CN211543502U - Integrated brake-by-wire system for vehicle - Google Patents
Integrated brake-by-wire system for vehicle Download PDFInfo
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- CN211543502U CN211543502U CN201922178917.1U CN201922178917U CN211543502U CN 211543502 U CN211543502 U CN 211543502U CN 201922178917 U CN201922178917 U CN 201922178917U CN 211543502 U CN211543502 U CN 211543502U
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Abstract
The utility model discloses an integrated form drive-by-wire braking system for vehicle contains the oilcan that provides brake fluid, still contains: the first brake circuit is used for braking the right front wheel and the left rear wheel; the second brake circuit is used for braking the left front wheel and the right rear wheel; the brake module is respectively connected with a brake pedal and/or a brake pedal simulator of a vehicle, a vehicle control system, an oil can, a first brake circuit and a second brake circuit; and the pressure building module is respectively connected with the oil can, the first brake circuit, the second brake circuit and the vehicle control system, and is used for building and outputting hydraulic braking force corresponding to the brake signal to the first brake circuit and the second brake circuit after receiving the brake signal of the vehicle control system. The utility model has high dynamic response characteristic, and better meets the requirement of quick response; the system can better respond to external braking requests and energy recovery without influencing the feeling of a brake pedal; meanwhile, the safety redundancy requirement can be completely met through the safety mechanical backup.
Description
Technical Field
The utility model relates to a vehicle hydraulic braking technique, in particular to integrated form drive-by-wire braking system for vehicle.
Background
At present, an integrated brake line control system (CN 108944877 a) is known, which includes 1 motor, 14 solenoid valves, 1 set of one-way pressure-building transmission unit, 1 set of brake pedal simulator, 1 set of brake master cylinder, 1 liquid-absorbing one-way valve, 1 valve block, 1 boosting cavity, 1 oil can, 1 brake pedal stroke sensor, 2 first pressure sensors, 1 motor position sensor, and the like. The system can only build pressure when the motor moves forward, the motor can not build pressure when moving back, and the brake fluid in the forward cavity needs to move back for fluid infusion after the brake fluid is used up during long-time braking.
In addition, in the known integrated brake control system, the electromagnetic valve needs to be closed firstly in the fluid infusion process, then the motor is controlled to retreat to absorb fluid, and then the motor is controlled to advance to build pressure, and the system pressure is reduced due to the pressure relief of the wheel cylinder in the fluid infusion time, so that the brake performance is reduced. In addition, in the known integrated brake control system, in the fluid infusion process, in order to shorten the fluid infusion time, extremely fast response of the electromagnetic valve and the motor is required, and the hardware cost and the software control difficulty are improved.
In addition, the known integrated brake control system only can build pressure when the motor advances, needs to push out brake fluid by the motor as much as possible so as to reduce the times of withdrawing and absorbing fluid, needs to increase the stroke of an advancing cavity or the cross section area of the cavity, and increases the weight, the size and the cost of a system assembly.
In addition, the known integrated brake control system power transmission unit needs to move in a special power assisting cavity, and a separate power assisting cavity is needed and assembled and sealed with the valve body.
Disclosure of Invention
According to the embodiment of the utility model provides an integrated form by wire braking system for vehicle contains the oilcan that provides brake fluid, still contains:
a first brake circuit for braking the right front wheel and the left rear wheel;
the second brake circuit is used for braking the left front wheel and the right rear wheel;
the brake module is respectively connected with a brake pedal and/or a brake pedal simulator of a vehicle, a vehicle control system, an oil can, the first brake circuit and the second brake circuit;
and the pressure building module is respectively connected with the oil can, the first brake circuit, the second brake circuit and the vehicle control system, and is used for building and outputting hydraulic braking force corresponding to the brake signal to the first brake circuit and the second brake circuit after receiving the brake signal of the vehicle control system.
Further, the first brake circuit and the second brake circuit each include: the hydraulic brake system comprises a pair of normally-open valves and a pair of normally-closed valves, each wheel corresponds to one normally-open valve and one normally-closed valve, the normally-closed valves are connected with the oilcan, and the normally-open valves are respectively connected with the pressure building module and the brake module.
Further, the brake module includes:
the brake master cylinder comprises a first cavity and a second cavity which are respectively connected with the oil can and separated by a separating piston, the first cavity is respectively connected with a brake pedal and a first brake circuit, the second cavity is connected with a second brake circuit, and after the brake pedal is stepped down, brake fluid in the first cavity is compressed and pushes the separating piston to compress the brake fluid in the second cavity;
the brake pedal stroke sensor is connected with the vehicle control system and used for detecting the stroke of the brake pedal;
the simulation diagnosis valve is arranged between the first cavity and the oil can, connected with the vehicle control system and the first cavity and used for isolating the first cavity from the oil can during system self-diagnosis.
Further, the brake module further comprises: the first pressure sensor collects hydraulic pressure output to the first brake circuit and the second brake circuit by the brake master cylinder.
Further, the brake module further comprises: and the brake pedal simulation valve is arranged between the first cavity and the brake pedal simulator and is used for outputting the simulation hydraulic pressure of the brake pedal simulator to the first cavity.
Further, the brake module further comprises:
the input port of the first master cylinder isolation electromagnetic valve is connected with the first cavity, and the output port of the first master cylinder isolation electromagnetic valve is connected with the first brake circuit;
and the input port of the second master cylinder isolation electromagnetic valve is connected with the second cavity, and the output port of the second master cylinder isolation electromagnetic valve is connected with the second brake circuit.
Further, the build module comprises:
the motor is connected with the vehicle control system;
the bidirectional pressure building unit is connected with the motor, the oil can, the first brake circuit and the second brake circuit, and the motor drives the bidirectional pressure building unit to build hydraulic braking force in two directions of forward movement or backward movement;
and the motor position sensor acquires a rotor position signal of the motor in real time so as to control the motor to drive the bidirectional voltage building unit by a vehicle control system.
Further, the bidirectional voltage building unit comprises:
the valve block is a closed cavity with an opening at one end, and an oil outlet connected with the oil can is formed in the side face of the opening;
the secondary piston comprises a front section and a rear section, the diameter of the front section is matched with the inner diameter of the valve block, and the diameter of the rear section is smaller than that of the front section; the front section divides the valve block into a dynamic forward cavity and a dynamic backward cavity which are mutually isolated, the internal cavity of the valve block in front of the front section is the forward cavity, and the internal cavity of the valve block behind the front section is the backward cavity;
the transmission assembly is connected with the motor and the rear section of the secondary piston, and the motor drives part or all of the secondary piston to move back and forth in the valve block through the transmission assembly;
the input port of the first bidirectional pressure buildup electromagnetic valve is connected with the forward cavity, and the output port of the first bidirectional pressure buildup electromagnetic valve is connected with the first brake circuit;
and an input port of the second bidirectional pressure build solenoid valve is connected with the forward cavity, and an output port of the second bidirectional pressure build solenoid valve is connected with the backward cavity and the second brake loop.
Further, the cross-sectional area of the forward chamber is greater than the cross-sectional area of the rearward chamber.
Further, the cross-sectional area of the rear section is one half of the cross-sectional area of the front section.
Furthermore, a through oil passing groove is formed in the rear section of the secondary piston, and in the back-and-forth movement process of the rear section, the oil passing groove enables the retreating cavity to be connected with or disconnected from the oil can through the oil outlet.
Further, the first bidirectional pressure buildup solenoid valve and the second bidirectional pressure buildup solenoid valve are opened simultaneously when the secondary piston moves forwards, closed simultaneously when the secondary piston moves backwards to build pressure, and opened simultaneously when the secondary piston moves backwards to release pressure.
Furthermore, the transmission assembly is a screw transmission assembly, the screw transmission assembly comprises a ball screw, a four-point contact type supporting bearing, a screw nut and a nut washer, the screw nut is connected with the rear section, and the front end of the ball screw converts the rotary motion of the motor into linear motion acting on the rear section through the screw nut.
Furthermore, the tail end of the ball screw is riveted and flanged, and when the motor drives the secondary piston to retreat, the riveted and flanged edge acts on the nut washer to provide tension.
Furthermore, the tail end of the ball screw is provided with a threaded hole and a bidirectional tension screw matched and connected with the threaded hole, and when the motor drives the secondary piston to retreat, the bidirectional tension screw acts on the nut washer to provide tension.
Further, the bidirectional voltage building unit further comprises: the first one-way valve is respectively connected with the oil can and the advancing cavity and is used for transmitting brake fluid from the oil can to the advancing cavity in a one-way mode.
Further, the bidirectional voltage building unit further comprises: and the second pressure sensor acquires the hydraulic pressure output by the bidirectional pressure building unit.
Further, the embodiment of the utility model provides a still contain: and an input port of the second one-way valve is connected with the backward cavity and an output port of the second bidirectional piezoelectric solenoid valve, and an output port of the second one-way valve is connected with the second brake loop.
Further, the embodiment of the utility model provides a still contain: and the brake circuit isolation valve is arranged between the first brake circuit and the second brake circuit and used for preventing the brake fluid of the effective brake circuit from flowing into the failed brake circuit when the first brake circuit or the second brake circuit fails.
According to the utility model discloses an integrated form drive-by-wire braking system for vehicle, have high dynamic response characteristic, satisfy the quick response requirement of automatic emergency braking, high-grade supplementary and autopilot function better; the brake pedal is physically decoupled under normal work, so that an external braking request and energy recovery can be better responded, and the feeling of the brake pedal is not influenced; meanwhile, the safety mechanical backup existing after the system fails can completely meet the safety redundancy requirements of high-grade assistance and automatic driving.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and are intended to provide further explanation of the claimed technology.
Drawings
Fig. 1 is a schematic diagram of an integrated brake-by-wire system for a vehicle according to an embodiment of the present invention;
FIG. 2 is a sectional view showing a first example of a structure of a ball screw in the bi-directional pressure buildup unit of FIG. 1;
FIG. 3 is a sectional view of a second example of the structure of a ball screw in the bi-directional pressure building unit of FIG. 1;
FIG. 4 is a schematic diagram of the first brake circuit of FIG. 1;
fig. 5 is a schematic diagram of the second brake circuit of fig. 1.
Detailed Description
The present invention will be further described with reference to the following detailed description of preferred embodiments thereof, which is to be read in connection with the accompanying drawings.
First, an integrated brake-by-wire system for a vehicle according to an embodiment of the present invention will be described with reference to fig. 1 to 5, which is used for conventional braking and emergency braking of a vehicle, and also can be used for braking of an automatic driving vehicle, and the application scenarios are very wide.
As shown in fig. 1, the utility model provides an integrated form drive-by-wire braking system for vehicle has oilcan 1, first brake circuit 2, second brake circuit 3, the brake module that provides brake fluid, build and press the module, the driver steps on behind the brake pedal 8, the brake module transmits the brake pedal stroke for vehicle control system, vehicle control system builds the first brake circuit 2 of module output corresponding hydraulic braking force to the wheel end according to brake pedal stroke signal control, second brake circuit 3, driver's braking input and the physical decoupling of wheel end braking output, realize the drive-by-wire braking.
Specifically, as shown in fig. 1, 4, and 5, the first brake circuit 2 is used for braking the front right wheel and the rear left wheel, and the second brake circuit 3 is used for braking the front left wheel and the rear right wheel. As shown in fig. 4 and 5, the first brake circuit 2 is provided with a pair of normally open valves 21 and 22 and a pair of normally closed valves 23 and 24, the second brake circuit 3 is provided with a pair of normally open valves 31 and 32 and a pair of normally closed valves 33 and 34, one for each wheel, the normally closed valves of the four wheels are all connected to the oil can 1, and the normally open valves are all connected to the pressure building module and the brake module. In this embodiment, the normally open valves 21, 22, 31, and 32 are all solenoid valves, and when one brake circuit fails and the hydraulic pressure is abnormal, the normally open valve of the other brake circuit is closed to prevent the brake fluid from flowing to the other brake circuit, so as to ensure the hydraulic pressure of the brake circuit is normal and the brake circuit can perform braking.
Specifically, as shown in fig. 1, the brake module is connected to a brake pedal and/or brake pedal simulator of the vehicle, a vehicle control system, an oil can 1, and first and second brake circuits 2 and 3, respectively. The brake module has: a master cylinder 41, a brake pedal stroke sensor 42, and a simulation diagnosis valve 43, and in the present embodiment, the brake module further includes: a first pressure sensor 44, a brake pedal simulation valve 45, a first master cylinder isolation solenoid valve 46, a second master cylinder isolation solenoid valve 47.
Further, as shown in fig. 1, the brake master cylinder 41 includes a first chamber 411 and a second chamber 412 connected to the oil can 1 and partitioned by a partition piston 413, wherein the first chamber 411 is connected to the brake pedal 8 and the first brake circuit 2, respectively, the second chamber 412 is connected to the second brake circuit 3, and after the brake pedal 8 is stepped on, the brake fluid in the first chamber 411 is compressed and pushes the partition piston 413 to compress the brake fluid in the second chamber 412, so that the hydraulic pressures of the first chamber 411 and the second chamber 412 are synchronously and simultaneously output to the first brake circuit 2 and the second brake circuit 3, respectively.
Further, as shown in fig. 1, a brake pedal stroke sensor 42 is connected to the vehicle control system for detecting the stroke of depression of the brake pedal 8, so that the vehicle control system can control the pressurized hydraulic pressure to output an appropriate braking force.
Further, as shown in fig. 1, the analog diagnosis valve 43 is disposed between the first cavity 411 and the oil can 1, and the analog diagnosis valve 43 is connected to the vehicle control system and the first cavity 411 for isolating the first cavity 411 from the oil can 1 during self-diagnosis of the system, so as to enable the vehicle control system to build a suitable pressure for diagnosing the integrated brake-by-wire system for any leakage.
Further, as shown in fig. 1, the first pressure sensor 44 collects the hydraulic pressure output from the master cylinder 41 to the first brake circuit 2 and the second brake circuit 3 for the vehicle control system to further judge and confirm the output of the braking force.
Further, as shown in fig. 1, a brake pedal simulation valve 45 is provided between the first chamber 411 and the brake pedal simulator 9 for outputting a simulation hydraulic pressure of the brake pedal simulator 9 to the first chamber 411 to provide a vehicle brake pedal feel.
Further, as shown in fig. 1, the input port of the first master cylinder isolation solenoid valve 46 is connected to the first chamber 411, and the output port is connected to the first brake circuit 2; the input port of the second master cylinder isolation solenoid valve 47 is connected to the second chamber 412, and the output port is connected to the second brake circuit 3. Through the first master cylinder isolation solenoid valve 46 and the second master cylinder isolation solenoid valve 47, the brake fluid can be prevented from flowing back to the brake master cylinder 41 from the two brake circuits, the hydraulic pressure of the two brake circuits is ensured, and the braking effect is ensured.
Specifically, as shown in fig. 1, the pressure building module is respectively connected to the oil can 1, the first brake circuit 2 and the second brake circuit 3, and the vehicle control system, and is configured to build and output hydraulic braking force corresponding to the braking signal to the first brake circuit 2 and the second brake circuit 3 after receiving the braking signal from the vehicle control system. The molding block has: motor 51, two-way voltage building unit, motor position sensor 53. Wherein the motor 51 is connected with a vehicle control system; the bidirectional voltage building unit is connected with the motor 51, the oil can 1, the first brake circuit 2 and the second brake circuit 3; the motor position sensor 53 collects a rotor position signal of the motor 51 in real time, so that a vehicle control system controls the motor 51 to drive the movement stroke of the bidirectional voltage building unit. The motor 51 drives the bidirectional pressure building unit to build hydraulic braking force in two forward or backward directions, the hydraulic braking force is transmitted to the first brake circuit 2 and the second brake circuit 3 by the bidirectional pressure building unit to realize braking of the vehicle, and signals are collected by the motor position sensor 53 to ensure the output control of the vehicle control system on the hydraulic braking force.
Further, as shown in fig. 1, the bidirectional voltage building unit includes: valve block 521, secondary piston 522, transmission assembly, first dual-way solenoid valve 524, second dual-way solenoid valve 525. In this embodiment, not shown, a physical limit may be provided at the maximum stroke of the forward and reverse boost to prevent the secondary piston 522 from moving to the limit position and causing damage due to collision.
Further, as shown in fig. 1, the secondary piston 522 has a front section 5221 and a rear section 5222, the diameter of the front section 5221 is matched with the inner diameter of the valve block 521, the diameter of the rear section 5222 is smaller than that of the front section 5221, the front section 5221 divides the valve block 521 into a dynamic forward chamber 5211 and a dynamic backward chamber 5212 which are isolated from each other, the valve block internal chamber in front of the front section 5221 is a forward chamber 5211, the valve block internal chamber behind the front section 5221 is a backward chamber 5212, in this embodiment, the cross-sectional area of the forward chamber 5211 is larger than that of the backward chamber 5212, and the cross-sectional area of the rear section 5222 is half of that of the front section 5221, so that not only can the brake fluid in the forward chamber 5211 smoothly enter the backward chamber 5212, the first brake circuit 2 and the second brake circuit 3, but also the hydraulic pressures of the forward chamber 5211, the backward chamber 5212, the first brake circuit 2 and the second brake circuit 3 are equal, and therefore, when the forward, the system has no pressure reduction and no time delay of pressure build-up, has high dynamic response characteristic, and simultaneously, the volumes of brake fluid pumped out by the secondary piston 522 in the same stroke are the same in the forward pressure build-up process and the backward pressure build-up process. The front section 5221 is sealed with the valve block 521 through a sealing ring 10, so that the hydraulic isolation of the forward cavity 5211 and the backward cavity 5212 is realized, the forward cavity 5211 and the backward cavity 5212 are directly formed through the isolation of the front section 5221 on the valve block 521, a special cavity is not needed, the part cost is reduced, and the assembly is reduced.
Further, as shown in fig. 1, a transmission assembly is connected to the motor 51 and the rear section 5222, the motor 51 drives part or all of the secondary piston 522 to move back and forth in the valve block 521 through the transmission assembly, the advance chamber 5211 is reduced and the retreat chamber 5212 is increased when the secondary piston 522 advances, and the advance chamber 5211 is increased and the retreat chamber 5212 is reduced when the secondary piston 522 retreats.
Further, as shown in fig. 1 to 3, a screw drive assembly including a ball screw 5231, a four-point contact support bearing 5232, a screw nut 5233, and a nut washer 5234 is used as the drive assembly. The four-point contact type support bearing 5232 receives pressure generated by the motor 51 during forward and backward pressurizing, the screw nut 5233 is connected to the rear section 5222, and the front end of the ball screw 5231 converts the rotary motion of the motor 51 into linear motion acting on the rear section 5222 through the screw nut 5233 to drive the secondary piston 522 to move forward and backward so as to establish hydraulic pressure in the forward chamber 5211 and the backward chamber 5212.
In the present embodiment, as shown in fig. 1 and 2, the structure of the ball screw 5231 is schematically shown in the first embodiment, that is, the end of the ball screw 5231 is riveted, and the riveted edge can act on the nut washer 5234 to provide a pulling force when the motor 51 drives the secondary piston 522 to retreat. In fig. 3, a structural schematic two of the ball screw 5231 is shown, that is, the ball screw 5231 is provided with a threaded hole at the end thereof and a bi-directional tension screw 5235 coupled to the threaded hole, and when the secondary piston 522 is driven to retract by the motor 51, the bi-directional tension screw 5235 acts on the nut washer 5234 to provide tension.
Further, as shown in fig. 1, an input port of the first bidirectional pressure buildup solenoid valve 524 is connected to the forward chamber 5211, and an output port is connected to the first brake circuit 2; an input port of the second bidirectional build-up solenoid valve 525 is connected to the forward chamber 5211, and an output port is connected to the reverse chamber 5212 and the second brake circuit 3. Further, the first and second bidirectional pressure buildup solenoid valves 524 and 525 are opened simultaneously when the secondary piston 522 advances, and the brake fluid of the advance chamber 5211 simultaneously enters the retreat chamber 5212, the first brake circuit 2, and the second brake circuit 3; when the secondary piston 522 retreats to build pressure, the first bidirectional build-up solenoid valve 524 and the second bidirectional build-up solenoid valve 525 are closed at the same time, the brake fluid communication between the forward chamber 5211 and the backward chamber 5212 is cut off, the hydraulic pressure of the backward chamber 5212 cannot enter the forward chamber 5211 but can only enter the first brake circuit 2 and the second brake circuit 3, pressure building during both forward and backward movement is realized, and when the secondary piston 522 retreats to relieve pressure, the first bidirectional build-up solenoid valve 524 and the second bidirectional build-up solenoid valve 525 are opened at the same time, and the brake fluid is ensured to flow back into the forward chamber 5211.
Further, as shown in fig. 1, the valve block 521 is a closed cavity with an opening at one end, an oil outlet 5213 connected with the oil can 1 is arranged at the side surface of the opening, further, the rear section 5222 of the secondary piston 522 is provided with a through oil passing groove 5223, the oil passing groove 5223 enables the backward cavity 5212 to be connected with or disconnected from the oil can 1 through the oil outlet 5213 in the back-and-forth movement process of the rear section 5222, that is, when forward pressure is built, when the oil passing groove 5223 exceeds the position of the oil outlet 5213, the communication between the backward cavity 5212 and the oil can 1 is cut off, and pressure is built; when the pressure is built up in a retreating way, the oil passing groove 5223 cannot be retreated to the position of the oil outlet 5213, otherwise, the pressure cannot be built up due to the fact that the retreating cavity 5212 is communicated with the oil can 1.
In this embodiment, as shown in fig. 1, the bidirectional voltage building unit further includes: a first check valve 526 connected to the oilcan 1 and the advance chamber 5211, respectively, for one-way transmission of the brake fluid from the oilcan 1 to the advance chamber 5211 to ensure supply of the brake fluid in the advance chamber 5211 and prevent backflow into the oilcan 1.
In this embodiment, as shown in fig. 1, the bidirectional voltage building unit further includes: and the second pressure sensor 527 is used for acquiring the hydraulic pressure output by the bidirectional pressure building unit.
In this embodiment, as shown in fig. 1, the embodiment of the utility model provides a still have second check valve 6 and brake circuit isolating valve 7, after this system became invalid, or under two brake circuit had a condition of failing, can ensure through second check valve 6 and brake circuit isolating valve 7 that at least one brake circuit can the backup braking of machinery, realizes the safe mechanical backup after the failure, ensures vehicle safety.
Specifically, as shown in fig. 1, the input port of second check valve 6 links to each other with the delivery outlet of retreating chamber 5212 and second bidirectional build-up solenoid valve 525, and the delivery outlet links to each other with second brake circuit 3, through the setting of second check valve 6, can ensure to be in the utility model discloses a back of an integrated form drive-by-wire braking system for vehicle is inefficacy, prevents the backward flow of the brake fluid of first brake circuit 2 and second brake circuit 3 to avoid two brake circuits to lose brake fluid pressure, guarantee the effective braking of mechanical backup braking.
Specifically, as shown in fig. 1, a brake circuit isolation valve 7 is provided between the first brake circuit 2 and the second brake circuit 3 for preventing brake fluid of an active brake circuit from flowing into a failed brake circuit when the first brake circuit 2 or the second brake circuit 3 fails. In the illustration of fig. 1, through the pressure feedback of the second pressure sensor 527, when the vehicle control system determines that the first brake circuit 2 fails, the brake circuit isolation valve 7 is closed, and the brake fluid of the second brake circuit 3 is prevented from flowing to the first brake circuit 2, so that the second brake circuit 3 can establish hydraulic pressure, two brake circuits are prevented from failing at the same time, and the vehicle can be safely braked.
When the system normally works, as shown in fig. 1 to 3, after a vehicle control system receives a braking signal, the vehicle control system controls the motor 51 to rotate in the positive direction to drive the four-point contact support bearing 5232 to rotate, the inner wall of the bearing is in interference fit with the ball screw 5231 to drive the ball screw 5231 to rotate, the screw nut 5233 changes the rotation of the motor 51 into linear motion through the balls, pushes the secondary piston 522 to advance until the secondary piston passes through the oil groove 5223 and passes through the oil outlet 5213, and starts to compress the advancing cavity 5211 to establish pressure; during backward pressure buildup, the motor 51 rotates in the opposite direction, the secondary piston 5232 retracts to provide the pulling force required for backward pressure buildup, and the compression backward chamber 5212 builds up pressure to realize backward pressure buildup. In forward pressure buildup, the first bidirectional pressure buildup solenoid valve 524 and the second bidirectional pressure buildup solenoid valve 525 are controlled to be in an open state, so that brake fluid at two ends of the solenoid valves can flow, because the cross section area of the rear section 5222 is equal to half of the cross section area of the front section 5221, half of the brake fluid of the forward cavity 5211 enters the backward cavity 5212, the other half of the brake fluid enters the first brake circuit 2 and the second brake circuit 3, and the hydraulic pressure of the forward cavity 5211, the backward cavity 5212 and the first brake circuit 2 and the second brake circuit 3 are the same; when the pressure is built up in the backward direction, the first bidirectional pressure building solenoid valve 524 and the second bidirectional pressure building solenoid valve 525 are controlled to be in a closed state, the brake fluid communication between the forward chamber 5211 and the backward chamber 5212 is cut off, the hydraulic pressure of the backward chamber 5212 cannot enter the forward chamber 5212 but only can enter the first brake circuit 2 and the second brake circuit 3, so that the bidirectional braking of the forward and backward directions is realized, no delay is generated, the dynamic response characteristic is high, and the quick response requirements of the automatic emergency braking, the high-level assistance and the automatic driving function can be met.
When the system fails, as shown in fig. 1, the brake master cylinder 41 builds pressure, wherein the brake pressure of the first chamber 411 enters the first brake circuit 2 through the first master cylinder isolation solenoid valve 46 and then enters the right front wheel and the left rear wheel respectively, wherein the brake pressure of the second chamber 412 enters the second brake circuit 3 through the second master cylinder isolation solenoid valve 47 and then enters the left front wheel and the right rear wheel respectively, and the brake fluid of the second brake circuit 3 cannot return to the oil can 1 through the bidirectional pressure building unit due to the isolation effect of the second one-way valve 6, so that the second brake circuit 3 can build pressure independently. In this four-wheel mechanical backup braking process, the braking force of the driver acts on the first brake circuit 2 and the second brake circuit 3, respectively, and the brake hydraulic pressures of the two brake circuits are independent of each other.
When the two-wheel mechanical backup braking is caused by the failure of the first brake circuit 2, as shown in fig. 1, a driver steps on the brake pedal 8, the brake master cylinder 41 builds pressure, the brake pressure of the second cavity 412 enters the second brake circuit 3 through the second master cylinder isolation electromagnetic valve 47 and then enters the left front wheel and the right rear wheel respectively, since the brake circuit isolation valve 7 is in a closed state during the mechanical backup braking, the brake fluid of the second brake circuit 3 cannot enter the first brake circuit 2, and meanwhile, since the brake fluid of the second brake circuit 3 cannot return to the oil can 1 through the two-way pressure building unit due to the second one-way valve 6, the second brake circuit 3 can build pressure independently. During the two-wheel mechanical backup braking, the first brake circuit 2 and the second brake circuit 3 are completely isolated by the brake circuit isolation valve 7, the loss of braking force of four wheels caused by the fact that the second brake circuit 3 is affected by the failure of the first brake circuit 2 is avoided, the second one-way valve 6 enables the second brake circuit 3 and the two-way pressure building unit to be completely isolated, and brake fluid cannot return to the oil can 1. In this two-wheel mechanical backup braking, the braking force of the driver acts on the second brake circuit 3, and deceleration occurs at the left front wheel and the right rear wheel.
When the two-wheel mechanical backup braking is caused by the failure of the second brake circuit 3, as shown in fig. 1 and 4, the driver depresses the brake pedal 8, the brake master cylinder 41 builds pressure, the brake pressure of the first chamber 411 enters the first brake circuit 2 through the first master cylinder isolation electromagnetic valve 46 and then enters the right front wheel and the left and right wheels respectively, and the brake fluid of the first brake circuit 2 cannot enter the second brake circuit 3 because the normally open valves 21 and 22 are in a closed state during the mechanical backup braking, so that the first brake circuit 2 can independently build pressure. In such two-wheel mechanical back-up braking, the presence of the normally open valves 21, 22 completely isolates the first brake circuit 2 from the second brake circuit 3, and there is no possibility that the first brake circuit 2 is affected by the failure of the second brake circuit 3 to cause the four wheels to lose braking force, and the driver's braking force acts on the first brake circuit 2 to generate deceleration at the right front wheel and the left rear wheel.
In the above, with reference to fig. 1 to 5, the integrated brake-by-wire system for a vehicle according to the embodiment of the present invention is described, the ball screw driven by the motor directly pushes the build-up module to build up hydraulic pressure, so that the system has a high dynamic response characteristic, and better meets the fast response requirements of automatic emergency braking, high-level assistance and automatic driving functions; the system is physically decoupled under normal work, can better respond to external braking requests and energy recovery, and does not influence the feeling of a brake pedal of a driver; meanwhile, the safety mechanical backup existing after the system fails can completely meet the safety redundancy requirements of high-grade assistance and automatic driving.
It should be noted that, in the present specification, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
While the present invention has been described in detail with reference to the preferred embodiments thereof, it should be understood that the above description should not be taken as limiting the present invention. Numerous modifications and alterations to the present invention will become apparent to those skilled in the art upon reading the foregoing description. Accordingly, the scope of the invention should be limited only by the attached claims.
Claims (19)
1. An integrated brake-by-wire system for a vehicle, comprising an oil can for supplying brake fluid, characterized by further comprising:
a first brake circuit for braking the right front wheel and the left rear wheel;
the second brake circuit is used for braking the left front wheel and the right rear wheel;
the brake module is respectively connected with a brake pedal and/or a brake pedal simulator of a vehicle, a vehicle control system, an oil can, the first brake circuit and the second brake circuit;
and the pressure building module is respectively connected with the oil can, the first brake circuit, the second brake circuit and the vehicle control system, and is used for building and outputting hydraulic braking force corresponding to the brake signal to the first brake circuit and the second brake circuit after receiving the brake signal of the vehicle control system.
2. The integrated brake-by-wire system for a vehicle according to claim 1, wherein the first brake circuit and the second brake circuit each comprise: the left front wheel, the right front wheel, the left rear wheel and the right rear wheel respectively correspond to a normally open valve and a normally closed valve, the normally closed valve is connected with the oil can, and the normally open valve is connected with the pressure building module and the braking module respectively.
3. The integrated brake-by-wire system for vehicles according to claim 1 or 2, wherein the brake module comprises:
the brake master cylinder comprises a first cavity and a second cavity which are respectively connected with the oil can and separated by a separating piston, the first cavity is respectively connected with a brake pedal and a first brake circuit, the second cavity is connected with a second brake circuit, and after the brake pedal is stepped down, brake fluid in the first cavity is compressed and pushes the separating piston to compress the brake fluid in the second cavity;
the brake pedal stroke sensor is connected with the vehicle control system and used for detecting the stroke of the brake pedal;
the simulation diagnosis valve is arranged between the first cavity and the oil can, connected with the vehicle control system and the first cavity and used for isolating the first cavity from the oil can during system self-diagnosis.
4. The integrated brake-by-wire system for a vehicle of claim 3, wherein the brake module further comprises: the first pressure sensor collects hydraulic pressure output to the first brake circuit and the second brake circuit by the brake master cylinder.
5. The integrated brake-by-wire system for a vehicle of claim 3, wherein the brake module further comprises: and the brake pedal simulation valve is arranged between the first cavity and the brake pedal simulator and is used for outputting the simulation hydraulic pressure of the brake pedal simulator to the first cavity.
6. The integrated brake-by-wire system for a vehicle of claim 3, wherein the brake module further comprises:
the input port of the first master cylinder isolation electromagnetic valve is connected with the first cavity, and the output port of the first master cylinder isolation electromagnetic valve is connected with the first brake circuit;
and the input port of the second master cylinder isolation electromagnetic valve is connected with the second cavity, and the output port of the second master cylinder isolation electromagnetic valve is connected with the second brake circuit.
7. The integrated brake-by-wire system for vehicles according to claim 1 or 2, wherein the build-up module comprises:
the motor is connected with the vehicle control system;
the bidirectional pressure building unit is connected with the motor, the oil can, the first brake circuit and the second brake circuit, and the motor drives the bidirectional pressure building unit to build hydraulic braking force in two directions of forward movement or backward movement;
and the motor position sensor acquires a rotor position signal of the motor in real time so as to control the motor to drive the bidirectional voltage building unit by a vehicle control system.
8. The integrated brake-by-wire system for vehicles according to claim 7, wherein the bi-directional pressure building unit comprises:
the valve block is a closed cavity with an opening at one end, and an oil outlet connected with the oil can is formed in the side face of the opening;
the secondary piston comprises a front section and a rear section, the diameter of the front section is matched with the inner diameter of the valve block, and the diameter of the rear section is smaller than that of the front section; the front section divides the valve block into a dynamic forward cavity and a dynamic backward cavity which are mutually isolated, the internal cavity of the valve block in front of the front section is the forward cavity, and the internal cavity of the valve block behind the front section is the backward cavity;
the transmission assembly is connected with the motor and the rear section of the secondary piston, and the motor drives part or all of the secondary piston to move back and forth in the valve block through the transmission assembly;
the input port of the first bidirectional pressure buildup electromagnetic valve is connected with the forward cavity, and the output port of the first bidirectional pressure buildup electromagnetic valve is connected with the first brake circuit;
and an input port of the second bidirectional pressure build solenoid valve is connected with the forward cavity, and an output port of the second bidirectional pressure build solenoid valve is connected with the backward cavity and the second brake loop.
9. The integrated brake-by-wire system for a vehicle of claim 8, wherein a cross-sectional area of the forward chamber is greater than a cross-sectional area of the rearward chamber.
10. The integrated brake-by-wire system for a vehicle of claim 9, wherein the cross-sectional area of the rear section is one-half of the cross-sectional area of the front section.
11. The integrated brake-by-wire system for vehicles according to claim 9 or 10, wherein the rear section of the secondary piston is provided with a through oil passing groove, and the oil passing groove enables the rear chamber to be connected with or disconnected from the oil pot through the oil outlet during the front and rear movement of the rear section.
12. The integrated by-wire brake-by-wire system for vehicles of claim 9, wherein the first and second dual build-up solenoids open simultaneously when the secondary piston advances, close simultaneously when the secondary piston retracts to build pressure, and open simultaneously when the secondary piston retracts to relieve pressure.
13. The integrated brake-by-wire system for vehicles according to claim 8, wherein the transmission assembly is a screw transmission assembly composed of a ball screw, a four-point contact support bearing, a screw nut and a nut washer, the screw nut is connected with the rear section, and the front end of the ball screw converts the rotational motion of the motor into a linear motion acting on the rear section through the screw nut.
14. The integrated brake-by-wire system for vehicles of claim 13, wherein the ball screw has a rivet bead at its distal end, the rivet bead acting on the nut washer to provide a pulling force when the motor drives the secondary piston to retract.
15. The integrated brake-by-wire system for vehicles according to claim 13, wherein the ball screw has a threaded hole at its end and a bi-directional tension screw coupled to the threaded hole, the bi-directional tension screw acting on the nut washer to provide tension when the secondary piston is driven by the motor to retract.
16. The integrated brake-by-wire system for a vehicle according to claim 8, wherein said bi-directional pressure building unit further comprises: the first one-way valve is respectively connected with the oil can and the advancing cavity and is used for transmitting brake fluid from the oil can to the advancing cavity in a one-way mode.
17. The integrated brake-by-wire system for a vehicle according to claim 8, wherein said bi-directional pressure building unit further comprises: and the second pressure sensor acquires the hydraulic pressure output by the bidirectional pressure building unit.
18. The integrated brake-by-wire system for a vehicle according to claim 8, further comprising: and an input port of the second one-way valve is connected with the backward cavity and an output port of the second bidirectional piezoelectric solenoid valve, and an output port of the second one-way valve is connected with the second brake loop.
19. The integrated brake-by-wire system for a vehicle according to claim 1, 2 or 17, further comprising: and the brake circuit isolation valve is arranged between the first brake circuit and the second brake circuit and used for preventing the brake fluid of the effective brake circuit from flowing into the failed brake circuit when the first brake circuit or the second brake circuit fails.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922178917.1U CN211543502U (en) | 2019-12-09 | 2019-12-09 | Integrated brake-by-wire system for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922178917.1U CN211543502U (en) | 2019-12-09 | 2019-12-09 | Integrated brake-by-wire system for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN211543502U true CN211543502U (en) | 2020-09-22 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201922178917.1U Active CN211543502U (en) | 2019-12-09 | 2019-12-09 | Integrated brake-by-wire system for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN211543502U (en) |
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2019
- 2019-12-09 CN CN201922178917.1U patent/CN211543502U/en active Active
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