CN209955966U - Split type electro-hydraulic brake device - Google Patents
Split type electro-hydraulic brake device Download PDFInfo
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- CN209955966U CN209955966U CN201822234670.6U CN201822234670U CN209955966U CN 209955966 U CN209955966 U CN 209955966U CN 201822234670 U CN201822234670 U CN 201822234670U CN 209955966 U CN209955966 U CN 209955966U
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Abstract
The utility model discloses a split type electricity liquid arresting gear, including electronic control unit, braking operating mechanism, brake master cylinder assembly, hydraulic control unit, wheel brake and hydraulic circuit. The brake master cylinder assembly comprises a double-working-cavity master cylinder, a liquid storage tank and a pedal feeling simulator; the hydraulic control unit comprises a first passage and a second passage and comprises a pedal feel simulator isolation valve, a main cylinder isolation valve, a linear pressurization valve and a linear pressure reducing valve; the first passage and the second passage are connected with an ABS/ESC module, and the ABS/ESC module is connected with four wheel brake cylinders. The utility model discloses can compatible current traditional vacuum booster master cylinder for the pedal stroke keeps unanimous under conventional braking and the reserve braking mode, and the pedal stroke can not have a sharp sense, and directly links with ABS or ESC module, improves the whole security of system.
Description
Technical Field
The utility model belongs to the technical field of the vehicle braking technique and specifically relates to a split type electricity liquid arresting gear is related to.
Background
Pure electric/hybrid power vehicles are becoming more and more popular in the market at present. In the aspect of a braking system, the brake structure is different from the conventional vacuum booster/electronic vacuum booster, and a pure electric/hybrid electric vehicle usually adopts a brake-by-wire system, so that the cost, the size and the energy consumption can be reduced, and advanced functions such as braking energy recovery, auxiliary braking, active braking and the like can be realized.
The existing line control electro-hydraulic brake system is an integrated scheme integrating conventional braking, ABS or ESC functions, pedal feeling is realized by a simulator, and the brake function is realized by detecting an input signal of a pedal angle sensor by an ECU (electronic control Unit), and controlling two paths of pressure increasing valves and a wheel cylinder side pressure reducing valve of a high-pressure accumulator to adjust wheel cylinder pressure. For example, in a linear electric hydraulic brake system disclosed in chinese patent No. CN 207875612U, publication No. 2018, 09, month 18, a pedal simulator is connected to a first working chamber of a master cylinder, oil in the first working chamber of the master cylinder is discharged into the pedal simulator to generate a pedal feeling during conventional braking, and oil in a second working chamber is sealed by an isolation valve and does not work; the wheel cylinder pressure and pressure increase is mainly realized by the matching control of two paths of isolation valves of the energy accumulator and the wheel cylinder side pressure and pressure increase valves.
However, the scheme of the wire-controlled electro-hydraulic brake system has some problems, the pedal feel simulator is only connected with the first working cavity of the master cylinder, and in order to obtain the same pedal stroke and pedal force relation with the traditional brake system, a new master cylinder or even a pedal mechanism must be developed to increase the stroke of the first working cavity of the master cylinder, so that the traditional master cylinder cannot be compatible, and the development cost is increased; once the electric control part fails to enter a standby braking mode when meeting, the work of a single cavity of the main cylinder is switched into the work of double cavities, and the whole pedal stroke is suddenly increased, so that discomfort is caused to a driver; in addition, the active safety redundancy of the electric control part of the integrated scheme is not enough, once one of the controller or the motor pump energy accumulator assembly completely fails, only mechanical standby brake is left, and the rapid parking can not be realized under the condition of high vehicle speed.
SUMMERY OF THE UTILITY MODEL
The utility model relates to an it is higher to overcome current drive-by-wire electricity liquid braking system development cost, cause the discomfort for the driver when the single two-chamber of master cylinder switches, the not enough problem of integral type scheme safety redundancy provides a split type electricity liquid arresting gear, can compatible current traditional vacuum booster master cylinder for the pedal stroke keeps unanimous under conventional braking and the reserve braking mode, the pedal stroke can not have sharp sensation, and directly link with ABS or ESC module, each other be the control in the aspect of the security of initiative, improve the whole security of system.
In order to achieve the above purpose, the utility model adopts the following technical scheme: the brake system comprises an electronic control unit for processing electric signals in the brake device, a brake control mechanism provided with a pedal and a pedal rotation angle sensor, a brake master cylinder assembly, a wheel brake and a hydraulic circuit; the wheel brake assembly comprises four wheel brake cylinders and four wheel speed sensors; the brake master cylinder assembly comprises a master cylinder, a liquid storage tank and a pedal feel simulator; the hydraulic circuit includes a first passage and a second passage; the first passage comprises a first passage pedal feel simulator isolation valve, a master cylinder first passage isolation valve, a first passage linear pressurization valve and a first passage linear pressure reduction valve; the second passage comprises a second passage pedal feel simulator isolation valve, a master cylinder second passage isolation valve, a second passage linear pressurization valve and a second passage linear pressure reduction valve; the main cylinder comprises a cylinder body, a push rod piston arranged close to one end of the cylinder body and a middle piston arranged in the middle of the cylinder body; the push rod piston is connected with the pedal, a first return spring is arranged between the middle piston and the push rod piston, the middle piston divides an inner cavity of the main cylinder into a first hydraulic cavity of the main cylinder and a second hydraulic cavity of the main cylinder, and a second return spring is arranged between the middle piston and the other end of the main cylinder shell; the pedal feel simulator is connected with oil outlets of the first and second path pedal feel simulator isolation valves at the same time, and oil inlets of the first and second path pedal feel simulator isolation valves are connected with the first and second hydraulic chambers of the double-working-chamber main cylinder respectively. The pedal corner sensor is arranged at the pedal rotating shaft; the wheel speed sensors are arranged on wheel brake cylinders which correspond to one another one by one; in the conventional line control electro-hydraulic brake system, a pedal simulator is connected with a first working cavity of a main cylinder, oil in the first working cavity of the main cylinder is discharged into the pedal simulator to generate pedal feeling during conventional braking, and oil in a second working cavity is sealed by an isolation valve and does not work; since the pedal feel simulator is connected only to the first working chamber of the master cylinder, the stroke of the first working chamber of the master cylinder must be increased in order to obtain the same pedal stroke and pedal force relationship as the conventional brake system. It is incompatible with conventional brake system master cylinders, resulting in increased development costs. The utility model discloses a two working chambers of master cylinder link to each other with the footboard sense simulator simultaneously, and when conventional braking, the work is participated in simultaneously in the first hydraulic pressure chamber and the second hydraulic pressure chamber of master cylinder, emits into the footboard simulator with fluid and produces the footboard and feel, and the driver can obtain the footboard stroke and the footboard power relation the same with traditional braking system, so can compatible traditional braking system's master cylinder, reduced development cost. The existing wire control electro-hydraulic brake system has the problem of poor sealing if a single working hydraulic cavity leaks oil, and is easy to lose efficacy to cause danger. The utility model discloses two hydraulic pressure chamber parallel work, even a hydraulic pressure chamber takes place to seal tight oil leak scheduling problem, another hydraulic pressure chamber can continue work, each other is backup, has improved factor of safety.
When the electric control part fails to enter a standby braking mode when meeting, the work of a main cylinder single cavity of the conventional wire control electro-hydraulic braking system is switched into the work of a double cavity, and the whole pedal stroke is suddenly increased, so that discomfort is caused to a driver. According to the technical scheme, when the master cylinder works in a single-cavity and double-cavity switching mode, namely the master cylinder works in a conventional hydraulic braking mode and a standby mode, the feedback feeling of the driver on the operation of the pedal is consistent, the pedal stroke of the automobile braking device in the conventional braking mode and the standby braking mode is consistent, and the pedal stroke cannot have a sudden feeling. And, be in the utility model discloses ECU appears the serious fault after inefficacy, gets into the reserve braking mode of machinery, and all valves and motor cut off the power supply. When the brake pedal is stepped on, the two working chambers of the master cylinder are isolated from the simulator, and brake fluid directly enters the wheel cylinder after entering the ABS/ESC module, so that the ABS/ESC module can still exert the basic function even if the device and the ABS/ESC module do not have any mutual communication and backup safety redundancy functions. If the device and the ABS/ESC module have a mutual backup safety function, the ESC module can perform auxiliary braking after the device fails, and the effectiveness and the safety of a braking system are improved.
Preferably, the hydraulic circuit comprises a motor pump pressurization module, a high-pressure accumulator and an accumulator pressure sensor; the motor pump pressurization module comprises an eccentric shaft motor, a plunger pump, a high-pressure energy accumulator and an energy accumulator pressure sensor, the energy accumulator pressure sensor is arranged at the joint of the high-pressure energy accumulator and an oil outlet of the plunger pump, two passages are arranged at the oil outlet of the plunger pump after passing through the energy accumulator pressure sensor and are respectively correspondingly connected with the first passage and the second passage, the first passage and the second passage are connected with an ABS/ESC module, and the ABS/ESC module is connected with four wheel brake cylinders.
Preferably, an oil inlet of the first-passage linear pressure increasing valve is connected with a high-pressure energy accumulator, an oil outlet of the first-passage linear pressure increasing valve is connected with an oil inlet of the first-passage pedal feel simulator isolation valve, and is also connected with an oil inlet of the first-passage linear pressure reducing valve, and an oil outlet of the first-passage linear pressure reducing valve is connected to the liquid storage tank.
Preferably, an oil inlet of the second path linear pressure increasing valve is connected with a high-pressure energy accumulator, an oil outlet of the second path linear pressure increasing valve is connected with an oil inlet of the second path pedal feel simulator isolation valve, and is also connected with an oil inlet of the second path linear pressure reducing valve, and an oil outlet of the second path linear pressure reducing valve is connected to the liquid storage tank.
Preferably, the first and second channel pedal feel simulator isolation valves are normally closed valves; the first passage isolating valve and the second passage isolating valve are normally open valves; the first passage linear pressure increasing valve and the first passage linear pressure reducing valve are normally closed valves; the second passage linear pressure increasing valve and the second passage linear pressure reducing valve are normally closed valves. The isolation valve and the control valve are skillfully separated into a conventional braking and failure standby braking hydraulic circuit, so that the pressure control complexity under regenerative braking is reduced, and the system reliability is improved.
Preferably, a first passage pressure sensor is arranged between the first passage linear pressure increasing valve and the first passage linear pressure reducing valve; and a second passage pressure sensor is arranged between the second passage linear pressure increasing valve and the second passage linear pressure reducing valve. The first passage pressure sensor and the second passage pressure sensor are respectively arranged in the first passage and the second passage, so that the brake pressure in the passages can be monitored in real time, and the system can conveniently perform closed-loop feedback control on the pressure in the actual brake wheel cylinder.
Preferably, the elastic coefficients of the first return spring and the second return spring are the same. When a driver steps on the pedal, because the elastic coefficients of the two return springs are the same, the strokes of the push rod piston and the middle piston in the first hydraulic cavity and the second hydraulic cavity are the same, and the hydraulic oil discharged into the pedal feel simulator is the same, so that the system can run stably, and the interchangeability is improved.
To sum up, the utility model discloses following beneficial effect has: the master cylinder can be compatible with the conventional vacuum booster master cylinder, so that the pedal stroke is kept consistent in the conventional braking mode and the standby braking mode, the pedal stroke is not obtrusive, the master cylinder is directly connected with the ABS/ESC module, the active safety is monitored, and the overall safety of the system is improved.
Drawings
Fig. 1 is a schematic diagram of a hydraulic circuit of the present invention.
Fig. 2 is a schematic diagram of the hydraulic circuit in the normal braking mode of the present invention.
In the figure: i: a first brake path; II: a second brake path; III: a third brake path; 1: a liquid storage tank; 2: a master cylinder; 2.1: a master cylinder first hydraulic chamber; 2.2: a master cylinder second hydraulic chamber; 2.3: a second return spring; 2.4: an intermediate piston; 2.5: a first return spring; 2.6: a push rod piston; 3: a pedal rotation angle sensor; 4: a brake pedal; 5: a simulator first isolation valve; 6: a simulator second isolation valve; 7: a pedal simulator; 8: a master cylinder first passage isolation valve; 9: a master cylinder second passage isolation valve; 10: a first path linear pressurization valve; 11: a first passage pressure sensor; 12: a first-passage linear pressure reducing valve; 13: an ABS/ESC module; 14: a second bypass linear pressure reducing valve; 15: a second passage pressure sensor; 16: a second passage linear pressurization valve; 17: an accumulator pressure sensor; 18: a motor pump assembly; 19: a high pressure accumulator; 20: and a wheel brake.
Detailed Description
The present invention will be further described with reference to the accompanying drawings and the detailed description.
As shown in fig. 1, the hydraulic brake device of the present invention includes a first brake path i, a second brake path ii, and a third brake path iii. The main cylinder 2 is provided with a first working cavity 2.1 and a second working cavity 2.2, and comprises a push rod piston 2.6, an intermediate piston 2.4 and a main cylinder shell; the push rod piston is connected with the pedal 4, the push rod piston is positioned at one end of the main cylinder shell, the intermediate piston is arranged in the main cylinder shell, a first return spring 2.5 is arranged between the intermediate piston and the push rod piston, the intermediate piston divides an inner cavity of the main cylinder into a main cylinder first hydraulic cavity 2.1 and a main cylinder second hydraulic cavity 2.2, a second return spring 2.3 is arranged between the intermediate piston and the other end of the main cylinder shell, an oil inlet of the main cylinder first hydraulic cavity is connected with the liquid storage tank 1, and an oil inlet of the main cylinder second hydraulic cavity is connected with the liquid storage tank; the pedal feel simulator is connected with oil outlets of the first and second path pedal feel simulator isolation valves at the same time, and oil inlets of the first and second path pedal feel simulator isolation valves are connected with the first and second hydraulic chambers of the double-working-chamber main cylinder respectively. The first brake passage I and the second brake passage II are respectively and correspondingly connected to the first working cavity and the second working cavity of the master cylinder.
A first path pedal feel simulator isolation valve 5, a master cylinder first path isolation valve 8 and a first path pressure sensor 11 are sequentially arranged on the first brake path I.
And a second path pedal feel simulator isolating valve 6, a master cylinder second path isolating valve 9 and a second path pressure sensor 15 are arranged on the second brake path II in sequence.
The first working cavity and the second working cavity of the master cylinder are respectively connected to a simulator 7 through a first passage pedal sensing simulator isolation valve and a second passage pedal sensing simulator isolation valve 5 and 6, and the first isolation valve and the second isolation valve of the simulator are normally closed solenoid valves. Because two working chambers of master cylinder are connected to the simulator through respective isolation valve respectively, no matter be under conventional braking or the reserve braking operating mode, two chambeies of master cylinder all participate in the work, have ensured the unanimity of footboard stroke, consequently traditional vacuum booster master cylinder need not to do any change alright directly be used for among the arresting gear of the utility model.
The first and second brake passages are respectively connected to the ABS/ESC module 13 through a master cylinder first passage isolation valve 8 and a second passage isolation valve 9, and finally connected to 4 brake cylinders, wherein the first and second passage isolation valves 8 and 9 are normally open type electromagnetic valves.
The third brake path relates to the motor pump assembly 18, the high-pressure accumulator 19, the accumulator pressure sensor 17, the first path linear pressure increasing valve 10, the second path linear pressure increasing valve 16, the first path pressure sensor 11, the second path pressure sensor 15, and the first path linear pressure reducing valve 12 and the second path linear pressure reducing valve 14.
An oil inlet of the first-passage linear pressure increasing valve 10 is connected with a high-pressure energy accumulator 19, a pressure sensor 17 is arranged at an outlet of the high-pressure energy accumulator, an oil outlet of the first-passage linear pressure increasing valve 10 is connected with an oil inlet of the first-passage linear pressure reducing valve 12, and an oil outlet of the first-passage linear pressure reducing valve is connected to the liquid storage tank 1 through an oil pipe. A pressure sensor 11 is arranged between the linear pressure increasing valve and the pressure reducing valve.
An oil inlet of the second path linear pressure increasing valve 16 is also connected with the high-pressure accumulator 19, an oil outlet of the second path linear pressure increasing valve 16 is connected with an oil inlet of the second path linear pressure reducing valve 14, and an oil outlet of the second path linear pressure reducing valve is connected to the liquid storage tank 1 through an oil pipe. A pressure sensor 15 is provided between the second passage linear pressure increasing valve and the pressure reducing valve.
As shown in fig. 2, in the normal braking mode, when the ECU detects that the driver steps on the brake pedal through the pedal angle sensor 3, the ECU electrically opens the simulator first isolation valve 5 and the simulator second isolation valve 6, and simultaneously closes the master cylinder first passage isolation valve 8 and the master cylinder second passage isolation valve 9, so that the brake fluid in the two working chambers 2.1 and 2.2 of the master cylinder is introduced into the pedal simulator 7, and the pedal feeling is generated by the simulator. Since the isolation valves 5, 6 of the first and second brake passages are closed, the wheel cylinders of the vehicle are completely isolated from the master cylinder at this time. Meanwhile, the first brake passage and the second brake passage are completely isolated from the third brake passage, namely the third brake passage can adjust the brake pressure of the wheel cylinder without influencing the feedback force of the brake pedal, so that the pedal feel and the actual brake force are completely decoupled.
The ECU detects the opening degree of the pedal sensor, calculates a target value of the braking pressure required for the wheel cylinder according to the braking intention of the driver, detects the actual braking pressure by the first and second passage pressure sensors 11 and 15, and performs feedback closed-loop control on the actual wheel cylinder pressure. If the actual pressure in the first passage is less than the target value, the first-passage linear pressure reducing valve 12 is completely closed (power off), and meanwhile, the first-passage linear pressure increasing valve 10 is subjected to PWM control, so that the high-pressure brake fluid prestored in the high-pressure accumulator 19 is introduced into the first passage, and the brake pressure in the first-passage wheel cylinder is increased; when the actual pressure is larger than the target value, the linear pressure-increasing valve 10 of the first passage is completely closed (de-energized), and the linear pressure-reducing valve 12 of the first passage is PWM-controlled to release the excess brake fluid in the brake wheel cylinder of the first passage back to the reservoir tank, thereby reducing the brake pressure in the wheel cylinder of the first passage. The second-passage wheel cylinder brake pressure can also be adjusted in the same manner.
The pressure in the high pressure accumulator 19 in the third brake passage iii is monitored in real time by the pressure sensor 17, and once the ECU finds that the pressure value is lower than a certain threshold, the ECU energizes the motor of the motor pump assembly 18 to charge the high pressure accumulator, and deenergizes when the pressure is higher than the certain threshold, so as to ensure that the pressure in the high pressure accumulator is maintained within a certain range.
And a pure regenerative braking or coordinated braking mode, wherein when a driver steps on a brake pedal, if the vehicle is completely provided with an energy regenerative braking condition, the pure regenerative braking or coordinated braking mode is entered. The pedal feel is consistent with the normal braking mode and is generated completely by the pedal feel simulator.
The pure regenerative braking working mode is adopted under the condition that the regenerative braking torque capacity of the vehicle driving motor completely meets the braking torque requirement, the braking torque is completely generated by the driving motor to charge the vehicle-mounted power battery, the electric energy regeneration is realized, the braking channel III does not work, and the wheel cylinder pressure is zero.
If the regenerative braking torque of the vehicle driving motor can not completely meet the braking torque demand condition, the coordinated braking mode is entered, the regenerative braking torque of the driving motor is preferentially utilized, and the shortage part is supplemented by adjusting the hydraulic pressure of the wheel cylinder through the braking passage III. If the ASB/ESC module intervenes at this time, the braking mode is rapidly switched from the slave pure regenerative or coordinated braking mode back to the conventional pure hydraulic braking mode.
In particular, during operation of the ABS/ESC, the linear boost valves 10, 16 and the linear buck valves 12, 14 of the brake path iii may all be de-energized shut. At the moment, the pedal feeling is still generated by the simulator, and the driver can not feel the adverse effect of the pedal feeling feedback impact caused by the operation of the ABS/ESC at all.
Standby braking mode the utility model discloses ECU appears after the serious failure inefficacy, gets into the standby braking mode of machinery, all valves and motor outage. When the brake pedal is stepped on, the two working chambers of the master cylinder are isolated from the simulator, and brake fluid directly enters the wheel cylinder after entering the ABS/ESC module, so that the ABS/ESC module can still exert the basic function even if the device and the ABS/ESC module do not have any mutual communication and backup safety redundancy functions. If the device and the ABS/ESC module have a mutual backup safety function, the ESC module can perform auxiliary braking after the device fails, and the effectiveness and the safety of a braking system are improved.
AEB/ACC mode, the utility model discloses under AEB/ACC mode, there is not pedal sensor input, for this reason only need give the electricity disconnection on master cylinder first route isolation valve 8 and the master cylinder second route isolation valve 9, make the master cylinder keep apart with III braking route, ECU adjusts wheel cylinder braking pressure through controlling first and second route linear pressure increasing valve 10, 16 and linear pressure reducing valve 12, 14 according to AEB or ACC system command, carries out emergency braking or deceleration and follows control.
Claims (7)
1. A split type electro-hydraulic brake device comprises an electronic control unit for processing electric signals in the brake device, a brake control mechanism provided with a pedal and a pedal rotation angle sensor, a brake master cylinder assembly, a wheel brake and a hydraulic circuit, wherein the wheel brake assembly comprises four wheel brake cylinders and four wheel speed sensors; the brake master cylinder assembly is characterized by comprising a master cylinder, a liquid storage tank and a pedal feel simulator; the hydraulic circuit includes a first passage and a second passage; the first passage comprises a first passage pedal feel simulator isolation valve, a master cylinder first passage isolation valve, a first passage linear pressurization valve and a first passage linear pressure reduction valve; the second passage comprises a second passage pedal feel simulator isolation valve, a master cylinder second passage isolation valve, a second passage linear pressurization valve and a second passage linear pressure reduction valve; the main cylinder comprises a cylinder body, a push rod piston arranged close to one end of the cylinder body and a middle piston arranged in the middle of the cylinder body; the push rod piston is connected with the pedal, a first return spring is arranged between the middle piston and the piston push rod, the middle piston divides an inner cavity of the main cylinder into a first hydraulic cavity of the main cylinder and a second hydraulic cavity of the main cylinder, and a second return spring is arranged between the middle piston and the other end of the main cylinder shell; the pedal feel simulator is connected with oil outlets of the first and second path pedal feel simulator isolation valves at the same time, and oil inlets of the first and second path pedal feel simulator isolation valves are connected with the first and second hydraulic chambers of the double-working-chamber main cylinder respectively.
2. The split electro-hydraulic brake device of claim 1, wherein the hydraulic circuit comprises a motor pump pressurization module, a high pressure accumulator, and an accumulator pressure sensor; the motor pump pressurization module comprises an eccentric shaft motor, a plunger pump, a high-pressure energy accumulator and an energy accumulator pressure sensor, the energy accumulator pressure sensor is arranged at the joint of the high-pressure energy accumulator and an oil outlet of the plunger pump, two passages are arranged at the oil outlet of the plunger pump after passing through the energy accumulator pressure sensor and are respectively correspondingly connected with the first passage and the second passage, the first passage and the second passage are connected with an ABS/ESC module, and the ABS/ESC module is connected with four wheel brake cylinders.
3. The split type electro-hydraulic brake device as claimed in claim 2, wherein an oil inlet of the first-path linear pressure increasing valve is connected with the high-pressure accumulator, an oil outlet of the first-path linear pressure increasing valve is connected with an oil inlet of the first-path pedal feel simulator isolation valve, and is also connected with an oil inlet of the first-path linear pressure reducing valve, and an oil outlet of the first-path linear pressure reducing valve is connected to the liquid storage tank.
4. The split type electro-hydraulic brake device as claimed in claim 2, wherein an oil inlet of the second path linear pressure increasing valve is connected with the high-pressure accumulator, an oil outlet of the second path linear pressure increasing valve is connected with an oil inlet of the second path pedal feel simulator isolation valve, the second path linear pressure decreasing valve is connected with an oil inlet of the second path linear pressure decreasing valve, and an oil outlet of the second path linear pressure decreasing valve is connected to the liquid storage tank.
5. The split electro-hydraulic brake device of claim 1, wherein the first and second path pedal feel simulator isolation valves are normally closed valves; the first passage isolating valve and the second passage isolating valve are normally open valves; the first passage linear pressure increasing valve and the first passage linear pressure reducing valve are normally closed valves; the second passage linear pressure increasing valve and the second passage linear pressure reducing valve are normally closed valves.
6. The split type electro-hydraulic brake device as claimed in claim 1, wherein a first passage pressure sensor is provided between the first passage linear pressure increasing valve and the first passage linear pressure reducing valve, and a second passage pressure sensor is provided between the second passage linear pressure increasing valve and the second passage linear pressure reducing valve.
7. The split type electro-hydraulic brake device as claimed in claim 1, wherein the first return spring and the second return spring have the same spring constant.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN201822234670.6U CN209955966U (en) | 2018-12-28 | 2018-12-28 | Split type electro-hydraulic brake device |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201822234670.6U CN209955966U (en) | 2018-12-28 | 2018-12-28 | Split type electro-hydraulic brake device |
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| CN209955966U true CN209955966U (en) | 2020-01-17 |
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| CN201822234670.6U Active CN209955966U (en) | 2018-12-28 | 2018-12-28 | Split type electro-hydraulic brake device |
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Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN111907495A (en) * | 2020-08-07 | 2020-11-10 | 格陆博科技有限公司 | Bypass energy storage device for electric control hydraulic braking system and control method thereof |
| CN112519739A (en) * | 2020-11-06 | 2021-03-19 | 浙江零跑科技有限公司 | Split type electronic hydraulic braking system and method |
| CN112703136A (en) * | 2020-07-29 | 2021-04-23 | 华为技术有限公司 | Hydraulic pressure adjusting unit, brake system, vehicle 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 |
| CN114194160A (en) * | 2021-11-29 | 2022-03-18 | 万向钱潮股份有限公司 | Integrated brake-by-wire system and control method of redundant control coil |
| CN115140001A (en) * | 2022-08-17 | 2022-10-04 | 杭叉集团股份有限公司 | Electric-hydraulic composite braking system for reloading electric forklift and control method |
| CN115158263A (en) * | 2022-07-26 | 2022-10-11 | 中汽创智科技有限公司 | Braking control method and device of braking system and electronic equipment |
| CN116279363A (en) * | 2023-05-22 | 2023-06-23 | 泉州市鑫利达机械制造有限公司 | Automobile-used brake master cylinder |
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2018
- 2018-12-28 CN CN201822234670.6U patent/CN209955966U/en active Active
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112703136A (en) * | 2020-07-29 | 2021-04-23 | 华为技术有限公司 | Hydraulic pressure adjusting unit, brake system, vehicle and control method |
| CN112703136B (en) * | 2020-07-29 | 2022-01-14 | 华为技术有限公司 | Hydraulic pressure adjusting unit, brake system, vehicle and control method |
| WO2022021106A1 (en) * | 2020-07-29 | 2022-02-03 | 华为技术有限公司 | Hydraulic adjusting unit, braking system, vehicle, and control method |
| WO2022028519A1 (en) * | 2020-08-07 | 2022-02-10 | 格陆博科技有限公司 | Bypass energy accumulating device for electronically controlled hydraulic braking system and control method thereof |
| CN111907495A (en) * | 2020-08-07 | 2020-11-10 | 格陆博科技有限公司 | Bypass energy storage device for electric control hydraulic braking system and control method thereof |
| CN112519739A (en) * | 2020-11-06 | 2021-03-19 | 浙江零跑科技有限公司 | Split type electronic hydraulic braking system and 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 |
| CN114194160A (en) * | 2021-11-29 | 2022-03-18 | 万向钱潮股份有限公司 | Integrated brake-by-wire system and control method of redundant control coil |
| CN114194160B (en) * | 2021-11-29 | 2022-11-25 | 万向钱潮股份有限公司 | Integrated brake-by-wire system and control method of redundant control coil |
| CN115158263A (en) * | 2022-07-26 | 2022-10-11 | 中汽创智科技有限公司 | Braking control method and device of braking system and electronic equipment |
| CN115140001A (en) * | 2022-08-17 | 2022-10-04 | 杭叉集团股份有限公司 | Electric-hydraulic composite braking system for reloading electric forklift and control method |
| CN115140001B (en) * | 2022-08-17 | 2024-05-03 | 杭叉集团股份有限公司 | Electro-hydraulic composite braking system of reloading electric forklift and control method |
| CN116279363A (en) * | 2023-05-22 | 2023-06-23 | 泉州市鑫利达机械制造有限公司 | Automobile-used brake master cylinder |
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