WO2021248396A1 - Système de simulation de sensation de pédale, unité de régulation hydraulique et procédé de commande - Google Patents

Système de simulation de sensation de pédale, unité de régulation hydraulique et procédé de commande Download PDF

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Publication number
WO2021248396A1
WO2021248396A1 PCT/CN2020/095514 CN2020095514W WO2021248396A1 WO 2021248396 A1 WO2021248396 A1 WO 2021248396A1 CN 2020095514 W CN2020095514 W CN 2020095514W WO 2021248396 A1 WO2021248396 A1 WO 2021248396A1
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WO
WIPO (PCT)
Prior art keywords
brake
hydraulic chamber
piston
pedal
hydraulic
Prior art date
Application number
PCT/CN2020/095514
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English (en)
Chinese (zh)
Inventor
杨维妙
刘栋豪
张永生
Original Assignee
华为技术有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by 华为技术有限公司 filed Critical 华为技术有限公司
Priority to PCT/CN2020/095514 priority Critical patent/WO2021248396A1/fr
Priority to CN202080005066.3A priority patent/CN112689581A/zh
Publication of WO2021248396A1 publication Critical patent/WO2021248396A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system

Definitions

  • the present application relates to the field of braking, and more specifically, to a pedal sensation simulation system, a hydraulic adjustment unit, a braking system, a vehicle, and a control method.
  • the braking system of a vehicle is a system that applies a certain braking force to the wheels of the vehicle to perform a certain degree of forced braking.
  • the function of the braking system is to make the driving vehicle decelerate or even stop in accordance with the requirements of the driver or the controller, or make the stopped vehicle park stably under various road conditions (for example, on a ramp), or make The speed of the vehicle traveling downhill remains stable.
  • the more popular braking system is Electro-Hydraulic Brake (EHB).
  • EHB when the driver steps on the brake pedal to trigger the braking of the vehicle, the brake system is usually set up in the brake system in order to feedback the brake pedal feel to the driver (also known as “pedal stroke simulation ⁇ ”).
  • mainstream pedal feel simulators are mainly divided into passive pedal feel simulators and active pedal feel simulators. Among them, the pedal feel (also called “feedback force") that the passive pedal feel simulator feedbacks to the driver is constant, unadjustable, and cannot meet the driving needs of different drivers.
  • the active pedal feel simulator can adjust the feedback pedal feel based on the driver’s needs, that is to say, the stroke of the brake pedal triggered by the driver with different needs is the same even if the brake pedal is stepped on, and the active pedal feel simulation
  • the controller can also feedback different pedal feelings to drivers with different needs based on preset parameters.
  • the traditional active pedal feel simulator is a pedal feel simulator that uses a combination of a motor and a plunger pump. Specifically, the driver can select the operating mode of the pedal based on driving needs, and the feedback of the pedal feel is different in different operating modes. After selecting the appropriate working mode, when the driver steps on the brake pedal to input the brake pedal force into the brake master cylinder, the motor drives the plunger pump to rotate, and the brake fluid is pumped out from the fluid storage device. The fluid passes through the one-way valve and the plunger pump to become high-pressure brake fluid, and then the high-pressure brake fluid is input into the hydraulic cylinder of the pedal feel simulator through the brake pipeline 1 provided with a pressure sensor.
  • the control valve on the brake pipeline 2 is controlled by the controller to be in a conductive state to connect to the brake pipeline 2. In this way, a part of the brake pipeline 1 is braked with high pressure The liquid can flow back to the liquid storage device through the brake pipe 2 to achieve overflow and pressure reduction.
  • the control valve on the brake line 2 is in a disconnected state, and the plunger pump can continuously pressurize the brake fluid, so that The pressure in the hydraulic chamber of the pedal feel simulator is maintained at the pedal feel corresponding to the above-mentioned working mode.
  • the above-mentioned traditional active pedal feel simulator requires a large number of components to realize the hydraulic adjustment function, including at least motors, plunger pumps, control valves, one-way valves, etc., so that the pedal feel simulator realizes hydraulic pressure.
  • the connection between the devices required for the adjustment function is more complicated.
  • the present application provides a pedal sensation simulation system, a hydraulic adjustment unit, a braking system, and a control method, so as to simplify the connection between the components required to realize the hydraulic adjustment function in the pedal sensation simulator.
  • a pedal sensation simulation system including: a pedal sensation simulator 10, and the brake fluid in the first hydraulic chamber 15 of the pedal sensation simulator 10 applies a first thrust to the first piston 14 to push the first piston 14
  • the piston 14 moves along the inner wall of the first hydraulic chamber 15; the driving device 9 is connected to the first piston 14, and the driving device 9 applies a second thrust to the first piston 14.
  • the second thrust increases or decreases the first thrust and adjusts the pedal Feel the magnitude of the force that the simulator 10 feeds back to the brake pedal.
  • the driving device 9 applies a second thrust to the first piston 14, and the second thrust is used to increase or decrease the first thrust to adjust the magnitude of the force feedback from the pedal feel simulator 10 to the brake pedal to avoid
  • the number of components required to realize the hydraulic adjustment function is large, which is beneficial to simplify the connection between the components required to realize the hydraulic adjustment function in the pedal sensation simulator. Way to reduce the cost of pedal feel simulation system.
  • the first hydraulic chamber 15 is provided with a liquid outlet 36, and the brake fluid in the first hydraulic chamber 15 provides braking force for the hydraulic adjustment unit where the pedal feel simulation system is located through the liquid outlet 36.
  • the first hydraulic chamber 15 in the pedal feel simulator 10 can also provide a braking force through the hydraulic adjustment unit of the liquid outlet 36, so as to improve the redundant performance of the hydraulic adjustment unit in the braking system.
  • the brake pedal simulator 10 further includes a second hydraulic chamber 12, the second hydraulic chamber 12 is connected in series with the first hydraulic chamber 15, and the second piston 11 in the second hydraulic chamber 12 passes through the first hydraulic chamber 12
  • the spring 13b is connected to the first piston 14; the driving device 9 is connected to the first piston 14 through the second piston 11.
  • the pedal feel simulator 10 may further include a second hydraulic chamber 12 to assist the driving device 9 to provide a second thrust through the pressure of the brake fluid in the second hydraulic chamber 12, so as to reduce the provision of the driving device 9 The power consumption required for the second thrust.
  • a fluid inlet 37 is provided in the second hydraulic chamber 12, and the brake fluid flows into the second hydraulic chamber 12 through the fluid inlet 37 to increase the pressure of the brake fluid in the first hydraulic chamber 15 .
  • the brake fluid can flow to the second hydraulic chamber 12 through the liquid inlet 37 to assist the driving device 9 to provide the second thrust, so as to reduce the power consumption required by the driving device 9 to provide the second thrust.
  • a hydraulic pressure adjusting unit which includes: the brake fluid in the master brake cylinder 3 transfers the brake fluid pressure into the first hydraulic chamber 15 of the brake pedal simulator 10 through the first brake pipeline 110; The brake fluid in the hydraulic chamber 15 applies a first thrust to the first piston 14 to push the first piston 14 to move along the inner wall of the first hydraulic chamber 15; the driving device 9 is connected to the first piston 14, and the driving device 9 faces the first piston 14 The piston 14 applies a second thrust, and the first thrust is increased or decreased by the second thrust to adjust the magnitude of the force fed back by the brake pedal simulator 10 to the brake pedal of the vehicle.
  • the driving device 9 applies a second thrust to the first piston 14, and the second thrust is used to increase or decrease the first thrust to adjust the magnitude of the force feedback from the pedal feel simulator 10 to the brake pedal to avoid
  • the number of components required to realize the hydraulic adjustment function is large, which is beneficial to simplify the connection between the components required to realize the hydraulic adjustment function in the pedal sensation simulator. Way to reduce the cost of pedal feel simulation system.
  • the brake fluid in the first hydraulic chamber 15 applies a first thrust to the first piston 14 to push the first piston 14 to move along the inner wall of the first hydraulic chamber 15 to the first position, and the driving device 9 moves toward the first position.
  • the piston 14 applies a second thrust to adjust the position of the first piston 14 relative to the inner wall from the first position to the second position, so as to adjust the magnitude of the force fed back by the brake pedal simulator 10 to the brake pedal of the vehicle.
  • the first hydraulic chamber 15 is connected to the third brake pipeline 130 of the hydraulic adjustment unit to provide braking force for the first set of wheel brake cylinders in the braking system, and the first set of brakes
  • the wheel cylinders include all or part of the brake wheel cylinders in the braking system.
  • the first hydraulic chamber 15 in the pedal feel simulator 10 can also provide a braking force through the hydraulic adjustment unit of the liquid outlet 36, so as to improve the redundant performance of the hydraulic adjustment unit in the braking system.
  • the first group of wheel brake cylinders is part of the wheel brake cylinders 31 and 32 in the brake system, and the brake system also includes a second group of wheel brake cylinders 33 and 34.
  • the cavity 15 is connected to the third brake line 130 of the hydraulic adjusting unit to provide braking force for the first set of wheel brake cylinders 31 and 32, and/or the first hydraulic chamber 15 is connected to the third brake line 130 to provide braking force.
  • the second set of wheel brake cylinders 33, 34 provide braking force.
  • the pedal feel simulator 10 can provide braking force for the first set of wheel brake cylinders 31, 32, and/or the second set of wheel brake cylinders 33, 34 through the first hydraulic chamber 15, so as to improve
  • the pedal feel simulator 10 provides flexibility of braking force for the brake wheel cylinders.
  • the brake pedal simulator 10 further includes a second hydraulic chamber 12, the second hydraulic chamber 12 is connected in series with the first hydraulic chamber 15, and the second piston 11 in the second hydraulic chamber 12 passes through the first hydraulic chamber 12
  • the spring 13 is connected to the first piston 14; the driving device 9 is connected to the first piston 14 through the second piston 11.
  • the pedal feel simulator 10 may further include a second hydraulic chamber 12 to assist the driving device 9 to provide a second thrust through the pressure of the brake fluid in the second hydraulic chamber 12, so as to reduce the provision of the driving device 9 The power consumption required for the second thrust.
  • the first hydraulic chamber 15 is connected to the third brake pipeline 130 of the hydraulic adjustment unit to provide braking force for the first set of wheel brake cylinders 31, 32
  • the first The two hydraulic chambers 12 are connected with the fourth brake pipeline 140 of the hydraulic adjustment unit to provide braking force for the second group of brake wheel cylinders 33 and 34.
  • the pedal feel simulator 10 can provide different brake wheel cylinders through the second hydraulic chamber 12 and the first hydraulic chamber 15 through the fourth brake pipeline 140 and the second brake pipeline 130, respectively.
  • the above-mentioned two hydraulic chambers are arranged in series, which is beneficial to equalize the pressure of the brake fluid in the fourth brake pipe 140 and the second brake pipe 130, and improve the pedal feel of the simulator 10. The stability.
  • a brake system including: the brake fluid in the master cylinder 3 passes the brake hydraulic pressure into the first hydraulic chamber 15 of the brake pedal simulator 10 through the first brake pipeline 110; The brake fluid in the hydraulic chamber 15 applies a first thrust to the first piston 14 to push the first piston 14 to move along the inner wall of the first hydraulic chamber 15; the driving device 9 is connected to the first piston 14, and the driving device 9 faces the first piston 14 The piston 14 applies a second thrust, and the first thrust is increased or decreased by the second thrust to adjust the magnitude of the force fed back by the brake pedal simulator 10 to the brake pedal.
  • the driving device 9 applies a second thrust to the first piston 14, and the second thrust is used to increase or decrease the first thrust to adjust the magnitude of the force feedback from the pedal feel simulator 10 to the brake pedal to avoid
  • the number of components required to realize the hydraulic adjustment function is large, which is beneficial to simplify the connection between the components required to realize the hydraulic adjustment function in the pedal sensation simulator. Way to reduce the cost of pedal feel simulation system.
  • the first hydraulic chamber (15) is connected to the third brake pipeline (130) of the brake system and the first set of wheel brake cylinders ( 31, 32) are connected to provide braking force for the first set of brake wheel cylinders (31, 32), and/or the first hydraulic chamber (15) is connected to the third brake pipeline (130) through the
  • the second group of wheel brake cylinders (33, 34) of the brake system are connected to provide braking force for the second group of wheel brake cylinders (33, 34).
  • the pedal feel simulator 10 can provide braking force for the first set of wheel brake cylinders 31, 32, and/or the second set of wheel brake cylinders 33, 34 through the first hydraulic chamber 15, so as to improve
  • the pedal feel simulator 10 provides flexibility of braking force for the brake wheel cylinders.
  • the brake pedal simulator 10 further includes a second hydraulic chamber 12, the second hydraulic chamber 12 is connected in series with the first hydraulic chamber 15, and the second piston 11 in the second hydraulic chamber 12 passes through the first hydraulic chamber 12
  • the spring 13 is connected to the first piston 14; the driving device 9 is connected to the first piston 14 through the second piston 11.
  • the pedal feel simulator 10 may further include a second hydraulic chamber 12 to assist the driving device 9 to provide a second thrust through the pressure of the brake fluid in the second hydraulic chamber 12, so as to reduce the provision of the driving device 9 The power consumption required for the second thrust.
  • the second hydraulic chamber (12) passes through the The fourth brake pipeline (140) of the brake system is connected to the second group of wheel brake cylinders (33, 34) of the brake system to provide the second group of wheel brake cylinders (33, 34) Braking force.
  • the pedal feel simulator 10 can provide different brake wheel cylinders through the second hydraulic chamber 12 and the first hydraulic chamber 15 through the fourth brake pipeline 140 and the second brake pipeline 130, respectively.
  • the above-mentioned two hydraulic chambers are arranged in series, which is beneficial to equalize the pressure of the brake fluid in the fourth brake pipe 140 and the second brake pipe 130, and improve the pedal feel of the simulator 10. The stability.
  • a control method in a brake system includes: the brake fluid in the master cylinder 3 transfers the brake fluid pressure into the first brake pedal simulator 10 through the first brake pipeline 110 A hydraulic chamber 15; the brake fluid in the first hydraulic chamber 15 applies a first thrust to the first piston 14 to push the first piston 14 to move along the inner wall of the first hydraulic chamber 15; the driving device 9 is connected to the first piston 14 , The driving device 9 applies a second thrust to the first piston 14, and the first thrust is increased or decreased by the second thrust to adjust the magnitude of the force that the brake pedal simulator 10 feeds back to the brake pedal of the vehicle; the above-mentioned control method Including: the controller determines that the drive device 9 needs to provide the torque corresponding to the second thrust; the controller sends a control instruction to the drive device 9, and the control instruction is used to instruct the drive device 9 to generate torque.
  • the driving device 9 applies a second thrust to the first piston 14, and the second thrust is used to increase or decrease the first thrust to adjust the magnitude of the force feedback from the pedal feel simulator 10 to the brake pedal to avoid
  • the number of components required to realize the hydraulic adjustment function is large, which is beneficial to simplify the connection between the components required to realize the hydraulic adjustment function in the pedal sensation simulator. Way to reduce the cost of pedal feel simulation system.
  • the brake system further includes a third brake pipeline 130, which connects the first hydraulic chamber 15 with part or all of the brake wheel cylinders in the brake system.
  • the three brake pipeline 130 is provided with a first pressure-increasing valve 7 to control the on-off of the third brake pipeline 130.
  • the method further includes: when the pedal feel simulator 10 is used to provide braking force for the braking system , The controller controls the first pressure-increasing valve 7 to be in a conducting state to connect the first hydraulic chamber 15 with part or all of the brake wheel cylinders through the third brake pipeline 130, which is part or all of the brakes in the brake system. Wheel cylinders provide braking force.
  • the controller controls the first pressure-increasing valve 7 to be in a conducting state to communicate through the third brake pipeline 130
  • the first hydraulic chamber 15 and part or all of the brake wheel cylinders provide braking force for part or all of the brake wheel cylinders in the brake system, which is beneficial to improve the redundancy performance of the brake system.
  • the first brake pipeline 110 is provided with a first control valve 6 to control the on and off of the first brake pipeline 110, and the controller controls the first pressure-increasing valve 7 to be in an on state
  • the controller controls the first A pressure-increasing valve 7 is in a conducting state
  • the first control valve 6 is controlled to be in a disconnected state, so as to communicate the first hydraulic chamber 15 with part or all of the wheel brake cylinders through the third brake pipeline 130.
  • the first boosting valve 7 is controlled to be in the on state, and the first control valve 6 is controlled to be in the off state
  • the pedal feel simulator 10 further includes a second hydraulic chamber 12, the second hydraulic chamber 12 is connected in series with the first hydraulic chamber 15, and the second piston 11 in the second hydraulic chamber 12 passes through the first spring. 13 is connected to the first piston 14, and the driving device 9 is connected to the first piston 14 through the second piston 11.
  • the brake system also includes a fourth brake pipe 140, which is used to communicate with the second hydraulic chamber 12 and the second set of brake wheel cylinders 33, 34, the fourth brake pipe 140 is provided with a second pressure-increasing valve 410 to control the on and off of the fourth brake pipe 140, if the third brake pipe 130 is used
  • the above method further includes: the controller controls the second pressure-increasing valve 410 to be in a conducting state, so as to communicate with the second hydraulic chamber 12 through the fourth brake pipeline 140 Together with the second set of wheel brake cylinders 33 and 34, it provides braking force for the second set of wheel brake cylinders 33 and 34 of the vehicle.
  • the second pressure-increasing valve 410 can also be controlled to be in a conducting state, so as to deliver the brake fluid in the second hydraulic chamber 12 to the second group of wheel brake cylinders through the fourth brake pipeline 140 33, 34, the second set of brake wheel cylinders 33, 34 provide braking force, which is beneficial to improve the redundancy performance of the braking system.
  • the above method further includes: the controller determines that the boosting efficiency in the braking system is lower than the preset boosting efficiency, and the controller determines that the pedal feel simulator 10 is used to provide braking for the braking system. power.
  • the pedal feel simulator 10 when the boosting efficiency of the braking system is low, the pedal feel simulator 10 provides braking force for the braking system to improve the braking performance of the braking system.
  • the above method further includes: the controller determines that the booster device 20 in the brake system and/or the master brake cylinder 3 in the brake system is faulty, and the controller determines that the pedal feel simulator 10 is used to provide braking force for the braking system.
  • the pedal feel simulator 10 when the booster device 20 in the brake system and/or the brake master cylinder 3 in the brake system fails, the pedal feel simulator 10 provides braking force for the brake system to improve Redundant performance of the braking system.
  • a vehicle including the hydraulic adjustment unit according to any one of the possible implementations of the second aspect, the hydraulic adjustment unit adjusts the brake in the brake pipeline in the brake system Hydraulic pressure to control the amount of braking force applied to the brake wheel cylinders in the braking system.
  • a control device in a sixth aspect, includes a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit executes the instructions stored in the storage unit, so that the control device executes any of the fourth aspects Possible method.
  • the above-mentioned control device may be an independent controller in the vehicle, or may be a chip with a control function in the vehicle.
  • the above-mentioned processing unit may be a processor
  • the above-mentioned storage unit may be a memory, where the memory may be a storage unit in a chip (for example, a register, a cache, etc.), or a storage unit outside the above-mentioned chip in a vehicle (for example, a read-only Memory, random access memory, etc.).
  • the memory and the processor are coupled in the above-mentioned controller.
  • the memory is coupled to the processor, it can be understood that the memory is located inside the processor, or the memory is located outside the processor, thereby being independent of the processor.
  • a computer program product comprising: computer program code, which when the computer program code runs on a computer, causes the computer to execute the methods in the above aspects.
  • the above-mentioned computer program code may be stored in whole or in part on a first storage medium, where the first storage medium may be packaged with the processor or separately packaged with the processor.
  • first storage medium may be packaged with the processor or separately packaged with the processor.
  • a computer-readable medium stores a program code, and when the computer program code runs on a computer, the computer executes the methods in the above-mentioned aspects.
  • Figure 1 is a schematic diagram of the connection between the components required to realize the hydraulic adjustment function in the traditional active pedal feel simulator.
  • Fig. 2 is a schematic diagram of a hydraulic adjustment unit where the pedal feel simulation system of an embodiment of the present application is located.
  • Fig. 3 is a schematic diagram of a pedal feel simulation system according to another embodiment of the present application.
  • Fig. 4 is a schematic diagram of a hydraulic adjustment unit according to another embodiment of the present application.
  • FIG. 5 is a schematic diagram of the boosting process of the brake system 700 in the conventional brake-by-wire mode according to an embodiment of the present application.
  • FIG. 6 is a schematic diagram of the pressure increase process of the brake system 700 in the high response rate line-by-wire mode of the embodiment of the present application.
  • FIG. 7 is a schematic diagram of the pressure increase process of the brake system 700 in the redundant brake-by-wire mode of the embodiment of the present application.
  • FIG. 8 is a schematic diagram of the boosting process of the brake system 800 in the conventional brake-by-wire mode according to an embodiment of the present application.
  • FIG. 9 is a schematic diagram of the pressure increase process of the brake system 800 in the high response rate line-by-wire mode of the embodiment of the present application.
  • FIG. 10 is a schematic diagram of the pressure increase process of the brake system 800 in the redundant brake-by-wire mode of the embodiment of the present application.
  • FIG. 11 is a schematic flowchart of a control method according to an embodiment of the present application.
  • FIG. 12 is a schematic flowchart of a control method according to another embodiment of the present application.
  • Fig. 13 is a schematic diagram of a control device according to an embodiment of the present application.
  • FIG. 14 is a schematic block diagram of a controller according to another embodiment of the present application.
  • Figure 1 is a schematic diagram of the connection between the components required to realize the hydraulic adjustment function in the traditional active pedal feel simulator.
  • the active pedal sensation simulator 10 shown in FIG. 1 includes a motor 26, a plunger pump 25, a one-way valve 23, a pedal sensation simulator K3, a control valve 30, and a pressure sensor 28.
  • the driver can select the operating mode of the pedal based on driving demand, and the feedback of the pedal feel is different in different operating modes. After selecting the appropriate working mode, the brake pedal feels the pedal feel that the simulator needs feedback to be constant.
  • the motor 26 drives the plunger pump 25 to rotate, pumping out the brake fluid from the fluid storage device, and the pumped brake fluid passes through the check valve 23 And the plunger pump 25 becomes high-pressure brake fluid, and then the high-pressure brake fluid is input into the hydraulic cylinder of the pedal feel simulator K3 through the brake line 11 provided with a pressure sensor.
  • the control valve 30 on the brake line 12 is controlled by the controller to be in a conductive state to communicate with the brake line 12, so that a part of the high-pressure brake fluid in the brake line 11 can be It flows back to the liquid storage device through the brake pipe 12 to achieve overflow and pressure reduction.
  • the control valve 30 on the brake pipe 12 is in the disconnected state, and the plunger pump 25 can continuously pressurize the brake fluid. , So that the pressure in the hydraulic chamber of the pedal feel simulator K3 is maintained at the pedal feel corresponding to the above-mentioned working mode.
  • the above-mentioned traditional active pedal feel simulator K3 requires a large number of components to realize the hydraulic adjustment function, including at least the motor 26, the plunger pump 25, the control valve 30, the one-way valve 23, etc., so that the pedal feels In the simulator K3, the connection between the components required to realize the hydraulic adjustment function is more complicated.
  • this application provides a new pedal simulation system, which adopts a pedal simulator based on a driving device and a hydraulic cylinder. Based on the driver's demand for pedal feel, the position of the piston in the hydraulic cylinder is adjusted by the driving device. To adjust the pressure of the brake fluid in the hydraulic cylinder, thereby adjusting the force of the pedal simulator to the brake pedal.
  • Fig. 2 is a schematic diagram of a hydraulic adjustment unit where the pedal feel simulation system of an embodiment of the present application is located.
  • the pedal sensation simulation system 200 shown in FIG. 2 includes a pedal sensation simulator 10, a first hydraulic chamber 15, a first piston 14, and a driving device 9.
  • the brake fluid in the first hydraulic chamber 15 of the pedal feel simulator 10 applies a first thrust to the first piston 14 to push the first piston 14 to move along the inner wall of the first hydraulic chamber 15.
  • the driving device 9 is connected to the first piston 14.
  • the driving device 9 applies a second thrust to the first piston 14.
  • the second thrust increases or decreases the first thrust to adjust the pedal feel that the simulator 10 feeds back to the brake pedal of the vehicle. Magnitude of the force.
  • the above-mentioned first thrust can be understood as the fact that the brake fluid in the master cylinder 3 is pressed into the first hydraulic chamber 15 of the hydraulic cylinder 10 through the brake line 110 due to the driver stepping on the brake pedal, thereby being applied to the piston
  • the force of 14, or the above-mentioned first thrust is the pressure of the brake fluid in the first hydraulic chamber 15.
  • the above-mentioned second thrust may be understood as the magnitude of the force used to increase or decrease the first thrust, and the above-mentioned second thrust may be provided by the driving device 9 based on the driver's pedal feel demand. For example, when the driver’s pedal sensation demand is greater than the force fed back by the pedal sensation simulator, the second thrust that the drive device 9 needs to provide is greater, so that the pressure of the brake fluid in the first hydraulic chamber 15 is maintained at a constant level. Higher value. For another example, when the driver’s pedal sensation demand is that the force fed back by the pedal sensation simulator is small, the second thrust required by the driving device 9 is small, so that the pressure of the brake fluid in the first hydraulic chamber 15 is maintained at a constant level. Lower value.
  • the first hydraulic chamber 15 is also called "feedback chamber”.
  • the controller in the vehicle may execute the above-mentioned pedal feel demand based on the driver to control the magnitude of the second thrust provided by the driving device 9. That is, the controller can find the corresponding relationship between the pre-stored feedback force and the second thrust based on the driver's pedal feeling demand, and instruct the driving device 9 to provide the found second thrust to satisfy the driver's brake pedal need.
  • the above-mentioned driving device 9 may be a driving motor or other power providing device, which is not specifically limited in the embodiment of the present application.
  • the driving device 9 is a driving motor
  • the driving device 9 and the first piston 14 may be connected by a reduction mechanism or a conversion mechanism, that is, the driving device
  • the rotational motion output by 9 is converted into a linear motion through a reduction mechanism or a conversion mechanism, and the first piston 14 is pushed to move through the piston push rod.
  • the embodiment of the present application does not limit the specific connection manner between the driving device 9 and the first piston 14 described above.
  • a second system can also be provided between the liquid storage device 2 and the rod cavity of the pedal feel simulator 10 (that is, the hydraulic cavity where the piston push rod is located). In this way, the brake fluid in the fluid storage device 2 can flow into the rod cavity through the second brake pipe 120 to reduce the pressure of the brake fluid between the first hydraulic pressure chamber 15 and the rod cavity Difference.
  • a control valve 8 can be provided on the second brake line 120 to control the on and off of the second brake line 120.
  • the brake fluid in the liquid storage device 2 can flow into the rod cavity through the second brake pipe 120.
  • the control valve 8 is in the off state, the brake fluid in the liquid storage device 2 The liquid is blocked by the control valve 8 and cannot flow into the rod cavity.
  • the brake fluid needs to be stored in the rod cavity to avoid the situation that the rod cavity is in a vacuum state and the piston cannot move.
  • the brake fluid in the rod cavity may flow to the rod cavity through the second brake pipe 120, or may flow in from other brake pipes, or it may be pre-stored in the rod cavity.
  • the embodiment of the application does not limit this.
  • rod cavity can be understood as the second hydraulic cavity 12 hereinafter, which is formed by the piston 14 separating the hydraulic cavity of the pedal feel simulator 10.
  • the controller may determine the magnitude of the second thrust that the driving device 9 needs to provide based on the pedal stroke of the brake pedal 1 and/or the pressure of the brake fluid in the brake pipeline 110. Therefore, in order to sense the force of the driver stepping on the brake pedal and the pressure of the brake fluid in the brake pipe 110, a pedal stroke sensor 4 and a pressure sensor 5 can also be provided, wherein the pedal stroke sensor 4 is used to detect the brake The stroke of the pedal, the pressure sensor 5 is used to detect the pressure of the brake fluid in the brake pipe 110.
  • the pedal feel simulator 10 may be a single-chamber hydraulic cylinder as shown in FIG. 2, a double-chamber hydraulic cylinder in series, or a multi-chamber hydraulic cylinder in other forms, which is not limited in the embodiment of the present application.
  • a pedal feel simulation system based on a series of double-chamber hydraulic cylinders to provide pedal feel is introduced. It should be understood that the components in the pedal feel simulation system 300 shown in FIG. 3 that have the same functions as those in the pedal feel simulation system 200 have the same numbers. For brevity, detailed descriptions are omitted below.
  • Fig. 3 is a schematic diagram of a pedal feel simulation system according to another embodiment of the present application.
  • the pedal sensation simulation system 300 shown in FIG. 3 includes a pedal sensation simulator 10 and a driving device 9.
  • the hydraulic cylinder of the pedal sensation simulator 10 includes two series-connected first hydraulic chambers 15 and second hydraulic chambers 12.
  • the hydraulic chamber 15 and the second hydraulic chamber 12 are obtained by separating the space in the hydraulic cylinder by the first piston 14 and the second piston 11.
  • the brake fluid flows into the first hydraulic chamber 15 through the brake pipe 110, it applies a first thrust to the first piston 14, and the first piston 14 applies a thrust to the second piston 11 through the compression spring 13b. Accordingly, in order to The above-mentioned force selected based on the driver’s pedal feel is fed back to the pedal.
  • the driving device 9 needs to apply a second thrust to the second piston 11, and the displacement of the second piston 11 in the hydraulic cylinder is adjusted by the second thrust, and the spring 13b is used to adjust the displacement of the second piston 11 in the hydraulic cylinder.
  • the displacement of the first piston 14 in the hydraulic cylinder is adjusted for the purpose of finally adjusting the force fed back by the pedal feel simulator 10.
  • liquid storage device 2 and the second hydraulic chamber 12 may be connected through the above-mentioned second brake pipeline 120, so that the brake fluid in the liquid storage device 6 flows into the second hydraulic chamber 12 to assist in adjusting the pedal feel simulator 10 The force fed back to the brake pedal 1.
  • the above-mentioned second brake line 120 may also be provided with a control valve 8 to control the on and off of the second brake line 120.
  • the control valve 8 When the control valve 8 is in the conducting state, the brake fluid in the fluid storage device 2 can flow into the second hydraulic chamber 12 through the second brake pipeline 120. At this time, the brake fluid in the second hydraulic chamber 12 can be increased.
  • the thrust applied to or the first piston 14; when the control valve 8 is in the open state, the brake fluid in the liquid storage device 2 is blocked by the control valve 8 and cannot flow into the second hydraulic chamber 12. At this time, the second hydraulic pressure
  • the brake fluid in the cavity 12 exerts a small thrust on the or first piston 14.
  • the brake fluid needs to be stored in the second hydraulic chamber 12 to avoid the situation that the second hydraulic chamber 12 is in a vacuum state and the piston cannot move.
  • the brake fluid in the second hydraulic chamber 12 may flow to the second hydraulic chamber 12 through the second brake pipeline 120, or may flow in from other brake pipelines, or may also be the second hydraulic pressure.
  • the pre-stored in the cavity 12 is not limited in the embodiment of the present application.
  • the pedal sensation simulation system provided by the embodiment of the present application can also serve as a booster device in the braking system to improve the redundancy performance of the braking system.
  • the following describes the connection mode of the pedal feel simulator 10 in the braking system in conjunction with the pedal feel simulation system shown in FIG. 2 and FIG. 3.
  • the first hydraulic cylinder 15 is provided with a liquid outlet 36, and the brake fluid in the first hydraulic cylinder 15 can provide braking force for the vehicle through the liquid outlet 36.
  • the specific brake Please refer to the following introduction for the connection method of the moving pipeline.
  • a spring 13a may be provided between the first piston 14 and the cavity of the first hydraulic chamber 15, for when the first piston 14 is displaced, the The first piston 14 is reset.
  • the pedal feel simulation system of the embodiment of the present application is described above in conjunction with Figs. 2 and 3, and the hydraulic adjustment unit of the embodiment of the present application is described below in conjunction with Figs. 2 and 3. It should be understood that the hydraulic adjustment unit of the embodiment of the present application may include any of the pedal sensation simulation systems described above.
  • the hydraulic adjustment unit 500 includes a master brake cylinder 3, a first brake pipeline 110 and a pedal feel simulation system 200.
  • the brake fluid in the master brake cylinder 3 enters the brake hydraulic pressure into the first hydraulic chamber 15 of the pedal feel simulator 10 through the first brake pipeline 110;
  • the brake fluid in the first hydraulic chamber 15 applies a first thrust to the first piston 14 to push the first piston 14 to move along the inner wall of the first hydraulic chamber 15;
  • the driving device 9 is connected to the first piston 14.
  • the driving device 9 applies a second thrust to the first piston 14.
  • the second thrust is used to increase or decrease the first thrust to adjust the pedal sensation simulator 10’s feedback to the brake pedal of the vehicle.
  • the size of the force is used to increase or decrease the first thrust to adjust the pedal sensation simulator 10’s feedback to the brake pedal of the vehicle.
  • the piston in the master cylinder 3 is pushed by the brake pedal 1 to transfer the brake hydraulic pressure in the master cylinder 3 into the first brake line 110, and the rear brake The hydraulic fluid enters the pedal feel simulator 10 through the first brake line 110.
  • the pedal feel simulator 10 described above can also be used as a pressure boosting device in the braking system to provide braking force for the wheel brake cylinders in the braking system. That is, the first hydraulic chamber 15 is connected to the third brake pipeline 130 of the hydraulic adjustment unit to provide braking force for the first set of wheel brake cylinders in the braking system, where the first set of wheel brake cylinders contains brakes. All or part of the brake wheel cylinders in the system.
  • the pedal sensation simulator 10 can play two functions of feedback pedal sensation and pressurization.
  • the pedal sensation simulator 10 can be used in the first brake line 110
  • the third brake pipeline 130 is provided with a control valve to isolate the above two functions, so that the pedal feel simulator 10 does not affect each other in the process of implementing the above two functions respectively.
  • a control valve 6 is provided on the first brake line 110 to control the on and off of the first brake line 110.
  • a first pressure-increasing valve 7 is provided on the third brake line 130 to control the on and off of the third brake line 130.
  • the first booster valve 7 can be controlled to be in a disconnected state, and the control valve 6 is in a connected state.
  • the first brake pipe 110 is in a conductive state.
  • the third brake pipeline 130 is in a disconnected state.
  • the control valve 6 can be controlled to be in a disconnected state, and the first boosting valve 7 is in a connected state.
  • the first brake pipeline 110 is in a disconnected state, and the first brake pipe 110 is in a disconnected state.
  • the third brake pipeline 130 is in a conducting state.
  • the hydraulic adjustment unit 200 or the hydraulic adjustment unit 300 described above can be applied to a distributed braking system or a dual-circuit braking system, which is not limited in the embodiment of the present application.
  • a distributed braking system or a dual-circuit braking system which is not limited in the embodiment of the present application.
  • the following description will be given with reference to FIG. 4 by taking the hydraulic adjustment unit 300 applied to a dual-circuit braking system as an example.
  • Fig. 4 is a schematic diagram of a hydraulic adjustment unit according to another embodiment of the present application. It should be understood that the components in the pedal sensation simulation system 400 shown in FIG. 4 that have the same functions as those in the pedal sensation simulation system 300 use the same numbers, and for the sake of brevity, detailed descriptions are omitted below.
  • the first hydraulic chamber 15 of the pedal feel simulator 10 is connected to the third brake line 130, in other words, the first hydraulic chamber 15 is connected to the third brake line 130 through the oil outlet 36 , wherein, the third brake pipeline 130 is used to provide braking force for the first set of wheel brake cylinders 32, 33.
  • the second hydraulic chamber 12 of the pedal feel simulator 10 is connected to the fourth brake line 140, or in other words, the second hydraulic chamber 12 is connected to the fourth brake line 140 through the oil outlet 37, wherein the fourth brake The pipeline 140 is connected to provide braking force for the second set of wheel brake cylinders 34 and 35.
  • the aforementioned first group of wheel brake cylinders 32, 33 and the second group of wheel brake cylinders 34, 35 may refer to different wheel brake cylinders in the braking system.
  • the first group of wheel brake cylinders 32, 33 may include the wheel brake cylinder of the right front wheel and the wheel brake cylinder of the left front wheel in the braking system.
  • the second group of wheel brake cylinders 34, 35 may Including the brake wheel cylinder of the right rear wheel and the brake wheel cylinder of the left rear wheel.
  • the first group of wheel brake cylinders 32, 33 may include the wheel brake cylinder of the right front wheel and the wheel brake cylinder of the left rear wheel in the braking system.
  • the second group of wheel brake cylinders 34, 35 It may include a wheel brake cylinder for the right rear wheel and a wheel brake cylinder for the left front wheel.
  • a second pressure-increasing valve 401 may be provided on the fourth brake pipeline 140 to control the on and off of the fourth brake pipeline 140.
  • the second pressure-increasing valve 401 can be combined with the first pressure-increasing valve 7 to realize the independent pressure increase of a certain circuit brake pipeline in the dual-circuit brake system.
  • the cylinder provides braking force.
  • the pedal feel simulator 10 can pump the brake hydraulic pressure into the third brake pipeline 130 through the first hydraulic chamber 15 for the first A set of wheel brake cylinders 32, 33 provide braking force, and the pedal feel simulator 10 can also pump the brake hydraulic pressure into the fourth brake pipe 140 through the second hydraulic chamber 16 to provide the second set of wheel brake cylinders 34, 35. Provide braking force.
  • the pedal sensation simulation system and the hydraulic adjustment system provided by the embodiments of the present application are described above in conjunction with FIGS. 2 to 4, and the brake-by-wire mode of the brake system of the embodiments of the present application is described below in conjunction with FIGS. 5-7.
  • the brake system 700 including the pedal sensation simulation system 300 is used as an example to introduce the brake system.
  • the brake system including the pedal sensation simulation system 200 has the same brake-by-wire mode as the brake system 700 described above. For the sake of brevity, I won't repeat it in the following.
  • the brake-by-wire mode can be divided into three working modes, namely, the conventional brake-by-wire mode, the high-response-rate brake-by-wire mode, and the redundant brake-by-wire mode.
  • FIG. 5 is a schematic diagram of the boosting process of the brake system 700 in the conventional brake-by-wire mode according to an embodiment of the present application. Assume that the control valve 6, control valve 8, control valve 21, control valve 22, and oil inlet valves 23, 24, 25, and 26 in the brake system 700 are in the conducting state; the control valve 16, the control valve 17, and the first booster Valve 7, oil outlet valves 27, 28, 29, 30 are in an open state.
  • the driver depresses the brake pedal 1 and pushes the piston in the master cylinder 3 to pump the brake hydraulic pressure into the first brake pipeline 110. Because the control valve 16, the control valve 17 are disconnected Therefore, the brake fluid in the master cylinder 3 cannot flow to the wheel cylinders (23, 24, 25, 26) of the brake system.
  • the above-mentioned brake fluid in the first brake pipeline 110 flows into the pedal feel simulator 10 through the control valve 6, pushing the first piston 14 to move to the right, and the brake fluid in the second hydraulic chamber 12 can pass through the second brake
  • the pipeline 120 flows into the liquid storage device 2.
  • the second piston 11 rests at a preset position under the drive of the driving device 9, and feeds back the thrust to the first piston 14 through the spring 13b, and finally the thrust fed back by the pressure of the brake fluid in the first brake pipe 110, Feedback to brake pedal 1.
  • the controller can calculate the driver's driving intention and pedal feel force based on the feedback of the pedal displacement sensor 4 and the pressure sensor 5 to realize the active adjustment of the force fed back by the pedal feel simulator 10. For example, when the brake fluid pressure in the second hydraulic chamber 12 is fixed, the driving device 9 drives the second piston 11 to move the compression spring 13b to the left to increase the force fed back by the pedal feel simulator 10. For another example, when the brake fluid pressure in the second hydraulic chamber 12 is fixed, the driving device 9 drives the second piston 11 to move the tension spring 13b right to reduce the force fed back by the pedal feel simulator 10.
  • the controller can control the driving device of the booster device to drive the piston in the booster device 20 to press the brake fluid into the seventh brake pipe 170 through the control valve 21, which is the first group system
  • the wheel cylinders 31 and 32 provide braking force.
  • the driving device drives the piston in the pressure boosting device 20 to pass the brake fluid through the control valve 22 and the fifth brake pipeline 150 to provide braking force for the second set of wheel brake cylinders 33 and 34.
  • the braking demand input by the driver can be obtained by the pressure sensor 5 provided on the first brake pipeline 110, or by the pedal stroke sensor 4 provided on the master brake cylinder 3.
  • the pressure sensor 5 can also be integrated.
  • the pedal stroke sensor 4 is obtained, which is not limited in the embodiment of the present application.
  • the brake fluid in the above-mentioned booster device 20 may be input from the liquid storage device 2 through the brake pipeline 160, and the brake fluid in the booster device 20 may be discharged from the booster device 20 through the brake pipeline 161.
  • Fig. 6 is a schematic diagram of the boosting process of the braking system 700 in the high-response-rate-by-wire mode of the embodiment of the present application.
  • the first booster valve 7, control valve 21, control valve 22, and oil inlet valves 23, 24, 25, and 26 in the brake system 700 are in a conducting state; control valve 16, control valve 17, control valve 6, control The valve 8 and the delivery valve 27, 28, 29, 30 are in a disconnected state.
  • the pedal feel simulator 10 does not need to feed back the pedal feel to the driver.
  • the controller can control the driving pedal of the driving device 9 to feel the second piston 11 braked by the simulator 10 to move to the left based on the braking demand input by the driver, so as to push the first piston through the brake fluid in the second hydraulic chamber 12 14 is moved to the left, and finally the brake hydraulic pressure in the first hydraulic chamber 15 is injected into the third brake pipeline 130. Since the control valve 6 is in the disconnected state, the brake fluid in the first hydraulic chamber 15 cannot flow into the master brake cylinder 3 through the first brake pipeline 110.
  • the brake fluid in the third brake pipe 130 can respectively flow into the seventh brake pipe 170 and the fifth brake pipe 150, where the seventh brake pipe 170 is used to brake the first group.
  • the wheel cylinders 31 and 32 provide braking force
  • the fifth brake pipeline 150 provides braking force for the second group of brake wheel cylinders 33 and 34.
  • the controller can also control the driving device of the booster device to drive the piston in the booster device 20 to press brake fluid into the seventh brake pipe 170 through the control valve 21 based on the braking demand input by the driver. It provides braking force for the first group of wheel brake cylinders 31, 32.
  • the driving device drives the piston in the pressure boosting device 20 to pass the brake fluid through the control valve 22 and the fifth brake pipeline 150 to provide braking force for the second set of wheel brake cylinders 33 and 34.
  • the braking demand input by the driver can be obtained by the pressure sensor 5 provided on the first brake pipeline 110, or by the pedal stroke sensor 4 provided on the master brake cylinder 3.
  • the pressure sensor 5 can also be integrated.
  • the pedal stroke sensor 4 is obtained, which is not limited in the embodiment of the present application.
  • the brake fluid in the above-mentioned booster device 20 may be input from the liquid storage device 2 through the brake pipeline 160, and the brake fluid in the booster device 20 may be discharged from the booster device 20 through the brake pipeline 161.
  • the pedal sensation simulation system 10 and the supercharging device 20 provide braking force for the braking system at the same time, which is beneficial to improve the braking response efficiency of the braking system.
  • FIG. 7 is a schematic diagram of the pressure increase process of the brake system 700 in the redundant brake-by-wire mode of the embodiment of the present application.
  • the brake master cylinder 3 and/or the booster device 10 fail, and the first booster valve 7 and the oil inlet valves 23, 24, 25, and 26 in the brake system 700 are in a conducting state; the control valve 16, the control valve 17.
  • the control valve 6, the control valve 8, the control valve 21, the control valve 22, and the oil outlet valves 27, 28, 29, 30 are in an open state.
  • the pedal feel simulator 10 does not need to feedback the pedal feel to the driver.
  • the controller can control the driving pedal of the driving device 9 to feel the second piston 11 braked by the simulator 10 move to the left, so as to push the first piston 14 to the left through the brake fluid in the second hydraulic chamber 12, and finally the first hydraulic pressure
  • the brake hydraulic pressure in the cavity 15 enters the third brake line 130. Since the control valve 6 is in the disconnected state, the brake fluid in the first hydraulic chamber 15 cannot flow into the master brake cylinder 3 through the first brake pipeline 110.
  • the brake fluid in the third brake pipe 130 can respectively flow into the seventh brake pipe 170 and the fifth brake pipe 150, where the seventh brake pipe 170 is used to brake the first group.
  • the wheel cylinders 31 and 32 provide braking force
  • the fifth brake pipeline 150 provides braking force for the second group of brake wheel cylinders 33 and 34.
  • the controller can control the driving device 9 to drive the second piston 11 to move according to the braking demand input by the driver, where the braking demand input by the driver can be set
  • the pressure sensor 5 on the first brake pipeline 110 can be obtained, and it can also be obtained by the pedal stroke sensor 4 provided on the brake master cylinder 3.
  • the pressure sensor 5 and the pedal stroke sensor 4 can also be integrated. The example does not limit this.
  • the controller can obtain information such as the state of the road the vehicle is traveling on, obstacles, etc. based on other sensors such as radar, and control the driving device 9 to drive the second piston 11 to move.
  • the braking demand input by the driver can be obtained by the pressure sensor 5 provided on the first brake pipe 110, or by the pedal stroke sensor 4 provided on the master brake cylinder 3.
  • the pressure sensor 5 and The pedal stroke sensor 4 is obtained, which is not limited in the embodiment of the present application.
  • the brake system 800 is a brake system that includes a hydraulic adjustment unit 400.
  • the brake-by-wire mode can be divided into three working modes, namely, the conventional brake-by-wire mode, the high-response-rate brake-by-wire mode, and the redundant brake-by-wire mode.
  • FIG. 8 is a schematic diagram of the boosting process of the brake system 800 in the conventional brake-by-wire mode according to an embodiment of the present application. Assume that the control valve 6, control valve 8, control valve 21, control valve 22, and oil inlet valves 23, 24, 25, and 26 in the brake system 800 are in the conducting state; the control valve 16, the control valve 17, and the first booster The valve 7, the second pressure-increasing valve 401, and the oil outlet valves 27, 28, 29, 30 are in a disconnected state.
  • the driver depresses the brake pedal 1 and pushes the piston in the master cylinder 3 to pump the brake hydraulic pressure into the first brake pipeline 110. Because the control valve 16, the control valve 17 are disconnected Therefore, the brake fluid in the master cylinder 3 cannot flow to the wheel cylinders 31, 32, 33, and 34 of the brake system.
  • the brake fluid in the first prescribed pipeline 110 flows into the pedal feel simulator 10 through the control valve 6, pushing the first piston 14 to move to the right, and the brake fluid in the second hydraulic chamber 12 can pass through the second brake pipe
  • the path 120 flows into the liquid storage device 2.
  • the second piston 11 rests at a preset position under the drive of the driving device 9, and feeds back the thrust to the first piston 14 through the spring 13b, and finally the thrust fed back by the pressure of the brake fluid in the first brake pipe 110, Feedback to brake pedal 1.
  • the controller can calculate the driver's driving intention and pedal feel force based on the feedback of the pedal displacement sensor 4 and the pressure sensor 5 to realize the active adjustment of the force fed back by the pedal feel simulator 10. For example, when the brake fluid pressure in the second hydraulic chamber 12 is fixed, the driving device 9 drives the second piston 11 to move the compression spring 13b to the left to increase the force fed back by the pedal feel simulator 10. For another example, when the brake fluid pressure in the second hydraulic chamber 12 is fixed, the driving device 9 drives the second piston 11 to move the tension spring 13b right to reduce the force fed back by the pedal feel simulator 10.
  • the controller can control the driving device of the booster device to drive the piston in the booster device 20 to press the brake fluid into the seventh brake pipe 170 through the control valve 21, which is the first group system
  • the wheel cylinders 31 and 32 provide braking force.
  • the driving device drives the piston in the pressure boosting device 20 to pass the brake fluid through the control valve 22 and the fifth brake pipeline 150 to provide braking force for the second set of wheel brake cylinders 33 and 34.
  • the braking demand input by the driver can be obtained by the pressure sensor 5 provided on the first brake pipeline 110, or by the pedal stroke sensor 4 provided on the master brake cylinder 3.
  • the pressure sensor 5 can also be integrated.
  • the pedal stroke sensor 4 is obtained, which is not limited in the embodiment of the present application.
  • the brake fluid in the above-mentioned booster device 20 may be input from the liquid storage device 2 through the brake pipeline 160, and the brake fluid in the booster device 20 may be discharged from the booster device 20 through the brake pipeline 161.
  • FIG. 9 is a schematic diagram of the pressure increase process of the brake system 800 in the high response rate line-by-wire mode of the embodiment of the present application.
  • the first booster valve 7, control valve 21, control valve 22, second booster valve 401, and oil inlet valves 23, 24, 25, and 26 in the brake system 800 are in a conducting state; control valve 16, control valve 17.
  • the control valve 6, the control valve 8, and the delivery valve 27, 28, 29, and 30 are in an open state.
  • the pedal feel simulator 10 does not need to feed back the pedal feel to the driver.
  • the controller can control the driving pedal of the driving device 9 to feel the second piston 11 braked by the simulator 10 to move to the left based on the braking demand input by the driver, so as to transfer the brake hydraulic pressure in the second hydraulic chamber 12 into the fourth brake.
  • Move the pipeline 140 Correspondingly, the first piston 14 is pushed to move left by the spring 13b, so as to transfer the brake hydraulic pressure in the first hydraulic chamber 15 into the third brake pipeline 130. Since the control valve 6 is in the disconnected state, the brake fluid in the first hydraulic chamber 15 cannot flow into the master brake cylinder 3 through the first brake pipeline 110.
  • the third brake pipeline 130 is in communication with the seventh brake pipeline 170 and is used to provide braking force for the first set of wheel brake cylinders 31 and 32.
  • the fourth brake pipeline 140 communicates with the fifth brake pipeline 150 and is used to provide braking force for the second set of brake wheel cylinders 33 and 34.
  • the controller can also control the driving device of the booster device to drive the piston in the booster device 20 to press brake fluid into the seventh brake pipe 170 through the control valve 21 based on the braking demand input by the driver. It provides braking force for the first set of wheel brake cylinders 31 and 32.
  • the driving device drives the piston in the pressure boosting device 20 to pass the brake fluid through the control valve 22 and the fifth brake pipeline 150 to provide braking force for the second set of wheel brake cylinders 33 and 34.
  • the braking demand input by the driver can be obtained by the pressure sensor 5 provided on the first brake pipeline 110, or by the pedal stroke sensor 4 provided on the master brake cylinder 3.
  • the pressure sensor 5 can also be integrated.
  • the pedal stroke sensor 4 is obtained, which is not limited in the embodiment of the present application.
  • the brake fluid in the above-mentioned booster device 20 may be input from the liquid storage device 2 through the brake pipeline 160, and the brake fluid in the booster device 20 may be discharged from the booster device 20 through the brake pipeline 161.
  • the pedal sensation simulation system 10 and the supercharging device 20 provide braking force for the braking system at the same time, which is beneficial to improve the braking response efficiency of the braking system.
  • FIG. 10 is a schematic diagram of the pressure increase process of the brake system 800 in the redundant brake-by-wire mode of the embodiment of the present application.
  • the brake master cylinder 3 and/or the booster device 10 fail, and the first booster valve 7, the second booster valve 401, and the oil inlet valves 23, 24, 25, and 26 in the brake system 800 are in a conducting state ;
  • Control valve 16, control valve 17, control valve 6, control valve 8, control valve 21, control valve 22, oil outlet valves 27, 28, 29, 30 are in an off state.
  • the pedal feel simulator 10 does not need to feedback the pedal feel to the driver.
  • the controller may control the driving pedal of the driving device 9 to feel the second piston 11 braked by the simulator 10 to move to the left, so as to transfer the brake hydraulic pressure in the second hydraulic chamber 12 into the fourth brake pipeline 140.
  • the first piston 14 is pushed to move left by the spring 13b, so as to transfer the brake hydraulic pressure in the first hydraulic chamber 15 into the third brake pipeline 130. Since the control valve 6 is in the disconnected state, the brake fluid in the first hydraulic chamber 15 cannot flow into the master brake cylinder 3 through the first brake pipeline 110.
  • the third brake pipeline 130 is in communication with the seventh brake pipeline 170 and is used to provide braking force for the first set of wheel brake cylinders 31 and 32.
  • the fourth brake pipeline 140 communicates with the fifth brake pipeline 150 and is used to provide braking force for the second set of brake wheel cylinders 33 and 34.
  • the controller can control the driving device 9 to drive the second piston 11 to move according to the braking demand input by the driver, where the braking demand input by the driver can be set
  • the pressure sensor 5 on the first brake pipeline 110 can be obtained, and it can also be obtained by the pedal stroke sensor 4 provided on the brake master cylinder 3.
  • the pressure sensor 5 and the pedal stroke sensor 4 can also be integrated. The example does not limit this.
  • the controller can obtain information such as the state of the road the vehicle is traveling on, obstacles, etc. based on other sensors such as radar, and control the driving device 9 to drive the second piston 11 to move.
  • the braking demand input by the driver can be obtained by the pressure sensor 5 provided on the first brake pipe 110, or by the pedal stroke sensor 4 provided on the master brake cylinder 3.
  • the pressure sensor 5 and The pedal stroke sensor 4 is obtained, which is not limited in the embodiment of the present application.
  • FIG. 11 is a schematic flowchart of a control method according to an embodiment of the present application. The method shown in FIG. 11 includes step 1110 and step 1120.
  • the controller determines that the driving device 9 needs to provide a torque corresponding to the second thrust.
  • the controller sends a control instruction to the drive device 9, and the control instruction is used to instruct the drive device 9 to generate torque.
  • the brake system further includes a third brake pipeline 130, which communicates the first hydraulic chamber 15 with part or all of the brake wheel cylinders in the brake system.
  • the three brake pipeline 130 is provided with a first pressure-increasing valve 7 to control the on-off of the third brake pipeline 130.
  • the above method further includes: when the pedal feel simulator 10 is used to provide braking force for the braking system , The controller controls the first pressure-increasing valve 7 to be in a conducting state to connect the first hydraulic chamber 15 with part or all of the brake wheel cylinders through the third brake pipeline 130, which is part or all of the brakes in the brake system. Wheel cylinders provide braking force.
  • the first brake line 110 is provided with a first control valve 6 to control the on and off of the first brake line 110, and the above-mentioned controller controls the first pressure-increasing valve 7 to be in a conducting state.
  • the controller controls The first pressure-increasing valve 7 is in a conducting state, and the first control valve 6 is controlled to be in a disconnected state, so as to communicate the first hydraulic chamber 15 with part or all of the wheel brake cylinders through the third brake pipeline 130.
  • the pedal feel simulator 10 further includes a second hydraulic chamber 12, the second hydraulic chamber 12 is connected in series with the first hydraulic chamber 15, and the second piston 11 in the second hydraulic chamber 12 passes through the first spring 13 is connected to the first piston 14, and the driving device 9 is connected to the first piston 14 through the second piston 11.
  • the brake system also includes a seventh brake pipe 170, which is used to communicate with the second hydraulic chamber 12 and the second group of brake wheel cylinders 33, 34, the seventh brake pipe 170 is provided with a second pressure-increasing valve 410 to control the on and off of the seventh brake pipe 170, if the third brake pipe 130 is used
  • the above method further includes: the controller controls the second pressure-increasing valve 410 to be in a conducting state, so as to communicate with the second hydraulic chamber 12 through the seventh brake pipeline 170 Together with the second set of wheel brake cylinders 33 and 34, it provides braking force for the second set of wheel brake cylinders 33 and 34 of the vehicle.
  • the above method further includes: the controller determines that the boosting efficiency in the braking system is lower than the preset boosting efficiency, and the controller determines that the pedal feel simulator 10 is used to provide braking for the braking system. power.
  • the above-mentioned supercharging efficiency may be determined by the controller based on the pressure increase of the brake fluid in the wheel brake cylinder per unit time.
  • the above method further includes: the controller determines that the booster device 20 in the brake system and/or the brake master cylinder 3 in the brake system is faulty, and the controller determines that the pedal feel simulator 10 is used to provide braking force for the braking system.
  • FIG. 12 is a schematic flowchart of a control method according to another embodiment of the present application.
  • the control method shown in FIG. 12 includes step 1210 to step 12.
  • step 1211 determines whether the driver has a braking request. If there is a braking demand, then step 1211 is executed; if there is no braking demand, then step 1212 is executed.
  • step 1211 the controller determines whether the pedal feel simulator 10 is invalid. If the pedal feel simulator 10 fails, step 1213 is executed. If the pedal feel simulator 10 has not failed, step 1214 is executed.
  • the controller prompts that the pedal feel simulator 10 is malfunctioning.
  • step 1214 The controller determines whether the booster device 20 has failed. If the supercharging device 20 fails, step 1215 is executed. If the supercharging device 20 has not failed, step 1216 is executed.
  • the controller reminds the braking system to enter the manual braking mode, and can prompt the driver that the booster device 20 is invalid, and then execute step 1217.
  • the above-mentioned controller reminds the braking system to enter the manual braking mode, which may include the controller sending out control information indicating the failure of the booster device 20, and accordingly, the driver may be reminded through the dashboard or other on-board display devices The braking system enters the manual braking mode.
  • the controller controls the booster device 20 to participate in the braking process, and executes step 1217.
  • the braking process that the booster device 20 participates in can be understood as the conventional linear braking mode mentioned above.
  • step 1212 The controller determines whether there is an auxiliary brake demand. If there is a demand for auxiliary braking, step 1218 is executed. If there is no auxiliary braking demand, the braking process ends.
  • step 1218 the controller determines whether the booster device 20 has failed. If the supercharging device 20 fails, step 1219 is executed. If the supercharging device 20 has not failed, step 1220 is executed.
  • step 1219 The controller determines whether the pedal feel simulator 10 is invalid. If the pedal feel simulator 10 fails, 1221 is executed. If the pedal feel simulator 10 has not failed, step 1222 is executed.
  • step 1221 Remind the braking system to enter the manual braking mode, and may prompt the driver that the booster device 20 and the pedal feel simulator 10 are invalid, and then execute step 1217.
  • the controller controls the pedal to feel that the simulator 10 participates in the braking process, and prompts that the pressure boosting device 20 is malfunctioning.
  • the controller determines whether the pedal feel simulator 10 is invalid. If the pedal feel simulator 10 fails, execute 1216. If the pedal feel simulator 10 has not failed, step 1223 is executed.
  • the controller controls the booster device 20 and the pedal feel simulator 10 to cooperate in the braking process, and execute step 1217.
  • the braking process in which the booster device 20 and the pedal feel simulator 10 participate cooperatively can be understood as the high response rate braking mode mentioned above.
  • the controller controls the braking system to enter the boosting mode, and executes step 1218.
  • the controller controls the braking system to enter the pressure holding mode, and executes step 1219.
  • the controller controls the braking system to enter the decompression mode.
  • control method of the embodiment of the present application is described above with reference to Figs. 11 to 12, and the control device that executes the foregoing control method in the present application is described below with reference to Figs. 13 to 14. It should be noted that the device of the embodiment of the present application can be applied to any of the pedal sensation simulation system, hydraulic adjustment unit, or braking system described above to implement one or more steps in the control method described above. For the sake of brevity, I will not repeat them here.
  • FIG. 13 is a schematic diagram of a control device according to an embodiment of the present application.
  • the control device 1300 shown in FIG. 13 includes a processing unit 1310 and a sending unit 1320.
  • the processing unit 1310 is used to determine that the driving device 9 needs to provide the torque corresponding to the second thrust;
  • the sending unit 1320 is used to send a control instruction to the drive device 9, and the control instruction is used to instruct the drive device 9 to generate the aforementioned torque.
  • the driving device 9 applies a second thrust to the first piston 14, and the second thrust is used to increase or decrease the first thrust to adjust the magnitude of the force feedback from the pedal feel simulator 10 to the brake pedal to avoid
  • the number of components required to realize the hydraulic adjustment function is large, which is beneficial to simplify the connection between the components required to realize the hydraulic adjustment function in the pedal sensation simulator. Way to reduce the cost of pedal feel simulation system.
  • the brake system further includes a third brake pipeline 130, which communicates the first hydraulic chamber 15 with part or all of the brake wheel cylinders in the brake system.
  • the three brake pipeline 130 is provided with a first pressure-increasing valve 7 to control the on-off of the third brake pipeline 130.
  • the processing unit 1310 It is used to control the first pressure-increasing valve 7 to be in a conducting state to connect the first hydraulic chamber 15 with part or all of the brake wheel cylinders through the third brake pipeline 130, which is part or all of the brake wheels in the brake system.
  • the cylinder provides braking force.
  • the controller controls the first pressure-increasing valve 7 to be in a conducting state to communicate through the third brake pipeline 130
  • the first hydraulic chamber 15 and part or all of the brake wheel cylinders provide braking force for part or all of the brake wheel cylinders in the brake system, which is beneficial to improve the redundancy performance of the brake system.
  • the first brake line 110 is provided with a first control valve 6 to control the on and off of the first brake line 110, and the controller controls the first pressure-increasing valve 7 to be in an on state
  • the processing unit 1310 is used to control
  • the first pressure-increasing valve 7 is in a conducting state, and the first control valve 6 is controlled to be in a disconnected state, so as to communicate the first hydraulic chamber 15 with part or all of the wheel brake cylinders through the third brake pipeline 130.
  • the first boosting valve 7 is controlled to be in the on state, and the first control valve 6 is controlled to be in the off state
  • the pedal feel simulator 10 further includes a second hydraulic chamber 12, the second hydraulic chamber 12 is connected in series with the first hydraulic chamber 15, and the second piston 11 in the second hydraulic chamber 12 passes through the first spring 13 is connected to the first piston 14, and the driving device 9 is connected to the first piston 14 through the second piston 11.
  • the brake system also includes a fourth brake pipe 140, which is used to communicate with the second hydraulic chamber 12 and the second set of brake wheel cylinders 33, 34, the fourth brake pipe 140 is provided with a second pressure-increasing valve 410 to control the on and off of the fourth brake pipe 140, if the third brake pipe 130 is used
  • the processing unit 1310 is used to control the second pressure-increasing valve 410 to be in a conducting state, so as to communicate with the second hydraulic chamber 12 through the fourth brake pipeline 140
  • the second set of wheel brake cylinders 33 and 34 provide braking force for the second set of wheel brake cylinders 33 and 34 of the vehicle.
  • the second pressure-increasing valve 410 can also be controlled to be in a conducting state, so as to deliver the brake fluid in the second hydraulic chamber 12 to the second group of wheel brake cylinders through the fourth brake pipeline 140 33, 34, the second set of brake wheel cylinders 33, 34 provide braking force, which is beneficial to improve the redundancy performance of the braking system.
  • the processing unit 1310 is also used to determine that the boosting efficiency in the braking system is lower than the preset boosting efficiency, and the controller determines that the pedal feel simulator 10 is used to provide braking for the braking system. power.
  • the pedal feel simulator 10 when the boosting efficiency of the braking system is low, the pedal feel simulator 10 provides braking force for the braking system to improve the braking performance of the braking system.
  • the processing unit 1310 is also used to determine that the booster device 20 in the brake system and/or the master brake cylinder 3 in the brake system is faulty, and the controller determines that the pedal feel simulator 10 is used to provide braking force for the braking system.
  • the pedal feel simulator 10 when the booster device 20 in the brake system and/or the brake master cylinder 3 in the brake system fails, the pedal feel simulator 10 provides braking force for the brake system to improve Redundant performance of the braking system.
  • the processing unit 1310 may be a processor 1420, the sending unit 1320 may be a communication interface 1430, and the specific structure of the controller is shown in FIG. 14.
  • FIG. 14 is a schematic block diagram of a controller according to another embodiment of the present application.
  • the controller 1400 shown in FIG. 14 may include a memory 1410, a processor 1420, and a communication interface 1430.
  • the memory 1410, the processor 1420, and the communication interface 1430 are connected by an internal connection path.
  • the memory 1410 is used to store instructions, and the processor 1420 is used to execute the instructions stored in the memory 1420 to control the communication interface 1430 to receive/send information.
  • the memory 1410 may be coupled with the processor 1420 through an interface, or may be integrated with the processor 1420.
  • the aforementioned communication interface 1430 uses devices such as, but not limited to, an input/output interface to implement communication between the controller 1400 and other devices or communication networks.
  • each step of the above method can be completed by an integrated logic circuit of hardware in the processor 1420 or instructions in the form of software.
  • the method disclosed in combination with the embodiments of the present application can be directly embodied as being executed and completed by a hardware processor, or executed and completed by a combination of hardware and software modules in the processor.
  • the software module can be located in a mature storage medium in the field, such as random access memory, flash memory, read-only memory, programmable read-only memory, or electrically erasable programmable memory, registers.
  • the storage medium is located in the memory 1410, and the processor 1420 reads the information in the memory 1410, and completes the steps of the foregoing method in combination with its hardware. In order to avoid repetition, it will not be described in detail here.
  • the processor may be a central processing unit (central processing unit, CPU), and the processor may also be other general-purpose processors, digital signal processors (digital signal processors, DSP), and dedicated integration Circuit (application specific integrated circuit, ASIC), ready-made programmable gate array (field programmable gate array, FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, etc.
  • the general-purpose processor may be a microprocessor or the processor may also be any conventional processor or the like.
  • the memory may include a read-only memory and a random access memory, and provide instructions and data to the processor.
  • a part of the processor may also include a non-volatile random access memory.
  • the processor may also store device type information.
  • the “liquid outlet pipeline” and the “liquid inlet pipeline” involved in this application may correspond to different brake pipelines, or may correspond to the same brake pipeline.
  • “Liquid outlet pipe” and “Liquid inlet pipe” are only distinguished based on the function of the brake pipe in the brake system.
  • the brake pipe 1 can be called the "liquid outlet pipe”.
  • the brake line 1 is used to provide brake fluid for the wheels of the vehicle, so as to provide braking force for the wheels of the vehicle.
  • the brake line 1 can be called "fluid Pipeline”.
  • liquid inlet valve and “liquid outlet valve” mentioned in this application are only distinguished based on the function of the control valve in the brake system.
  • the control valve used to control the connection or disconnection of the liquid inlet pipe can be called “liquid inlet valve” or “pressurizing valve”.
  • the controller used to control the connection or disconnection of the liquid return line can be called a “liquid outlet valve” or a “reducing valve”.
  • the control valve used to isolate the two-stage brake subsystem can be called an "isolation valve”.
  • the above-mentioned control valve may be a valve commonly used in the existing brake system, for example, a solenoid valve, etc., which is not specifically limited in the embodiment of the present application.
  • connection port between the control valve and the brake pipeline can be represented by the first end and the second end.
  • the direction of flow is not limited.
  • the brake fluid can flow from the first end of the control valve to the second end of the control valve, or when the control valve is in the off state, the brake fluid can flow from the control valve.
  • the second end flows to the first end of the control valve.
  • the dynamic pipeline, etc. can be understood as one or more sections of brake pipeline that realize a certain function.
  • the fourth brake pipeline 140 is a multi-section brake pipeline for the second hydraulic chamber 12 and the wheel brake cylinders 33 and 34.
  • the hydraulic adjustment unit in the present application may be a unit for adjusting the pressure of the brake fluid in the brake system, including one or more of the brake pipelines mentioned above, as well as the control valve and one-way control valve in the brake pipeline. Valves and other components.
  • the above-mentioned hydraulic adjustment unit may further include hydraulic cylinders, pistons, push rods and other elements in the hydraulic adjustment device.
  • the braking system may include components such as a hydraulic adjustment unit, a brake wheel cylinder, a liquid storage device, and a brake pedal.
  • the disclosed system, device, and method can be implemented in other ways.
  • the device embodiments described above are merely illustrative, for example, the division of the units is only a logical function division, and there may be other divisions in actual implementation, for example, multiple units or components can be combined or It can be integrated into another system, or some features can be ignored or not implemented.
  • the displayed or discussed mutual coupling or direct coupling or communication connection may be indirect coupling or communication connection through some interfaces, devices or units, and may be in electrical, mechanical or other forms.
  • the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the objectives of the solutions of the embodiments.
  • the functional units in the various embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units may be integrated into one unit.
  • the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer readable storage medium.
  • the technical solution of the present application essentially or the part that contributes to the existing technology or the part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including Several instructions are used to make a computer device (which may be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the methods described in the various embodiments of the present application.
  • the aforementioned storage media include: U disk, mobile hard disk, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), magnetic disk or optical disk and other media that can store program code .

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)

Abstract

Sont fournis un système de simulation de sensation de pédale, une unité de régulation hydraulique (500, 600), un système de freinage (700, 800) et un procédé de commande. Le système de simulation de sensation de pédale comprend : un simulateur de sensation de pédale (10), un liquide de frein dans une première cavité hydraulique (15) du simulateur de sensation de pédale (10) appliquant une première force de poussée à un premier piston (14), de manière à pousser le premier piston (14) à se déplacer le long d'une paroi interne de la première cavité hydraulique (15) ; et un dispositif d'entraînement (9) raccordé au premier piston (14), le dispositif d'entraînement (9) appliquant une seconde force de poussée au premier piston (14). Au moyen de l'augmentation de la seconde force de poussée ou de la diminution de la première force de poussée, l'amplitude d'une force renvoyée par le simulateur de sensation de pédale (10) à une pédale de frein (1) est réglée.
PCT/CN2020/095514 2020-06-11 2020-06-11 Système de simulation de sensation de pédale, unité de régulation hydraulique et procédé de commande WO2021248396A1 (fr)

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CN202080005066.3A CN112689581A (zh) 2020-06-11 2020-06-11 踏板感觉模拟系统、液压调节单元及控制方法

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EP4410616A1 (fr) * 2021-10-31 2024-08-07 Huawei Technologies Co., Ltd. Système de freinage et procédé de commande de système de freinage
WO2024021030A1 (fr) * 2022-07-29 2024-02-01 华为技术有限公司 Procédé de commande, dispositif de commande et véhicule
WO2024138677A1 (fr) * 2022-12-30 2024-07-04 华为技术有限公司 Simulateur, système de freinage, véhicule et procédé et dispositif de commande de résistance de pédale
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