CN219838542U - Hydraulic braking system and vehicle - Google Patents
Hydraulic braking system and vehicle Download PDFInfo
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- CN219838542U CN219838542U CN202321286968.6U CN202321286968U CN219838542U CN 219838542 U CN219838542 U CN 219838542U CN 202321286968 U CN202321286968 U CN 202321286968U CN 219838542 U CN219838542 U CN 219838542U
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- 230000007246 mechanism Effects 0.000 claims description 42
- 238000002360 preparation method Methods 0.000 claims description 2
- 239000003921 oil Substances 0.000 description 189
- 239000010720 hydraulic oil Substances 0.000 description 7
- 230000010354 integration Effects 0.000 description 6
- 238000000034 method Methods 0.000 description 6
- 230000009471 action Effects 0.000 description 5
- 238000006073 displacement reaction Methods 0.000 description 5
- 230000008569 process Effects 0.000 description 4
- 230000002159 abnormal effect Effects 0.000 description 3
- 230000020169 heat generation Effects 0.000 description 3
- 238000010438 heat treatment Methods 0.000 description 3
- 238000007789 sealing Methods 0.000 description 3
- 238000000926 separation method Methods 0.000 description 3
- 238000004891 communication Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 238000004088 simulation Methods 0.000 description 2
- 206010063385 Intellectualisation Diseases 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
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Abstract
The utility model discloses a hydraulic braking system and a vehicle, which relate to the technical field of vehicle control and comprise the following components: the hydraulic system comprises a main hydraulic unit, a standby hydraulic unit, a braking unit and an oil circuit switching unit; the main hydraulic unit, the standby hydraulic unit and the braking unit are respectively connected with the oil circuit switching unit through a first oil circuit pipeline, a second oil circuit pipeline and a third oil circuit pipeline; the main hydraulic unit and the standby hydraulic unit are used for respectively enabling the first oil way pipeline and the second oil way pipeline to generate first hydraulic pressure and second hydraulic pressure when the brake pedal brakes; the oil way switching unit is used for communicating the first oil way pipeline with the third oil way pipeline or communicating the second oil way pipeline with the third oil way pipeline according to the first hydraulic pressure and the second hydraulic pressure; the braking unit is used for controlling the wheel braking of the vehicle when the first oil circuit pipeline is communicated with the third oil circuit pipeline or the second oil circuit pipeline is communicated with the third oil circuit pipeline.
Description
Technical Field
The utility model relates to the technical field of vehicle control, in particular to a hydraulic braking system and a vehicle.
Background
With the continuous development of vehicle integration and intellectualization technologies, vehicle braking systems are also gradually tending to be integrated and automated.
At present, when a motor or other electrical appliances of a vehicle braking system fail, switching of an oil path is generally realized by controlling opening and closing of an electromagnetic valve so as to ensure that the vehicle can be braked normally. However, when the vehicle braking system is switched in oil way, the switching cooperation between at least four electromagnetic valves is needed, so that the use quantity of the electromagnetic valves and the electromagnetic coils is increased, the arrangement space is enlarged, the quantity of components is increased, the integration level of the vehicle braking system is reduced, meanwhile, the arrangement of the valve body oil way is too complex, in addition, the coils for controlling the four electromagnetic valves are in an electrified state in the whole working process of the system, the power consumption is high, the heating value is large, and the overheat failure of the system is easy to cause.
Disclosure of Invention
The utility model provides a hydraulic braking system and a vehicle, which mainly aims to reduce the use quantity of electromagnetic valves and electromagnetic coils, so that the integration level of the vehicle braking system can be improved, and the arrangement of oil ways of a valve body is simplified.
According to a first aspect of the present disclosure, there is provided a hydraulic brake system comprising: the hydraulic system comprises a main hydraulic unit, a standby hydraulic unit, a braking unit and an oil circuit switching unit;
the main hydraulic unit, the standby hydraulic unit and the braking unit are respectively connected with the oil circuit switching unit through a first oil circuit pipeline, a second oil circuit pipeline and a third oil circuit pipeline;
the main hydraulic unit and the standby hydraulic unit are used for respectively enabling the first oil way pipeline and the second oil way pipeline to generate first hydraulic pressure and second hydraulic pressure when the brake pedal brakes;
the oil way switching unit is used for communicating the first oil way pipeline with the third oil way pipeline or communicating the second oil way pipeline with the third oil way pipeline according to the first hydraulic pressure and the second hydraulic pressure;
the braking unit is used for controlling the wheel braking of the vehicle when the first oil circuit pipeline is communicated with the third oil circuit pipeline or the second oil circuit pipeline is communicated with the third oil circuit pipeline.
Optionally, the main hydraulic unit and the backup hydraulic unit are also connected with a hydraulic pressure generating mechanism and a brake pedal respectively;
the oil way switching unit is used for comparing the first hydraulic pressure with the second hydraulic pressure to generate a hydraulic pressure difference, and communicating the first oil way pipeline with the third oil way pipeline or communicating the second oil way pipeline with the third oil way pipeline according to the hydraulic pressure difference.
Optionally, the main hydraulic unit is used for enabling the first oil way pipeline to generate the first hydraulic pressure under the drive of the hydraulic pressure generating mechanism when the brake pedal brakes;
the hydraulic preparation unit is used for enabling the second oil way pipeline to generate second hydraulic pressure under the drive of the brake pedal when the brake pedal brakes.
Optionally, the oil way switching unit comprises at least one three-way differential pressure valve, and a first end, a second end and a third end of the at least one three-way differential pressure valve are respectively connected with the main hydraulic unit, the standby hydraulic unit and the braking unit through the first oil way pipeline, the second oil way pipeline and the third oil way pipeline.
Optionally, the backup hydraulic unit includes: simulator mechanism and hydraulic backup cylinder; the hydraulic backup cylinder and the piston in the hydraulic backup cylinder form at least one oil cavity, the output end of the oil cavity of the hydraulic backup cylinder is connected with the input end of the simulator mechanism through a fourth oil path pipeline, the output end of the oil cavity of the hydraulic backup cylinder is also connected with the oil path switching unit through a second oil path pipeline, and the piston of the hydraulic backup cylinder is connected with the brake pedal.
Optionally, the simulator mechanism comprises a simulator and a simulator valve; the output end of the oil cavity of the hydraulic spare cylinder is connected with the input end of the simulator valve through a fourth oil way pipeline, and the output end of the simulator valve is connected with the input end of the simulator.
Optionally, the main hydraulic unit comprises: a hydraulic master cylinder; the output end of the oil cavity of the hydraulic main cylinder is connected with the oil circuit switching unit through the first oil circuit pipeline, and the piston of the hydraulic main cylinder is connected with the hydraulic generating mechanism.
Optionally, the brake unit includes: a pressure increasing valve and a pressure reducing valve; the oil way switching unit is connected with the input end of the pressure increasing valve, and the output end of the pressure increasing valve is connected with the input end of the pressure reducing valve.
Optionally, the hydraulic pressure generating mechanism includes: and the motor is fixed with the ball screw as a whole.
According to a second aspect of the present disclosure, a vehicle is provided that includes a hydraulic brake system.
The innovation points of the present disclosure include:
1. the hydraulic control-based oil way switching unit is used for replacing a plurality of electromagnetic valves, so that the use quantity of the electromagnetic valves and electromagnetic coils is reduced, the arrangement space is saved, and the improvement of the integration level of the system is one of the innovation points of the present disclosure.
2. It is one of the innovative points of the present disclosure to reduce the number of solenoid valves that the ECU needs to control to reduce ECU power consumption and heat generation.
3. The reduction of oil passage crossing, the reduction of valve body volume and the simplification of the arrangement of the valve body oil passage are one of the innovation points of the present disclosure.
4. The oil way switching unit is used for realizing separation and sealing of the main hydraulic unit oil way and the standby hydraulic unit oil way, control through the ECU is avoided, so that control logic is simplified, and the risk of system failure is reduced.
According to the hydraulic braking system, the hydraulic control-based oil way switching unit is utilized to switch between the main hydraulic unit oil way and the standby hydraulic unit oil way, so that safe braking of a vehicle can be ensured. Meanwhile, since the number of solenoid valves that the ECU needs to control is reduced in the present disclosure, the energy consumption and the heat generation amount of the ECU can be reduced. Furthermore, the oil way switching unit is adopted to realize the separation and sealing of the main hydraulic unit oil way and the auxiliary hydraulic unit oil way, so that the oil way intersection is reduced, the arrangement of the valve body oil way is simplified, and in addition, the oil way switching unit does not need to be controlled by the ECU, so that the control logic can be simplified, and the risk of system failure is reduced.
The foregoing description is only an overview of the present utility model, and is intended to be implemented in accordance with the teachings of the present utility model in order that the same may be more clearly understood and to make the same and other objects, features and advantages of the present utility model more readily apparent.
Drawings
In order to more clearly illustrate the technical solutions of the present disclosure or the prior art, the drawings used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present utility model, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 illustrates a schematic composition of a hydraulic brake system provided by the present disclosure;
fig. 2 shows a schematic diagram of the operation of the hydraulic brake system provided by the present disclosure.
Detailed Description
The following description of the embodiments of the present disclosure will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the utility model. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments in this disclosure without undue burden, are within the scope of the present disclosure.
It should be noted that the terms "comprising" and "having" and any variations thereof in the present disclosure and the accompanying drawings are intended to cover a non-exclusive inclusion. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those listed steps or elements but may include other steps or elements not listed or inherent to such process, method, article, or apparatus.
The number of the electromagnetic valves and the electromagnetic coils in the existing vehicle braking system is large, so that the arrangement space is enlarged, the number of components is increased, the integration level of the vehicle braking system is reduced, meanwhile, the arrangement of an oil way of a valve body is too complex, in addition, the coils for controlling the opening and closing of the electromagnetic valves are continuously electrified in the whole working process, the power consumption is high, the heating value is large, and the thermal failure of the system is easy to cause.
To overcome the above-described drawbacks, the present disclosure provides a hydraulic brake system, as shown in fig. 1, including: a main hydraulic unit 1, a standby hydraulic unit 2, a brake unit 4 and an oil path switching unit 3; the main hydraulic unit 1, the standby hydraulic unit 2 and the braking unit 4 are respectively connected with the oil circuit switching unit 3 through a first oil circuit pipeline, a second oil circuit pipeline and a third oil circuit pipeline; the main hydraulic unit 1 and the auxiliary hydraulic unit 2 are used for respectively enabling the first oil way pipeline and the second oil way pipeline to generate a first hydraulic pressure and a second hydraulic pressure when the brake pedal brakes; the oil path switching unit 3 is configured to communicate the first oil path pipe with the third oil path pipe or communicate the second oil path pipe with the third oil path pipe according to the first hydraulic pressure and the second hydraulic pressure; the braking unit 4 is configured to control wheel braking of a vehicle when the first oil path pipe is in communication with the third oil path pipe or the second oil path pipe is in communication with the third oil path pipe.
Further, the main hydraulic unit 1 and the standby hydraulic unit 2 are further connected with a hydraulic pressure generating mechanism 5 and a brake pedal 6 respectively, and the main hydraulic unit 1 is used for enabling the first oil way pipeline to generate the first hydraulic pressure under the driving of the hydraulic pressure generating mechanism 5 when the brake pedal 6 brakes; the hydraulic backup unit 2 is configured to generate a second hydraulic pressure in the second oil path pipeline under the driving of the brake pedal 6 when the brake pedal 6 brakes.
As shown in fig. 1, in the present disclosure, a main hydraulic unit 1 is connected to an oil path switching unit 3 through a first oil path pipe, a backup hydraulic unit 2 is connected to the oil path switching unit 3 through a second oil path pipe, a brake unit 4 is connected to the oil path switching unit 3 through a third oil path pipe, there is no cross overlap between the first oil path pipe, the second oil path pipe, and the third oil path pipe, the first oil path pipe and the third oil path pipe constitute a main hydraulic unit oil path, and the second oil path pipe and the third oil path pipe constitute a backup hydraulic unit oil path. The main hydraulic unit 1 is controlled by a hydraulic pressure generating mechanism 5, and the hydraulic pressure generating mechanism 5 may be a motor, and the auxiliary hydraulic unit 2 is controlled by a driver stepping on a brake pedal 6.
When a driver steps on the brake pedal, the brake pedal 6 drives the standby hydraulic unit 2 to work, so that hydraulic oil in the standby hydraulic unit 2 enters into the second oil way pipeline to generate second hydraulic pressure, meanwhile, as the brake pedal 6 generates displacement, a displacement sensor sends the displacement signal to the ECU after acquiring the displacement signal, the ECU can analyze the braking intention of the driver through the displacement signal, and accordingly the hydraulic generation mechanism 5 can be controlled to start, and the hydraulic generation mechanism 5 can drive the main hydraulic unit 1 to work after being started, so that the hydraulic oil in the main hydraulic unit 1 enters into the first oil way pipeline to generate first hydraulic pressure. Further, the oil circuit switching unit 3 can control the first oil circuit pipeline to be communicated with the third oil circuit pipeline or the second oil circuit pipeline to be communicated with the third oil circuit pipeline under the action of the pressure difference of the first hydraulic pressure and the second hydraulic pressure, namely, the main hydraulic unit oil circuit is started or the standby hydraulic unit oil circuit is started. After the first oil path pipeline is communicated with the third oil path pipeline or the second oil path pipeline is communicated with the third oil path pipeline, the wheel end oil path can be further communicated, so that hydraulic pressure is transmitted to the wheel end to realize vehicle braking.
Further, the oil path switching unit 3 is specifically configured to compare the first hydraulic pressure and the second hydraulic pressure to generate a hydraulic pressure difference, and communicate the first oil path pipe with the third oil path pipe or communicate the second oil path pipe with the third oil path pipe according to the hydraulic pressure difference.
Specifically, when the driver performs braking, if the hydraulic pressure generating mechanism 5 and other electrical appliances operate normally, the first hydraulic pressure is greater than the second hydraulic pressure, at this time, the oil path switching unit 3 controls the first oil path pipeline to be communicated with the third oil path pipeline under the action of the hydraulic pressure difference, that is, opens the main hydraulic unit oil path and closes the auxiliary hydraulic unit oil path; if the hydraulic pressure generating mechanism 5 or other electrical appliances are abnormal, the first hydraulic pressure is less than the second hydraulic pressure, and at this time, the oil path switching unit 3 controls the second oil path pipeline to be communicated with the third oil path pipeline under the action of the hydraulic pressure difference, that is, closes the main hydraulic unit oil path and opens the standby hydraulic unit oil path. This ensures that the vehicle can be braked safely in any situation.
Further, as shown in fig. 2, the oil path switching unit 3 includes at least one three-way differential pressure valve 3-1, and a first end, a second end, and a third end of the at least one three-way differential pressure valve 3-1 are connected to the main hydraulic unit 1, the auxiliary hydraulic unit 2, and the brake unit 4 through the first oil path pipe, the second oil path pipe, and the third oil path pipe, respectively.
When the first hydraulic pressure is greater than the second hydraulic pressure, an oil cavity between the first end and the third end of the at least one three-way differential pressure valve 3-1 is communicated so as to control the first oil circuit pipeline to be communicated with the third oil circuit pipeline; and when the first hydraulic pressure is smaller than the second hydraulic pressure, an oil cavity between the second end and the third end of the at least one three-way differential pressure valve 3-1 is communicated so as to control the second oil circuit pipeline to be communicated with the third oil circuit pipeline. The three-way differential pressure valve 3-1 may be a two-position three-way or more three-position three-way mechanism, the number of the three-way differential pressure valves 3-1 may be determined according to the number of oil chambers in the hydraulic unit 2, and the number of the three-way differential pressure valves 3-1 is greater than or equal to the number of the oil chambers.
Specifically, the first end of the three-way differential pressure valve 3-1 is connected with the main hydraulic unit 1 through a first oil line, the second end of the three-way differential pressure valve 3-1 is connected with the auxiliary hydraulic unit 2 through a second oil line, and the third end of the three-way differential pressure valve 3-1 is connected with the brake unit 4 through a third oil line. When a driver steps on a brake pedal, if the hydraulic pressure generating mechanism 5 and other electrical appliances are operated normally, the first hydraulic pressure is higher than the second hydraulic pressure, at the moment, the oil way switching unit 3 can conduct an oil cavity between the first end and the third end under the action of hydraulic pressure difference so as to control the first oil way pipeline to be communicated with the third oil way pipeline, namely, a main hydraulic unit oil way is opened, and a standby hydraulic unit oil way is closed; if the hydraulic pressure generating mechanism 5 or other electrical appliances are abnormal, the first hydraulic pressure is almost 0, so that the first hydraulic pressure is smaller than the second hydraulic pressure, at this time, the oil-way switching unit 3 can conduct the oil cavity between the second end and the third end under the action of the hydraulic pressure difference, so as to control the second oil-way pipeline to be communicated with the third oil-way pipeline, namely, close the main hydraulic unit oil way and open the standby hydraulic unit oil way. When the main hydraulic unit oil way or the spare hydraulic unit oil way is opened, the wheel end oil way is communicated at the same time, so that the hydraulic pressure is transmitted to the wheel end to realize the braking of the vehicle.
Therefore, the three-way differential pressure valve is utilized to replace a plurality of electromagnetic valves, the use quantity of the electromagnetic valves and the electromagnetic coils in the system can be reduced, the arrangement space can be saved, the PCB design structure is more compact, and the integration level of the system is improved. Meanwhile, the number of electromagnetic valves which need to be controlled by the ECU in the system is reduced, so that the power consumption and the heating value of the ECU can be reduced, and the control logic of the ECU is simplified. In addition, the valve body oil circuit arrangement can be simplified by reducing the intersection of the oil circuits.
Further, the hydraulic backup unit 2 includes: the hydraulic auxiliary cylinder 2-1 and the piston in the hydraulic auxiliary cylinder 2-1 form at least one oil cavity, the output end of the oil cavity of the hydraulic auxiliary cylinder 2-1 is connected with the input end of the simulator mechanism through a fourth oil path pipeline, the output end of the oil cavity of the hydraulic auxiliary cylinder 2-1 is also connected with the oil path switching unit 3 through a second oil path pipeline, and the piston of the hydraulic auxiliary cylinder 2-1 is connected with the brake pedal 6.
Specifically, the hydraulic slave cylinder 2-1 and the piston inside the hydraulic slave cylinder form at least one oil cavity, the number of the oil cavities determines the number of the three-way differential pressure valves 3-1, as shown in fig. 2, two oil cavities are formed inside the hydraulic slave cylinder 2-1, each oil cavity corresponds to one three-way differential pressure valve 3-1, the oil cavity output end of the hydraulic slave cylinder 2-1 is connected with the input end of the simulation mechanism through a fourth oil path pipeline, and the oil cavity output end of the hydraulic slave cylinder 2-1 is also connected with the second end of the three-way differential pressure valve 3-1 through a second oil path pipeline.
Further, the simulator mechanism includes a simulator 2-3 and a simulator valve 2-2; the output end of the oil cavity of the hydraulic spare cylinder 2-1 is connected with the input end of the simulator valve 2-2 through a fourth oil circuit pipeline, and the output end of the simulator valve 2-2 is connected with the input end of the simulator 2-3.
When the first hydraulic pressure is greater than the second hydraulic pressure, controlling the simulator valve 2-2 to be opened so that hydraulic oil in the hydraulic slave cylinder enters the simulator 2-3 to simulate pedal feel of a driver; and when the first hydraulic pressure is smaller than the second hydraulic pressure, the simulator valve 2-2 is controlled to be closed, so that hydraulic oil in the hydraulic slave cylinder cannot enter the simulator 2-3.
Specifically, when the driver steps on the brake pedal, if the hydraulic pressure generating mechanism 5 and other electrical appliances operate normally, the first hydraulic pressure is higher than the second hydraulic pressure, at this time, the main hydraulic unit oil path is opened, the standby hydraulic unit oil path is closed, and the standby hydraulic unit oil path cannot be conducted, so that the simulator valve 2-2 needs to be opened, and hydraulic oil enters the simulator 2-3 to realize pedal feel simulation; if the operation of the hydraulic pressure generating mechanism 5 or other electrical appliances is abnormal, the first hydraulic pressure is lower than the second hydraulic pressure, the oil passage of the spare hydraulic unit is closed, the oil passage of the main hydraulic unit is opened, and the simulator valve 2-2 is required to be closed because the oil passage of the spare hydraulic unit is conducted, so that hydraulic oil cannot enter the simulator 2-3.
Further, the main hydraulic unit 1 comprises a hydraulic main cylinder 1-1, an oil cavity output end of the hydraulic main cylinder 1-1 is connected with the oil circuit switching unit 3 through the first oil circuit pipeline, and a piston of the hydraulic main cylinder 1-1 is connected with the hydraulic generating mechanism 5.
Specifically, the oil chamber output end of the hydraulic master cylinder 1-1 is connected to the first end of the three-way differential pressure valve 3-1 through a first oil path pipe, and when the piston compresses, hydraulic oil can reach the three-way differential pressure valve 3-1 through the first oil path pipe.
Further, the brake unit 4 includes a pressure increasing valve 4-1 and a pressure reducing valve 4-2, the oil path switching unit 3 is connected to an input end of the pressure increasing valve 4-1, and an output end of the pressure increasing valve 4-1 is connected to an input end of the pressure reducing valve 4-2.
Specifically, the third end of the three-way differential pressure valve 3-1 is connected with the output end of the pressure increasing valve 4-1, and the pressure increasing valve 4-1 and the pressure reducing valve 4-2 are used for increasing and reducing pressure of an oil way at the wheel end.
Further, the hydraulic pressure generation mechanism 5 includes a motor 5-1, and the motor 5-1 is fixed integrally with the ball screw. Therefore, a torque increasing mechanism is not needed, so that the motor and the ball screw are more compact in structure, and redundant parts are saved.
Because the unidirectional pressure building scheme is adopted in the present disclosure, the arrangement structure of parts can be reduced, and the safety and reliability are higher.
According to the hydraulic braking system, the hydraulic control-based oil way switching unit is utilized to switch between the main hydraulic unit oil way and the standby hydraulic unit oil way, so that safe braking of a vehicle can be ensured. Meanwhile, since the number of solenoid valves that the ECU needs to control is reduced in the present disclosure, the energy consumption and the heat generation amount of the ECU can be reduced. Furthermore, the oil way switching unit is adopted to realize the separation and sealing of the main hydraulic unit oil way and the auxiliary hydraulic unit oil way, so that the oil way intersection is reduced, the arrangement of the valve body oil way is simplified, and in addition, the oil way switching unit does not need to be controlled by the ECU, so that the control logic can be simplified, and the risk of system failure is reduced.
Those of ordinary skill in the art will appreciate that: the drawing is a schematic diagram of one embodiment and the modules or flows in the drawing are not necessarily required to practice the utility model.
Those of ordinary skill in the art will appreciate that: the modules in the apparatus of the embodiments may be distributed in the apparatus of the embodiments according to the description of the embodiments, or may be located in one or more apparatuses different from the present embodiments with corresponding changes. The modules of the above embodiments may be combined into one module, or may be further split into a plurality of sub-modules.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present utility model, and are not limiting; although the utility model has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the corresponding technical solutions.
Claims (21)
1. A hydraulic brake system, comprising: the hydraulic system comprises a main hydraulic unit, a standby hydraulic unit, a braking unit and an oil circuit switching unit;
the main hydraulic unit, the standby hydraulic unit and the braking unit are respectively connected with the oil circuit switching unit through a first oil circuit pipeline, a second oil circuit pipeline and a third oil circuit pipeline;
the main hydraulic unit and the standby hydraulic unit are used for respectively enabling the first oil way pipeline and the second oil way pipeline to generate first hydraulic pressure and second hydraulic pressure when the brake pedal brakes;
the oil way switching unit is used for communicating the first oil way pipeline with the third oil way pipeline or communicating the second oil way pipeline with the third oil way pipeline according to the first hydraulic pressure and the second hydraulic pressure;
the braking unit is used for controlling the wheel braking of the vehicle when the first oil circuit pipeline is communicated with the third oil circuit pipeline or the second oil circuit pipeline is communicated with the third oil circuit pipeline.
2. The system of claim 1, wherein the main hydraulic unit and the backup hydraulic unit are further connected to a hydraulic pressure generating mechanism and the brake pedal, respectively;
the oil way switching unit is used for comparing the first hydraulic pressure with the second hydraulic pressure to generate a hydraulic pressure difference, and communicating the first oil way pipeline with the third oil way pipeline or communicating the second oil way pipeline with the third oil way pipeline according to the hydraulic pressure difference.
3. The system according to claim 2, wherein the main hydraulic unit is configured to generate the first hydraulic pressure in the first oil path pipe under the drive of the hydraulic pressure generation mechanism when the brake pedal is braked;
the hydraulic preparation unit is used for enabling the second oil way pipeline to generate second hydraulic pressure under the drive of the brake pedal when the brake pedal brakes.
4. A system according to any one of claims 1-3, wherein the oil circuit switching unit comprises at least one three-way differential pressure valve, the first, second and third ends of which are connected to the main, backup and brake units via the first, second and third oil circuit pipes, respectively.
5. A system according to any one of claims 1-3, characterized in that the backup hydraulic unit comprises: simulator mechanism and hydraulic backup cylinder; the hydraulic backup cylinder and the piston in the hydraulic backup cylinder form at least one oil cavity, the output end of the oil cavity of the hydraulic backup cylinder is connected with the input end of the simulator mechanism through a fourth oil path pipeline, the output end of the oil cavity of the hydraulic backup cylinder is also connected with the oil path switching unit through a second oil path pipeline, and the piston of the hydraulic backup cylinder is connected with the brake pedal.
6. The system of claim 4, wherein the backup hydraulic unit comprises: simulator mechanism and hydraulic backup cylinder; the hydraulic backup cylinder and the piston in the hydraulic backup cylinder form at least one oil cavity, the output end of the oil cavity of the hydraulic backup cylinder is connected with the input end of the simulator mechanism through a fourth oil path pipeline, the output end of the oil cavity of the hydraulic backup cylinder is also connected with the oil path switching unit through a second oil path pipeline, and the piston of the hydraulic backup cylinder is connected with the brake pedal.
7. The system of claim 5, wherein the simulator mechanism comprises a simulator and a simulator valve; the output end of the oil cavity of the hydraulic spare cylinder is connected with the input end of the simulator valve through a fourth oil way pipeline, and the output end of the simulator valve is connected with the input end of the simulator.
8. The system of claim 6, wherein the simulator mechanism comprises a simulator and a simulator valve; the output end of the oil cavity of the hydraulic spare cylinder is connected with the input end of the simulator valve through a fourth oil way pipeline, and the output end of the simulator valve is connected with the input end of the simulator.
9. The system of any one of claims 1-3, 6-8, wherein the main hydraulic unit comprises: a hydraulic master cylinder; the output end of the oil cavity of the hydraulic main cylinder is connected with the oil circuit switching unit through the first oil circuit pipeline, and the piston of the hydraulic main cylinder is connected with the hydraulic generating mechanism.
10. The system of claim 4, wherein the main hydraulic unit comprises: a hydraulic master cylinder; the output end of the oil cavity of the hydraulic main cylinder is connected with the oil circuit switching unit through the first oil circuit pipeline, and the piston of the hydraulic main cylinder is connected with the hydraulic generating mechanism.
11. The system of claim 5, wherein the main hydraulic unit comprises: a hydraulic master cylinder; the output end of the oil cavity of the hydraulic main cylinder is connected with the oil circuit switching unit through the first oil circuit pipeline, and the piston of the hydraulic main cylinder is connected with the hydraulic generating mechanism.
12. The system of any one of claims 1-3, 6-8, 10-11, wherein the brake unit comprises: a pressure increasing valve and a pressure reducing valve; the oil way switching unit is connected with the input end of the pressure increasing valve, and the output end of the pressure increasing valve is connected with the input end of the pressure reducing valve.
13. The system of claim 4, wherein the brake unit comprises: a pressure increasing valve and a pressure reducing valve; the oil way switching unit is connected with the input end of the pressure increasing valve, and the output end of the pressure increasing valve is connected with the input end of the pressure reducing valve.
14. The system of claim 5, wherein the brake unit comprises: a pressure increasing valve and a pressure reducing valve; the oil way switching unit is connected with the input end of the pressure increasing valve, and the output end of the pressure increasing valve is connected with the input end of the pressure reducing valve.
15. The system of claim 9, wherein the brake unit comprises: a pressure increasing valve and a pressure reducing valve; the oil way switching unit is connected with the input end of the pressure increasing valve, and the output end of the pressure increasing valve is connected with the input end of the pressure reducing valve.
16. The system of any one of claims 1-3, 6-8, 10-11, 13-15, wherein the hydraulic generation mechanism coupled to the main hydraulic unit comprises: and the motor is fixed with the ball screw as a whole.
17. The system of claim 4, wherein the hydraulic generation mechanism coupled to the main hydraulic unit comprises: and the motor is fixed with the ball screw as a whole.
18. The system of claim 5, wherein the hydraulic generation mechanism coupled to the main hydraulic unit comprises: and the motor is fixed with the ball screw as a whole.
19. The system of claim 7, wherein the hydraulic generation mechanism coupled to the main hydraulic unit comprises: and the motor is fixed with the ball screw as a whole.
20. The system of claim 12, wherein the hydraulic generation mechanism coupled to the main hydraulic unit comprises: and the motor is fixed with the ball screw as a whole.
21. A vehicle comprising a system according to any one of claims 1-20.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321286968.6U CN219838542U (en) | 2023-05-25 | 2023-05-25 | Hydraulic braking system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321286968.6U CN219838542U (en) | 2023-05-25 | 2023-05-25 | Hydraulic braking system and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219838542U true CN219838542U (en) | 2023-10-17 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321286968.6U Active CN219838542U (en) | 2023-05-25 | 2023-05-25 | Hydraulic braking system and vehicle |
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| Country | Link |
|---|---|
| CN (1) | CN219838542U (en) |
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2023
- 2023-05-25 CN CN202321286968.6U patent/CN219838542U/en active Active
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