CN217778592U - Braking system for vehicle and vehicle with same - Google Patents

Abstract

The utility model discloses a vehicle that is used for braking system of vehicle and has it, braking system includes: the oil reservoir, first subassembly and second subassembly. The oil storage tank is provided with a pressure reducing flow path and an oil return flow path; the first assembly comprises a first electric control unit, a first oil pumping device, a plurality of pressurization flow paths and pressure reduction flow paths, the pressurization flow paths correspond to wheels of the vehicle respectively, an oil inlet control valve is arranged on each pressurization flow path, the pressure reduction flow paths correspond to the wheels of the vehicle respectively, an oil outlet control valve is arranged on each pressure reduction flow path, and the pressure reduction flow paths are communicated with the oil return flow paths. The second assembly comprises a second electronic control unit, a second oil pumping device, a first flow path and a second flow path, the first oil pumping device is used for enabling the first flow path to feed oil from the pressure reducing flow path, the second oil pumping device is used for enabling the second flow path to feed oil from the pressure reducing flow path, and the first flow path and the second flow path are communicated with the upstream of the pressure increasing flow path. According to the utility model discloses a braking system can realize the redundant control of braking.

Description

Braking system for vehicle and vehicle with braking system

Technical Field

The utility model belongs to the technical field of the vehicle braking technique and specifically relates to a vehicle that is used for braking system of vehicle and has it.

Background

In the related art electro-hydraulic brake system, the intention of the driver is recognized by a stroke sensor, and then a motor operates to drive a piston to operate to establish hydraulic pressure, so that a wheel cylinder piston is pushed to move to generate braking force. However, the brake system has a problem that the brake cannot be boosted by a motor or other reasons.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, the utility model provides a braking system for vehicle, braking system can realize the redundant control of braking, improves the driving safety of vehicle.

The utility model also provides a vehicle of having above-mentioned braking system.

According to the utility model discloses a braking system for vehicle of first aspect embodiment includes: an oil storage tank having an oil supply flow path and an oil return flow path; the first assembly comprises a first electric control unit, a first oil pumping device, a plurality of pressurizing flow paths and a pressure reducing flow path, wherein the first electric control unit is used for controlling the first oil pumping device to work, the pressurizing flow paths correspond to wheels of a vehicle respectively, each pressurizing flow path is provided with an oil inlet control valve, the pressure reducing flow paths correspond to the wheels of the vehicle respectively, each pressure reducing flow path is provided with an oil outlet control valve, and the pressure reducing flow paths are communicated with the oil return flow paths; the second assembly comprises a second electronic control unit, a second oil pumping device, a first flow path and a second flow path, the second electronic control unit is used for controlling the second oil pumping device to work, the first flow path and the second flow path are communicated with the upstream of the pressurization flow path, the first oil pumping device is used for enabling the first flow path to be used for oil feeding from the oil feeding flow path, and the second oil pumping device is used for enabling the second flow path to be used for oil feeding from the oil feeding flow path. According to the utility model discloses a driving safety nature that is used for the braking system of vehicle, can realize the redundant control of braking, improves the vehicle.

In some embodiments, the plurality of boost circuits includes a first boost circuit, a second boost circuit, a third boost circuit, and a fourth boost circuit, the first circuit being two, one of which communicates with both the first boost circuit and the second boost circuit, and the other of which communicates with both the third boost circuit and the fourth boost circuit.

In some embodiments, the first oil pumping device includes a first motor and a first pump body, the first motor is connected to the first pump body, and the outlet of the first pump body is communicated with the inlets of the two first flow paths respectively.

In some embodiments, the plurality of boost circuits includes a first boost circuit, a second boost circuit, a third boost circuit, and a fourth boost circuit, the second circuit being two, one of which communicates with both the first boost circuit and the second boost circuit, and the other of which communicates with both the third boost circuit and the fourth boost circuit.

In some embodiments, the second oil pumping device includes a second motor and two second pump bodies, the second motor is connected to the two second pump bodies respectively, and the two second pump bodies are correspondingly disposed in the two second flow paths respectively.

In some embodiments, an inlet of the first flow path and an inlet of the second flow path are both communicated to an outlet of the first oil pumping device, and an inlet of the first oil pumping device is communicated to the oil supply flow path.

In some embodiments, the brake system further comprises a pressure sensor for detecting an inlet pressure of the first flow path and an inlet pressure of the second flow path.

In some embodiments, the second assembly includes a first control valve and a second control valve connected to the second electronic control unit, the first control valve being disposed in the first flow path and the second control valve being disposed in the second flow path.

In some embodiments, the first control valve is a normally open solenoid valve and the second control valve is a normally closed solenoid valve.

In some embodiments, the oil inlet control valve is a normally open solenoid valve and the oil outlet control valve is a normally closed solenoid valve.

In some embodiments, the braking system further comprises: a third component for detecting a braking intention of a driver and communicating with the first electronic control unit and the second electronic control unit, the third component being provided separately from any one of the first component and the second component.

According to the utility model discloses vehicle of second aspect embodiment, including the automobile body with carry on the braking system of automobile body, braking system is according to the utility model discloses a braking system for vehicle of first aspect embodiment.

According to the utility model discloses the vehicle is through setting up the braking system for vehicle of the above-mentioned first aspect embodiment to the braking reliability of vehicle has been improved.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

FIG. 1 is a schematic view of a braking system according to an embodiment of the present invention;

fig. 2 is a schematic view of a vehicle according to an embodiment of the present invention.

Reference numerals:

a brake system 100; a vehicle body 200; a vehicle 1000;

an oil storage tank 0; an oil supply flow path 01; an oil return flow path 02;

a first assembly 1; a first electronic control unit 11; a first oil pumping device 12; a first motor 121; a first pump body 122; a pressurizing flow path 13; the first pressurizing flow path 131; a second boost flow path 132; the third pressurizing flow path 133; the fourth boost flow path 134; a pressure reducing flow path 14; the first decompression flow path 141; a second decompression flow path 142; a third pressure reducing flow path 143; the fourth decompression flow path 144; an oil inlet control valve 15; a left front valve 151; a right rear valve 152; a left rear valve 153; a right front valve 154; an oil outlet control valve 16; a first outlet valve 161; a second outlet valve 162; a third outlet valve 163; a fourth outlet valve 164; a pressure sensor 17;

a second component 2; a second electronic control unit 21; the second oil pumping device 22; a second motor 221; a second pump body 222; a first pump A; a second pump B; a first flow path 23; the first sub flow path 231; the second sub flow path 232; a second flow path 24; a third sub flow path 241; the fourth sub flow path 242; a first control valve 25; a first solenoid valve 251; a second solenoid valve 252; a second control valve 26; a third solenoid valve 261; a fourth solenoid valve 262;

a third component 3; a stroke sensor 31; a pedal simulator 32; an input lever 33;

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below by referring to the drawings are exemplary intended for explaining the present invention, and should not be construed as limiting the present invention.

The following disclosure provides many different embodiments or examples for implementing different features of the invention. In order to simplify the disclosure of the present invention, the components and arrangements of specific examples are described below. Of course, they are merely examples and are not intended to limit the present invention. In addition, the present disclosure may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, the present disclosure provides examples of various specific processes and materials, but one of ordinary skill in the art may recognize the applicability of other processes and/or the use of other materials.

Next, a brake system 100 for a vehicle 1000 according to an embodiment of the present invention is described.

As shown in fig. 1, the braking system 100 may include: reservoir 0, first component 1 and second component 2.

As shown in fig. 1, the oil storage tank 0 includes an oil supply flow path 01 and an oil return flow path 02, and the oil storage tank 0 feeds oil to the outside through the oil supply flow path 01 and the oil storage tank 0 feeds oil into the oil storage tank 0 through the oil return flow path 02.

As shown in fig. 1, the first module 1 includes a first electronic control unit 11, a first oil pumping device 12, a plurality of pressure increasing flow paths 13 and pressure reducing flow paths 14, the first electronic control unit 11 is configured to control operation of the first oil pumping device 12, the pressure increasing flow paths 13 are respectively corresponding to wheels of the vehicle 1000, each pressure increasing flow path 13 is provided with an oil inlet control valve 15, the pressure reducing flow paths 14 are respectively corresponding to the wheels of the vehicle 1000, each pressure reducing flow path 14 is provided with an oil outlet control valve 16, and the pressure reducing flow paths 14 are communicated with the oil return flow path 02, so that when the oil outlet control valves 16 are opened, each pressure reducing flow path 14 can return oil to the oil storage tank 0 through the oil return flow path 02.

As shown in fig. 1, the second module 2 includes a second electronic control unit 21, a second oil pumping device 22, a first flow path 23, and a second flow path 24, the second electronic control unit 21 is configured to control the operation of the second oil pumping device 22, the first oil pumping device 12 is configured to feed oil from the oil feeding flow path 01 to the first flow path 23, the first flow path 23 is communicated with the upstream of the pressure increasing flow path 13 so as to feed oil to each pressure increasing flow path 13 through the first flow path 23, the second oil pumping device 22 is configured to feed oil from the oil feeding flow path 01 to the second flow path 24, and the second flow path 24 is communicated with the upstream of the pressure increasing flow path 13 so as to feed oil to each pressure increasing flow path 13 through the second flow path 24.

The first Electronic Control Unit 11 and the second Electronic Control Unit 21 may be ECUs (Electronic Control units), that is, the first Electronic Control Unit 11 and the second Electronic Control Unit are two ECUs. For example, the first electronic control unit 11 may be used as a main control unit, the second electronic control unit 21 may be used as a sub control unit, the first electronic control unit 11 controls the first oil pumping device 12 to operate when the first electronic control unit 11 operates normally, the first flow path 23 is controlled to take oil from the oil supply flow path 01 of the oil reservoir 0 when the first oil pumping device 12 operates, and the oil flowing into the first flow path 23 is sent to each wheel through each pressurizing flow path 13 when the oil inlet control valve 15 is opened, thereby braking each wheel of the vehicle 1000.

When the first control unit fails, the first control unit cannot control the first oil pumping device 12 to operate, and at this time, the second control unit may control the second oil pumping device 22 to operate, and when the second oil pumping device 22 operates, the second flow path 24 is controlled to feed oil from the oil feed flow path 01 of the oil storage tank 0, and when the oil feed control valve 15 is opened, the oil flowing into the second flow path 24 is fed to each wheel via each pressurizing flow path 13, thereby braking each wheel of the vehicle 1000.

In addition, when the brake oil pressure of each wheel exceeds a preset value, the oil outlet control valve 16 can be opened, and each wheel can discharge oil and release pressure to the oil return flow path 02 of the oil storage tank 0 through each pressure reduction flow path 14, so that the working safety and reliability of the brake system 100 are ensured.

Therefore, according to the utility model discloses braking system 100's simple structure can realize the redundant control of braking, improves vehicle 1000's driving safety. And, main control and secondary control all can follow the oil supply flow path 01 oil feed of oil storage tank 0, no matter be main control or secondary control, all can realize comparatively stable and reliable brake control, and the control effect can be almost unanimous no difference, under someone's driving the situation, can guarantee comparatively effectively that brake pedal feels the effect unanimous with the normal braking condition under the redundant state of braking. In addition, because the pressurization flow path 13 and the decompression flow path 14 are arranged independently, effective oil inlet and oil outlet of each wheel can be ensured, and the reliability and effectiveness of braking control are improved.

In some embodiments of the present invention, as shown in fig. 1, the oil inlet control valve 15 may be a normally open solenoid valve, and the oil outlet control valve 16 may be a normally closed solenoid valve. Therefore, the control can be simplified, the electric energy can be saved, the service life of the oil inlet control valve 15 and the oil outlet control valve 16 can be prolonged, and the speed and the reliability of the implementation of the brake control can be improved. In addition, although the oil inlet control valve 15 and the oil outlet control valve 16 are attached to the first module 1, when the first module 1 fails, since the oil inlet control valve 15 is a normally open solenoid valve and the oil outlet control valve 16 is a normally closed solenoid valve, the oil inlet control valve 15 and the oil outlet control valve 16 can still maintain the current state and perform a braking operation in cooperation with the second module 2.

In some embodiments of the present invention, as shown in fig. 1, the plurality of pressurizing flow paths 13 includes a first pressurizing flow path 131, a second pressurizing flow path 132, a third pressurizing flow path 133 and a fourth pressurizing flow path 134, the number of the first flow paths 23 is two, one of the first flow paths 23 communicates with the first pressurizing flow path 131 and the second pressurizing flow path 132 at the same time, and the other first flow path 23 communicates with the third pressurizing flow path 133 and the fourth pressurizing flow path 134 at the same time. Therefore, the system can be simplified, the number of the first flow paths 23 can be reduced, and when one of the first flow paths 23 fails, the other first flow path 23 can still normally operate, thereby improving the reliability of the brake control.

Further, when the wheels corresponding to the first supercharging channel 131 and the second supercharging channel 132 are in a diagonal relationship (e.g., the first supercharging channel 131 corresponds to the left front wheel, and the second supercharging channel 132 corresponds to the right rear wheel), and when the wheels corresponding to the third supercharging channel 133 and the fourth supercharging channel 134 are in a diagonal relationship (e.g., the third supercharging channel 133 corresponds to the left rear wheel, and the fourth supercharging channel 134 corresponds to the right front wheel), the reliability and effectiveness of the braking control can be further improved.

In some embodiments of the present invention, as shown in fig. 1, the first oil pumping device 12 may include a first motor 121 and a first pump body 122, the first motor 121 is connected to the first pump body 122, and an outlet of the first pump body 122 is respectively communicated with inlets of the two first flow paths 23. From this, first pump oil device 12's simple structure, and the during operation, can simply just satisfy the demand of two first flow paths 23 oil intakes effectively, and two first flow paths 23 oil intakes simultaneously, the braking of each wheel is synchronous, improves the security and the validity of braking. It should be noted that the type of the first pump body 122 is not limited, and may be, for example, a piston pump, a gear pump, a vane pump, or the like.

In some embodiments of the present invention, as shown in fig. 1, the plurality of pressurizing flow paths 13 includes a first pressurizing flow path 131, a second pressurizing flow path 132, a third pressurizing flow path 133 and a fourth pressurizing flow path 134, and the number of the second flow paths 24 is two, wherein one of the second flow paths 24 communicates with the first pressurizing flow path 131 and the second pressurizing flow path 132 at the same time, and the other second flow path 24 communicates with the third pressurizing flow path 133 and the fourth pressurizing flow path 134 at the same time. Therefore, the system can be simplified, the number of the second flow paths 24 can be reduced, and when one of the second flow paths 24 has a fault, the other second flow path 24 can also work normally, and the reliability of the brake control is improved.

Further, when the wheels corresponding to the first supercharging channel 131 and the second supercharging channel 132 are in a diagonal relationship (e.g., the first supercharging channel 131 corresponds to the left front wheel, and the second supercharging channel 132 corresponds to the right rear wheel), and when the wheels corresponding to the third supercharging channel 133 and the fourth supercharging channel 134 are in a diagonal relationship (e.g., the third supercharging channel 133 corresponds to the left rear wheel, and the fourth supercharging channel 134 corresponds to the right front wheel), the reliability and effectiveness of the braking control can be further improved.

In some embodiments of the present invention, as shown in fig. 1, the second oil pumping device 22 may include a second motor 221 and two second pump bodies 222, the second motor 221 is connected to the two second pump bodies 222 respectively, the two second pump bodies 222 are respectively disposed on the two second flow paths 24, that is, each second flow path 24 is provided with one second pump body 222. Therefore, the second oil pumping device 22 is simple in structure, and during operation, the oil inlet requirements of the two second flow paths 24 can be simply and effectively met, the two second flow paths 24 can simultaneously feed oil, the braking of each wheel is synchronous, and the safety and effectiveness of braking are improved. It should be noted that the type of the second pump body 222 is not limited, and may be, for example, a piston pump, a gear pump, a vane pump, or the like.

In some embodiments of the present invention, as shown in fig. 1, the inlet of the first flow path 23 and the inlet of the second flow path 24 are both communicated to the outlet of the first oil pumping device 12, and the inlet of the first oil pumping device 12 is communicated to the oil supply flow path 01. Therefore, the pipeline configuration can be simplified, and the cost can be reduced. Of course, the present invention is not limited to this, the inlet of the second flow path 24 may not be connected to the outlet of the first oil pumping device 12, but directly connected to the oil supply flow path 01, and so on, it should be noted that the oil supply flow path 01 may be one or more, and thus, may be one that connects the first flow path 23 and the second flow path 24 at the same time, or may be multiple, so that the first flow path 23 and the second flow path 24 are respectively connected to different oil supply flow paths 01, which is not described herein again.

In some embodiments of the present invention, as shown in fig. 1, the braking system 100 further includes a pressure sensor 17, the pressure sensor 17 is used for detecting the inlet pressure of the first flow path 23 and the inlet pressure of the second flow path 24, thereby, the number of the pressure sensors 17 is small, the overall cost is reduced, and the braking hydraulic pressure can be better ensured to meet the requirement by providing the pressure sensor 17, and the reliability of braking is improved.

In some embodiments of the present invention, as shown in fig. 1, the second module 2 includes a first control valve 25 and a second control valve 26 connected to the second electronic control unit 21, the first control valve 25 is disposed in the first flow path 23, the second control valve 26 is disposed in the second flow path 24, that is, the second electronic control unit 21 can control the state switching of the first control valve 25 and the second control valve 26, so that when the first oil pumping device 12 operates, the second control valve 26 can be closed, the first control valve 25 can be opened, and the oil can be reliably fed to each pressurizing flow path 13 through the first flow path 23, and when the second oil pumping device operates, the first control valve 25 can be closed, and the second control valve 26 can be opened, and the oil can be reliably fed to each pressurizing flow path 13 through the second flow path 24.

And, because the first control valve 25 and the second control valve 26 belong to the second assembly 2, when the first assembly 1 fails, the second assembly 2 can normally control the switching of the first control valve 25 and the second control valve 26, and the working reliability and effectiveness are ensured. Alternatively, the first control valve 25 is a normally open solenoid valve and the second control valve 26 is a normally closed solenoid valve. Therefore, the control is simplified, the electric energy is saved, the service life of the first control valve 25 and the second control valve 26 is prolonged, and the speed and the reliability of the implementation of the braking control are improved.

In some embodiments of the present invention, the braking system 100 further comprises: a third assembly 3, the third assembly 3 being for detecting the driver's braking intention and being in communication with the first electronic control unit 11 and the second electronic control unit 21. Thus, in the case of someone driving, the detection of the braking intention of the driver by the third assembly 3 can be made so that the first electronic control unit 11 and the second electronic control unit 21 can implement corresponding braking control according to the braking intention.

For example, the third module 3 may include a stroke sensor 31 and a pedal simulator 32, etc., the stroke sensor 31 being mounted on an input rod 33 of the pedal simulator 32, the input rod 33 of the pedal simulator 32 being connected to a brake pedal of the vehicle 1000, and the braking intention of the driver being recognized by the stroke sensor 31 when the driver depresses the brake pedal. Of course, the present invention is not limited thereto, and in other embodiments of the present invention, the braking system 100 of the embodiment of the present invention may also be used in the unmanned vehicle 1000, and the third component 3 may not be provided at this time.

Wherein, the third component 3 is separately provided from the first component 1 and the second component 2 to be separately installed, that is, the third component 3 is not integrated on the first component 1 nor the second component 2 but is separately installed, for example, the third component 3 may be installed on a dash panel of the vehicle 1000, thereby facilitating detection of the braking intention of the driver, and the first component 1 and the second component 2 may be installed at other positions than the dash panel, for example, on left and right side members of the vehicle 1000, thereby reducing the burden on the dash panel and solving the vibration problem of the brake pedal due to hydraulic pressure fluctuation.

In addition, it should be noted that the first module 1 and the second module 2 may be separately configured or may be integrally configured (for example, the first electronic control unit 11, the first oil pumping device 12, the oil inlet control valve 15, the oil outlet control valve 16, and the pressure sensor 17 included in the first module 1 are of a first composition, the second electronic control unit 21, the second oil pumping device 22, the first control valve 25, and the second control valve 26 included in the second module 2 are of a second composition, the first composition and the second composition may be installed in the same housing, or the first composition and the second composition may be installed in different housings, and the two housings are connected to each other, etc.), and thus, when the first module 1 and the second module 2 are integrally configured, the first module 1 and the second module 2 may be integrally installed together, and when the first module 1 and the second module 2 are separately installed, which is not limited herein. For example, the first module 1 and the second module 2 may be fixed together or separately to a member having high strength such as a left and right side member.

Next, a brake system 100 according to an embodiment of the present invention is described.

As shown in fig. 1, the brake system 100 of this embodiment is an electro-hydraulic decoupling redundant brake system, and is used to solve the problem of brake boosting of the electro-hydraulic brake system in the related art when pressurization is not available due to a motor or other reasons, so as to implement brake redundancy control and ensure that the brake pedal feel is consistent with the normal condition in a brake redundancy state.

As shown in fig. 1, the braking system 100 of the present embodiment is mainly composed of four parts: a reservoir 0, a first assembly 1 (i.e., a first assembly 1 assembly), a second assembly 2 (i.e., a secondary booster module assembly), and a third assembly 3 (i.e., a pedal simulator 32 assembly). The third assembly 3 can identify the braking intention and demand of the driver through the pedal simulator 32, and when the first assembly 1 works normally and the first electronic control unit 11 identifies the braking demand of the driver, the corresponding braking hydraulic pressure can be established through the operation of the first oil pumping device 12; when the first electronic control unit 11 is abnormal and the first oil pumping device 12 cannot operate, the second electronic control unit 21 drives the second oil pumping device 22 to operate, and establishes the brake hydraulic pressure corresponding to the driver's demand. The brake system 100 of the embodiment can ensure that the pedal feel is unchanged during operation, and the first component 1 and the second component 2 in the brake system 100 of the embodiment can be completely independent of the third component 3 and do not need to be fixed on the front panel of the vehicle 1000, so that the problem of vibration of the brake pedal caused by hydraulic fluctuation is solved.

The three components of the first component 1, the second component 2 and the third component 3 are independent components, wherein only the third component 3 is fixed on the front wall plate, so that the strength and the durability of the front wall plate are greatly reduced, in addition, the third component 3 can be composed of a stroke sensor 31 and a pedal simulator 32, the stroke sensor 31 is assembled on an input rod 33 of the pedal simulator 32, the input rod 33 of the pedal simulator 32 is connected with a brake pedal of the vehicle 1000, and the brake intention of a driver can be identified through the stroke sensor 31 when the driver presses the brake pedal.

The first module 1 is composed of a first electronic control unit 11, a first motor 121, a first pump body 122 (such as a piston pump), a first pressurizing flow path 131, an oil inlet control valve 15 (i.e. a left front valve 151 for controlling the inlet of the left front caliper) disposed on the first pressurizing flow path 131, an oil outlet control valve 16 (i.e. a first liquid outlet valve 161 for controlling the outlet of the left front caliper) disposed on a first depressurizing flow path 141 in the depressurizing flow path 14, an oil inlet control valve 15 (i.e. a right rear valve 152 for controlling the inlet of the right rear caliper) disposed on the second pressurizing flow path 132, an oil outlet control valve 16 (i.e. a second liquid outlet valve 162 for controlling the outlet of the right rear caliper) disposed on a second depressurizing flow path 142 in the depressurizing flow path 14, an oil inlet control valve 15 (i.e. a left rear valve 153 for controlling the inlet of the left rear caliper) disposed on the third pressurizing flow path 133, an oil outlet control valve 16 (i.e. a third liquid outlet valve 163 for controlling the left rear caliper) disposed on a third depressurizing flow path 143 in the depressurizing flow path 14, an oil inlet control valve 15 (i.e. a fourth pressurizing valve 15 (i.e. a left rear valve 153 for controlling the inlet of the pressure control valve 154) disposed on the fourth pressurizing flow path 14, a right front control valve 17 disposed on the fourth depressurizing flow path 17, a fourth pressurizing flow path 17, a right front control valve for controlling the outlet control valve 17, and a pressure control valve 17, and a fourth pressurizing flow path 17, etc.

Wherein, the left front valve 151, the right rear valve 152, the left rear valve 153 and the right front valve 154 are normally open valves, the first liquid outlet valve 161, the second liquid outlet valve 162, the third liquid outlet valve 163 and the fourth liquid outlet valve 164 are normally closed valves, the first component 1 can be fixed on the parts with higher strength such as the left and right longitudinal beams, and can also be integrated with the third component 3, and the first electric control unit 11 receives signals such as steering wheel rotation angle and power system torque from wheel speed and EPS.

The second module 2 is composed of a second electronic control unit 21, a second motor 221, a second pump body 222 (two and respectively a first pump a and a second pump B), a first control valve 25 (i.e., a first electromagnetic valve 251) disposed on a first sub-flow path 231 in the first flow path 23, a second control valve 26 (i.e., a third electromagnetic valve 261) disposed on a third sub-flow path 241 in the second flow path 24, a second control valve 26 (i.e., a fourth electromagnetic valve 262) disposed on a fourth sub-flow path 242 in the second flow path 24, a first control valve 25 (i.e., a second electromagnetic valve 252) disposed on a second sub-flow path 232 in the first flow path 23, and the like, wherein the first electromagnetic valve 251 and the second electromagnetic valve 252 are normally open valves, the third electromagnetic valve 261 and the fourth electromagnetic valve 262 are normally closed valves, and the second module 2 can be fixed to high-strength members such as left and right side rails.

Under the normal working condition of the first assembly 1 of the brake system 100, when a driver steps on a brake pedal, the pedal simulator 32 recognizes a braking demand of the driver through the stroke sensor 31, and transmits an electric signal to the first electronic control unit 11 and the second electronic control unit 21, the first electronic control unit 11 calculates a total braking force of the brake system 100 according to the signal of the stroke sensor 31 and the feedback capacity of the motor, and braking forces respectively required to be realized by the motor and the first assembly 1, and controls the first motor 121 of the first assembly 1 to operate to drive the first pump body 122 to generate hydraulic pressure, at this time, the left front valve 151, the right rear valve 152, the left rear valve 153 and the right front valve 154 of the first assembly 1 are in an open state, and the first liquid outlet valve 161, the second liquid outlet valve 162, the third liquid outlet valve 163 and the fourth liquid outlet valve 164 are in a closed state. The first and second solenoid valves 251 and 252 of the second module 2 are in an open state, and the third and fourth solenoid valves 261 and 262 are in a closed state.

The hydraulic pressure realized by the first pump body 122 of the first assembly 1 enters the left front caliper through the first electromagnetic valve 251 of the second assembly 2 and the left front valve 151 of the first assembly 1 to generate braking force, the hydraulic pressure realized by the first pump body 122 of the first assembly 1 enters the right rear caliper through the first electromagnetic valve 251 of the second assembly 2 and the right rear valve 152 of the first assembly 1 to generate braking force, the hydraulic pressure realized by the first pump body 122 of the first assembly 1 enters the left rear caliper through the second electromagnetic valve 252 of the second assembly 2 and the left rear valve 153 of the first assembly 1 to generate braking force, and the hydraulic pressure realized by the first pump body 122 of the first assembly 1 enters the right front caliper through the second electromagnetic valve 252 of the second assembly 2 and the right front valve 154 of the first assembly 1 to generate braking force.

When the first component 1 of the brake system 100 is abnormal and the first electric control unit 11 cannot drive the first motor 121 to realize pressurization, when a driver steps on a brake pedal, the pedal simulator 32 recognizes a braking demand of the driver through the stroke sensor 31 and transmits an electric signal to the first electric control unit 11 and the second electric control unit 21, at this time, the second electric control unit 21 calculates a total braking force of the brake system 100 according to the signal of the stroke sensor 31 and the motor feedback capacity, and the braking forces respectively required to be realized by the motor and the second component 2, and controls the second motor 221 of the second component 2 to operate and drive the first pump a and the second pump B to operate to generate hydraulic pressure, at this time, the left front valve 151, the right rear valve 152, the left rear valve 153 and the right front valve 154 of the first component 1 are in an open state, and the first liquid valve 161, the second liquid valve 162, the third liquid valve 163 and the fourth liquid valve 164 are in a closed state. The first and second solenoid valves 251 and 252 of the second module 2 are switched to the closed state, and the third and fourth solenoid valves 261 and 262 are switched to the open state.

The hydraulic pressure realized by the first pump body 122 of the first assembly 1 enters the left front caliper through the third electromagnetic valve 261 of the second assembly 2 and the left front valve 151 of the first assembly 1 to generate braking force, the hydraulic pressure realized by the first pump body 122 of the first assembly 1 enters the right rear caliper through the third electromagnetic valve 261 of the second assembly 2 and the right rear valve 152 of the first assembly 1 to generate braking force, the hydraulic pressure realized by the first pump body 122 of the first assembly 1 enters the left rear caliper through the fourth electromagnetic valve 262 of the second assembly 2 and the left rear valve 153 of the first assembly 1 to generate braking force, and the hydraulic pressure realized by the first pump body 122 of the first assembly 1 enters the right front caliper through the fourth electromagnetic valve 262 of the second assembly 2 and the right front valve 154 of the first assembly 1 to generate braking force.

In the related art electro-hydraulic brake system, the intention of the driver is recognized by a stroke sensor, and then a motor is operated to drive a piston to operate to establish hydraulic pressure, so that a wheel cylinder piston is pushed to move to generate braking force. Some systems are divided into a main hydraulic brake power output unit and a backup hydraulic brake power output unit, each brake unit is divided into two brake circuits, each brake circuit is controlled to be switched on and switched off through an electromagnetic valve, each wheel cylinder controls the wheel cylinder pressure through a one-way valve and a pressure stabilizing valve, the structure can realize the functions of wheel cylinder brake pressure increasing and pressure reducing, but the two wheel cylinder pressure regulation requirements of the same circuit of an actual vehicle can be relaxed in a reverse direction, so that the system cannot realize the wheel cylinder pressure regulation. In addition, the backup hydraulic braking force output unit of the system needs to adopt two motors, so that the cost of the backup hydraulic braking force output unit is overhigh. In addition, the system adopts four wheel cylinder pressure sensors, so that the cost of the brake-by-wire system is too high. According to the embodiment of the present invention, the above technical problem can be solved and avoided.

In addition, with reference to fig. 1, the present invention further provides a vehicle 1000, which includes a vehicle body 200 and a braking system 100 mounted on the vehicle body 200, wherein the braking system 100 is the braking system 100 for the vehicle 1000 according to any embodiment of the present invention, so as to improve the braking reliability of the vehicle 1000.

The type and specific configuration of the vehicle 1000 according to the embodiment of the present invention are not limited, and may be manned or unmanned, may be gasoline-driven, or battery-driven, or hybrid-driven, etc., and will not be described in detail herein.

In the description of the present invention, it should be understood that the terms "front", "back", "left", "right", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of the description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically limited otherwise.

In the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly, e.g., as being fixedly connected, detachably connected, or integrated; the connection can be mechanical connection, electrical connection or communication; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

In the present application, unless expressly stated or limited otherwise, the first feature may be directly on or directly under the second feature or indirectly via intermediate members. Also, a first feature "on," "above," and "over" a second feature may be directly on or obliquely above the second feature, or simply mean that the first feature is at a higher level than the second feature. A first feature "under," "beneath," and "under" a second feature may be directly under or obliquely under the second feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Moreover, various embodiments or examples and features of various embodiments or examples described in this specification can be combined and combined by one skilled in the art without being mutually inconsistent.

While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims (12)

1. A braking system for a vehicle, comprising:

an oil storage tank having an oil supply flow path and an oil return flow path;

the first assembly comprises a first electronic control unit, a first oil pumping device, a plurality of pressurizing flow paths and a pressure reducing flow path, wherein the first electronic control unit is used for controlling the first oil pumping device to work, the pressurizing flow paths correspond to wheels of a vehicle respectively, each pressurizing flow path is provided with an oil inlet control valve, the pressure reducing flow paths correspond to the wheels of the vehicle respectively, each pressure reducing flow path is provided with an oil outlet control valve, and the pressure reducing flow paths are communicated with the oil return flow paths;

the second assembly comprises a second electronic control unit, a second oil pumping device, a first flow path and a second flow path, the second electronic control unit is used for controlling the second oil pumping device to work, the first flow path and the second flow path are communicated with the upstream of the pressurization flow path, the first oil pumping device is used for enabling the first flow path to be used for oil feeding from the oil feeding flow path, and the second oil pumping device is used for enabling the second flow path to be used for oil feeding from the oil feeding flow path.

2. The brake system for a vehicle according to claim 1, wherein the plurality of pressure-increasing flow paths includes a first pressure-increasing flow path, a second pressure-increasing flow path, a third pressure-increasing flow path, and a fourth pressure-increasing flow path, and the first flow path is two, one of which communicates with the first pressure-increasing flow path and the second pressure-increasing flow path at the same time, and the other of which communicates with the third pressure-increasing flow path and the fourth pressure-increasing flow path at the same time.

3. The brake system for a vehicle according to claim 2, wherein the first oil pumping device includes a first motor and a first pump body, the first motor is connected to the first pump body, and an outlet of the first pump body is communicated with inlets of the two first flow paths, respectively.

4. The brake system for a vehicle according to claim 1, wherein the plurality of pressure-increasing flow paths includes a first pressure-increasing flow path, a second pressure-increasing flow path, a third pressure-increasing flow path, and a fourth pressure-increasing flow path, and the second flow path is two, one of which communicates with the first pressure-increasing flow path and the second pressure-increasing flow path at the same time, and the other of which communicates with the third pressure-increasing flow path and the fourth pressure-increasing flow path at the same time.

5. The brake system for a vehicle according to claim 4, wherein the second oil pumping device includes a second motor and two second pump bodies, the second motor is connected to each of the two second pump bodies, and the two second pump bodies are respectively provided in correspondence to the two second flow paths.

6. The brake system for a vehicle according to claim 1, wherein an inlet of the first flow path and an inlet of the second flow path are each communicated to an outlet of the first oil pumping device, and an inlet of the first oil pumping device is communicated to the oil supply flow path.

7. A brake system for a vehicle according to claim 6, further comprising a pressure sensor for detecting the inlet pressure of the first flow path and the inlet pressure of the second flow path.

8. A braking system for a vehicle according to claim 1, wherein said second assembly includes a first control valve and a second control valve connected to said second electronic control unit, said first control valve being provided in said first flow path and said second control valve being provided in said second flow path.

9. A braking system for a vehicle according to claim 8 wherein the first control valve is a normally open solenoid valve and the second control valve is a normally closed solenoid valve.

10. The braking system for a vehicle according to claim 1, characterized in that the oil inlet control valve is a normally open solenoid valve, and the oil outlet control valve is a normally closed solenoid valve.

11. The brake system for a vehicle according to any one of claims 1 to 10, characterized by further comprising:

a third component for detecting a braking intention of a driver and communicating with the first electronic control unit and the second electronic control unit, the third component being provided separately from any one of the first component and the second component.

12. A vehicle comprising a vehicle body and a brake system mounted on the vehicle body, wherein the brake system is the brake system for a vehicle according to any one of claims 1 to 11.

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