WO2018113079A1

WO2018113079A1 - Disc double brake mechanism and braking system

Info

Publication number: WO2018113079A1
Application number: PCT/CN2017/073322
Authority: WO
Inventors: 强海胜
Original assignee: 强海胜
Priority date: 2016-12-23
Filing date: 2017-02-13
Publication date: 2018-06-28
Also published as: CN108700141B; WO2018112876A1; WO2018145601A1; CN108700141A

Abstract

A disc double brake mechanism and a braking system, for use in automobiles, trains and airplanes. The brake mechanism comprises a brake disc (1), a disc flange (2), a bearing (4), elastomers (3), two brake calipers (5) and a friction plate (6); the brake disc (1) is disposed on the disc flange (2) in a manner allowing a small degree of coaxial relative rotation by means of the bearing (4), the disc flange (2) is mounted on a vehicle wheel (8), elastomers (3) are disposed between every two teeth of a disc gear (11, 10) and a disc flange gear (12, 10) so as to provide elastic engagement, and the two brake calipers (5) are disposed oppositely at two sides of the brake disc (1) having an axle line as a center; when the brake disc (1) and the friction plate (6) are synchronously under friction, even braking torque is generated on an axle (8). Compared with current brakes, the present disc brake mechanism improves braking functionality.

Description

Disc double brake mechanism and brake system

Technical field

The invention relates to the technical field of braking technology and electronic active safety of wheeled motor vehicles and the like, and relates to the field of aircraft wheel take-off and landing braking technology and electronic active safety technology.

Background technique

The invention of the wheel has brought civilization to mankind. However, when we humans entered the wheel civilization, the car brought about major traffic safety problems. The root cause is that the existing wheel system dynamics theory has been stagnant for a hundred years and cannot break through the technical bottleneck limitation of the maximum static friction of the wheel and the road surface, making the existing vehicle braking force too small, braking distance and time too long. It is extremely prone to traffic accidents and cause car accidents, and can not meet the emergency braking requirements of cars driving at high speeds in various complicated road conditions. According to the World Health Organization (WHO), the current annual global car accident has caused 1.27 million deaths, more than 10 million injuries and more than 2 trillion yuan in economic losses, and has been increasing year by year. It is expected that the global car accident will die in 2030. The number will reach 2.4 million, ranking first among the causes of human abnormal deaths and the leading cause of death among people aged 15-29 worldwide. Compared with cars, although the traffic safety accident rate of high-speed trains and airplanes in the world is relatively low, the wheel braking technology used in them is the same in terms of the principle of dynamics. Therefore, various trains such as high-speed trains and airplanes Motorized transport vehicles also have similar safety hazards associated with automobiles.

In order to solve the problem of the existing wheel brake technology, a brief overview is given here by taking the existing automobile brake technology as an example. At present, the technical products closely related to the safety of automobile brakes mainly have the following three categories:

The first type is the existing wheel mechanical friction brake. According to its structure, it is mainly divided into two types: disc type and drum type brake. Among them, the disc brake is an open structure, which uses the friction friction between the static friction plate and the two cylindrical end faces of the brake disc; and the drum brake is a closed structure, which uses a static friction shoe and a brake drum cylinder. Rotating friction between the faces works. Regardless of disc brakes or drum brakes, the working pressure, friction coefficient, friction contact area, frictional movement speed, wear rate and frictional working temperature between the friction working parts determine their braking performance, working stability and The key factor in the service life. Because disc brakes are superior to drum brakes in terms of stability, reliability, heat dissipation, etc., in the current application, especially in many light-duty vehicles, disc brakes have gradually replaced drum brakes, which has become a kind of development trend.

The second category is wheel tire technology. Wheel tire technical performance indicators, mainly in the tire's adhesion properties, load bearing capacity, wear resistance and rolling friction noise. Among them, it is preferable to use tire synthetic rubber, tire grain planning and design, etc., in order to improve the road surface adhesion of the wheel tire (ie, the maximum static friction between the wheel and the road surface), in order to improve the safety and stability of the vehicle driving and braking. the main purpose. Although the wide tire can improve the road surface adhesion of the tire, it also increases the rotational inertia and rolling friction of the wheel, thereby increasing the power consumption of the automobile.

The third category is the existing automotive electronic active safety technology. At present, typical application technologies mainly include ABS (anti-wheel brake lock system), EBD (electronic brake force distribution) and ESP (electronic stability program). Three electronically active safety technologies for standardized applications. They are all electronic active safety control methods that use existing wheel mechanical friction brake brake wheels or engine-driven wheels to generate static friction between the wheels and the road surface, all of which are designed to improve the safety and stability of the vehicle in high-speed driving and braking in various complicated road conditions. For core control purposes. The above is also a hot spot in the application research of automotive active safety technology in the world, but the basic research on the application of wheel brake technology has become an upset.

The invention focuses on the research of the dynamic theory of the wheel foundation system based on Newton's three laws. On the basis of breaking the theoretical limitation of the existing wheel brake technology and proposing a new wheel braking method, a cost-effective economic and technical solution is proposed. Program.

The rotating frictional movement modes of the two cylindrical end faces of the brake disc and the cylindrical surface of the brake drum are respectively necessary features of the existing disc type and drum brake, and the rotation of the two cylindrical end faces of the brake disc and the cylindrical surface of the brake drum The frictional motion method determines the structure and mechanical principle of the existing disc and drum brakes, which are the principle features of the existing disc and drum brakes.

According to the type of friction movement of the disc type and the drum brake, the invention can be divided into a rigid body rotation between the brake disc and the brake drum moving working part and the brake caliper friction piece and the brake shoe stationary working part, respectively. There are two kinds of friction and elastic friction.

According to the previously published or authorized PCT invention patent "Two-way braking method for disc brakes and its brake mechanism and application" (PCT/CN/2012/079070; Chinese Patent No. ZL201280001602.8; US Patent No. US9476467B2; Europe The wheel braking method defined in Patent Application No. 12881924.0) can be divided into two methods: wheel one-way braking and wheel two-way braking; however, considering that the definitions of the above two wheel braking methods are not scientific and accurate, The present invention redefined them as a single wheel braking method and a wheel double braking method, respectively.

Due to the frictional operation of the disc brake in the above PCT invention patent, the synchronous static friction between the brake disc and the brake caliper friction plate does not occur, and the wheel cannot be applied to the road surface at the same time, thereby failing to greatly improve the braking performance of the automobile. The technical design goal can only produce the same braking effect as the existing brakes, and even the problem of serious deterioration of the wheel braking performance may occur. Therefore, the present invention proposes a new technical solution and makes another application.

The metaphysical is the instrument, and the metaphysical is the way. Innovating the existing wheel brake technology and introducing the invention of a truly practical wheel brake technology is a meaningful work, and the theory of wheel brake technology for the scientific system is another more meaningful work. Promoting the advancement and development of global automotive active safety technology will help solve the problem of global car accidents.

Summary of the invention

The invention provides a disc type double brake mechanism, and proposes an automobile double brake system based on the disc type double brake mechanism, which aims to greatly improve the braking performance of the automobile and undertake the electronic active safety technology of the existing automobile standard. Design and application, solve the current global car accidents, can also be applied in high-speed trains, aircraft wheel take-off and landing braking and electronic active safety technology. In order to achieve the "wheel double braking method" and its technical design goals, the present invention proposes the following technical solutions:

The disc type double brake mechanism of the present invention mainly has a brake disc, a disc flange, a bearing, an elastic body, and two brake calipers and friction plates. Wherein, the brake disc is mounted on the disc flange by bearings, and the disc flange is fixed Mounted on the shaft flange of the wheel shaft. A disc gear is arranged on the brake disc, and a disc flange gear is arranged on the disc flange for the gear meshing transmission between the disc flange and the brake disc with a small angle of relative rotation. An elastic body is provided between the two teeth of the disc gear and the disc flange gear, and each of the elastic chambers for the elastic body mounting is provided by the shaft flange, the disc gear, the disc flange gear and the wheel hub. The wheel flange is composed of four sides. The two brake calipers are fixedly mounted on the vehicle chassis on both sides of the brake disc in a central symmetry manner of the axle axis to ensure that the brake disc can generate a frictional moment to reduce the working pressure load in the radial direction of the rolling bearing shaft.

When the brake mechanism is not working, there is no frictional contact between the two brake caliper friction discs and the brake disc, and the brake disc and the disc are acted by the elastic force of the mesh between the disc flange gear, the disc gear and the elastic body. The flange will rotate freely on the axle at the same angular velocity.

When the brake mechanism starts working, under the axial pressure generated by the two brake calipers, the two brake calipers and the brake disc will be in synchronous contact, and the rapid periodic dynamic friction force and static friction force will be generated. And the frictional moment action, at the same time, through the meshing action of the coaxial small angle relative rotation between the disc flange gear and the disc gear, the elastic body will synchronously produce a corresponding rapid periodic elastic contraction deformation and elastic moment action, thus A braking force moment action is generated on the wheel shaft until the end of the work.

During the operation of the brake mechanism, under the action of the axle braking force moment generated by the frictional moment and the elastic moment, when the static friction of the road surface acts backwards on the wheel, the forward movement of the vehicle body through the axle can produce a corresponding size and parallel to the road surface. The backward braking force acts; at the same time, the wheel acts backwards due to the acceleration of the wheel relative to the road surface, so that the road surface accelerates forward relative to the wheel, reverses the wheel and generates a reversing moment, and can also move forward through the axle. The body produces a rearward braking force of corresponding size and parallel to the road surface. Therefore, the total backward braking force on the moving body can be far greater than the maximum static friction between the wheel and the road surface, and can successfully break through the bottleneck limitation of the maximum static friction between the wheel and the road.

At the end of the brake mechanism operation, once the two brake calipers sub-pumps are rapidly decompressed synchronously, the brake calipers between the two brake calipers and the brake discs will be quickly synchronized.

In order to increase the torque acting between the brake disc and the disc flange, two bearings can be used and used in a coaxial combination at the coaxial rotational connection between the disc and the disc flange.

In order to generate the axial synchronous working pressure for the disc double brake mechanism, the two brake calipers can use the floating brake caliper of the existing disc brake or the fixed brake caliper of the existing disc brake; The two brake caliper sub-pumps can be operated either hydraulically or pneumatically. They can also be driven by existing mechanical or DC motors to achieve automotive, park and auxiliary brake applications.

Based on the above disc type double brake mechanism, in order to further improve the safety performance of the car, and to undertake the three electronic active safety technology applications of the ABS anti-wheel brake lock system, EBD electronic brake force distribution and ESP electronic stability program The invention is designed with a double brake system for an automobile. The main components of the system are: a disc type double brake mechanism is installed on each wheel of the automobile, and a wheel speed sensor is provided. In order to realize the real-time control of the working pressure of the brake caliper of each disc type double brake mechanism, an electronic control unit based on the microprocessor and a brake are respectively arranged in the system. Hydraulic adjustment device. Among them, the brake hydraulic pressure adjusting device is provided with a brake hydraulic main pump, a motor pump, a liquid storage tank, a solenoid valve, a pressure regulating valve hydraulic adjusting component, and can work for the brake caliper of each disc type double brake mechanism. Pressure changes provide real-time control. ECU electronic control unit with a steering wheel angle, a lateral acceleration and a longitudinal acceleration sensor and their corresponding electronic detection input interface, and is equipped with the motor pump, solenoid valve and pressure limiting valve hydraulic adjustment components The electronic control output interface also has a standard communication bus interface for the vehicle to meet the application requirements of various real-time detection inputs, control outputs and communication control between the system and other vehicle systems. Among them, the two brake caliper sub-pumps on the two rear disc type double brake mechanisms can be driven by the existing mechanical or DC motor hybrid drive to realize the automobile mechanical or electronic parking brake and auxiliary brake application.

When the system is working, the ECU electronic control unit detects and calculates the slip ratio between each wheel and the road surface through the wheel speed sensor in real time. Once the wheel and the road surface are detected to slip, the brake hydraulic pressure adjusting device and the disc are controlled in real time. The two brake calipers on the double brake mechanism produce synchronous, fast and periodic “lock, release, re-lock, and release” modes, which can realize the DABS double brake anti-wheel lock system and DEBD for each wheel. The double brake electronic brake force distributes the electronic safety brake control function to avoid the sliding of the vehicle due to the wheel lock and the uneven distribution of the wheel brake force when the vehicle is fully braked. The vehicle has a steering out of control longitudinal deviation and lateral tail danger. Working conditions to improve the safety and stability of the car brakes.

In addition, combined with the passive safety technology such as the three-point seat belt that is now standard, the car driver and occupant can provide further protection of the main and passive safety technology to prevent the car brake deceleration from being too large and may be generated for the driver and the occupant. Physical damage.

When the car is running, the ECU electronic control unit, through the real-time detection of the steering wheel angle, lateral acceleration, longitudinal acceleration and wheel speed sensor electronic detection input interface and the real-time high-speed calculation analysis of the vehicle running stability, when the automatic detection finds that the front wheel of the car is oversteering When the vehicle is insufficient or the vehicle is unstable, the real-time closed-loop control method of the working pressure and braking torque of the disc type double brake mechanism will be automatically adjusted by the brake hydraulic adjustment device, and combined with the DABS double brake anti-wheel Electronic system safety brake control function for dead system and DEBD double brake electronic brake force distribution, or simultaneous control of existing automobile engine management system through the vehicle standard communication bus interface, and then using existing TCS traction control The wheel torque control method in the system and ASR anti-skid drive control system function provides real-time correction for the vehicle steering out-of-control longitudinal deviation and lateral tail-flicking phenomenon, thereby realizing the electronic active safety control function of the DESP double-braking electronic stability program to further improve Car driving safety and stability.

When the disc type double brake mechanism of the present invention is fully braked, based on the maximum static friction between the wheel and the road surface, the braking performance is improved by 4 times and the braking distance and time is reduced by 4/5 compared with the existing wheel brakes. It will greatly improve the safety performance of the car and greatly reduce the incidence of car accidents. The disc type double brake mechanism and the brake system of the invention can also be used for solving the safety hazard of high-speed trains, airplanes and the like.

DRAWINGS

Figure 1 is an axial plan view of the overall assembly structure of the disc type double brake

Figure 2 is a schematic cross-sectional view of the overall assembly structure of the disc type double brake

3a, 3b are schematic cross-sectional views of the axial plane and the left shaft of the brake disc

4a, 4b are schematic cross-sectional views of the axial plane and the left side of the disk flange

Figure 5 is a schematic diagram showing the analysis of the working principle of the disc double brake

Figure 6 is a schematic diagram of the force analysis of the wheel of the double braking method of the present invention

Figure 7 is a block diagram of the automobile double brake system of the present invention

detailed description

In order to facilitate the specific implementation of the invention, the structural composition and working principle of the disc double brake of the present invention and the composition and working principle of the double brake system of the automobile are as follows:

First, the disc type double brake structure

Referring to Figure 1, an axial plan view of the overall assembly structure of the disc double brake is illustrated: 1 is a brake disc, as the sole rotating friction working member, on which a disc gear is disposed. 2 is a disc flange with a flange gear on it. 3 is an elastomer, also used to indicate the elastic cavity of the elastic body. As a key working part of the elastic potential energy saving and kinetic energy conversion, there are ten in total, five of which are elastic compression when the brake rotates clockwise. The other five produce elastic compression when the brake rotates counterclockwise; the number of elastomers and the geometric design can be changed as needed to produce a sufficiently large elastic force; the elastomer can be made of non-metallic elastic material, It can be made of metal elastic material. 4 is a bearing, here two thin-wall deep groove ball rolling bearings are used to improve the torque acting between the brake disc and the disc flange, and other suitable rolling bearings can also be used. 5 Two identical brake calipers are mounted on the chassis suspension of the car in a central symmetry of the axle axis; here two conventional single-piston floating brake calipers are used, and multi-piston fixed brakes can also be used. Pliers; for both the parking and auxiliary brake functions of the car, the two brake caliper sub-pump pistons on the two rear wheel brakes of the car can also be operated by hydraulic and non-hydraulic or motor hybrid drive. 6 is the friction plate on the brake caliper. 7 is the hydraulic cylinder on the brake caliper. 8 is the axle and shaft flange. 9 is an axial through hole on the disc flange. There are five joints here for the fastening connection between the disc flange and the shaft flange. It is also used to indicate that the wheel hub is mounted on the shaft flange. Axial fastening bolts. 14 is the mounting bracket on the brake caliper for the installation of the brake caliper on the suspension of the vehicle chassis.

Compared with the existing disc brakes, when the two brake calipers work synchronously, the braking torque of the above disc double brakes will be doubled, so the piston area of the two brake calipers can be reduced proportionally, or proportionally reduced. Small brake disc diameter to meet the needs of miniaturized and lightweight applications of brakes.

Referring to Fig. 2, a schematic cross-sectional view of the overall assembly structure of the disc type double brake is illustrated: 1 is a brake disc. 2 is the disk flange. 4 is the bearing, the two thin-wall deep groove ball rolling bearings used here have the advantages of light weight, small volume, high speed, low noise, double metal sealing ring, high temperature grease lubrication and maintenance-free, etc., but considering the work of this rolling bearing, mainly It bears the force of the moment and only produces the rapid periodic small angle rotation. Moreover, the brake full force braking work is not used frequently. Therefore, the two thin-wall deep groove ball rolling bearings are not resistant to strong impact, and the high temperature working performance is poor. Greatly weakened. 5 is two brake calipers. 6 is a brake caliper friction disc, each brake caliper is provided with two friction plates facing each other, so it is called a friction plate pair. 7 is the brake caliper hydraulic sub-pump. 8 is the shaft flange, which is integrated with the wheel shaft. 9 is the fastening bolt required for the wheel hub to be mounted to the shaft flange. 11 is the convex tooth of the disk gear. 13 is an axial positioning retaining ring of the rolling bearing, which is used for axial installation positioning of the thin-wall deep groove ball rolling bearing on the disk flange and the brake disc. 15 is a wheel flange, partially indicating the wheel hub.

In Fig. 2, although ten elastomers are not shown, it is not difficult to understand the structural details of the elastic cavity formed by the four sides of the shaft flange, the disk gear, the disk flange gear and the wheel flange, and ten elastics in combination with FIG. The mounting position and axial dimensions of the body. When the disc flange gear meshes with the disc gear, all of the elastomer will undergo elastic contraction deformation in its elastic chamber.

Referring to Figures 3a and 3b, a schematic cross-sectional view of the axial plane of the brake disc and the left shaft is illustrated: 1 is a brake disc, which can be prepared by a metal material such as alloy cast iron, and is prepared by a casting and machining process. 4 is the bushing of the two bearings on the brake disc, which is used for coaxial combination installation of the outer rings of two thin-wall deep groove ball rolling bearings. 11, 10 is a disc gear machined on a brake disc, wherein 11 is a convex tooth and 10 is a tooth concave.

In addition, on the basis of ensuring the structural strength of the brake disc, in order to improve the ventilation and heat dissipation capability of the brake disc, in addition to processing a certain number of small through holes in the axial direction of the friction disc working surface of the brake disc, the front disc of the automobile In the radial direction of the double brake disc, it is also possible to rework some ventilation channels similar to the current front wheel ventilating brake discs; however, considering the drawing reasons, the venting channel is not shown in the figure.

Referring to Figures 4a and 4b, a schematic cross-sectional view of the axial plane and the left side of the disk flange is shown. 2: The disk flange can be processed by a steel cylinder or by a casting and machining method. 4 is the bushing of the two bearings on the disc flange, which is used for the coaxial combination installation of the inner rings of the two thin-wall deep groove ball rolling bearings. 12, 10 are disc flange gears machined on the disc flange, 12 of which are convex teeth and 10 are tooth recesses. The axial dimension of the disc flange gears should be slightly larger than the axial dimension of the disc gears, so that Can produce relative rotation. 8 is a large circular through hole on the disk flange for coaxial fixed installation with the axle and the shaft flange. 9 is an axial bolt through hole of the disc flange, and the through hole is machined on each convex tooth of the disc flange gear for the axial bolt fastening connection between the disc flange and the shaft flange.

In summary, the disc double brake of the present invention is not only simple and compact in structure, but only consists of a brake disc, a disc flange, ten elastic bodies, two thin-wall deep groove ball rolling bearings, and two brake calipers and friction plates. It has a corresponding process design in terms of reliability, durability and maintainability. On the basis of the above-mentioned invention design, after the system is optimized and designed, it is possible to produce a cost-effective brake product in a short period of time and eliminate the existing conventional backward vehicle brakes.

Second, the working principle of the disc double brake

Referring to Figures 1 and 5, a schematic diagram 5 of the analysis of the working principle of the disc type double brake of the present invention is obtained from Fig. 1. For the convenience of analysis and explanation, the following unified assumptions are made:

Point O is the axial projection of the axis of the brake disc and the disc flange; D circle is the axial projection of the outer cylindrical surface of the disc; P circle indicates the axial projection of the outer cylindrical surface of the disc flange, also indicating the disc flange The axial projection of the two rolling bearings between the brake disc and the brake disc; B1, B2 respectively indicate the axial projection of the pair of brake calipers.

r is the elastic engagement radius of the ten elastic bodies between the disk flange gear and the disk gear; R is the radius of the circumferential path of the frictional movement between the brake disk and the pair of brake caliper friction plates.

N(t) is the axial working pressure time function of each brake caliper hydraulic pump; μd, μs are the dynamic friction coefficient and static friction coefficient of the brake disc and the two brake caliper friction disc pairs, respectively, and μd<μs;fd (t) and fs(t) are the time functions of dynamic friction and static friction between each friction plate and the brake disc on the two brake calipers; Fsmax(t0) is the maximum static friction generated between each friction plate and the brake disc on the two brake calipers under the N(t0) axial working pressure.

K is the elastic coefficient of each elastic body; f1(t) is the elastic force time function generated by the compression deformation of five parallel elastic bodies when the coaxial gear of the disk flange and the brake disc rotates clockwise; f2 (t) The time function of the elastic force generated by the compression deformation of the other five parallel elastic bodies when the coaxial gear of the disc flange and the brake disc rotates counterclockwise.

M1 and M2 are the magnitudes of the braking force moment and torque generated on the wheel shaft when the brake is working. Ω0 is the angular velocity at which the wheel, the disc flange and the axle rotate, and ω1 is the angular velocity at which the brake coil rotates around the axle.

When the brake is not working, the two brake calipers hydraulic cylinder piston pressure N (t) ≈ 0, the two brake caliper friction plate pair B1-B2 and the brake disc D friction working surface are separated, through the disc method The elastic meshing between the blue gear, the disc gear and the elastic body, the brake disc D and the disc flange P are integrally formed, and will rotate clockwise around the O point at a synchronous speed of ω1=ω0. At this time, the wheel shaft does not generate a braking force moment, that is, M1=0.

Referring to Figures 5 and 6, when the brake starts to work, the two brake caliper hydraulic cylinder piston pressure N(t) starts to increase rapidly, and will push the two brake caliper friction plates to the sides of B1-B2 and brake disc D. The frictional working surface is in synchronous contact, so that the brake disc D generates a frictional moment. When the brake disc D and the two brake caliper friction plates are in contact with B1-B2, the brake disc D rotating at the O point at an angular velocity of ω1=ω0 has a corresponding angular momentum, and the P-gear is clockwise through the disc flange. The five elastic bodies are engaged, and the elastic moment f1(t)r acting on the brake disc D is smaller than the dynamic friction moment 4fd(t)R=4N(t)μdR, so after a short moment of dynamic frictional moment The dynamic friction between the brake disc D and the two brake caliper friction plates B1 - B2 will quickly become instantaneous static friction (at this time ω1 = 0, ω0 ≠ 0), thereby generating an instantaneous static friction moment 4fs (t) R; At the same time, the elastic force is generated by the simultaneous rapid elastic compression deformation of the five elastic bodies (the other five elastic bodies simultaneously generate the synchronous elastic extension deformation), and the disk flange P generates a coaxial small angle clockwise with respect to the brake disk D. When the wheel flange F acts, the elastic moment of the brake disc D will increase rapidly. Once the elastic moment of the disc flange P acting on the brake disc D is increased to f1(t0)r, the maximum static friction moment of the brake disc D and the two brake caliper friction plates B1 - B2 acts 4fsmax(t0)R=4N ( T0)μsR (this time is t0), the momentary static friction between the brake disc D and the two brake caliper friction plates B1-B2 will end, and then enter the dynamic friction action (at this time ω1≠0, ω0≠0), The elastic moment of the disc flange P acting on the brake disc D is f1(t)r=4fd(t)R. Therefore, after the brake starts working, the brake disc D and the two brake caliper friction plates pair B1-B2 will enter a synchronous fast periodic dynamic friction action, static friction action, and generate a corresponding amount of friction moment, and at the same time, the disk flange The gears mesh with the disc gears to produce five elastic bodies to produce synchronous and rapid periodic elastic contraction deformation (the other five elastic bodies produce synchronous fast periodic reverse elastic expansion deformation), and generate corresponding elastic moments, through friction The combination of the force moment and the elastic moment causes the wheel shaft to generate the braking force moment M1 and the torque M2. During the operation of the brake, the wheel torque balance equation is M1=M2.

According to the above-mentioned instantaneous static friction action process, based on the subsequent δ function integral operation analysis, it can be known that the synchronization between the brake disc D and the two brake caliper friction plates B1-B2 in the time interval including t0 The instantaneous static friction impulse moment integral operation value is not zero, that is, the wheel braking force moment M1≠0, the static friction force f of the road facing the rear acting wheel always exists, and the wheel acts to generate the torque action of M2=fR1 size, and M1= M2=fR1; and in the time interval excluding t0, the integral operation value of the synchronous moment static friction moment generated by the brake disc D and the two brake caliper friction plates B1-B2 is 0, that is, the wheel system The dynamic moment M1=0. Therefore, during the instantaneous static friction action before the above t0, the torque generated by the wheel behind the static friction force f acts M2=fR1, so that the wheel can simultaneously act on the road surface with a force of f; according to Newton's third law of motion (action The law of force and reaction force) It can be seen that while the wheel acts on the road surface with a force of f magnitude, the road surface will generate a forward reaction force of f magnitude on the wheel, so that the wheel produces a reversal moment of magnitude fR1. Since the wheel braking force moment M1 is generated by the combination of the brake disc D and the instantaneous static friction momentum of the two brake caliper friction plates B1-B2 and the five elastic synchronous compression elastic moments, the road front reaction wheel is generated. The reversal moment of the size of fR1 will cause the disk flange P to produce an instantaneous coaxial counterclockwise small angle reversal action with respect to the brake disc D, but the rearward static friction force f of the road surface will continue to produce clockwise rotation. Therefore, the elastic simultaneous compression deformation variables and elastic moments of the five elastic bodies will be instantaneously slowed down, and the maximum static friction moment of the brake disc D and the two brake caliper friction plates B1 - B2 will be applied 4fsmax(t0)R The moment is reduced to 4fs(t)R, so the brake disc D and the two brake caliper friction plates pair B1-B2 will produce an instantaneous static friction action after t0 opposite to the above-mentioned instant static friction action before t0. In the same way as the instantaneous static friction action before t0, the static friction action after the t0, based on the static friction force f of the road surface, the wheel can also act on the road surface with the force of f magnitude at the same time, and the road front reaction wheel can also generate fR1. The magnitude of the reversal moment acts. In short, through the above-mentioned complete static static friction process before and after t0, based on the static friction force f between the wheel and the road surface, the wheel will be able to act on the road surface with a force of F=2f at the same time, while the road surface is F=2f. The force reacts forward to the wheel, causing the wheel to generate a reversing moment of 2fR1 and causing the wheel angular velocity ω0 to drop rapidly.

During the complete instantaneous static friction action before and after the above t0, since the car moves forward with the road surface as the reference coordinate system, the wheel acts on the road surface with a force of F=2f, which can produce a corresponding size and forward direction of the car. The reverse braking force of the opposite movement; while the road surface simultaneously reacts with the force of F=2f to generate the reverse torque effect, and can also generate the corresponding backward braking force opposite to the forward motion of the car, because FIG. 6 The static friction contact angle θ between the circumference of the wheel tire and the road surface is shown. The wheel acts like a “fixed pulley device”, in which the wheel acts on the road surface with a force of F=2f as if it were applied to one end of the “fixed pulley device” rope. External force, while the road surface simultaneously reacts with the force of F=2f to produce the force generated by the wheel at the same time as the other end of the rope of the “fixed pulley device”. Therefore, the horizontal back direction of 2F can be generated on the axle. At the same time, under the action of the brake braking force moment M1, the wheel is also like a "fixed pulley device", in which the brake braking force moment M1 is made. Like the internal force generated by the "fixed pulley device" one end of the rope fixed to the device, and the rearward static friction force f acts on the wheel as the external force applied to the other end of the "fixed pulley device" rope, therefore, on the axle It also produces a horizontal backward braking force of size f. In summary, through the above-mentioned complete static static friction action before and after t0, a total horizontal rear braking force of Fi=f+2F=5f≤5fmax shown in Fig. 6 can be generated on the axle, wherein fmax is the wheel and the road surface. Maximum Static friction. It is well known that when the existing wheel brakes work in friction, based on the static friction force f of the wheel and the road surface, the braking force of the vehicle is only Fi=f≤fmax. Obviously, under the condition of year-on-year, the maximum braking force of the present invention can be increased by 4 times, and the full braking distance and time of the hot car is reduced by 4/5.

It can be seen from the above brief analysis that the maximum braking force that can be generated by the disc type double brake of the present invention is synchronous with the above-mentioned rapid periodic dynamic friction, static friction and five elastic bodies, and the rapid periodic elastic contraction deformation (ie, The elastic body forms a synchronous harmonic vibration. The frequency is related to the height; the higher the wheel angular velocity ω0, the greater the maximum braking force generated by the car. It can be seen that during the full braking process of the hot car, as the wheel speed decreases continuously, the above-mentioned fast periodic action frequency will gradually decrease, and therefore, the braking performance of the brake will gradually decrease.

Each time the brake starts to work, as long as the working pressure of the two brake caliper cylinders is rapidly increased from N(t) ≈ 0 to N (t0) ≠ 0 working pressure, the car can produce the required braking effect of different magnitudes. When the brake starts to work at full braking of the hot car, once the static friction force f between the wheel and the road surface exceeds its maximum value fmax, the wheel will also brake and lock on the road surface. Therefore, the brake of the present invention also needs the ABS anti-wheel brake locking system control function, that is, the brake disc is quickly "locked, loosened, re-locked, re-released" by the two brake caliper working pressures N(t). And the closed-loop control method of the wheel to realize the fast periodic DABS double-brake anti-wheel lock system function of the above-mentioned brake, the disc double brake of the invention can produce the best braking effect.

When the brake is finished, the two brake calipers hydraulic sub-pump piston synchronously decompresses N(t) ≈0 synchronously, and the two brake caliper friction plates pair B1-B2 will be quickly separated from the friction disc D working face. The brake will stop working immediately.

If the above is the working principle of the brake when driving, the wheel is rotated counterclockwise by ω0, which is the working principle of the brake when reversing. Since the working principle of the brake when reversing is exactly the same as that of the above-mentioned driving, it will not be described again. When the disc type double brake of the invention is used for the parking brake of an automobile, since it does not generate the above-mentioned rapid periodic dynamic friction and static friction, the braking performance will be the same as that of the existing wheel brake, and the safety of the vehicle lies in driving. Braking performance.

Third, mathematical analysis based on δ function

Based on the simple qualitative and quantitative analysis of the instantaneous static friction process of the brake disc D and the two brake caliper friction plates B1-B2, the following focuses on the integral operation analysis method based on the δ function to reveal the present invention. When the disc double brake is working, based on the backward static friction force f of the road surface, the wheel can simultaneously exert the mystery of the road surface with a force of F=2f.

Continuing to refer to Figures 5 and 6, the value of the synchronous static friction force fs(t) generated by the brake disc D and the two brake caliper friction plates B1-B2 during the complete static static friction action before and after t0. The sample is highly concentrated in the infinite time interval before and after t0, and its distribution of numerical sample distribution is mathematically consistent with the δ function. Therefore, based on the special δ function integral operation method (non-deterministic mathematical method), The corresponding instantaneous static friction impulse moment is used to calculate the analysis result.

In the following analysis of the integral operation based on the delta function, four important properties of the delta function will be used:

Property 1 (sampling), ∫fs(t)δ(t-t0)dt=fs(t0) integral interval (-∞-+∞)

Property 2, fs(t)δ(t-t0)=fs(t0)δ(t-t0)

Property 3, (t-t0)δ(t-t0)=0

Property 4 (symmetry/even function), δ(t-t0)=δ(t0-t)

Here, the symbol "∫" is an integral operation symbol, and the integration time interval is annotated with text.

According to the above analysis, it can be seen that the synchronous static friction process of the brake disc D and the two brake caliper friction plates B1-B2 occurs only before and after the above t0, during which the maximum static friction force of fs(t) appears. At time t0, that is, fs(t0)=fsmax(t0)=N(t0)μs.

By using the above-mentioned δ function property 1, by the following integral operation in the time interval including (t∞-t0), it is possible to calculate the brake disc D and the two brake calipers during the instantaneous static friction action before the above t0. The integral value of the synchronous moment static friction force generated by the friction plate on B1-B2:

∫4fs(t)δ(t0-t)dt=4fs(t0)=4N(t0)μs----------------(1)

The physical meaning of the above formula (1) is that the instantaneous static friction force integral value generated by the instantaneous static friction action before the above t0 is the maximum static friction force 4fsmax between the brake disc D and the two brake caliper friction plates B1-B2 ( T0)=4N(t0)μs, and can be sampled and applied to the circumferential frictional motion track of the brake disc D having the radius R by the above-mentioned instantaneous static friction action before t0.

During the instantaneous static friction action before t0 above, due to the static friction force fs(t) between the brake disc D and the two brake caliper friction plates B1-B2, five elastomers are used to act through the disk flange P gear. The disk D gear is generated, so the magnitude of the fs(t) action will vary with the change of the elastic force f1(t) of the five elastomers, and f1(t) is a time continuous function.

The integral value of the moment of action of the brake disc D in the moment of static friction before the above t0 can be calculated by the property 2 of the above δ function, the exact meaning is that the equation fs(t)δ(t-t0)=fs( T0) δ(t-t0) The left and right sides are multiplied by a time continuous function Ψ(t), and the left and right sides are equally equal to the time variable t in the (-∞-t0) time interval. ,which is:

∫4Ψ(t)fs(t)δ(t0-t)dt=∫4Ψ(t)fs(t0)δ(t0-t)dt---------(2)

Let Ψ(t)=f1(t)r (that is, fs(t) can be expressed as the inner product of f1(t)fs(t), f1(t)fs(t) is a functional function) and the above formula (1) The integral result 4fs(t0)=4N(t0)μs is simultaneously substituted into the left and right sides of the above formula (2), and after simple finishing, the brake disc D can be obtained in the (-∞-t0) time interval. Static friction impulse moment integral value:

∫f1(t)rfs(t)δ(t0-t)dt=4N(t0)rμs∫f1(t)δ(t0-t)dt--------(3)

After all the time variables t in the f1(t) time continuous function of the right side of the above equation (3) are simply transformed by t0-(t0-t) and the corresponding integration and difference expansion, the properties of the above-mentioned δ function are used again. T-t0)δ(t-t0)=0 and property 4, δ(t-t0)=δ(t0-t), we can get the time variable of f1(t) in the integral operator of the right formula (3) above. t is completely eliminated; finally, the t0 time constant and other constant terms remaining after eliminating all time variables t of f1(t) are all mentioned before the ∫δ(t-t0)dt integral operator. Therefore, only the integral operation of ∫δ(t-t0)dt can be completed, and the static friction moment moment integral result of the brake disc D in the (-∞-t0) time interval can be obtained.

According to the definition of the δ function, in the (-∞-t0) time interval, when t≠t0, δ(t-t0)=0; when t=t0, ∫δ(t-t0)=1, so The integral operation of the above integral equation (3) does not need to be performed in the (-∞-t0) time interval, and only needs to be in an infinitesimal time interval (t0-ε, t0) including the time t0. In progress, namely:

∫δ(t-t0)dt=1 in the integral interval including t0 (t0-ε, t0]

∫δ(t-t0)dt=0 in the integral interval (t0-ε, t0) excluding t0

Where ε is an infinitesimal positive number.

Through the integral operation result of the above formula (3), the following important calculation and analysis conclusions can be obtained: in the time interval (t0-ε, t0) including t0 above, the instantaneous static friction momentum moment integral value of the brake disk D is not 0; and in the above (t0-ε, t0) time interval excluding t0, the integral value of the instantaneous static friction momentum of the brake disc D is zero.

In the moment of static friction after the above t0, that is, in the [t0, t0+ε) time interval, the brake disc D and the two brake caliper friction plates are integrated into the instantaneous static friction moment generated by B1-B2, completely Refer to the above-mentioned (t0-ε, t0) time interval for the instantaneous static friction impulse moment integral calculation method, and also get the same calculation and analysis conclusion. Therefore, when the brake starts working, the brake disc D and the two systems The moving jaw friction plate is subjected to an instantaneous static friction process in the time interval (t0-ε, t0+ε) of B1-B2, and the wheel can be applied to the road surface with a force of F=2f.

It can be seen from the above analysis that the present invention will be difficult to understand and complete without the above mathematical analysis based on the delta function. Therefore, the δ function analysis is the mathematical soul of the present invention!

Fourth, the composition and principle of the double brake system of the car

Referring to FIG. 7, a schematic block diagram of a dual brake system of the present invention is described. According to the disc brake of the present invention, in order to further improve the safety performance of the automobile, the ABS anti-wheel brake locking system which is now equipped with the automobile is adopted. EBD electronic braking force distribution, ESP electronic stability program three electronic active safety technology applications, the present invention is designed with a dual brake system for automobiles. Here, the main system components and working principles are explained as follows:

System composition

A disc-type double brake mechanism is mounted on each wheel of the car and a wheel speed sensor is provided. In order to realize the real-time control of the working pressure of the brake caliper of each disc type double brake mechanism, an ECU electronic control unit based on a microprocessor and a brake hydraulic pressure adjusting device are respectively arranged in the system. Among them, the brake hydraulic pressure adjusting device is provided with a brake hydraulic main pump, a motor pump, a liquid storage tank, a solenoid valve, a pressure regulating valve hydraulic adjusting component, and can work for the brake caliper of each disc type double brake mechanism. Pressure changes provide real-time control. ECU electronic control unit with a steering wheel angle, a lateral acceleration and a longitudinal acceleration sensor and their corresponding electronic detection input interface, and is equipped with the motor pump, solenoid valve and pressure limiting valve hydraulic adjustment components The electronic control output interface also has a standard communication bus interface for the vehicle to meet the application requirements of various real-time detection inputs, control outputs and communication control between the system and other vehicle systems. Among them, the two brake caliper sub-pumps on the two rear disc type double brake mechanisms can be driven by the existing mechanical or DC motor hybrid drive to realize the automobile mechanical or electronic parking brake and auxiliary brake application.

working principle

When the system is working, the ECU electronic control unit detects and calculates the slip ratio between each wheel and the road surface through the wheel speed sensor in real time. Once the wheel and the road surface are detected to slide, the real-time control is realized. The brake hydraulic pressure adjusting device and the two brake caliper working pressure N(t) on the disc double brake mechanism generate a synchronous and rapid periodic "lock, release, relock, re-release" mode, which can realize each The DABS double brake anti-wheel lock system of the wheels and the DEBD double brake electronic brake force distribution electronic safety brake control function to avoid the car from being locked due to wheel lock and uneven wheel brake force distribution. Sliding, the car appears to be out of control longitudinal runaway, lateral tailing dangerous conditions to improve the safety and stability of the car brake.

In addition, combined with the passive safety technology devices such as the three-point seat belt that is now standard, the car driver and occupants can provide further protection of the main and passive safety technology to prevent the car brake deceleration from being too large and the driver and the occupant may Physical damage.

When the car is running, the ECU electronic control unit in the system passes the steering wheel angle, lateral acceleration, longitudinal acceleration sensor and wheel speed sensor electronic detection input interface real-time detection and real-time high-speed calculation analysis of vehicle driving stability. When the front wheel is over-steered or insufficient, and the vehicle is unstable, the real-time closed-loop control method of the working pressure and braking torque of the disc double brake mechanism will be automatically adjusted by the brake hydraulic adjusting device, and combined with DABS dual system. The electronic safety brake control function of the wheel lock system and the DEBD double brake electronic brake force distribution, or the real-time control of the existing automobile engine management system through the vehicle standard communication bus interface, and reuse The wheel torque control method in the TCS traction control system and the ASR anti-skid drive control system function provides real-time correction for the vehicle steering out-of-control longitudinal deviation and lateral tailing phenomenon, thereby realizing the electronic active safety control function of the DESP double brake electronic stability program. To further improve the car's driving Full stability.

Considering the composition and working principle of the electronic control unit and the brake hydraulic pressure regulating device in the present invention, it is exactly the same as the electronic control unit and the brake hydraulic pressure regulating device used in the existing ABS, EBD, ESP of the automobile, but the corresponding control parameters will be It is different, so it will not be explained in detail.

It can be seen from the above brief description that the application design of the double brake system of the automobile not only covers the basic functions of the existing automobile brake system, but also can undertake the existing standardized automotive electronic active safety technology and passive safety technology application. For the global automotive industry, with its strong comprehensive strength in personnel, technology, capital, research and development, production and testing, it should be able to complete all industrialization of the disc double brake and brake system of the present invention in a short time. .

Conclusion

In summary, the subversive technical features of the present invention are very significant, successfully breaking through the centuries-old shackles of the existing single brake technology theory of the wheel, and proposing the double braking theory of the DBT wheel and the economic and technical solution that can greatly improve the active safety performance of the vehicle. The plan will certainly promote the innovative development of the world's three major transportation vehicles - car, high-speed train and aircraft wheel take-off and landing safety brakes and electronic active safety technology, or will enable the early application of global automotive driverless technology. I hope that the invention can bring peace to human beings!

The definition of the noun of the present invention:

Brake disc - will function the same as the brake disc in the existing disc brakes, but can work with The axle produces a coaxial friction disc that rotates coaxially at a small angle and is still referred to as a brake disc.

Disc flange - A transition piece that is used for a small angle of relative rotation of the brake disc to the axle, defined as a disc flange.

Disc gear - a transmission mechanism on the brake disc for making a coaxial small angle relative rotation with the disc flange, similar to the gear, is visually defined as a brake disc gear, referred to as a disc gear.

Disc flange gear - a gear mechanism on the disc flange for generating a coaxial small angle relative rotation with the brake disc, similar to the gear, visually defined as a disc flange gear; and the disc gear and disc method The blue gears are collectively referred to as brake gears.

Shaft Flange - The connecting flange on the axle for wheel hub mounting, referred to as the shaft flange.

Wheel flange - The wheel hub flange that will be fixedly mounted to the axle, referred to as the wheel flange.

Elastomer - A metal or non-metal body that is mounted between the two teeth of a disc gear or a disc flange gear to create an elastic force. It is defined as an elastomer.

Elastic cavity - A cavity for elastic body mounting is defined as an elastic cavity; the elastic cavity is composed of a shaft flange, a disk gear, a disk flange gear and a wheel flange.

Single braking method——When the existing wheel brakes work in friction, the braking force can be generated by the rearward acting of the wheel due to the friction of the road surface, but the braking force can not be increased by the acceleration of the wheel and the rearward acting on the road surface, so the invention will follow this The existing wheel braking method of the mechanical principle is defined as a single braking method, which is named as S imple B raking T echnology in English, abbreviated as SBT; the existing disc type and drum brake corresponding to the method are collectively referred to as a single Brake.

Double braking method——When the wheel brake is working, in addition to the frictional force of the road surface, the braking force can be generated by the wheel, and the braking force can be increased by the wheel rotating and the road surface is accelerated. Therefore, the present invention will follow the mechanics. The principle of the wheel braking method is defined as the double braking method, which is named D ouble B raking T echnology in English, abbreviated as DBT; the disc brake corresponding to the method is named as a disc double brake, to show the existing The essential difference between wheel brake technology.

DABS double brake anti-wheel lock system - an electronic safety brake control function designed to prevent wheels from being locked and wheels slipped during braking in an automobile brake system composed of the disc double brake of the present invention anti-lock braking a dual wheel system, the English name D ouble A nti-lock B raking S ystem, abbreviated as DABS.

DEBD double brake electronic brake force distribution - in the automobile brake system composed of the disc type double brake of the present invention, in order to prevent uneven distribution of the braking force of the left and right wheels when braking, the front and rear wheels are side slipped steering out of control deviation, drift body designed electronic safety brake control function, defined as a dual brake electronic brake force distribution, the English name D ouble E lectric B rake force D istribution, abbreviated DEBD.

DESP double brake electronic stability program - in the automotive brake system consisting of the disc double brake of the present invention, in order to achieve active monitoring and control of the driving safety and stability of the vehicle, preventing the front wheel from oversteering or insufficient and out of control deviation, after The electronic active safety control function designed by the wheel side sliding body is defined as the double brake electronic stability program. Its English name is D ouble E lectronic S tability P rogram, abbreviated as DESP.

Claims

A disc type double brake mechanism, characterized in that: the brake mechanism has a brake disc, a disc flange, a bearing, an elastic body and two brake calipers and a friction plate; the brake disc is mounted on the disc flange by a bearing The disc flange is fixedly mounted on the shaft flange of the wheel shaft; a disc gear is arranged on the brake disc, and a disc flange gear is arranged on the disc flange for coaxial small angle between the disc and the disc flange a relatively rotating gear meshing transmission; an elastic body is disposed between the two teeth of the disk gear and the disk flange gear, and each of the elastic cavity for the elastic body mounting is composed of the shaft flange, The disc gear, the disc flange gear and the wheel flange on the wheel hub are formed in common; the two brake calipers are fixedly mounted on the vehicle chassis on both sides of the brake disc in a central symmetry manner of the axle axis;

When the brake mechanism is not working, no frictional contact occurs between the two brake caliper friction discs and the brake disc, and the elastic force between the disc flange gear, the disc gear and the elastic body is utilized. The moving plate and the disk flange will rotate freely on the axle at the same angular velocity;

When the brake mechanism starts to work, under the axial pressure generated by the two brake calipers and the brakes, the two brake calipers and the brake disc will be in synchronous contact, and a rapid periodic dynamic friction force is generated. The static friction action and the frictional moment action, at the same time, the elastic body will synchronously produce a corresponding rapid periodic elastic contraction by the meshing action of the coaxial small angle relative rotation between the disk flange gear and the disk gear. Stretching deformation and elastic moment action, thereby generating a braking force moment on the wheel shaft until the end of the work;

At the end of the operation of the brake mechanism, once the two brake caliper sub-pumps are rapidly decompressed synchronously, the two brake caliper friction discs and the brake disc will be quickly and synchronously separated.
The disc type double brake mechanism according to claim 1, wherein in order to improve the torque acting force between the brake disc and the disc flange, a coaxial rotary joint between the brake disc and the disc flange is Use two bearings and use them in a coaxial combination.
The disc type double brake mechanism according to claim 1, wherein in order to generate an axial synchronous working pressure, the two brake calipers can use either a floating brake caliper of an existing disc brake or an existing disc. Fixed brake calipers for brakes; the two brake calipers can be driven either hydraulically or pneumatically, or can be driven by existing mechanical or DC motors to achieve vehicle driving, parking and Auxiliary brake application.
The disc type double brake mechanism according to claim 1 is designed to undertake the application of the three electronic active safety technologies of the ABS anti-wheel brake lock system, the EBD electronic brake force distribution and the ESP electronic stability program which are now equipped with the automobile. There is a double brake system for a car, the main components of which are: a disc type double brake mechanism is installed on each wheel of the automobile and a wheel speed sensor is provided; in order to make each disc type double brake mechanism The working pressure of the brake caliper cylinder can be controlled in real time. The system is respectively provided with an ECU electronic control unit based on a microprocessor and a brake hydraulic pressure adjusting device; the brake hydraulic pressure adjusting device is provided with a brake hydraulic pressure master Pump, motor pump, liquid storage tank, solenoid valve, pressure limiting valve hydraulic adjustment component, can provide real-time control for the working pressure change of the brake caliper sub-pump of each disc type double brake mechanism; the ECU electronic control unit, set One steering wheel angle, one lateral acceleration and one longitudinal An acceleration control sensor and its corresponding electronic detection input interface, and an electronic control output interface required for the operation of the motor pump, the electromagnetic valve and the hydraulic pressure regulating component of the pressure limiting valve, and a standard communication bus interface for the vehicle Meet the application requirements of various real-time detection inputs, control outputs and communication control between the system and other vehicle systems;

When the system is working, the ECU electronic control unit detects, calculates, and analyzes the slip ratio between each wheel and the road surface in real time through the wheel speed sensor, and controls the braking in real time once the wheel and the road surface are detected to slip. The hydraulic adjustment device and the two brake calipers on the disc type double brake mechanism generate synchronous and rapid periodic "lock, release, re-lock, re-release" mode, which can realize DABS double brake prevention of each wheel. The wheel lock system and DEBD double brake electronic brake force distribute electronic safety brake control function to avoid sliding friction between the wheel and the road due to wheel lock and uneven wheel brake force distribution during the full braking of the car. Deviation and lateral tailing dangerous conditions to improve the safety and stability of the vehicle brake;

When the vehicle is running, the ECU electronic control unit detects the real-time high-speed detection of the electronic detection input interface of the steering wheel angle, the lateral acceleration, the longitudinal acceleration and the wheel speed sensor, and the real-time high-speed calculation of the vehicle running stability. When the front wheel is over-steered or insufficient, and the vehicle is unstable, the real-time closed-loop control method for automatically adjusting the working pressure and braking torque of the disc type double brake mechanism will be adopted by the brake hydraulic pressure adjusting device. The electronic safety brake control function of the DABS double brake anti-wheel lock system and the DEBD double brake electronic brake force distribution, or the real-time control of the existing automobile engine management system through the vehicle standard communication bus interface Then, using the existing TCS traction control system and the wheel torque control method in the ASR anti-skid drive control system function, real-time correction is given to the longitudinal deviation and lateral tailing phenomenon of the vehicle steering out-of-control, thereby realizing the DESP double-braking electronic stability program electronic Active safety control to further improve the car line Security and stability.