CN210852422U - Automobile line control brake system - Google Patents
Automobile line control brake system Download PDFInfo
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- CN210852422U CN210852422U CN201921785947.2U CN201921785947U CN210852422U CN 210852422 U CN210852422 U CN 210852422U CN 201921785947 U CN201921785947 U CN 201921785947U CN 210852422 U CN210852422 U CN 210852422U
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Abstract
The embodiment of the utility model discloses car drive-by-wire braking system. The system comprises: the main control unit, the brake pedal, the brake push rod, the complete decoupling brake simulator, the actuating mechanism procapsid, actuating mechanism rear housing, normally closed solenoid valve, anti-lock braking device, first stopper, the second stopper, the third stopper, the fourth stopper, displacement sensor, first ball bearing, second ball bearing, third ball bearing, fourth ball bearing, first speed reduction increases turns round the mechanism, second speed reduction increases turns round the mechanism, first helping hand motor, the second helping hand motor, first brake master cylinder, the second brake master cylinder, first normally open solenoid valve, the second normally open solenoid valve, first pressure sensor and second pressure sensor. Use the utility model provides a scheme can avoid the automobile driving in-process by the problem of the braking force inefficacy that certain part of assist drive device breaks down and leads to, improve automobile wire control braking system's response speed and reduce the control degree of difficulty to control system's stability.
Description
Technical Field
The utility model relates to an automobile brake system technical field particularly, relates to an automobile drive-by-wire braking system.
Background
At present, an automobile is mainly braked by a brake-by-wire system, wherein the brake-by-wire system in the existing scheme comprises a controller and an assistance mechanism, and the assistance mechanism comprises an assistance motor, a speed reduction and torque increase mechanism and a double-cylinder brake master pump.
The working principle of the brake-by-wire system in the existing scheme is as follows: when a driver steps on the brake pedal, the controller controls the boosting motor to drive the speed reduction and torque increase mechanism to generate forward thrust, and the thrust and the stepping force of the driver jointly push the double-cylinder brake master cylinder to generate braking force. However, if any one of the components of the assist mechanism in the system fails, the braking force during the driving of the vehicle cannot be guaranteed, and therefore, a brake-by-wire system that prevents the braking force from failing when a certain component of the assist mechanism fails is demanded.
SUMMERY OF THE UTILITY MODEL
The utility model provides a car drive-by-wire braking system to avoid the emergence of the problem of the braking force inefficacy that the trouble leads to by a certain part of assist drive device at the in-process of going of car. The specific technical scheme is as follows.
In a first aspect, the present invention provides a brake-by-wire system for a vehicle, including: the full-decoupling brake simulator comprises a first brake simulator piston, a first brake simulator spring, a second brake simulator piston and a second brake simulator spring;
the brake pedal is connected with the brake push rod, the brake push rod is in contact connection with the first brake simulator piston, the first brake simulator piston is in contact connection with the first brake simulator spring, the first brake simulator spring is in contact connection with the second brake simulator piston, the second brake simulator piston is in contact connection with the second brake simulator spring, the first brake simulator spring is arranged in a brake simulator hydraulic cavity formed by the first brake simulator piston, the second brake simulator piston and the executing mechanism rear shell, brake fluid is arranged in the brake simulator hydraulic cavity, the brake simulator hydraulic cavity is communicated with the normally closed electromagnetic valve, the normally closed electromagnetic valve is connected with the anti-lock device, and the anti-lock device is respectively connected with the first brake, The second brake, the third brake and the fourth brake are connected, the normally closed electromagnetic valve is electrically connected with the main controller, and the displacement sensor is electrically connected with the main controller;
the actuating mechanism rear shell and the actuating mechanism front shell are fixedly connected to form a first accommodating cavity and a second accommodating cavity, the first speed reducing and torque increasing mechanism is arranged in the first accommodating cavity through the first ball bearing and the second ball bearing, the first speed reducing and torque increasing mechanism is connected with the first brake master cylinder, brake fluid is arranged in a first brake master cylinder chamber of the first brake master cylinder, the first master cylinder chamber is communicated with the first normally open electromagnetic valve which is connected with the first pressure sensor, the first pressure sensor is connected with the anti-lock device, the first pressure sensor and the first normally open solenoid valve are both electrically connected with the main controller, the first speed reducing and torque increasing mechanism is connected with the output end of the first power-assisted motor, and the first power-assisted motor is electrically connected with the main controller;
the second speed-reducing torque-increasing mechanism is connected with the second brake master cylinder through the third ball bearing and the fourth ball bearing, brake fluid is arranged in a second brake master cylinder chamber of the second brake master cylinder, the second brake master cylinder chamber is communicated with a second normally-open electromagnetic valve, the second normally-open electromagnetic valve is connected with a second pressure sensor, the second pressure sensor is connected with an anti-lock device, the second pressure sensor is electrically connected with a main controller, the second speed-reducing torque-increasing mechanism is connected with an output end of a second power-assisted motor, and the second power-assisted motor is electrically connected with the main controller.
Optionally, the first deceleration torque-increasing mechanism includes a first secondary deceleration gear, a first trapezoidal screw and a first primary deceleration gear, the first brake master cylinder includes a first brake master cylinder housing, a first brake master cylinder piston and a first brake master cylinder return spring, the second deceleration torque-increasing mechanism includes a second secondary deceleration gear, a second trapezoidal screw and a second primary deceleration gear, and the second brake master cylinder includes a second brake master cylinder housing, a second brake master cylinder piston and a second brake master cylinder return spring;
the first master cylinder shell and the second master cylinder shell are both fixedly connected to the actuator front shell, the first secondary reduction gear is arranged in the first accommodating cavity through the first ball bearing and the second ball bearing, the first secondary reduction gear is arranged on the outer side of the first trapezoidal screw rod, the first trapezoidal screw rod is in contact connection with the first brake master cylinder piston, the first master cylinder piston is connected with the first master cylinder return spring in a contact manner, the first master cylinder piston and the first master cylinder return spring are arranged in a first master cylinder chamber formed by the first master cylinder piston and the first master cylinder shell, the first secondary reduction gear is meshed with the first primary reduction gear, and the first primary reduction gear is connected with the output end of the first power-assisted motor;
the second-stage reduction gear is installed in the second accommodating cavity through the third ball bearing and the fourth ball bearing, the second-stage reduction gear is installed on the outer side of the second trapezoidal screw rod, the second trapezoidal screw rod is in contact connection with the second brake master cylinder piston, the second brake master cylinder piston is in contact connection with the second brake master cylinder return spring, the second brake master cylinder piston and the second brake master cylinder return spring are arranged in a second brake master cylinder cavity formed by the second brake master cylinder piston and the second brake master cylinder shell, the second-stage reduction gear is meshed with the second first-stage reduction gear, and the second first-stage reduction gear is connected with the output end of the second power-assisted motor.
Optionally, the first brake comprises a first brake caliper and a first brake disc, the second brake comprises a second brake caliper and a second brake disc, the third brake comprises a third brake caliper and a third brake disc, and the fourth brake comprises a fourth brake caliper and a fourth brake disc;
the anti-lock device is connected to the first brake caliper, the second brake caliper, the third brake caliper, and the fourth brake caliper, respectively.
Optionally, a center line of the first trapezoidal screw rod is coaxial with a center line of the first master cylinder piston.
Optionally, a center line of the second trapezoidal screw rod is coaxial with a center line of the second master cylinder piston.
Optionally, the brake-by-wire system of the automobile further comprises an oil can and an oil pipe;
the oil pot is communicated with the hydraulic chamber of the brake simulator, the first brake master cylinder chamber and the second brake master cylinder chamber through the oil pipe.
Optionally, the automobile brake-by-wire system further comprises a sub-controller;
the sub controller is electrically connected with the main controller, and the sub controller is electrically connected with the displacement sensor, the first power motor, the second power motor, the normally closed electromagnetic valve, the first normally open electromagnetic valve, the second normally open electromagnetic valve, the first pressure sensor and the second pressure sensor respectively.
Optionally, the diameter of the first master cylinder piston and the diameter of the second master cylinder piston are both smaller than a preset piston diameter threshold.
Optionally, the diameter of the first secondary reduction gear, the diameter of the first primary reduction gear, the diameter of the second secondary reduction gear, and the diameter of the second primary reduction gear are all smaller than a preset gear diameter threshold.
Optionally, the decoupling mode of the automobile brake-by-wire system is a full decoupling mode.
According to the above, the embodiment of the utility model provides a car drive-by-wire braking system has set up the complete decoupling zero braking simulator, sets up assist drive and constructs including two sets of speed reduction increase torsion mechanism, two helping hand motors and two brake master pumps, and when certain part of assist drive broke down, the complete decoupling zero braking simulator began work and brakes, has avoided the emergence of the problem of the braking force inefficacy that the in-process that goes at the car caused by certain part of assist drive broke down. Of course, it is not necessary for any product or method of the invention to achieve all of the above-described advantages at the same time.
The utility model discloses innovation point includes:
1. the fully-decoupled brake simulator is arranged, the boosting mechanism comprises two sets of speed reducing and torque increasing mechanisms, two boosting motors and two brake master pumps, when a certain component of the boosting mechanism breaks down, the fully-decoupled brake simulator starts to work to brake, and the problem that the brake force fails due to the fact that the certain component of the boosting mechanism breaks down in the driving process of an automobile is avoided.
2. The two sets of speed reducing and torque increasing mechanisms are integrated together through the front executing mechanism shell and the rear executing mechanism shell, and compared with the two sets of speed reducing and torque increasing mechanisms which are completely independent structures, the integration level is higher, and the occupied space is reduced.
3. The brake pedal is connected with the fully decoupled brake simulator through the brake push rod, the pedaling force of the brake pedal is not directly applied to the piston of the master cylinder, the feedback force of the brake pedal sensed by a driver is provided by the fully decoupled brake simulator, so that the comfort of the feeling of the driver is simpler to regulate and control, meanwhile, the motion of the brake pedal is irrelevant to the motion of the piston of the master cylinder, the pressure generated by the master cylinder is completely provided by the power-assisted motor and is not influenced by the pedaling force of the driver, the difficulty of controlling the stability of the linear control brake system is reduced, and the pedal surface of the driver cannot be accidentally injured due to the fact that the brake pedal is pressed down due to the driving of the driving motor.
4. The embodiment of the utility model provides an in diameter of first brake master cylinder piston and the diameter of second brake master cylinder piston all be less than preset piston diameter threshold value, two brake master cylinders in this embodiment are the brake master cylinder of little bore promptly, and two brake master cylinders in little bore can reduce by a wide margin to single helping hand motor's output torque's requirement for helping hand motor's rotational speed can improve, thereby improves the utility model provides a response speed of car drive-by-wire braking system.
5. The embodiment of the utility model provides an in through the mode that sets up sub-controller for when main control unit trouble, can ensure car drive-by-wire braking system and brake.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. It is to be understood that the drawings in the following description are merely exemplary of some embodiments of the invention. For a person skilled in the art, without inventive effort, further figures can be obtained from these figures.
Fig. 1 is a schematic structural diagram of an automobile brake-by-wire system provided by an embodiment of the present invention.
In fig. 1: 1 main controller, 2 brake pedals, 3 brake push rods, 4 fully decoupled brake simulators, 41 first brake simulator piston, 42 first brake simulator spring, 43 second brake simulator piston, 44 second brake simulator spring, 5 actuator front housing, 6 actuator rear housing, 7 normally closed solenoid valve, 8 anti-lock device, 9 first brake, 91 first brake caliper, 92 first brake disk, 10 second brake, 101 second brake caliper, 102 second brake disk, 11 third brake, 111 third brake caliper, 112 third brake disk, 12 fourth brake, 121 fourth brake caliper, 122 fourth brake disk, 13 displacement sensor, 14 first ball bearing, 15 second ball bearing, 16 third ball bearing, 17 fourth ball bearing, 18 first speed reducing and torque increasing mechanism, 181 first two-stage reduction gear, 182 first trapezoidal screw rod, 183 a first primary reduction gear, 19 a second reduction torque-increasing mechanism, 191 a second secondary reduction gear, 192 a second trapezoidal screw rod, 193 a second primary reduction gear, 20 a first booster motor, 21 a second booster motor, 22 a first master cylinder, 221 a first master cylinder shell, 222 a first master cylinder piston, 223 a first master cylinder return spring, 23 a second master cylinder, 231 a second master cylinder shell, 232 a second master cylinder piston, 233 a second master cylinder return spring, 24 a first normally open electromagnetic valve, 25 a second normally open electromagnetic valve, 26 a first pressure sensor, 27 a second pressure sensor, 28 a first master cylinder chamber, 29 a second master cylinder chamber, 30 a brake simulator hydraulic chamber, 31 an oil pot, 32 oil pipes and 33 pairs of controllers.
Detailed Description
The technical solution in the embodiment of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiment of the present invention. It is obvious that the described embodiments are only some of the embodiments of the present invention, and not all of them. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without any creative effort belong to the protection scope of the present invention.
It should be noted that the terms "comprises" and "comprising" and any variations thereof in the embodiments and drawings of the present invention are intended to cover non-exclusive inclusions. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those steps or elements listed, but may alternatively include other steps or elements not listed, or inherent to such process, method, article, or apparatus.
The embodiment of the utility model discloses car drive-by-wire braking system can avoid the braking force inefficacy when the trouble appears. The embodiments of the present invention will be described in detail below.
Fig. 1 is a schematic structural diagram of an automobile brake-by-wire system according to an embodiment of the present invention. The embodiment of the utility model provides a car brake-by-wire system includes main control unit 1, brake pedal 2, brake push rod 3, complete decoupling zero braking simulator 4, actuating mechanism procapsid 5, actuating mechanism rear housing 6, normally closed solenoid valve 7, anti-lock device 8, first stopper 9, second stopper 10, third stopper 11, fourth stopper 12, displacement sensor 13, first ball bearing 14, second ball bearing 15, third ball bearing 16, fourth ball bearing 17, first speed reduction increases turns round mechanism 18, second speed reduction increases turns round mechanism 19, first helping hand motor 20, second helping hand motor 21, first brake master cylinder 22, second brake master cylinder 23, first normally open solenoid valve 24, second normally open solenoid valve 25, first pressure sensor 26 and second pressure sensor 27.
The existing decoupling mode of the brake-by-wire system is a mechanical non-decoupling mode or a semi-decoupling mode, wherein the decoupling mode is a decoupling mode between a brake pedal and a brake master cylinder in the brake-by-wire system.
Aiming at a mechanical non-decoupling mode, when the boosting motor is driven to boost, the brake pedal can be pressed down along with the build-up pressure of the brake master cylinder, the foot surface of a driver is easily injured by mistake, the feedback force of the brake pedal 2 felt by the driver is provided by the brake master cylinder, the difficulty of controlling the comfort of the foot feeling of the driver is increased, and meanwhile, the pedaling force of the driver for pedaling the brake pedal can also act on a piston of the brake master cylinder, so that the pressure generated by the brake master cylinder is provided by the boosting motor and the pedaling force, and the difficulty of controlling the stability of a linear control brake system is increased. Aiming at a half-half decoupling mode, a certain gap exists between a pedal push rod of a brake pedal and a piston of a master cylinder, decoupling can be achieved within a preset boosting strength range, the problems that stability of a brake-by-wire system and comfort of a driver foot lever are difficult to control in the mechanical non-decoupling mode are avoided, but when the mechanical non-decoupling mode exceeds the preset boosting strength range or the driver steps on the brake pedal suddenly, the pedal push rod of the brake pedal still can push the piston of the master cylinder, and stability of the brake-by-wire system and comfort of the driver foot lever are difficult to control.
In order to reduce the difficulty of controlling the stability of the line control brake system and the comfort of the foot feeling of a driver, the automobile line control brake system in the embodiment of the utility model is provided with a decoupling mode which is a full decoupling mode, thus, a fully decoupled brake simulator 4 is provided, with continued reference to fig. 1, with the brake pedal 2 and the brake push rod 3 connected, with the brake push rod 3 being connected in contact with a first brake simulator piston 41, the first brake simulator piston 41 being connected in contact with a first brake simulator spring 42, the first brake simulator spring 42 being connected with a second brake simulator piston 43, the second brake simulator piston 43 being connected in contact with a second brake simulator spring 44, the first brake simulator spring 43 being arranged in a brake simulator hydraulic chamber formed by the first brake simulator piston 41, the second brake simulator piston 43 and the actuator rear housing 6.
Brake push rod 3 is connected with full decoupling zero braking simulator 4, full decoupling zero braking simulator 4 is installed in actuating mechanism rear housing 6, be provided with the brake fluid in full decoupling zero braking simulator 4's the braking simulator hydraulic chamber, braking simulator hydraulic chamber and normally closed solenoid valve 7 intercommunication, normally closed solenoid valve 7 is connected with anti-lock device 8, anti-lock device 8 respectively with first stopper 9, second stopper 10, third stopper 11 and fourth stopper 12 are connected, normally closed solenoid valve 7 is connected with main control unit 1 electricity, displacement sensor 13 detects the displacement of brake push rod 3, displacement sensor 13 is connected with main control unit 1 electricity.
In order to guarantee at the in-process that traveles of car, when certain part of assist drive device breaks down, can avoid the brake force inefficacy, the embodiment of the utility model provides an assist drive device has set up two sets of speed reduction and has increased the turn round mechanism, two helping hand motors and two brake master pumps, is first speed reduction and increases the turn round mechanism 18, second speed reduction and increase the turn round mechanism 19, first helping hand motor 20, second helping hand motor 21, first brake master pump 22 and second brake master pump 23 respectively.
If set up two sets of speed reduction and increase a round mechanism to totally independent structure, will occupy great space, consequently, the embodiment of the utility model provides an in, still set up actuating mechanism procapsid 5 and actuating mechanism rear housing 6, actuating mechanism rear housing 5 and actuating mechanism procapsid 6 fixed connection form first holding chamber and second holding chamber, then place two sets of speed reduction and increase a round mechanism in first holding chamber and second holding intracavity respectively. Specifically, the first speed-reducing and torque-increasing mechanism 18 is installed in the first accommodating cavity through the first ball bearing 14 and the second ball bearing 15, and the second speed-reducing and torque-increasing mechanism 19 is installed in the second accommodating cavity through the third ball bearing 16 and the fourth ball bearing 17.
Therefore, the two sets of speed reducing and torque increasing mechanisms are integrated together through the front actuating mechanism shell 5 and the rear actuating mechanism shell 6, and compared with the two sets of speed reducing and torque increasing mechanisms which are completely independent structures, the integration level is higher, and the occupied space is reduced.
In order to make when helping hand mechanism breaks down, main control unit 1 can in time be told, the embodiment of the utility model provides a first pressure sensor 26 and second pressure sensor 27 have still been set up, first speed reduction increases turns round mechanism 18 and is connected with first brake master cylinder 22, be provided with the brake fluid in first brake master cylinder cavity 28 of first brake master cylinder 22, first brake master cylinder cavity 28 and first normally open solenoid valve 24 intercommunication, first normally open solenoid valve 24 is connected with first pressure sensor 26, first pressure sensor 26 is connected with anti-lock device 8, first pressure sensor 26 and first normally open solenoid valve 24 all are connected with main control unit 1 electricity, first speed reduction increases turns round mechanism 18 and is connected with first helping hand motor 20's output, first helping hand motor 20 is connected with main control unit 1 electricity. The second deceleration torque-increasing mechanism 19 is connected with the second brake master cylinder 23, brake fluid is arranged in a second brake master cylinder chamber 29 of the second brake master cylinder 23, the second brake master cylinder chamber 29 is communicated with a second normally open electromagnetic valve 25, the second normally open electromagnetic valve 25 is connected with a second pressure sensor 27, the second pressure sensor 27 is connected with the anti-lock device 8, the second pressure sensor 27 and the second normally open electromagnetic valve 25 are both electrically connected with the main controller 1, the second deceleration torque-increasing mechanism 19 is connected with the output end of the second booster motor 21, and the second booster motor 21 is electrically connected with the main controller 1.
When the boosting mechanism is not in fault, a driver steps on the brake pedal 2 to enable the brake push rod 3 to move forwards, the displacement sensor 13 detects the displacement of the brake push rod 3 and sends a displacement signal to the main controller 1, the main controller 1 receives the displacement signal to know the braking intention of the driver, at the moment, the main controller 1 simultaneously drives the two boosting motors to rotate, namely the main controller 1 drives the first boosting motor 20 to rotate, so that the first boosting motor 20 drives the first speed reducing and torque increasing mechanism 18 to push the first brake master pump 22, the first brake master pump 22 works, brake fluid in a first brake master pump chamber 28 of the first brake master pump 22 flows into the anti-lock device 8 through the first normally open electromagnetic valve 24 and the first pressure sensor 26, and the anti-lock device 8 drives the first brake 9 and the second brake 10 to brake; the main controller 1 drives the second booster motor 21 to rotate, so that the second booster motor 21 drives the second speed reducing and torque increasing mechanism 19 to push the second master cylinder 23, the second master cylinder 23 operates, the brake fluid in the second master cylinder chamber 29 of the second master cylinder 23 flows into the anti-lock device 8 through the second normally open solenoid valve 25 and the second pressure sensor 27, and the anti-lock device 8 drives the third brake 11 and the fourth brake 12 to brake.
It can be seen that the brake pedal 2 is connected with the fully decoupled brake simulator 4 through the brake push rod 3, the pedaling force of the brake pedal 2 is not directly applied to the piston of the master cylinder, the feedback force of the brake pedal 2 felt by the driver is provided by the fully decoupled brake simulator 4, so that the comfort of the feeling of the driver is easier to regulate and control, meanwhile, the movement of the brake pedal 2 is irrelevant to the movement of the piston of the master cylinder, the pressure generated by the master cylinder is completely provided by the booster motor and is not influenced by the pedaling force of the driver, the difficulty in controlling the stability of the line control system is reduced, and the driver's foot surface cannot be accidentally injured due to the fact that the brake pedal is pressed down due to the driving of the driving motor.
When the brake fluid in the first master cylinder chamber 28 passes through the first pressure sensor 26, the first pressure sensor 26 detects the pressure and sends a first pressure signal to the master controller 1, when the brake fluid in the second master cylinder chamber 29 passes through the second pressure sensor 27, the second pressure sensor 27 sends a second pressure signal to the master controller 1, the master controller 1 receives the first pressure signal and the second pressure signal, knows the pressure generated by the first master cylinder 22 and the pressure generated by the second master cylinder 23, and since the pressure generated by the master cylinder is related to the braking deceleration, in order to make the braking deceleration more stable and the braking deceleration can be changed according to the braking intention of the driver, the master controller 1 is configured to determine a first torque corresponding to the first pressure signal and a second torque corresponding to the second pressure signal according to the preset corresponding relationship between the pressure and the torque, the torque of the first assist motor 20 is adjusted to the first torque and the torque of the second assist motor 21 is adjusted to the second torque.
Therefore, when braking is carried out, the first pressure signal and the second pressure signal are fed back to the main controller 1 through the first pressure sensor 26 and the second pressure sensor 27, the main controller 1 adjusts the torque of the first power-assisted motor 20 and the torque of the second power-assisted motor 21 according to the first pressure signal and the second pressure signal, so that the pressure generated by the first master cylinder 22 and the pressure generated by the second master cylinder 23 are accurately controlled, the pressure generated by the first master cylinder 22 and the pressure generated by the second master cylinder 23 closely follow the driving intention of a driver and enter a stable state, the brake following performance is good, and braking is smoother.
The power assist mechanism has three cases of failure: first failure case: at least one of the first power-assisted motor 20, the first master cylinder 22 or the first speed-reducing and torque-increasing mechanism 18 is out of work due to a fault, and the second fault condition is that: at least one component of the second booster motor 21, the second brake master cylinder 23 or the second speed reducing and torque increasing mechanism 19 fails and does not work, and the third failure condition is that: at least one of the first assist motor 20, the first master cylinder 22, or the first speed reduction and torque increase mechanism 18 is out of operation due to a failure, and at least one of the second master cylinder 23 or the second speed reduction and torque increase mechanism 19 is out of operation due to a failure.
When the first pressure signal is used for determining that the fault condition is the first fault condition, the main controller 1 controls the first normally open electromagnetic valve 24 to be closed, controls the normally closed electromagnetic valve 7 to be opened, the fully decoupled brake simulator 4 starts to work, brake fluid in a brake simulator hydraulic chamber 30 of the fully decoupled brake simulator 4 flows into the anti-lock device 8 through the normally closed electromagnetic valve 7, and the anti-lock device 8 drives the first brake 9 and the second brake 10 to brake.
The main controller 1 is specifically configured to determine whether a first pressure detected by the first pressure sensor 26 changes within a first preset time period according to the first pressure signal, determine that no fault occurs if the first pressure changes, and determine that a fault occurs if the first pressure does not change.
When the second pressure signal is used for determining that the fault condition is the second fault condition, the main controller 1 controls the second normally open electromagnetic valve 25 to be closed, controls the normally closed electromagnetic valve 7 to be opened, the fully decoupled braking simulator 4 starts to work, brake fluid in a braking simulator hydraulic chamber 30 of the fully decoupled braking simulator 4 flows into the anti-lock device 8 through the normally closed electromagnetic valve 7, and the anti-lock device 8 drives the third brake 11 and the fourth brake 12 to brake.
The main controller 1 is specifically configured to determine whether the second pressure detected by the second pressure sensor 27 changes within a second preset time period according to the second pressure signal, determine that no fault occurs if the second pressure detected changes within the second preset time period, and determine that a fault occurs if the second pressure detected changes within the second preset time period.
When the situation that the fault is the third fault situation is determined according to the first pressure signal and the second pressure signal, the main controller 1 controls the first normally open electromagnetic valve 24 and the second normally open electromagnetic valve 25 to be closed, controls the normally closed electromagnetic valve 7 to be opened, the fully decoupled braking simulator 4 starts to work, brake fluid in a braking simulator hydraulic chamber 30 of the fully decoupled braking simulator 4 flows into the anti-lock device 8 through the normally closed electromagnetic valve 7, and the anti-lock device 8 drives the third brake 11 and the fourth brake 12 to brake.
The main controller 1 is specifically configured to determine whether a first pressure detected by the first pressure sensor 26 changes within a first preset time period according to the first pressure signal, determine whether a second pressure detected by the second pressure sensor 27 changes within a second preset time period according to the second pressure signal, and determine that a fault occurs if neither the first pressure nor the second pressure changes.
It can be known from the above that, in this embodiment, a fully decoupled brake simulator is provided, and a power-assisted mechanism includes two sets of speed-reducing torque-increasing mechanisms, two power-assisted motors and two brake master pumps, and when a certain component of the power-assisted mechanism breaks down, the fully decoupled brake simulator starts to work to brake, thereby avoiding the occurrence of brake force failure caused by the failure of the certain component of the power-assisted mechanism during the driving of the vehicle.
With continued reference to fig. 1, the fully decoupled brake simulator 4 may include a first brake simulator piston 41, a first brake simulator spring 42, a second brake simulator piston 43, and a second brake simulator spring 44, the first deceleration torque-increasing mechanism 18 may include a first secondary reduction gear 181, a first ladder lead screw 182, and a first primary reduction gear 183, the first master cylinder 22 may include a first master cylinder housing 221, a first master cylinder piston 222, and a first master cylinder return spring 223, the second deceleration torque-increasing mechanism 19 may include a second secondary reduction gear 191, a second ladder lead screw 192, and a second primary reduction gear 193, and the second master cylinder 23 may include a second master cylinder housing 231, a second master cylinder piston 232, and a second master cylinder return spring 233.
The first master cylinder shell 221 and the second master cylinder shell 231 are both fixedly connected to the actuator front shell 5, the first secondary reduction gear 181 is mounted in the first accommodating cavity through the first ball bearing 14 and the second ball bearing 15, the first secondary reduction gear 181 is mounted on the outer side of the first trapezoidal screw 182, the first trapezoidal screw 182 is in contact connection with the first master cylinder piston 222, the first master cylinder piston 22 is in contact connection with the first master cylinder return spring 223, the first master cylinder piston 222 and the first master cylinder return spring 223 are disposed in the first master cylinder chamber 28 formed by the first master cylinder piston 222 and the first master cylinder shell 221, the first secondary reduction gear 181 is engaged with the first primary reduction gear 183, and the first primary reduction gear 183 is connected with the output end of the first power motor 20.
The second secondary reduction gear 191 is mounted in the second accommodating cavity through a third ball bearing 16 and a fourth ball bearing 17, the second secondary reduction gear 191 is mounted on the outer side of the second trapezoidal screw 192, the second trapezoidal screw 192 is in contact connection with the second master cylinder piston 232, the second master cylinder piston 232 is in contact connection with the second master cylinder return spring 233, the second master cylinder piston 232 and the second master cylinder return spring 233 are arranged in a second master cylinder chamber 29 formed by the second master cylinder piston 232 and the second master cylinder housing 231, the second secondary reduction gear 191 is engaged with the second primary reduction gear 193, and the second primary reduction gear 193 is connected with the output end of the second power-assisted motor 21. The center line of the first trapezoidal screw 182 is coaxial with the center line of the first master cylinder piston 22, and the center line of the second trapezoidal screw 192 is coaxial with the center line of the second master cylinder piston 232.
When the boosting mechanism is not in fault, the driver steps on the brake pedal 2, so that the brake push rod 3 pushes the second brake simulator piston 43 to compress the second brake simulator spring 44, therefore, the displacement detected by the displacement sensor 13 is the displacement generated when the brake push rod 3 compresses the second brake simulator spring 44 through the second brake simulator piston 43, the main controller 1 is specifically configured to receive a displacement signal, drive the first boosting motor 20 to rotate, the first boosting motor 20 rotates and generates torque, the first boosting motor 20 drives the first primary reduction gear 183 to rotate, so that the torque generated by the first boosting motor 20 is subjected to primary speed reduction and torque increase through the first primary reduction gear 183, the first primary reduction gear 183 drives the first secondary reduction gear 181 to rotate, so that the torque subjected to the primary speed reduction and torque increase is subjected to secondary speed reduction and torque increase through the first secondary reduction gear 181, the first secondary reduction gear 181 drives the first trapezoidal screw 182 to move linearly, so that the torque subjected to the secondary reduction and torque increase is converted into translational thrust through the first trapezoidal screw 182, the first trapezoidal screw 182 pushes the first brake master cylinder piston 222 to compress the first brake master cylinder return spring 223, the volume of the first brake master cylinder chamber 28 is reduced, and the brake fluid in the first brake master cylinder chamber 28 flows into the anti-lock device 8 through the first normally-open electromagnetic valve 24 and the first pressure sensor 26.
Furthermore, the main controller 1 is specifically configured to receive a displacement signal, drive the second power motor 21 to rotate, the second power motor 21 rotates and generates a torque, the second power motor 21 drives the second primary reduction gear 193 to rotate, so that the torque generated by the second power motor 21 is subjected to primary speed reduction and torque increase through the second primary reduction gear 193, the second primary reduction gear 193 drives the second secondary reduction gear 191 to rotate, so that the torque subjected to the primary speed reduction and torque increase is subjected to secondary speed reduction and torque increase through the second primary reduction gear 193, the second secondary reduction gear 191 drives the second trapezoidal screw 192 to linearly move, so that the torque subjected to the secondary speed reduction and torque increase is converted into translational thrust through the second trapezoidal screw 192, the second trapezoidal screw 192 pushes the second brake master pump piston 232 to compress the second brake master pump return spring 233, so that the volume of the second brake master pump chamber 29 is reduced, the brake fluid in the second master cylinder chamber 29 flows into the anti-lock brake system 8 through the second normally open solenoid valve 25 and the second pressure sensor 27.
The main controller 1 is specifically configured to receive the first pressure signal and the second pressure signal, and when it is determined that a fault occurs according to the first pressure signal, control the first normally-open electromagnetic valve 24 to close, control the normally-closed electromagnetic valve 7 to open, compress the first brake simulator spring 42 by the first brake simulator piston 41, reduce the volume of the brake simulator hydraulic chamber 30, and allow the brake fluid in the brake simulator hydraulic chamber 30 to flow into the anti-lock device 8 through the normally-closed electromagnetic valve 7; when it is determined that a fault occurs according to the second pressure signal, the second normally open solenoid valve 25 is controlled to be closed, the normally closed solenoid valve 7 is controlled to be opened, the first brake simulator piston 41 compresses the first brake simulator spring 42, the volume of the brake simulator hydraulic chamber 30 becomes small, and the brake fluid in the brake simulator hydraulic chamber 30 flows into the anti-lock brake device 8 through the normally closed solenoid valve 7; when it is determined that a fault occurs according to the first pressure signal and the second pressure signal, the first normally open solenoid valve 24 and the second normally open solenoid valve 25 are both controlled to be closed, the normally closed solenoid valve 7 is controlled to be opened, the first brake simulator piston 41 compresses the first brake simulator spring 42, the volume of the brake simulator hydraulic chamber 30 becomes small, and the brake fluid in the brake simulator hydraulic chamber 30 flows into the anti-lock brake device 8 through the normally closed solenoid valve 7.
The embodiment of the present invention provides a diameter of the first master cylinder piston 222 and a diameter of the second master cylinder piston 232 are both smaller than a preset piston diameter threshold, that is, the two master cylinders in the embodiment are master cylinders with small cylinder diameters. Because same vehicle if will satisfy the same brake performance, the total oil output that needs the master cylinder is the same, under the prerequisite of taking into account system response time, compares in the double-cylinder brake master cylinder in the current scheme, and two brake master cylinders of little cylinder diameter can reduce by a wide margin to the requirement of single helping hand motor's output torque for helping hand motor's rotational speed can improve, thereby improves the embodiment of the utility model provides a car drive-by-wire braking system's response speed.
Because the thrust required by the two brake master pumps with small cylinder diameters is smaller, the transmission ratio of the speed-reducing torque-increasing gear can be properly reduced, and therefore, the diameter of the gear can be correspondingly reduced, namely the diameter of the first secondary reduction gear 181, the diameter of the first primary reduction gear 183, the diameter of the second secondary reduction gear 191 and the diameter of the second primary reduction gear 193 are all smaller than a preset gear diameter threshold value, so that the occupied space of the gear is smaller, and the occupied space of the whole automobile brake-by-wire system is smaller.
With continued reference to fig. 1, the first brake 9 may include a first caliper 91 and a first brake disk 92, the second brake 10 may include a second caliper 101 and a second brake disk 102, the third brake 11 may include a third caliper 111 and a third brake disk 112, and the fourth brake 12 may include a fourth caliper 121 and a fourth brake disk 122.
The anti-lock braking device 8 drives the first brake caliper 91 to clamp the first brake disc 92 and the second brake caliper 101 to clamp the second brake disc 102, or the anti-lock braking device 8 drives the third brake caliper 111 to clamp the third brake disc 112 and the fourth brake caliper 121 to clamp the fourth brake disc 122.
As a result, braking is performed by the brake caliper clamping the brake disc, and after braking is completed, the first brake caliper 91 releases the first brake disc 92, the second brake caliper 101 releases the second brake disc 102, the third brake caliper 111 releases the third brake disc 112, and the fourth brake caliper 121 releases the fourth brake disc 122.
The embodiment of the utility model provides a car drive-by-wire braking system needs the fuel feeding, consequently, continues to refer to fig. 1, the utility model provides a car drive-by-wire braking system still includes oilcan 31 and oil pipe 32, and oilcan 31 communicates with braking simulator hydraulic pressure cavity 30, first braking master cylinder cavity 28 and second braking master cylinder cavity 29 respectively through oil pipe 32, and from this, oilcan 31 supplies oil to braking simulator hydraulic pressure cavity 30, first braking master cylinder cavity 28 and second braking master cylinder cavity 29 respectively through oil pipe 32.
Because main control unit 1 also can break down sometimes, will not brake when main control unit 1 breaks down, consequently, in order to avoid the emergence of this kind of condition, continue to refer to fig. 1, the embodiment of the utility model provides an automobile wire control braking system still includes sub-controller 33, and sub-controller 33 is connected with main control unit 1 electricity, and sub-controller 33 is connected with displacement sensor 13, first helping hand motor 20, second helping hand motor 21, normally closed solenoid valve 7, first normally open solenoid valve 24, second normally open solenoid valve 25, first pressure sensor 26 and second pressure sensor 27 electricity respectively.
The displacement sensor 13 detects displacement and sends a displacement signal to the sub-controller 33, the main controller 1 sends a fault signal to the sub-controller 33, the sub-controller 33 receives the displacement signal and the fault signal, the sub-controller 33 learns that the main controller 1 is in fault after receiving the fault signal, at the moment, the sub-controller 33 plays the same role as the main controller 1, the sub-controller 33 drives the first power-assisted motor 20 to rotate, the first power-assisted motor 20 rotates and generates torque, the first power-assisted motor 20 drives the first primary reduction gear 183 to rotate, so that the torque generated by the first power-assisted motor 20 is subjected to primary speed reduction and torque increase through the first primary reduction gear 183, the first primary reduction gear 183 drives the first secondary reduction gear 181 to rotate, the torque subjected to the primary speed reduction and torque increase is subjected to secondary speed reduction and torque increase through the first secondary reduction gear 181, and the first secondary reduction gear 181 drives the first trapezoidal screw rod 182 to move linearly, the torque after the second-stage speed reduction and torque increase is converted into translational thrust through the first trapezoidal screw rod 182, the first trapezoidal screw rod 182 pushes the first master cylinder piston 222 to compress the first master cylinder return spring 223, the volume of the first master cylinder chamber 28 is reduced, the brake fluid in the first master cylinder chamber 28 flows into the anti-lock device 8 through the first normally-open electromagnetic valve 24 and the first pressure sensor 26, and the anti-lock device 8 drives the first brake 9 and the second brake 10 to brake.
And, the sub-controller 33 receives the displacement signal and the fault signal, the sub-controller 33 drives the second booster motor 21 to rotate, the second booster motor 21 rotates and generates torque, the second booster motor 21 drives the second first-stage reduction gear 193 to rotate, so that the torque generated by the second booster motor 21 is subjected to first-stage speed reduction and torque increase through the second first-stage reduction gear 193, the second first-stage reduction gear 193 drives the second-stage reduction gear 191 to rotate, so that the torque subjected to first-stage speed reduction and torque increase is subjected to second-stage speed reduction and torque increase through the second first-stage reduction gear 193, the second-stage reduction gear 191 drives the second trapezoidal lead screw 192 to move linearly, so that the torque subjected to second-stage speed reduction and torque increase is converted into translational thrust through the second trapezoidal lead screw 192, the second trapezoidal lead screw 192 pushes the second brake master pump piston 232 to compress the second brake master pump return spring 233, so that the volume of the second brake master pump chamber, the brake fluid in the second master cylinder chamber 29 flows into the anti-lock device 8 through the second normally open solenoid valve 25 and the second pressure sensor 27, and the anti-lock device 8 drives the third brake 11 and the fourth brake 12 to brake.
Therefore, the brake-by-wire system of the automobile can be ensured to brake when the main controller fails by arranging the auxiliary controller.
When the brake fluid in the first master cylinder chamber 28 passes through the first pressure sensor 26, the first pressure sensor 26 detects the pressure and sends a first pressure signal to the sub-controller 33, when the brake fluid in the second master cylinder chamber 29 passes through the second pressure sensor 27, the second pressure sensor 27 sends a second pressure signal to the sub-controller 33, and the sub-controller 33 receives the first pressure signal and the second pressure signal.
The power assist mechanism has three cases of failure: first failure case: at least one of the first power-assisted motor 20, the first master cylinder 22 or the first speed-reducing and torque-increasing mechanism 18 is out of work due to a fault, and the second fault condition is that: at least one component of the second booster motor 21, the second brake master cylinder 23 or the second speed reducing and torque increasing mechanism 19 fails and does not work, and the third failure condition is that: at least one of the first assist motor 20, the first master cylinder 22, or the first speed reduction and torque increase mechanism 18 is out of operation due to a failure, and at least one of the second master cylinder 23 or the second speed reduction and torque increase mechanism 19 is out of operation due to a failure.
When the first pressure signal is used for determining that the fault is the first fault condition, the sub-controller 33 controls the first normally open electromagnetic valve 24 to be closed, controls the normally closed electromagnetic valve 7 to be opened, starts the fully decoupled brake simulator 4 to work, compresses the first brake simulator spring 42 by the first brake simulator piston 41, enables brake fluid in the brake simulator hydraulic chamber 30 to flow into the anti-lock device 8 through the normally closed electromagnetic valve 7, and enables the anti-lock device 8 to drive the first brake 9 and the second brake 10 to brake.
When the second pressure signal is used for determining that the fault is the second fault condition, the secondary controller 33 controls the second normally open electromagnetic valve 25 to be closed, controls the normally closed electromagnetic valve 7 to be opened, the fully decoupled brake simulator 4 starts to work, the first brake simulator piston 41 compresses the first brake simulator spring 42, the brake fluid in the brake simulator hydraulic chamber 30 flows into the anti-lock device 8 through the normally closed electromagnetic valve 7, and the anti-lock device 8 drives the third brake 11 and the fourth brake 12 to brake.
When the situation that the fault is the third fault situation is determined according to the first pressure signal and the second pressure signal, the sub-controller 33 controls the first normally-open electromagnetic valve 24 and the second normally-open electromagnetic valve 25 to be closed, controls the normally-closed electromagnetic valve 7 to be opened, starts the fully-decoupled brake simulator 4 to work, the first brake simulator piston 41 compresses the first brake simulator spring 42, brake fluid in the brake simulator hydraulic chamber 30 flows into the anti-lock device 8 through the normally-closed electromagnetic valve 7, and the anti-lock device 8 drives the third brake 11 and the fourth brake 12 to brake.
Therefore, by the mode of arranging the auxiliary controller, when the main controller fails and a certain component of the boosting mechanism fails, the auxiliary controller controls the fully-decoupled brake simulator to start to work for braking, and the problem of brake force failure caused by the failure of the certain component of the boosting mechanism in the driving process of the automobile is avoided.
Those of ordinary skill in the art will understand that: the figures are schematic representations of one embodiment, and the blocks or processes in the figures are not necessarily required to practice the present invention.
Those of ordinary skill in the art will understand that: modules in the devices in the embodiments may be distributed in the devices in the embodiments according to the description of the embodiments, or may be located in one or more devices different from the embodiments with corresponding changes. The modules of the above embodiments may be combined into one module, or further split into multiple sub-modules.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the embodiments of the present invention.
Claims (10)
1. An automotive brake-by-wire system, comprising: the full-decoupling brake simulator comprises a first brake simulator piston, a first brake simulator spring, a second brake simulator piston and a second brake simulator spring;
the brake pedal is connected with the brake push rod, the brake push rod is in contact connection with the first brake simulator piston, the first brake simulator piston is in contact connection with the first brake simulator spring, the first brake simulator spring is in contact connection with the second brake simulator piston, the second brake simulator piston is in contact connection with the second brake simulator spring, the first brake simulator spring is arranged in a brake simulator hydraulic cavity formed by the first brake simulator piston, the second brake simulator piston and the executing mechanism rear shell, brake fluid is arranged in the brake simulator hydraulic cavity, the brake simulator hydraulic cavity is communicated with the normally closed electromagnetic valve, the normally closed electromagnetic valve is connected with the anti-lock device, and the anti-lock device is respectively connected with the first brake, The second brake, the third brake and the fourth brake are connected, the normally closed electromagnetic valve is electrically connected with the main controller, and the displacement sensor is electrically connected with the main controller;
the actuating mechanism rear shell and the actuating mechanism front shell are fixedly connected to form a first accommodating cavity and a second accommodating cavity, the first speed reducing and torque increasing mechanism is arranged in the first accommodating cavity through the first ball bearing and the second ball bearing, the first speed reducing and torque increasing mechanism is connected with the first brake master cylinder, brake fluid is arranged in a first brake master cylinder chamber of the first brake master cylinder, the first master cylinder chamber is communicated with the first normally open electromagnetic valve which is connected with the first pressure sensor, the first pressure sensor is connected with the anti-lock device, the first pressure sensor and the first normally open solenoid valve are both electrically connected with the main controller, the first speed reducing and torque increasing mechanism is connected with the output end of the first power-assisted motor, and the first power-assisted motor is electrically connected with the main controller;
the second speed-reducing torque-increasing mechanism is connected with the second brake master cylinder through the third ball bearing and the fourth ball bearing, brake fluid is arranged in a second brake master cylinder chamber of the second brake master cylinder, the second brake master cylinder chamber is communicated with a second normally-open electromagnetic valve, the second normally-open electromagnetic valve is connected with a second pressure sensor, the second pressure sensor is connected with an anti-lock device, the second pressure sensor is electrically connected with a main controller, the second speed-reducing torque-increasing mechanism is connected with an output end of a second power-assisted motor, and the second power-assisted motor is electrically connected with the main controller.
2. The automotive brake-by-wire system of claim 1, wherein the first deceleration torque-increasing mechanism comprises a first secondary reduction gear, a first trapezoidal screw and a first primary reduction gear, the first brake master cylinder comprises a first brake master cylinder housing, a first brake master cylinder piston and a first brake master cylinder return spring, the second deceleration torque-increasing mechanism comprises a second secondary reduction gear, a second trapezoidal screw and a second primary reduction gear, and the second brake master cylinder comprises a second brake master cylinder housing, a second brake master cylinder piston and a second brake master cylinder return spring;
the first master cylinder shell and the second master cylinder shell are both fixedly connected to the actuator front shell, the first secondary reduction gear is arranged in the first accommodating cavity through the first ball bearing and the second ball bearing, the first secondary reduction gear is arranged on the outer side of the first trapezoidal screw rod, the first trapezoidal screw rod is in contact connection with the first brake master cylinder piston, the first master cylinder piston is connected with the first master cylinder return spring in a contact manner, the first master cylinder piston and the first master cylinder return spring are arranged in a first master cylinder chamber formed by the first master cylinder piston and the first master cylinder shell, the first secondary reduction gear is meshed with the first primary reduction gear, and the first primary reduction gear is connected with the output end of the first power-assisted motor;
the second-stage reduction gear is installed in the second accommodating cavity through the third ball bearing and the fourth ball bearing, the second-stage reduction gear is installed on the outer side of the second trapezoidal screw rod, the second trapezoidal screw rod is in contact connection with the second brake master cylinder piston, the second brake master cylinder piston is in contact connection with the second brake master cylinder return spring, the second brake master cylinder piston and the second brake master cylinder return spring are arranged in a second brake master cylinder cavity formed by the second brake master cylinder piston and the second brake master cylinder shell, the second-stage reduction gear is meshed with the second first-stage reduction gear, and the second first-stage reduction gear is connected with the output end of the second power-assisted motor.
3. The automotive brake-by-wire system according to claim 1 or 2, wherein the first brake comprises a first caliper and a first brake disc, the second brake comprises a second caliper and a second brake disc, the third brake comprises a third caliper and a third brake disc, and the fourth brake comprises a fourth caliper and a fourth brake disc;
the anti-lock device is connected to the first brake caliper, the second brake caliper, the third brake caliper, and the fourth brake caliper, respectively.
4. The vehicle brake-by-wire system of claim 2, wherein a centerline of the first acme screw is coaxial with a centerline of the first brake master cylinder piston.
5. The vehicle brake-by-wire system of claim 2, wherein a centerline of the second acme screw is coaxial with a centerline of the second brake master cylinder piston.
6. The automotive brake-by-wire system of claim 2, further comprising an oil can and an oil tube;
the oil pot is communicated with the hydraulic chamber of the brake simulator, the first brake master cylinder chamber and the second brake master cylinder chamber through the oil pipe.
7. The automotive brake-by-wire system of claim 2, further comprising a secondary controller;
the sub controller is electrically connected with the main controller, and the sub controller is electrically connected with the displacement sensor, the first power motor, the second power motor, the normally closed electromagnetic valve, the first normally open electromagnetic valve, the second normally open electromagnetic valve, the first pressure sensor and the second pressure sensor respectively.
8. The vehicle brake-by-wire system of claim 2, wherein the diameter of the first master cylinder piston and the diameter of the second master cylinder piston are both less than a preset piston diameter threshold.
9. The vehicle brake-by-wire system of claim 2, wherein the diameter of the first secondary reduction gear, the diameter of the first primary reduction gear, the diameter of the second secondary reduction gear, and the diameter of the second primary reduction gear are all less than a predetermined gear diameter threshold.
10. The vehicle brake-by-wire system of claim 1, wherein the decoupling mode of the vehicle brake-by-wire system is a fully decoupled mode.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921785947.2U CN210852422U (en) | 2019-10-23 | 2019-10-23 | Automobile line control brake system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201921785947.2U CN210852422U (en) | 2019-10-23 | 2019-10-23 | Automobile line control brake system |
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| CN210852422U true CN210852422U (en) | 2020-06-26 |
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| CN201921785947.2U Expired - Fee Related CN210852422U (en) | 2019-10-23 | 2019-10-23 | Automobile line control brake system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110654362A (en) * | 2019-10-23 | 2020-01-07 | 清华大学 | Automobile line control brake system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110654362A (en) * | 2019-10-23 | 2020-01-07 | 清华大学 | Automobile line control brake system |
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