control unit HCU, normally closed electromagnetism
Valve A, brake pedal, pedal push rod, Manual hydraulic cylinder, two-position three way magnetic valve, pedal sense simulator, fluid reservoir, normally closed electricity
Magnet valve B, pedal travel sensor and electronic control unit ECU:
The assist motor is connected by servodrive component with the piston push rod of master cylinder, and master cylinder goes out liquid
Mouth is connected by fluid pressure line with hydraulic control unit HCU, and normally closed solenoid valve A is located at master cylinder and hydraulic control unit HCU
Between be connected fluid pressure line on；
The brake pedal is connected by pedal push rod with the piston of Manual hydraulic cylinder, and the liquid outlet of Manual hydraulic cylinder is logical
It crosses fluid pressure line to be connected with the inlet of two-position three way magnetic valve, a liquid outlet of two-position three way magnetic valve passes through fluid pressure line
Fluid pressure line between normally closed solenoid valve A and hydraulic control unit HCU is connected, another liquid outlet of two-position three way magnetic valve
It is connected by fluid pressure line with pedal sense simulator, the other end of pedal sense simulator passes through fluid pressure line and fluid reservoir phase
Even, normally closed solenoid valve B is located on the fluid pressure line between pedal sense simulator and fluid reservoir, and normally closed solenoid valve B is that flow can
The normally closed linear solenoid valve of the bi-bit bi-pass of regulation, by regulating and controlling the flow of normally closed solenoid valve B, and then control pedal sense simulator
The pressure of interior hydraulic cylinder, control pedal are felt；Manual hydraulic cylinder is single-chamber hydraulic cylinder, is built for driver's brake pedal
Pressure.
The pedal travel sensor is located on pedal push rod；
The electronic control unit ECU is electric with normally closed solenoid valve A, normally closed solenoid valve B, two-position three way respectively by control route
Magnet valve, assist motor are connected with pedal travel sensor.
Fluid pressure line between two-position three way magnetic valve and pedal sense simulator is equipped with hydraulic coupling sensors A；It is normally closed
Fluid pressure line between solenoid valve A and hydraulic control unit HCU is equipped with hydraulic force snesor B；Normally closed solenoid valve B and pedal sense
Feel that the fluid pressure line between simulator is equipped with hydraulic force snesor C；The hydraulic coupling sensors A, hydraulic force snesor B and
Hydraulic force snesor C passes through control route respectively and is connected with electronic control unit ECU.
The master cylinder is plunger type two-chamber hydraulic cylinder, is separated into the first working chamber by first piston and second piston
With the second working chamber, first piston is connected with piston push rod, is respectively equipped with return spring in the first working chamber and the second working chamber,
The liquid outlet of first working chamber and the second working chamber by fluid pressure line respectively with two inlet phases of hydraulic control unit HCU
Even.
The hydraulic control unit HCU is set there are four liquid outlet, by fluid pressure line and is mounted on four, vehicle respectively
The inlet of four disk brake wheel cylinders on wheel is connected；Hydraulic control unit HCU has the function of ESP and ABS, energy
It is enough that the brake fluid pressure of four disk brake wheel cylinders on four wheels of vehicle is adjusted.
The servodrive component includes pinion gear, gear wheel, rolling ball screw pair screw nut and ball-screw sub-screw, small
The output shaft of gear and assist motor is coaxially connected, and gear wheel is set on rolling ball screw pair screw nut, and is meshed with pinion gear,
Constitute deceleration torque increase mechanism；Rolling ball screw pair screw nut is set on ball-screw sub-screw, constitutes conversion of motion mechanism；Ball wire
The piston push rod of thick stick sub-screw and master cylinder is connected.
When power is off, Manual hydraulic cylinder is connected the two-position three way magnetic valve with hydraulic control unit HCU, manpower liquid
Cylinder pressure and pedal sense simulator disconnect；When energization, Manual hydraulic cylinder and hydraulic control unit HCU are disconnected, Manual hydraulic cylinder with
Pedal sense simulator is connected.
The pedal sense simulator is single-chamber hydraulic cylinder, and return spring is equipped in hydraulic cavities, and hydraulic cavities pass through hydraulic
Pipeline is connected with fluid reservoir.
The information that the electronic control unit ECU can be transmitted according to various braking system sensors and other onboard sensors,
The operating mode for selecting braking system, controls the working condition of each solenoid valve, and controls assist motor and generate corresponding hydraulic system
Power.
Working principle of the utility model is:
The full decoupled electronic hydraulic brake system of one kind described in the utility model has conventional brake, active brake
And failure three kinds of operating modes of backup:
1, conventional brake mode working principle:
When system is in conventional brake mode, system is in full decoupled state, driver's brake pedal, at this time
Pedal travel sensor collects the pedal travel information of driver's brake pedal, and collected signal is passed through control line
Road is transmitted to electronic control unit ECU, and electronic control unit ECU analyzes the braking intention of driver according to pedal travel information, calculates this
Total brake force F required for secondary brakingS, electronic control unit ECU is according to the work of the power motor of vehicle at this time and battery etc.
State calculates the regenerative braking force F that vehicle at this time can generateR, total brake force FSSubtract regenerative braking force FRObtain this system
Move required hydraulic braking force FH, i.e. FH=FS-FR.Electronic control unit ECU is according to hydraulic braking force FHSize, pass through control route
It controls assist motor and generates corresponding torque and revolving speed, assist motor output shaft drives the small tooth being coaxially connected with motor output shaft
Wheel rotation, pinion gear is engaged with gear wheel realizes deceleration torque increase, and gear wheel drives coaxially connected rolling ball screw pair screw nut
Rotation, rolling ball screw pair screw nut convert rotary motion on the linear motion of ball-screw sub-screw, and then ball screw assembly, spiral shell
Bar drives the piston push rod for the master cylinder being attached thereto to move in a straight line together, and then master cylinder is pushed to build pressure, braking master
First working chamber of cylinder and the high-pressure brake liquid of the second working chamber flow to hydraulic control unit HCU by hydraulic brake line, into
And enters each wheel-braking cylinder and generate desired brake force.
Under conventional brake mode, this braking system is in full decoupled state, at this time brake pedal and braking deceleration
Full decoupled, the information such as pedal travel needed for driver only provides braking are spent, and are not involved in actual braking process, it is actual
Brake force is provided by regenerative braking and assist motor completely, can give full play to the regenerative braking force of vehicle, to greatest extent
Braking energy is recycled, course continuation mileage is improved.
Under conventional brake mode, normally closed solenoid valve A is bi-bit bi-pass normally closed solenoid valve, is controlled by electronic control unit ECU, is located
Brake fluid in powered open state, master cylinder can be entered in hydraulic control unit HCU by fluid pressure line；Two three
Three-way electromagnetic valve is controlled by electronic control unit ECU, is in energized state, and Manual hydraulic cylinder and hydraulic control unit HCU are disconnected, manpower liquid
Cylinder pressure is connected with pedal sense simulator；Normally closed solenoid valve B is bi-bit bi-pass normally closed solenoid valve, is controlled by electronic control unit ECU,
In powered open state, the fluid pressure line that pedal sense simulator leads to fluid reservoir is opened.Driver steps on braking and steps at this time
Plate, pedal push rod push Manual hydraulic the cylinder piston to travel forward, the brake fluid in Manual hydraulic cylinder are passed through two-position three-way electromagnetic
Valve is discharged into pedal sense simulator, completes Uncoupled procedure.
Under conventional brake mode, driver's brake pedal builds pressure in Manual hydraulic cylinder, at this time electronic control unit ECU
According to hydraulic coupling sensors A, hydraulic force snesor B, hydraulic force snesor C transmitting come pressure information adjusting normally closed solenoid valve B
Flow, and then adjust pedal sense simulator hydraulic damping, play the role of actively adjusting pedal reaction force, with pedal sense
Return spring in simulator hydraulic cylinder completes the simulation of pedal sense jointly, and driver is made to obtain optimal pedal sense.
2, active brake mode working principle:
When driver does not have brake pedal, if the vehicle-mounted sensing that electronic control unit ECU is attached thereto by other
The information judgement of device (such as radar, camera, velocity sensor, distance measuring sensor etc.) transmitting need actively to implement at this time brake force or
Person's other control systems (such as emergency braking system, automated driving system etc.) issue active brake request when, braking system i.e. into
Enter active braking mode.
It is identical when the opening and closing situation of each solenoid valve is with conventional brake mode under active brake mode, normally closed solenoid valve A by
Electronic control unit ECU control, is in powered open state, and normally closed solenoid valve B is controlled by electronic control unit ECU, is in energization open shape
State, two-position three way magnetic valve are controlled by electronic control unit ECU, are in energized state, and Manual hydraulic cylinder and hydraulic control unit HCU are disconnected
It opens, Manual hydraulic cylinder is connected with pedal sense simulator.Electronic control unit ECU is according to other onboard sensors at this time and promptly
The information of the transmitting such as braking system and automated driving system, the brake force of the judgement required generation of vehicle at this time, and then pass through control
Route control assist motor pushes master cylinder to establish corresponding brake pressure, carries out active brake.If in active brake mistake
Cheng Zhong, electronic control unit ECU detect that driver has the movement of brake pedal by pedal travel sensor, then immediately exit from
Active brake mode is switched to conventional brake mode.
3, fail backup mode working principle:
It is required according to national legislation, when brake system non-functional or certain brake components break down, braking system is still to
Guarantee to generate certain severity of braking to guarantee safety.The utility model is the thrashing or failure the case where
Under, system can automatically terminate decoupled state, and driver can directly build pressure by hydraulic and mechanical structure in Manual hydraulic cylinder,
Vehicle is set to generate certain brake force.
When system unit breaks down or entire braking system power down is failed, two-position three way magnetic valve power-off, manpower
Hydraulic cylinder is connected with hydraulic control unit HCU, and Manual hydraulic cylinder and pedal sense simulator disconnect.Normally closed solenoid valve A power-off
It closes, the pipeline that master cylinder leads to hydraulic control unit HCU is closed, and prevents the brake fluid in Manual hydraulic cylinder from entering braking master
Cylinder and influence Manual hydraulic cylinder and build pressure.At this moment driver's brake pedal directly builds pressure, Manual hydraulic in Manual hydraulic cylinder
The cylinder piston pushes the high-pressure brake liquid in Manual hydraulic cylinder to apply by hydraulic control unit HCU and wheel-braking cylinder to wheel and makes
Power realizes the braking of failure backup mode.
The utility model has the beneficial effects that
1, the utility model eliminates high pressure accumulator structure, is driven using motor driven and mechanical structure, and structure is simple,
Leakage hidden danger is reduced, work relatively reliable, fast response time, and pressure control is more accurate, and cost and maintenance cost reduce.
2, the utility model is driven using motor driven and mechanical structure, and rapidly, pressure control is accurate for response, can be short
Enough brake pressures are set up in time, have active brake ability, and the bottom that can be used as intelligent driving auxiliary system executes
Device, responsive motor Intelligent Developing Trends.
3, the utility model uses full decoupled scheme, can accurately be controlled by assist motor to hydraulic braking force
System, therefore regenerative braking can be judged according to information such as the power motor working conditions, battery-operated state of vehicle when braking
Force value provides optimal hydraulic braking force by control assist motor, and cooperation regenerative braking recycles braking energy to greatest extent,
Promote course continuation mileage, responsive motor motorized development trend.
4, the utility model uses full decoupled scheme, does not need using reaction tray to the pedal force of driver and electronic
Power-assisted is coupled, and the control algolithm of entire braking system is simplified.
5, the utility model realizes the active control damped to pedal sense simulator by control solenoid valve flow, in turn
It realizes that the active to pedal reaction force is adjusted, cooperates with pedal sense simulator, provide better brake pedal feel for driver.
6, the utility model has failure backup functionality, by the opening and closing of solenoid valve, can lead in brake system non-functional
Crossing driver's brake pedal pushes Manual hydraulic cylinder to build pressure, generates enough brake force, improve the safety of system with can
By property.
Detailed description of the invention
Fig. 1 is the utility model overall structure diagram.
Fig. 2 is the utility model servodrive component and brake master cylinder structure schematic diagram.
1, assist motor 2, servodrive component 3, master cylinder 4, piston push rod
5, control unit HCU 6, normally closed solenoid valve A 7, brake pedal 8, pedal push rod
9, Manual hydraulic cylinder 10, two-position three way magnetic valve 11, pedal sense simulator 12, fluid reservoir
13, normally closed solenoid valve B 14, pedal travel sensor 15, electronic control unit ECU
16, hydraulic coupling sensors A 17, hydraulic force snesor B 18, hydraulic force snesor C
19, first piston 20, second piston 21, the first working chamber 22, the second working chamber
23, return spring 24, pinion gear 25, gear wheel 26, rolling ball screw pair screw nut
27, ball-screw sub-screw 28, hydraulic cavities 29, wheel-braking cylinder.
Specific embodiment
It please refers to shown in Fig. 1 to Fig. 2:
The utility model includes assist motor 1, servodrive component 2, master cylinder 3, piston push rod 4, hydraulic control list
First HCU5, normally closed solenoid valve A6, brake pedal 7, pedal push rod 8, Manual hydraulic cylinder 9, two-position three way magnetic valve 10, pedal sense
Simulator 11, fluid reservoir 12, normally closed solenoid valve B13, pedal travel sensor 14 and electronic control unit ECU15:
The assist motor 1 is connected by servodrive component 2 with the piston push rod 4 of master cylinder 3, master cylinder 3
Liquid outlet be connected with hydraulic control unit HCU5 by fluid pressure line, normally closed solenoid valve A6 is located at master cylinder 3 and hydraulic control
On the fluid pressure line being connected between unit HCU5 processed；
The brake pedal 7 is connected by pedal push rod 8 with the piston of Manual hydraulic cylinder 9, and Manual hydraulic cylinder 9 goes out liquid
Mouth is connected by fluid pressure line with the inlet of two-position three way magnetic valve 10, and a liquid outlet of two-position three way magnetic valve 10 passes through
Fluid pressure line between fluid pressure line and normally closed solenoid valve A6 and hydraulic control unit HCU5 is connected, two-position three way magnetic valve 10
Another liquid outlet is connected by fluid pressure line with pedal sense simulator 11, and the other end of pedal sense simulator 11 passes through liquid
Pressure pipe road is connected with fluid reservoir 12, and normally closed solenoid valve B13 is located at the hydraulic tube between pedal sense simulator 11 and fluid reservoir 12
On the road, normally closed solenoid valve B13 is the normally closed linear solenoid valve of the regulatable bi-bit bi-pass of flow；By regulating and controlling normally closed solenoid valve B13
Flow, and then in control pedal sense simulator 11 hydraulic cylinder pressure, control pedal feel.The Manual hydraulic cylinder 9
For single-chamber hydraulic cylinder, pressure is built for driver's brake pedal 7.
The pedal travel sensor 14 is located on pedal push rod 8；
The electronic control unit ECU15 by control route respectively with normally closed solenoid valve A6, normally closed solenoid valve B13, two
Three-way magnetic valve 10, assist motor 1 are connected with pedal travel sensor 14.
Fluid pressure line between two-position three way magnetic valve 10 and pedal sense simulator 11 is equipped with hydraulic force snesor
A16；Fluid pressure line between normally closed solenoid valve A6 and hydraulic control unit HCU5 is equipped with hydraulic force snesor B17；Normally closed electricity
Fluid pressure line between magnet valve B13 and pedal sense simulator 11 is equipped with hydraulic force snesor C18；The hydraulic coupling sensing
Device A16, hydraulic force snesor B17 and hydraulic force snesor C18 pass through control route respectively and are connected with electronic control unit ECU15.
The master cylinder 3 is plunger type two-chamber hydraulic cylinder, is separated into first by first piston 19 and second piston 20
Working chamber 21 and the second working chamber 22, first piston 19 are connected with piston push rod 4, in the first working chamber 21 and the second working chamber 22
Be respectively equipped with return spring 23, the liquid outlet of the first working chamber 21 and the second working chamber 22 by fluid pressure line respectively with hydraulic control
Two inlets of unit HCU5 processed are connected.The normally closed solenoid valve A6 is located at the first working chamber 21 and of master cylinder 3
On the fluid pressure line being connected between any one working chamber and hydraulic control unit HCU5 in two working chambers 22
The hydraulic control unit HCU5 is set there are four liquid outlet, by fluid pressure line and is mounted on four, vehicle respectively
The inlet of four disk brake wheel cylinders 29 on wheel is connected；Hydraulic control unit HCU5 has the function of ESP and ABS
Can, the brake fluid pressure of four disk brake wheel cylinders 29 on four wheels of vehicle can be adjusted.
The servodrive component 2 includes pinion gear 24, gear wheel 25, rolling ball screw pair screw nut 26 and ball screw assembly,
Screw rod 27, pinion gear 24 and the output shaft of assist motor 1 are coaxially connected, and gear wheel 25 is set on rolling ball screw pair screw nut 26,
And be meshed with pinion gear 24, constitute deceleration torque increase mechanism；Rolling ball screw pair screw nut 26 is set on ball-screw sub-screw 27,
Constitute conversion of motion mechanism；The piston push rod 4 of ball-screw sub-screw 27 and master cylinder 3 is connected.
When power is off, Manual hydraulic cylinder 9 is connected the two-position three way magnetic valve 10 with hydraulic control unit HCU5, people
Power hydraulic cylinder 9 and pedal sense simulator 11 disconnect；When energization, Manual hydraulic cylinder 9 and hydraulic control unit HCU5 are disconnected, manpower
Hydraulic cylinder 9 is connected with pedal sense simulator 11.
The pedal sense simulator 11 is single-chamber hydraulic cylinder, and return spring 23 is equipped in hydraulic cavities 28, described
Hydraulic cavities 28 are connected by fluid pressure line with fluid reservoir 12.
Working principle of the utility model is:
The full decoupled electronic hydraulic brake system of one kind described in the utility model has conventional brake, active brake
And failure three kinds of operating modes of backup:
1, conventional brake mode working principle:
When system is in conventional brake mode, system is in full decoupled state, driver's brake pedal 7, this
When pedal travel sensor 14 collect the pedal travel information of driver's brake pedal 7, collected signal is passed through
Control route is transmitted to electronic control unit ECU15, and electronic control unit ECU15 analyzes the braking meaning of driver according to pedal travel information
Figure calculates total brake force F required for this brakingS, electronic control unit ECU15 is according to the power motor and storage of vehicle at this time
The working condition of battery etc. calculates the regenerative braking force F that vehicle at this time can generateR, total brake force FSSubtract regenerative braking force FR
Hydraulic braking force F needed for obtaining this brakingH, i.e. FH=FS-FR.Electronic control unit ECU15 is according to hydraulic braking force FH, it is big
It is small, assist motor 1 is controlled by control route and generates corresponding torque and revolving speed, 1 output shaft of assist motor drives defeated with motor
Pinion gear 24 that shaft is coaxially connected rotates, and pinion gear 24 engage with gear wheel 25 realizes deceleration torque increase, the drive of gear wheel 25 and
Rotary motion is converted ball screw assembly, spiral shell by the rotation of its rolling ball screw pair screw nut 26 being coaxially connected, rolling ball screw pair screw nut 26
The linear motion of bar 27, and then ball-screw sub-screw 27 drives the piston push rod 4 for the master cylinder 3 being attached thereto to do together directly
Line movement, and then master cylinder 3 is pushed to build pressure, the first working chamber 21 of master cylinder 3 and the high-pressure brake of the second working chamber 22
Liquid flows to hydraulic control unit HCU5 by fluid pressure line, and then generates desired brake force into each wheel-braking cylinder 29.
Under conventional brake mode, this system is in full decoupled state, and brake pedal 7 and braking deceleration are complete at this time
Full decoupling, the information such as pedal travel needed for driver only provides braking, and it is not involved in actual braking process, actual braking
Power is provided by regenerative braking and assist motor 1 completely, can give full play to the regenerative braking force of vehicle, is recycled to greatest extent
Braking energy improves course continuation mileage.
Under conventional brake mode, normally closed solenoid valve A6 is bi-bit bi-pass normally closed solenoid valve, is controlled by electronic control unit ECU15
System, is in powered open state, and the brake fluid in master cylinder 4 can enter hydraulic control unit HCU5 by fluid pressure line
In；Two-position three way magnetic valve 10 is controlled by electronic control unit ECU15, is in energized state, Manual hydraulic cylinder 9 and hydraulic control unit
HCU5 is disconnected, and Manual hydraulic cylinder 9 is connected with pedal sense simulator 11；Normally closed solenoid valve B13 is the normally closed electromagnetism of bi-bit bi-pass
Valve is controlled by electronic control unit ECU15, is in powered open state, and pedal sense simulator 11 leads to the hydraulic tube of fluid reservoir 12
It opens on road.Driver's brake pedal 7 at this time, pedal push rod 8 pushes 9 piston advances forward of Manual hydraulic cylinder, by manpower liquid
Brake fluid in cylinder pressure 9 is discharged into pedal sense simulator 11 by two-position three way magnetic valve 10, completes Uncoupled procedure.
Under conventional brake mode, driver's brake pedal 7 builds pressure in Manual hydraulic cylinder 9, at this time electronic control unit
ECU15 according to hydraulic coupling sensors A 16, hydraulic force snesor B17, hydraulic force snesor C18 transmitting come pressure information adjusting
The flow of normally closed solenoid valve B13, and then the hydraulic damping of pedal sense simulator 11 is adjusted, it plays and actively adjusts pedal reaction force
Effect completes the simulation of pedal sense jointly with the return spring 23 in 11 hydraulic cavities 28 of pedal sense simulator, makes driver
Obtain optimal pedal sense.
2, active brake mode working principle:
When driver does not have brake pedal 7, if the vehicle-mounted biography that electronic control unit ECU15 is attached thereto by other
The information judgement of sensor (such as radar, camera, velocity sensor, distance measuring sensor etc.) transmitting needs actively to implement brake force at this time
Or when other control systems (such as emergency braking system, automated driving system etc.) sending active brake request, braking system is
Into active brake mode.
It is identical when the opening and closing situation of each solenoid valve is with conventional brake mode under active brake mode, normally closed solenoid valve A6
It is controlled by electronic control unit ECU15, is in powered open state, normally closed solenoid valve B13 is controlled by electronic control unit ECU15, in logical
Electric opening state, two-position three way magnetic valve 10 are controlled by electronic control unit ECU15, be in energized state, Manual hydraulic cylinder 9 with it is hydraulic
Control unit HCU5 is disconnected, and Manual hydraulic cylinder 9 is connected with pedal sense simulator 11.Electronic control unit ECU15 according at this time its
His onboard sensor and the information of the transmitting such as emergency braking system and automated driving system, what judgement generated needed for vehicle at this time
Brake force, and then assist motor 1 is controlled by control route, master cylinder 3 is pushed to establish corresponding brake pressure, it carries out actively
Braking.If electronic control unit ECU15 detects that driver steps on by pedal travel sensor 14 during active brake
The movement of brake pedal 7 then immediately exits from active brake mode, is switched to conventional brake mode.
3, fail backup mode working principle:
It is required according to national legislation, when brake system non-functional or certain brake components break down, braking system is still to
Guarantee to generate certain severity of braking to guarantee safety.The utility model is the thrashing or failure the case where
Under, system can automatically terminate decoupled state, and driver can directly be built in Manual hydraulic cylinder 9 by hydraulic and mechanical structure
Pressure, makes vehicle generate certain brake force.
When system unit breaks down or entire braking system power down is failed, two-position three way magnetic valve 10 is powered off, people
Power hydraulic cylinder 9 is connected with hydraulic control unit HCU5, and Manual hydraulic cylinder 9 and pedal sense simulator 11 disconnect.Normally closed electromagnetism
Valve A6 power-off is closed, and the pipeline that master cylinder leads to hydraulic control unit HCU5 is closed, and prevents the brake fluid in Manual hydraulic cylinder 9
It influences Manual hydraulic cylinder 9 into master cylinder 3 and builds pressure.At this moment driver's brake pedal 7, directly in Manual hydraulic cylinder 9
In build pressure, 9 piston of Manual hydraulic cylinder pushes the high-pressure brake liquid in Manual hydraulic cylinder 9 to pass through hydraulic control unit HCU5 and braking
Device wheel cylinder 29 applies brake force to wheel, realizes the braking of failure backup mode.
Claims (8)
1. a kind of full decoupled electronic hydraulic brake system, it is characterised in that: including assist motor, servodrive component, system
Dynamic master cylinder, hydraulic control unit HCU, normally closed solenoid valve A, brake pedal, pedal push rod, Manual hydraulic cylinder, two-position three-way electromagnetic
Valve, pedal sense simulator, fluid reservoir, normally closed solenoid valve B, pedal travel sensor and electronic control unit ECU:
The assist motor is connected by servodrive component with the piston push rod of master cylinder, and the liquid outlet of master cylinder is logical
It crosses fluid pressure line to be connected with hydraulic control unit HCU, normally closed solenoid valve A is located between master cylinder and hydraulic control unit HCU
Fluid pressure line on；
The brake pedal is connected by pedal push rod with the piston of Manual hydraulic cylinder, and the liquid outlet of Manual hydraulic cylinder passes through liquid
Pressure pipe road is connected with the inlet of two-position three way magnetic valve, and a liquid outlet of two-position three way magnetic valve is by fluid pressure line and often
It closes the fluid pressure line being connected between solenoid valve A and hydraulic control unit HCU to be connected, another liquid outlet of two-position three way magnetic valve
It is connected by fluid pressure line with pedal sense simulator, the other end of pedal sense simulator passes through fluid pressure line and fluid reservoir phase
Even, normally closed solenoid valve B is located on the fluid pressure line between pedal sense simulator and fluid reservoir；
The pedal travel sensor is located on pedal push rod；
The electronic control unit ECU by control route respectively with normally closed solenoid valve A, normally closed solenoid valve B, two-position three-way electromagnetic
Valve, assist motor are connected with pedal travel sensor.
2. the full decoupled electronic hydraulic brake system of one kind according to claim 1, it is characterised in that: two-position three way electricity
Fluid pressure line between magnet valve and pedal sense simulator is equipped with hydraulic coupling sensors A；Normally closed solenoid valve A and hydraulic control list
Fluid pressure line between first HCU is equipped with hydraulic force snesor B；It is hydraulic between normally closed solenoid valve B and pedal sense simulator
Pipeline is equipped with hydraulic force snesor C；Hydraulic coupling sensors A, hydraulic force snesor B and the hydraulic force snesor C difference
It is connected with electronic control unit ECU.
3. the full decoupled electronic hydraulic brake system of one kind according to claim 1, it is characterised in that: the braking
Master cylinder is plunger type two-chamber hydraulic cylinder, is separated into the first working chamber and the second working chamber by first piston and second piston, first
Piston is connected with piston push rod, and return spring, the first working chamber and second are respectively equipped in the first working chamber and the second working chamber
The liquid outlet of working chamber is connected with two inlets of hydraulic control unit HCU respectively by fluid pressure line.
4. the full decoupled electronic hydraulic brake system of one kind according to claim 1, it is characterised in that: described is hydraulic
Control unit HCU sets four disc type systems that there are four liquid outlets, pass through fluid pressure line respectively and are mounted on four wheels of vehicle
The inlet of dynamic device wheel cylinder is connected.
5. the full decoupled electronic hydraulic brake system of one kind according to claim 1, it is characterised in that: the power-assisted
Transmission component includes pinion gear, gear wheel, rolling ball screw pair screw nut and ball-screw sub-screw, pinion gear and assist motor it is defeated
Shaft is coaxially connected, and gear wheel is set on rolling ball screw pair screw nut, and is meshed with pinion gear, constitutes deceleration torque increase mechanism；
Rolling ball screw pair screw nut is set on ball-screw sub-screw, constitutes conversion of motion mechanism；Ball-screw sub-screw and braking are led
The piston push rod of cylinder is connected.
6. the full decoupled electronic hydraulic brake system of one kind according to claim 1, it is characterised in that: described two
When power is off, Manual hydraulic cylinder is connected three-way magnetic valve with hydraulic control unit HCU, and Manual hydraulic cylinder and pedal sense are simulated
Device disconnects；When energization, Manual hydraulic cylinder and hydraulic control unit HCU are disconnected, and Manual hydraulic cylinder is connected with pedal sense simulator
It is logical.
7. the full decoupled electronic hydraulic brake system of one kind according to claim 1, it is characterised in that: the pedal
Sense simulator is single-chamber hydraulic cylinder, and return spring is equipped in hydraulic cavities, and hydraulic cavities are connected by fluid pressure line with fluid reservoir.
8. the full decoupled electronic hydraulic brake system of one kind according to claim 1, it is characterised in that: described is normally closed
Solenoid valve B is the normally closed linear solenoid valve of the regulatable bi-bit bi-pass of flow.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201821800050.8U CN208897044U (en) | 2018-11-02 | 2018-11-02 | A kind of full decoupled electronic hydraulic brake system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201821800050.8U CN208897044U (en) | 2018-11-02 | 2018-11-02 | A kind of full decoupled electronic hydraulic brake system |
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| Publication Number | Publication Date |
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| CN208897044U true CN208897044U (en) | 2019-05-24 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201821800050.8U Withdrawn - After Issue CN208897044U (en) | 2018-11-02 | 2018-11-02 | A kind of full decoupled electronic hydraulic brake system |
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| CN (1) | CN208897044U (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109177945A (en) * | 2018-11-02 | 2019-01-11 | 吉林大学 | A kind of full decoupled electronic hydraulic brake system |
| CN110682899A (en) * | 2019-10-17 | 2020-01-14 | 浙江亚太机电股份有限公司 | Integrated braking system with adjustable pedal feel |
| CN112026728A (en) * | 2020-07-24 | 2020-12-04 | 广东玛西尔电动科技有限公司 | Braking system and method for unmanned electric vehicle |
| CN113460014A (en) * | 2021-07-28 | 2021-10-01 | 安徽江淮汽车集团股份有限公司 | Control method for deceleration of brake tail end of electric automobile |
| WO2021218264A1 (en) * | 2020-04-29 | 2021-11-04 | 华为技术有限公司 | Hydraulic adjustment unit of brake system in automobile, brake system, and control method |
| CN113771815A (en) * | 2021-09-06 | 2021-12-10 | 北京英创汇智科技有限公司 | Vehicle integrated electro-hydraulic braking system device |
| CN114394078A (en) * | 2022-01-14 | 2022-04-26 | 东风汽车集团股份有限公司 | Braking efficiency attenuation compensation device and method |
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2018
- 2018-11-02 CN CN201821800050.8U patent/CN208897044U/en not_active Withdrawn - After Issue
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109177945A (en) * | 2018-11-02 | 2019-01-11 | 吉林大学 | A kind of full decoupled electronic hydraulic brake system |
| CN110682899A (en) * | 2019-10-17 | 2020-01-14 | 浙江亚太机电股份有限公司 | Integrated braking system with adjustable pedal feel |
| WO2021218264A1 (en) * | 2020-04-29 | 2021-11-04 | 华为技术有限公司 | Hydraulic adjustment unit of brake system in automobile, brake system, and control method |
| CN112026728A (en) * | 2020-07-24 | 2020-12-04 | 广东玛西尔电动科技有限公司 | Braking system and method for unmanned electric vehicle |
| CN113460014A (en) * | 2021-07-28 | 2021-10-01 | 安徽江淮汽车集团股份有限公司 | Control method for deceleration of brake tail end of electric automobile |
| CN113771815A (en) * | 2021-09-06 | 2021-12-10 | 北京英创汇智科技有限公司 | Vehicle integrated electro-hydraulic braking system device |
| CN114394078A (en) * | 2022-01-14 | 2022-04-26 | 东风汽车集团股份有限公司 | Braking efficiency attenuation compensation device and method |
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