WO2019062745A1

WO2019062745A1 - Brake-by-wire system and vehicle

Info

Publication number: WO2019062745A1
Application number: PCT/CN2018/107534
Authority: WO
Inventors: 郑祖雄; 王铁君; 李传博; 刘苏丽
Original assignee: 比亚迪股份有限公司
Priority date: 2017-09-26
Filing date: 2018-09-26
Publication date: 2019-04-04
Also published as: CN109552287A

Abstract

A brake-by-wire system (1000) and a vehicle (2000). The brake-by-wire system (1000) comprises a pedal signal collector (230), a controller, a hydraulic system, a hydraulic control unit (910), two electric brakes (420) and two hydraulic brakes (410). The electric brakes (420) are front wheel brakes and the hydraulic brakes (410) are rear wheel brakes, or the electric brakes (420) are rear wheel brakes and the hydraulic brakes (410) are front wheel brakes. The controller is used for controlling the electric brakes (420) according to pedal signals collected by the pedal signal collector (230), and the hydraulic control unit (910) is used for controlling the hydraulic system to provide hydraulic pressure to the hydraulic brakes (410) according to the pedal signals.

Description

Line control system and vehicle

Cross-reference to related applications

The present application is based on a Chinese patent application filed on Jan. 26, 2017, the entire disclosure of which is hereby incorporated by reference.

Technical field

The present disclosure relates to a vehicle brake system, and in particular to a line control system and a vehicle.

Background technique

The line control system is an electronically controlled brake system, which is divided into two types: a mechanical line control system and a hydraulic line control system. If the hydraulic line control system is called a "wet" line control system, then the mechanical line control system is a "dry" line control system. The difference between the two is that the mechanical line control system no longer uses brake fluid and hydraulic components. The braking torque is completely realized by the motor-driven actuator mounted on the four wheels, and the hydraulic line control system is traditional. The brake system between the hydraulic brake system and the mechanical line control system is a transition system.

The mechanical line control system is completely different from the traditional hydraulic brake system. The traditional hydraulic brake system has been developed to date and is a very mature technology. As people's requirements for braking performance continue to increase, anti-lock braking systems, traction control systems, electronic stability control programs, active collision avoidance technologies and other functions are gradually integrated into the brake system, and more and more additional institutions Installed on the brake circuit, which makes the brake system structure more complicated, and also increases the hidden danger of the hydraulic circuit leakage and the difficulty of assembly and maintenance. Therefore, the mechanical line control system with simpler structure and more reliable function has finally replaced the traditional hydraulic brake system and has become the consensus of the automotive industry.

Summary of the invention

It is an object of the present disclosure to provide a wire control system that is simple in construction and suitable for deployment on a vehicle.

In order to achieve the above object, an aspect of the present disclosure provides a line control system including a pedal signal collector, a controller, a hydraulic system, a hydraulic control unit, two electric brakes, and two hydraulic brakes, the electric brake being a front a wheel brake, the hydraulic brake is a rear wheel brake; or the electric brake is a rear wheel brake, the hydraulic brake is a front wheel brake, and the controller is configured to control according to a pedal signal collected by the pedal signal collector The electric brake, the hydraulic control unit is configured to control a hydraulic pressure provided by the hydraulic system to the hydraulic brake according to the pedal signal.

In some embodiments, the pedal signal collector includes a pedal displacement sensor and/or a pedal force sensor.

In some embodiments, the line control system further includes a vehicle state collector, the controller is configured to use the pedal signal collected by the pedal signal collector and the vehicle collected by the vehicle state collector A status signal controls the electric brake.

In some embodiments, the vehicle state harvester includes one or more of a longitudinal acceleration sensor, a lateral acceleration sensor, a yaw rate sensor, a steering wheel angle sensor, and a wheel speed sensor.

In some embodiments, the controller includes a central controller and a first controller, the central controller being electrically coupled to the hydraulic control unit and the first controller, respectively, the first controller for controlling the An electric brake, the central controller receives the pedal signal and receives the vehicle status signal through an in-vehicle network.

In some embodiments, the system includes an electronic pedal including a brake pedal, a pedal simulator, a pedal simulator controller, and the pedal signal collector, the pedal signal collector and the pedal simulator The controller is electrically coupled, and the pedal simulator controller is electrically coupled to the central controller.

In some embodiments, the pedal simulator controller is also electrically coupled to the hydraulic control unit and the first controller, respectively.

In some embodiments, the electric brake is a disc brake including a brake caliper body, a first brake block, a motor, a speed reducer, and a screw mechanism, the motor being an outer rotor motor, The stator of the motor has a cavity extending in the axial direction, the screw mechanism comprising a screw rod and a nut fitted on the screw rod, the lead rod penetrating through the cavity, the rotor of the motor passing the A reducer drives the lead screw to rotate to move the nut axially along the lead screw to urge the first brake block to move to compress the brake disc.

In some embodiments, the disc brake is a float caliper disc brake, the disc brake further includes a second brake block, the first brake block and the second brake block being respectively located at the brake On both sides of the disc, the second brake pad is mounted on the caliper body.

In some embodiments, the disc brake further includes an electromagnetic clutch that engages when the electromagnetic clutch is de-energized to lock a rotating shaft of the retarder; when the electromagnetic clutch is energized The electromagnetic clutch is disengaged to release the shaft.

In some embodiments, the electromagnetic clutch includes an electromagnet, a translational friction plate, and a rotating friction plate, the electromagnet including a fixed iron core, a moving iron core, and a driving spring acting on the moving iron core, the rotating friction A sheet is coupled to the rotating shaft, and the translational friction plate is drivable by the moving iron core.

In some embodiments, the electromagnetic clutch further includes a clutch housing, an outer race, and an inner race, the inner race is splined to the shaft, and the rotating friction plate is disposed on the inner race The outer race is splined to an inner wall of the clutch housing, the clutch housing is fixed relative to the brake caliper body, and the translational friction plate is disposed on the outer race.

In some embodiments, the speed reducer is a yaw cone planetary reducer, and a rotor of the motor is coupled to an inner ring gear of the yaw cone planetary reducer, the yaw cone difference planetary reducer The output shaft is coupled to the lead screw, and the rotating shaft is an input shaft of the yaw-cone difference planetary reducer.

In some embodiments, the disc brake further includes a piston that is slidably fitted at one end of the cavity, the reducer is disposed at the other end of the cavity, and the nut is pushed by the piston The first brake block moves.

Through the above technical solutions, the present disclosure can provide a line control system with less mechanical connection, simple structure, small volume, easy to arrange on the whole vehicle, and can effectively reduce the quality of the whole vehicle.

Another aspect of the present disclosure provides a vehicle including the line control system described above.

Other features and advantages of the present disclosure will be described in detail in the detailed description which follows.

DRAWINGS

The drawings are intended to provide a further understanding of the disclosure, and are in the In the drawing:

1 is a schematic diagram of the principle of a line control system according to an embodiment of the present disclosure;

Figure 2 is a cross-sectional view of the electric brake;

Figure 3 is a partial enlarged view of Figure 2;

Figure 4 is a schematic structural view of a yaw-cone difference planetary reducer;

Figure 5 is a schematic structural view of an electromagnetic clutch;

FIG. 6 is a schematic diagram of a vehicle in accordance with an embodiment of the present disclosure.

Detailed ways

The specific embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. It is to be understood that the specific embodiments described herein are not to be construed

In accordance with one aspect of the present disclosure, a line control system 1000 is provided that includes an electronic pedal 200, a hydraulic system, a hydraulic control unit 910, two hydraulic brakes 410, a controller, and two electric brakes 420.

The electronic pedal 200 includes a brake pedal 210, a pedal simulator 220, and a pedal signal collector 230. The pedal simulator 220 provides the driver with a pedal feel (pedal reaction and pedal stroke) similar to that of the conventional brake system, enabling the driver to perform the braking operation in accordance with his own operating habits and operational experience. The pedal signal collector 230 is used for monitoring the driver's intention of manipulation, and may be a pedal displacement sensor or a pedal force sensor, or both, which is beneficial for fault diagnosis.

The two hydraulic brakes 410 can be two front wheel brakes or two rear wheel brakes. That is, two hydraulic brakes 410 can be used to brake the two front wheels 510, as well as to brake the two rear wheels 520. When the two hydraulic brakes 410 are two front wheel brakes, the two electric brakes 420 are two rear wheel brakes; when the two hydraulic brakes 410 are two rear wheel brakes, the two electric brakes 420 are two front wheels Brake.

The pedal signal collector 230 transmits the collected pedal signals (eg, pedal acceleration, pedal displacement, pedal force magnitude, etc.) to the controller and the hydraulic control unit 910, and the controller controls the electric brake 420 to generate a corresponding braking force according to the pedal signal. The hydraulic control unit 910 controls the hydraulic pressure supplied to the hydraulic brake 410 by the hydraulic system based on the pedal signal such that the hydraulic brake 410 generates a corresponding braking force.

Through the above technical solution, the present disclosure can provide the line control system 1000 which has less mechanical connection, simple structure, small volume, is easy to be arranged on the whole vehicle, and can effectively reduce the weight of the whole vehicle.

In the present disclosure, in order to improve the smoothness and safety of the brake, the line control system 1000 may further include a vehicle state collector 800, and the controller is further configured to collect the vehicle state according to the vehicle state collector 800. The signal controls the intermediate motor. That is to say, the controller not only receives the pedal signal collected by the pedal signal collector 230, but also receives the vehicle state signal collected by the vehicle state collector 800, and integrates these signals to calculate the real-time required for each wheel. The best braking force for the best braking effect. Specifically, the controller can receive the vehicle state through an in-vehicle network (for example, TTP/C (abbreviation of time trigged protocol, time trigger protocol), CAN (abbreviation of Controller Area Network, controller area network), vehicle Ethernet network, etc.) The signal of the collector 800.

Here, the vehicle state collector 800 may include one or more of a longitudinal acceleration sensor, a lateral acceleration sensor, a yaw rate sensor, a steering wheel angle sensor, and a wheel speed sensor. Accordingly, the vehicle state signal may include one or more of a longitudinal acceleration signal, a lateral acceleration signal, a yaw rate signal, a steering wheel angle signal, and a wheel speed signal.

Specifically, the hydraulic system may include an oil storage cup 920, an electric hydraulic pump 930, an accumulator 950, a check valve 940, and the like connected through a hydraulic line. The hydraulic control unit 910 may include an electronic control unit and a plurality of solenoid valves for controlling the electric hydraulic pump 930 and the solenoid valve to cause the hydraulic system to output a corresponding hydraulic pressure to the hydraulic brake 410.

In the present disclosure, the controller may be one or plural. In order to increase the braking response speed, the controller may include a central controller 310 and a first controller 320, wherein the first controller 320 is configured to control the electric brake 420, the central controller 310 and the first controller 320 and the hydraulic control respectively Unit 910 is electrically connected. The central controller 310 receives the pedal signal and receives a vehicle status signal through the in-vehicle network for determining driver intent and/or determining vehicle dynamics status and transmitting control signals to the first controller 320 and the hydraulic control unit 910. The first controller 320 receives a control signal from the central controller 310 to control the electric brake 420 to generate a corresponding braking force. The hydraulic control unit 910 receives a control signal from the central controller 310, and controls the hydraulic pressure output by the hydraulic system to the hydraulic brake 410 such that the hydraulic brake 410 generates a corresponding braking force.

Optionally, the electronic pedal 200 may further include a pedal simulator controller 240 for controlling a motor in the pedal simulator 220, the pedal signal collector 230 being electrically connected to the pedal simulator controller 240, and the pedal simulator controller 240 and The central controller 310 is electrically connected, and the pedal signal collected by the pedal signal collector 230 can be transmitted to the central controller 310 through the pedal simulator controller 240. It should be noted that the pedal signal collector 230 can also be directly electrically connected to the central controller 310 to directly transmit the pedal signal to the central controller 310.

Further, the pedal simulator controller 240 may also be electrically coupled to the first controller 320 and the hydraulic control unit 910, respectively, to enable pedal signals to be transmitted to the first controller 320 and the hydraulic control unit 910 through the pedal simulator controller 240. . In this way, when the central controller 310 fails, the brake system can also complete the basic braking function and improve the braking safety.

Specifically, the line control system 1000 may further include a power source for supplying power to the electric brake 420, the central controller 310, the first controller 320, the hydraulic control unit 910, the electronic pedal 200, and the vehicle state collector 800. 600. Reference numeral 700 represents a power supply interface.

The operation of the line control system 1000 according to an embodiment of the present disclosure will be briefly described below with reference to FIG.

After the driver depresses the brake pedal 210, the pedal signal collector 230 detects a brake command signal (ie, a pedal signal) such as the pedal acceleration, the displacement, and the magnitude of the pedal effort, and the central controller 310 receives the brake command through the vehicle network. Signal, and synthesize the signals of other sensors (ie, vehicle state collectors) in the current running state of the vehicle 2000 to calculate the optimal braking force required for each wheel in real time, and to the first controller 320 and the hydraulic control unit The 910 sends a control signal. The first controller 320 controls the electric brake 420 to generate a corresponding braking force based on the received control signal. The hydraulic control unit 910 controls the hydraulic pressure output to the hydraulic brake 410 in accordance with the received control signal to cause the hydraulic brake 410 to generate a corresponding braking force.

In the present disclosure, the hydraulic brake 410 employed may have any suitable structure, which is not limited in the present disclosure.

In the present disclosure, the electric brake 420 employed may have any suitable structure. In an embodiment, as shown in FIGS. 2 to 4 , the electric brake 420 may be a disc brake, and includes a caliper body 10 , a first brake block 31 , a motor 40 , a speed reducer 50 , and Screw mechanism 60. The motor 40 is an outer rotor motor, and the stator 41 of the motor 40 is formed with a cavity 411 extending in the axial direction. The screw mechanism 60 includes a lead screw 61 and a nut 62 fitted to the lead screw 61. The lead screw 61 extends through the cavity 411, and the rotor 42 of the motor 40 drives the lead screw 61 to rotate through the reducer 50 so that the nut 62 is along the lead screw 61. The axial movement moves to urge the first brake block 31 to move and press against the brake disc 20.

In the above disc brake, by integrating the screw mechanism 60 inside the motor 40, the axial length of the electric brake 420 is reduced, so that the electric brake 420 is more compact and takes up less space, and is easy to be mounted on the entire vehicle. Arrangement.

The disc brake may be a fixed caliper disc brake or a float caliper disc brake.

In the case where the disc brake is a float caliper disc brake, the disc brake further includes a second brake block 32, and the first brake block 31 and the second brake block 32 are respectively located on both sides of the brake disc 20 The second brake block 32 is mounted on the caliper body 10, and the caliper body 10 is axially movable relative to the brake disk 20. Specifically, as shown in FIGS. 2 and 3, when the service brake is performed, the rotor 42 of the motor 40 drives the screw 61 to rotate through the speed reducer 50 to move the nut 62 to the left along the screw 61, thereby pushing the first system. The moving block 31 is also moved to the left and pressed onto the brake disc 20, so that the brake disc 20 gives the nut 62 a rightward reaction force, so that the nut 62 moves integrally with the caliper body 10 to the right until the second system The moving block 32 is also pressed against the brake disc 20. At this time, the

brake pads

31, 32 on both sides are pressed against the brake disc 20, thereby clamping the brake disc 20, generating a friction torque that prevents the wheel from rotating, and realizing the service brake.

Alternatively, the screw mechanism 60 can be a rolling screw mechanism. In the case of a rolling screw mechanism, a rolling body such as a ball or a roller is disposed between the nut 62 and the screw 61. Further, the screw mechanism 60 can be a planetary roller screw mechanism. Compared with other screw mechanisms, the planetary roller screw mechanism has the advantages of large load bearing capacity, strong impact resistance, high transmission precision and long service life.

Additionally, optionally, the screw mechanism 60 can be a ball screw mechanism. The advantageous effects of using the ball screw mechanism are similar to those of the above-described planetary roller screw, and the description thereof will be omitted herein to avoid redundancy. However, the present disclosure is not limited thereto, and the screw mechanism 60 may also employ a slide screw mechanism or the like. When the sliding screw mechanism is adopted, the screw angle of the screw pair can be made larger than the self-locking angle, so as to ensure that the screw pair does not self-lock, so that the force of the brake disc can be realized by the brake disc when the brake is released. The return of the nut.

In one embodiment, the disc brake may further include a piston 90 that is slidably fitted to one end of the cavity 411, and the speed reducer 50 is disposed at the other end of the cavity 411 and connected to the lead screw 61, and the nut 62 passes The piston 90 urges the first brake block 31 to move. In this embodiment, the piston 90 separates the interior of the cavity 411 from the outside, such that the screw mechanism 60 is in a relatively closed environment, protected from external water, impurities, and prolongs the service life of the brake.

To avoid creating resistance to the movement of the piston 90, the piston 90 can be clearance-fitted with the cavity 411, that is, the diameter of the cavity 411 can be slightly larger than the diameter of the piston 90. In this case, in order to ensure the sealing property, the seal ring 100 may be provided between the piston 90 and the inner wall of the cavity 411.

Here, the nut 62 may be fixed to the piston 90 by screwing, welding, gluing, or the like. However, in order to avoid stress concentration at the joint, in one embodiment, the nut 62 is not connected to the piston 90. When the service brake is performed, the nut 62 pushes the piston 90 to move, and the piston 90 pushes the first brake block 31 again. Close to the brake disc 20. The piston 90 may be in a cylindrical structure in which one end is closed and the other end is open. The nut 62 may be disposed in the piston 90 and is in clearance with the inner wall of the piston 90. When the service brake is performed, the thrust of the nut 62 acts on the closed end of the piston 90 to push The piston 90 moves toward the brake disc 20.

In other embodiments, the nut 62 can also directly drive the first brake block 31 to move without the need to provide the piston 90.

Alternatively, a thrust bearing 70 may be mounted on the lead screw 61. In one embodiment, the lead screw 61 is formed with a flange, and the thrust bearing 70 is disposed between the flange and the outer casing of the speed reducer 50. When the brake block clamps the brake disc 20, the outer casing of the speed reducer 50 applies an axial force to the screw rod 61 through the thrust bearing 70 to balance the reaction force of the brake disc 20 against the lead screw 61, thereby ensuring the balance of the screw rod 61. .

In the present disclosure, the speed reducer 50 may employ any appropriate type of speed reducer as long as the output torque of the motor 40 can be reduced and torqued and transmitted to the lead screw 61. In one embodiment, the speed reducer 50 can be a yaw cone differential planetary reducer.

4 is a schematic structural view of a yaw-cone difference planetary reducer, which is mainly composed of a rotating bevel gear 1, a yoke bevel gear 2, a yaw generator H on the input shaft 5, and a circumferential limiting pair. The yaw generator H is composed of a shaft head 6 with an off-angle 端 at the end of the input shaft 5 and a tapered roller bearing 7. The bevel gear 2 is equivalent to an inner bevel gear, and is internally meshed with a bevel gear 1 mounted on the output shaft 9. One end of the yaw bevel gear 2 is mounted on the tapered roller bearing 7 at the yaw shaft head 6, and the other end The spherical bearing 8 is coupled to the shaft end of the output shaft 9 to form a ball joint. The tapered top of the bevel gear coincides with the center O point of the spherical bearing 8, and a drum-shaped outer ring gear 3 is provided on the outer edge of the yaw bevel gear 2, and the inner ring gear 4 constitutes a circumferential restricting pair.

The transmission principle of the yaw cone planetary reducer is: when the input shaft 5 drives the yaw shaft 6 to rotate around the fixed axis nn of the input shaft, the axis OOH of the yaw shaft head forms a cone angle of 2 Σ cone beam space. . Since the yoke bevel gear 2 mounted on the yaw shaft head 6 is restrained by the circumferential limiting pair and cannot perform the revolving motion, the cone beam motion of the yaw moment head forces the yaw bevel gear 2 to circulate around the O point. The yaw motion forms a state of engagement with the rotating bevel gear 1 mounted on the output shaft 9. In the position shown, the upper portion of the two bevel gears is fully engaged and the fully disengaged state is formed at the lower portion. However, when the yaw angle is rotated through 180° to the position A', the lower portion of the bevel gear is fully engaged, and the upper portion is fully disengaged. When the yaw shaft head is rotated through 180° and returned to the original position, a yaw engagement cycle is completed. During the rotation of the yaw shaft head about the fixed axis nn, the teeth of the yaw bevel gear circulate in the circumferential direction and exit the engagement, so that the meshing zone is transferred along the pitch surface of the output bevel gear.

In the case of a yaw-cone difference planetary reducer, the rotor 42 of the motor 40 is connected to the ring gear 4 of the planetary reducer which can be biased, and the output shaft 9 of the yaw-cone planetary reducer can be connected to the lead screw 61. Connected, the electromagnetic clutch 8 is mounted on the input shaft 5 of the yaw cone planetary reducer. That is to say, the ring gear 4 serves as the input end of the yaw-cone difference planetary reducer, and the output shaft 9 serves as the output end of the yaw-cone difference planetary reducer.

In the present disclosure, in order to have the brake have a parking brake function at the same time, in one embodiment, as shown in FIGS. 2 and 5, the brake may further include an electromagnetic clutch 80 that is mounted on the reducer. On one of the rotating shafts 50, the rotating shaft is locked by the electromagnetic clutch 80 to lock the speed reducer 50, thereby realizing the parking brake. For example, when the speed reducer 50 employs the yaw cone difference planetary speed reducer as described above, the electromagnetic clutch 8 can be mounted on the input shaft 5 of the yaw cone difference planetary speed reducer and can lock the input shaft 5.

Specifically, when the electromagnetic clutch 80 is de-energized, the electromagnetic clutch 80 is engaged to lock a rotating shaft of the speed reducer 50, so that the speed reducer 50 is locked, so that the screw rod 61 cannot be rotated, so that the nut 62 cannot be moved, thereby maintaining the pair. The thrust of the first brake block 31 realizes parking brake. When the electromagnetic clutch 80 is energized, the electromagnetic clutch 80 is disengaged to release the speed reducer 50, and the parking brake is released.

Alternatively, the electromagnetic clutch 80 may include a clutch housing 81, an electromagnet, a translational friction plate 85, a rotating friction plate 86, an outer race 87, and an inner race 88. The clutch housing 81 is fixed relative to the caliper body 10, and the electromagnet may include a fixed iron core 82, a movable iron core 83, and a drive spring 84 acting on the movable iron core 83. The inner race 88 is slidably coupled to one of the rotating shafts of the speed reducer 50, and the rotary lining 86 is disposed on the inner race 88 to be rotatable by the rotary shaft. The outer race 87 is spline-slidably coupled to the inner wall of the clutch housing 81, and the translational friction plate 85 is disposed on the outer race 87 to be able to translate in the axial direction of the rotary shaft. The fixed iron core 82 and the movable iron core 83 may be formed in an annular structure, and the moving iron core 83 is sleeved on the outside of the rotating shaft, and the fixed iron core 82 is sleeved on the outside of the movable iron core 83 to make the electric brake 420 The structure is more compact and the axial dimension is smaller. When the electromagnet loses power, the magnetic attraction between the fixed iron core 82 and the movable iron core 83 disappears, the movable iron core 83 moves to the right under the action of the drive spring 84, and pushes the translational friction plate 85 and the rotary friction plate 86 to engage. The friction between the two causes the rotating shaft of the speed reducer 50 to be locked; when the electromagnet is energized, a magnetic attraction force is generated between the fixed iron core 82 and the movable iron core 83, so that the movable iron core 83 is reset at the same time. The compression drive spring 84, the translational friction plate 85 and the rotary friction plate 86 are separated, and the friction between them disappears to lose the locking force.

In general, when the parking brake function needs to be performed, the motor 40 is energized, and the screw 61 is driven to rotate by the reducer 50 in sequence, so that the nut 62 pushes the brake block to clamp the brake disk 20 to meet the parking requirement. (For example, if the parking brake force reaches the target braking force and the parking brake force increases from zero to the target braking force for less than the preset time), the motor 40 loses power, and the electromagnetic clutch 80 operates to lock the speed reducer 50. The rotating shaft locks the speed reducer 50, maintains the parking brake force, and performs a parking brake function. When the parking brake is released, the electromagnetic clutch 80 loses the locking force, releases the rotating shaft, and unlocks the speed reducer 50.

Alternatively, the speed reducer 50 may be disposed between the motor 40 and the electromagnetic clutch 80 such that the electric brake 420 is compact and contoured.

In one embodiment, the motor 40, the retarder 50, and the electromagnetic clutch 80 can be housed within the same housing 110 that can be secured to the caliper body 10, such as by fasteners, the clutch housing 81. It can be fixed in the housing 110.

In accordance with another aspect of the present disclosure, a vehicle 2000 is provided that employs a line control system 1000 as described above.

In summary, the line control system 1000 of the present disclosure has the following advantages: First, the number of hydraulic brake lines is reduced, the quality of the whole vehicle can be effectively reduced, the structure is simple, the volume is small, and the arrangement is easy; Second, the mechanical and electrical connection is adopted. The signal transmission is fast, the braking response is fast, and the reaction is sensitive. Third, the transmission efficiency is high and the energy is saved. Fourth, the electronic intelligent control function is powerful, and the ABS, TCS, and the ABS can be realized by modifying the software program in the controller and configuring relevant parameters. ESC, ACC and other complex electronic control functions, and easy to match with new energy vehicles with brake energy recovery system; Fifth, the entire system can be modular structure, simple assembly, easy maintenance; six, using electronic pedals, canceled The mechanical and hydraulic connection between the brake pedal and the brake actuator, on the one hand, the brake pedal does not have rebound vibration when performing ABS or the like, thereby improving the braking comfort, and on the other hand, when the vehicle 2000 collides The impact force is not transmitted to the cab through the brake system, which improves the passive safety of the car.

The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications can be made to the technical solutions of the present disclosure within the scope of the technical idea of the present disclosure. These simple variations are all within the scope of the disclosure.

It should be further noted that the specific technical features described in the above specific embodiments may be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not be further described in various possible combinations.

In addition, any combination of various embodiments of the present disclosure may be made as long as it does not deviate from the idea of the present disclosure, and should also be regarded as the disclosure of the present disclosure.

Claims

A line control system (1000), comprising a pedal signal collector (230), a controller, a hydraulic system, a hydraulic control unit (910), two electric brakes (420), and two hydraulic brakes (410) ),

The electric brake (420) is a front wheel brake, the hydraulic brake (410) is a rear wheel brake; or the electric brake (420) is a rear wheel brake, and the hydraulic brake (410) is a front wheel brake,

The controller is configured to control the electric brake (420) according to a pedal signal collected by the pedal signal collector (230), the hydraulic control unit (910) is configured to control the hydraulic system to provide according to the pedal signal The hydraulic pressure to the hydraulic brake (410).
The line control system (1000) of claim 1 wherein the pedal signal collector (230) comprises a pedal displacement sensor and/or a pedal force sensor.
The line control system (1000) according to claim 1 or 2, wherein the line control system (1000) further comprises a vehicle state collector (800) for using the pedal The pedal signal collected by the signal collector (230) and the vehicle status signal collected by the vehicle state collector (800) control the electric brake (420).
The line control system (1000) according to claim 3, wherein the vehicle state collector (800) comprises a longitudinal acceleration sensor, a lateral acceleration sensor, a yaw rate sensor, a steering wheel angle sensor, and a wheel speed sensor. One or more of them.
The line control system (1000) according to any one of claims 1 to 4, wherein the controller comprises a central controller (310) and a first controller (320), the central controller (310) electrically coupled to the hydraulic control unit (910) and the first controller (320), respectively, the first controller (320) for controlling the electric brake (420).
The line control system (1000) according to claim 5, wherein the line control system (1000) includes an electronic pedal (200), the electronic pedal (200) including a brake pedal (210), a pedal simulator (220), a pedal simulator controller (240), and the pedal signal collector (230), the pedal signal collector (230) being electrically connected to the pedal simulator controller (240), The pedal simulator controller (240) is electrically coupled to the central controller (310).
The line control system (1000) of claim 6 wherein said pedal simulator controller (240) is further electrically coupled to said hydraulic control unit (910) and said first controller (320), respectively .
A line control system (1000) according to any one of claims 1-7, wherein the electric brake (420) is a disc brake, the disc brake comprising a brake caliper body (10), a first brake block (31), a motor (40), a speed reducer (50), and a screw mechanism (60), the stator (41) of the motor (40) having a cavity (411) extending in the axial direction The screw mechanism (60) includes a screw (61) and a nut (62) fitted on the screw (61), the screw (61) penetrating the cavity (411), The rotor (42) of the motor (40) drives the screw (61) to rotate by the speed reducer (50) to move the nut (62) axially along the screw (61), thereby pushing the The first brake block (31) is moved to compress the brake disc (20).
The line control system (1000) of claim 8 wherein said disc brake is a float caliper disc brake, said disc brake further comprising a second brake block (32), said A brake block (31) and a second brake block (32) are respectively located on two sides of the brake disc (20), and the second brake block (32) is mounted on the brake caliper body (10) on.
A line control system (1000) according to claim 8 or 9, wherein said disc brake further comprises an electromagnetic clutch (80), said electromagnetic clutch when said electromagnetic clutch (80) is de-energized (80) engaged to lock a rotating shaft of the speed reducer (50); when the electromagnetic clutch (80) is energized, the electromagnetic clutch (80) is disengaged to release the rotating shaft.
The line control system (1000) according to claim 10, wherein said electromagnetic clutch (80) comprises an electromagnet, a translational friction plate (85) and a rotating friction plate (86), said electromagnet comprising a core (82), a moving iron core (83), and a driving spring (84) acting on the moving iron core (83), the rotating friction plate (86) is coupled to the rotating shaft, and the translational friction plate ( 85) can be driven by the moving iron core (83).
The line control system (1000) according to claim 11, wherein said electromagnetic clutch (80) further comprises a clutch housing (81), an outer race (87) and an inner race (88). The inner race (88) is splined to the shaft, the rotating friction plate (86) is disposed on the inner race (88), the outer race (87) and the clutch housing ( The inner wall of the 81) is splined, the clutch housing (81) is fixed relative to the caliper body (10), and the translational friction plate (85) is disposed on the outer race (87).
A line control system (1000) according to any one of claims 10-12, characterized in that the speed reducer (50) is a yaw cone difference planetary reducer, the rotor of the motor (40) ( 42) connected to an inner ring gear (4) of the yaw-cone difference planetary reducer, the output shaft (9) of the yaw-cone difference planetary reducer being connected to the lead screw (61), wherein the rotating shaft is The input shaft (5) of the yaw cone difference planetary reducer.
A line control system (1000) according to any one of claims 8-13, wherein the disc brake further comprises a piston (90), the piston (90) being slidably fitted in the cavity At one end of (411), the speed reducer (50) is disposed at the other end of the cavity (411), and the nut (62) pushes the first brake block (31) through the piston (90) mobile.
A vehicle (2000), characterized by comprising a line control system (1000) according to any one of claims 1-14.