WO2022116078A1 - Unité de régulation hydraulique, système de freinage intégré et procédé de commande - Google Patents

Unité de régulation hydraulique, système de freinage intégré et procédé de commande Download PDF

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Publication number
WO2022116078A1
WO2022116078A1 PCT/CN2020/133546 CN2020133546W WO2022116078A1 WO 2022116078 A1 WO2022116078 A1 WO 2022116078A1 CN 2020133546 W CN2020133546 W CN 2020133546W WO 2022116078 A1 WO2022116078 A1 WO 2022116078A1
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WO
WIPO (PCT)
Prior art keywords
hydraulic
piston
wheel cylinders
cavity
brake
Prior art date
Application number
PCT/CN2020/133546
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English (en)
Chinese (zh)
Inventor
刘栋豪
罗杰
杨维妙
靳彪
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/CN2020/133546 priority Critical patent/WO2022116078A1/fr
Priority to CN202080004181.9A priority patent/CN112638730A/zh
Publication of WO2022116078A1 publication Critical patent/WO2022116078A1/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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • 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
    • B60T13/12—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 the fluid being liquid

Definitions

  • the present application relates to the field of automobiles, and more particularly, to a hydraulic adjustment unit, a brake-by-wire system and a control method.
  • the braking system should also have a redundant function, even if one or more components of the braking system fail, the vehicle still has the braking function.
  • the braking system should also have functions to support chassis stability control, such as implementing electronic stability control system (ESC), antilock brake system (antilock brake system) , ABS), traction control system (traction control system, TCS) and other control functions.
  • ESC electronic stability control system
  • antilock brake system antilock brake system
  • ABS traction control system
  • TCS traction control system
  • the present application provides a hydraulic adjustment unit, a brake-by-wire system and a control method, which can satisfy the functions of brake-by-wire and redundant braking and improve driving safety.
  • a hydraulic adjustment unit in a first aspect, includes: a first hydraulic adjustment device, the first hydraulic adjustment device includes a first hydraulic cylinder, a first piston, a second piston, a first spring and a second spring, The first piston, the second piston and the cylinder wall of the first hydraulic cylinder form a first cavity, the second piston and the cylinder wall of the first hydraulic cylinder form a second cavity, the first spring connects the first piston and the second piston, the second The spring connects the second piston and the cylinder wall of the first hydraulic cylinder, the first cavity is connected with the first hydraulic pipeline, the second cavity is connected with the second hydraulic pipeline, and the first hydraulic pipeline is used to provide the first group of wheel cylinders Braking force, the second hydraulic pipeline is used to provide braking force for the second group of wheel cylinders; the second hydraulic adjustment device, the second hydraulic adjustment device includes a second hydraulic cylinder, a third piston and a third spring, the third piston and the first The cylinder walls of the three hydraulic cylinders form a third cavity, the
  • the hydraulic adjustment unit of the embodiment of the present application can realize the function of redundant braking.
  • the second hydraulic adjustment device can provide assistance to realize braking, thereby reducing the burden on the driver and ensuring driving safety.
  • the first hydraulic adjustment device further includes a first motor and a first push rod, and the first push rod is connected to the first motor and the first piston.
  • the second hydraulic adjustment device further includes a second motor and a second push rod, and the second push rod is connected to the second motor and the third piston.
  • the first hydraulic pipeline is used to provide braking force to the first group of wheel cylinders
  • the second hydraulic pipeline is used to provide braking force to the second group of wheel cylinders
  • the first motor pushes the first piston through the first push rod to compress the first cavity to adjust the brake fluid in the first hydraulic pipeline, so as to provide braking force for the first group of wheel cylinders
  • the first piston pushes the second through the first spring
  • the piston compresses the second chamber to adjust the brake fluid in the second hydraulic pipeline to provide braking force for the second group of wheel cylinders.
  • the first hydraulic pipeline is used to provide braking force to the first group of wheel cylinders
  • the second hydraulic pipeline is used to provide braking force to the second group of wheel cylinders
  • the first solenoid valve is opened, the second motor pushes the third piston through the second push rod to compress the third cavity to adjust the brake fluid in the first hydraulic pipeline, and provides braking force for the first group of wheel cylinders
  • the second solenoid valve When it is turned on, the second motor pushes the third piston through the second push rod to compress the third chamber to adjust the brake fluid in the second hydraulic pipeline to provide braking force for the second group of wheel cylinders.
  • the hydraulic adjustment unit of the embodiment of the present application can implement three different braking modes, including that in general, only the first hydraulic adjustment device can provide the braking force; when the first hydraulic adjustment device and the second hydraulic adjustment device simultaneously provide the braking force When the power is used, braking can be realized more quickly and easily; when the first hydraulic adjustment device is not working, the braking force can also be provided by the second hydraulic adjustment device to ensure driving safety.
  • a brake-by-wire system comprising a master cylinder, a brake input device, a pedal feel simulation device, a first group of wheel cylinders, a second group of wheel cylinders, and the first aspect and the first
  • the brake input device is used to receive a driver's brake command and transmit the brake command to a pedal feel simulation device through the master cylinder
  • the pedal feel simulation device is used to feedback the pedal to the driver.
  • the hydraulic adjustment unit provides braking force for the first group of wheel cylinders and the second group of wheel cylinders by adjusting the brake fluid in the first hydraulic line and the second hydraulic line.
  • the brake-by-wire system further includes a controller, the controller is configured to calculate a target braking force according to the braking command received by the braking input device, and control the hydraulic pressure according to the target braking force
  • the adjustment unit adjusts the brake fluid in the first hydraulic line and the second hydraulic line.
  • the brake-by-wire system of the embodiment of the present application can also realize the brake-by-wire function.
  • the brake demand of the driver is measured by the pedal travel sensor, and then fed back to the motor, and the booster device provides assistance to avoid driving. It reduces the driver's burden by decelerating as much as the operator's foot steps on, and at the same time, the pedal feel simulator provides the driver with feedback information on the pedal feel, so that the driver has a good operating feeling and improves the stability, comfort and safety of braking. sex.
  • a method for controlling a brake-by-wire system includes: a first hydraulic adjustment device, and the first hydraulic adjustment device includes a first hydraulic cylinder, a first piston, and a second piston , a first spring and a second spring, the first piston, the second piston and the cylinder wall of the first hydraulic cylinder form a first cavity, the second piston and the cylinder wall of the first hydraulic cylinder form a second cavity, and the first spring is connected to the first A piston and a second piston, a second spring connects the second piston and the cylinder wall of the first hydraulic cylinder, the first chamber is connected to the first hydraulic pipeline, the second chamber is connected to the second hydraulic pipeline, and the first hydraulic pipeline It is used to provide braking force for the first group of wheel cylinders, and the second hydraulic pipeline is used to provide braking force for the second group of wheel cylinders; the second hydraulic adjustment device includes a second hydraulic cylinder, a third piston and The third spring, the third piston and the cylinder wall
  • the control method includes: the first hydraulic adjustment device and/or the second hydraulic adjustment device receive a control command sent by the controller; the first hydraulic adjustment device and/or the second hydraulic adjustment device are the first group of wheel cylinders and the second The wheel cylinders provide braking power.
  • the first hydraulic adjustment device further includes a first motor and a first push rod, and the first push rod is connected to the first motor and the first piston.
  • the second hydraulic adjustment device further includes a second motor and a second push rod, and the second push rod is connected to the second motor and the third piston.
  • the first hydraulic adjustment device and/or the second hydraulic adjustment device provides braking force for the first group of wheel cylinders and the second group of wheel cylinders according to the control command, including: The first motor pushes the first piston through the first push rod to compress the first cavity to adjust the brake fluid in the first hydraulic pipeline, and provides braking force for the first group of wheel cylinders; the first piston pushes the second piston to compress through the first spring The second chamber adjusts the brake fluid in the second hydraulic pipeline to provide braking force for the second group of wheel cylinders.
  • the first hydraulic adjustment device and/or the second hydraulic adjustment device provides braking force for the first group of wheel cylinders and the second group of wheel cylinders according to the control command, including: The first solenoid valve is opened, and the second motor pushes the third piston through the second push rod to compress the third chamber to adjust the brake fluid in the first hydraulic pipeline to provide braking force for the first group of wheel cylinders; the second solenoid valve is opened, The second motor pushes the third piston through the second push rod to compress the third chamber to adjust the brake fluid in the second hydraulic pipeline to provide braking force for the second group of wheel cylinders.
  • a controller in a fourth aspect, may be an independent device or a chip in the device.
  • the controller may include a processing unit and a sending unit.
  • the processing unit may be a processor, and the sending unit may be an input/output interface;
  • the device may further include a storage unit, which may be a memory; the The storage unit is used for storing instructions, and the processing unit executes the instructions stored in the storage unit, so that the device executes the method in any one of the implementation manners of the third aspect.
  • the processing unit may be a processor, and the sending unit may be a pin or a circuit, etc.; the processing unit executes the instructions stored in the storage unit, so that the control
  • the controller executes the method in any one of the implementation manners of the third aspect
  • the storage unit may be a storage unit (for example, a register, a cache, etc.) in the chip, or a storage unit located in the terminal device/network device.
  • a storage unit eg, read only memory, random access memory, etc.
  • the memory is coupled to the processor, and it can be understood that the memory is located inside the processor, or the memory is located outside the processor, so as to be independent of the processor.
  • a computer program product comprising: computer program code, when the computer program code is run on a computer, causing the computer to execute any one of the implementations of the third aspect above. method.
  • the above computer program code may be stored in whole or in part on the first storage medium, where the first storage medium may be packaged with the processor or separately packaged with the processor, which is not implemented in this embodiment of the present application. Specific restrictions.
  • a computer-readable medium stores program codes that, when the computer program codes are run on a computer, cause the computer to execute any one of the implementations of the third aspect above. Methods.
  • Fig. 1 is a schematic block diagram of the hydraulic adjustment unit of the present application
  • FIG. 2 is a schematic block diagram of the brake-by-wire system of the present application.
  • FIG. 3 is a schematic block diagram of the boosting process in the main boost mode of the brake-by-wire system of the present application
  • FIG. 4 is a schematic block diagram of the decompression process in the main boost mode of the brake-by-wire system of the present application
  • FIG. 5 is a schematic block diagram of a quick boost mode boosting process of the brake-by-wire system of the present application
  • FIG. 6 is a schematic block diagram of a decompression process in a rapid boost mode of the brake-by-wire system of the present application
  • FIG. 7 is a schematic block diagram of a redundant boost mode boosting process of the brake-by-wire system of the present application.
  • FIG. 8 is a schematic block diagram of a redundant boost mode decompression process of the brake-by-wire system of the present application.
  • FIG. 9 is a schematic flowchart of a control method of the brake-by-wire system of the present application.
  • FIG. 10 is a schematic block diagram of the control method of the brake-by-wire system of the present application.
  • FIG. 11 is a schematic block diagram of the control device of the present application.
  • FIG. 12 is a schematic block diagram of the controller of the present application.
  • ABS Antilock Brake System
  • Traction control system a control system that automatically controls the engine and brakes to suppress the rotational speed of the driving wheels when the driving wheels slip when the vehicle is driving.
  • the electronic stability control system (ESC) sensor collects vehicle information to judge the instability of the vehicle.
  • the ESC system applies braking force to a single or part of the wheels to obtain the lateral stability of the wheels. Swing moment, so as to achieve the purpose of stabilizing the vehicle.
  • AEB Automatic emergency braking
  • Electro-hydraulic brake system It is an advanced mechatronic system, which is developed on the basis of traditional hydraulic brakes, and replaces some mechanical components with electronic and electrical components to achieve the purpose of automatic brake control. .
  • Adaptive cruise control During the driving process of the vehicle, when the distance between the vehicle and the vehicle in front is too small, the braking system brakes the wheels appropriately to keep the wheels at a safe distance from the vehicle in front.
  • the electromechanical servo booster mechanism iBooster plus ESC scheme is generally used to satisfy the brake-by-wire and redundant functions.
  • iBooster is an electromechanical servo booster mechanism that does not rely on a vacuum source, which can provide conventional braking for automatic driving.
  • the active boost function of ESC provides redundancy for automatic driving braking.
  • the brake booster is mainly realized by the iBooster, and the brake decoupling is realized by a combination of an electronic supercharger and a solenoid valve.
  • the controller of the vehicle's braking system can analyze environmental conditions or sensor data input by the driver, and use the iBooster or electronic booster to apply active braking without requiring the driver to operate the brake pedal.
  • iBooster and electronic supercharger are redundant with each other, when one method fails, it can switch to another method for active braking at any time.
  • the structure of iBooster is complex.
  • the above braking system requires two sets of hardware braking systems and control systems.
  • the two sets of hardware braking systems work independently, and the coupling control is limited, so the optimization of the system cannot be achieved.
  • the iBooster fails there is no other The device provides braking assistance, and the driver's braking experience is poor.
  • Another existing braking system adds a dual-chamber electric cylinder to assist the braking on the basis of the traditional non-assist braking system and ESC, so as to realize the functions of brake-by-wire and redundant braking.
  • the series double-chamber master cylinder is used to form an active booster device, which has mechanical redundancy for pipeline failure, and a plunger pump is used to realize the redundancy of the booster function for the two circuits.
  • this type of braking system performs redundant braking, due to the defects of the plunger pump itself, the pressure build-up rate is limited, and the pressure fluctuation is large and inaccurate, so it is not suitable for functional requirements such as AEB.
  • the problems faced by the current braking system include that it is unable to take into account the brake-by-wire and redundant functions at the same time, and it is difficult to meet the control and safety requirements of the vehicle.
  • the braking system must also Support ABS, AEB, TCS, ESC and other functions, further increasing the complexity of the braking system. Therefore, the embodiments of the present application provide a brake-by-wire system with multiple redundant functions, which can satisfy the brake-by-wire and redundant functions at the same time, and is used to support the control requirements of a new energy vehicle or an autonomous vehicle.
  • FIG. 1 shows a schematic block diagram of a hydraulic adjustment unit according to an embodiment of the present application, which is used to realize the function of redundant braking.
  • the hydraulic adjustment unit includes:
  • the first hydraulic adjustment device 104 includes a first hydraulic cylinder 105, a first piston 19, a second piston 22, a first spring 21 and a second spring 23, the first piston 19, the second piston 22 and
  • the cylinder wall of the first hydraulic cylinder 105 forms the first cavity 20, the second piston 22 and the cylinder wall of the first hydraulic cylinder 105 form the second cavity 24, the first spring 21 connects the first piston 19 and the second piston 22, the second
  • the spring 23 is connected to the second piston 22 and the cylinder wall of the first hydraulic cylinder 105, the first chamber 20 is connected to the first hydraulic pipeline 108, the second chamber 24 is connected to the second hydraulic pipeline 109, and the first hydraulic pipeline 108 is used for
  • the second hydraulic pipeline 109 is used for providing braking force for the second group of wheel cylinders 45 and 46;
  • the second hydraulic adjustment device 106, the second hydraulic adjustment device 106 includes a second hydraulic cylinder 107, a third piston 29 and a third spring 30, the third piston 29 and the cylinder wall of the third hydraulic cylinder 107 form a third cavity 31, the first The three springs 30 are connected to the third piston 29 and the cylinder wall of the third hydraulic cylinder 107 , the third cavity 31 is connected to the first hydraulic pipeline 108 through the first solenoid valve 33 , and the third cavity 31 is connected to the second hydraulic pipeline 108 through the second solenoid valve 34 Hydraulic line 109 is connected.
  • the first hydraulic adjustment device 104 further includes a first motor 17 and a first push rod 18 , and the first push rod 18 is connected to the first motor 17 and the first piston 19 .
  • the second hydraulic adjustment device 106 further includes a second motor 26 and a second push rod 27 , and the second push rod 27 is connected to the second motor 26 and the third piston 29 .
  • the first hydraulic pipeline 108 is used to provide braking force for the first group of wheel cylinders 43 and 44
  • the second hydraulic pipeline 109 is used to provide braking force for the second group of wheel cylinders 45 and 46, including: a first The motor 17 pushes the first piston 19 through the first push rod 18 to compress the first chamber 20 to adjust the brake fluid in the first hydraulic pipeline 108 to provide braking force for the first group of wheel cylinders 43 and 44; A spring 21 pushes the second piston 22 to compress the second chamber 24 to adjust the brake fluid in the second hydraulic pipeline 109 to provide braking force for the second group of wheel cylinders 45 and 46 .
  • the first hydraulic pipeline 108 is used to provide braking force for the first group of wheel cylinders 43 and 44
  • the second hydraulic pipeline 109 is used to provide braking force for the second group of wheel cylinders 45 and 46, including: a first The solenoid valve 33 is opened, and the second motor 26 pushes the third piston 29 through the second push rod 27 to compress the third chamber 31 to adjust the brake fluid in the first hydraulic pipeline 108 to provide braking force for the first group of wheel cylinders 43 and 44
  • the second solenoid valve 34 is opened, the second motor 26 pushes the third piston 29 through the second push rod 27 to compress the third chamber 31 to adjust the brake fluid in the second hydraulic pipeline 109, which is the second group of wheel cylinders 45, 46 provide braking power.
  • the embodiment of the present application also provides a brake-by-wire system, which can realize the brake-by-wire function and the redundant braking function, including the hydraulic adjustment unit shown in FIG.
  • the device the first group of wheel cylinders and the second group of wheel cylinders, wherein the brake input device is used to receive the driver's brake command and transmit the brake command to the pedal feel simulation device through the master cylinder, and the pedal feel simulation device is used to send The driver feeds back pedal feeling information, and the hydraulic adjustment unit provides braking force for the first group of wheel cylinders and the second group of wheel cylinders by adjusting the brake fluid in the first hydraulic line and the second hydraulic line.
  • FIG. 2 shows a schematic block diagram of a brake-by-wire system according to an embodiment of the present application.
  • the system mainly includes a master cylinder 101, a mechanical brake input device 102, a pedal feel simulation system 103, and an active booster device 104.
  • the redundant boosting device 106, etc., will be introduced separately below.
  • the master cylinder 101 is in the form of a series of double chambers, including two pistons 5 and 8 and two return springs 6 and 9 .
  • the piston 5 and the piston 8 are connected by the return spring 6 , and the piston 5 and the piston 8 divide the master cylinder 101 into a cavity 7 and a cavity 10 .
  • the two chambers 7 and 10 of the master cylinder 101 are provided with brake fluid (hydraulic oil) from the fluid storage device 1, and the chambers 7 and 10 are respectively connected to one or more wheel cylinders through the hydraulic pipeline 108 and the hydraulic pipeline 109,
  • the pressure sensor 11 of the master cylinder 101 is installed on the output hydraulic pipeline 109 of the master cylinder chamber 10 .
  • the mechanical brake input device 102 includes a pedal 2 , a push rod 3 and a pedal travel sensor 4 .
  • the push rod 3 connects the piston 5 in the master cylinder 101 with the brake pedal 2
  • the pedal stroke sensor 4 is used to measure the displacement of the push rod 3 relative to the master cylinder 101 .
  • the pedal feel simulation system 103 includes a pedal feel simulator 12 , a one-way valve 13 and a solenoid valve 14 .
  • the cavity 7 of the master cylinder 101 is connected to the pedal feel simulator 12 through a hydraulic pipeline 108 , a one-way valve 13 and a solenoid valve 14 .
  • the active booster device 104 is powered by the motor 17 , and the active booster hydraulic cylinder 105 provides a pressure building site.
  • the active boosting hydraulic cylinder 105 includes a piston 19 , a piston 22 , a return spring 20 , and a return spring 23 .
  • the piston 19 and the piston 22 are connected by a return spring 20 , and the piston 19 and the piston 22 divide the interior of the active pressurizing hydraulic cylinder 105 into a cavity 21 and a cavity 24 .
  • the active supercharging motor 17 pushes the piston 19 to move left and right through the transmission mechanism 18 , and the piston 22 also moves left and right under the action of the return spring 20 .
  • Chamber 21 and chamber 24 are connected to one or more wheel cylinders through hydraulic line 108 and hydraulic line 109 respectively, and pressure sensor 25 is mounted on output hydraulic line 109 of chamber 24 .
  • the redundant pressure boosting device 106 is powered by the motor 26 , and the redundant pressure boosting hydraulic cylinder 107 provides a pressure building site.
  • the redundant boosting hydraulic cylinder 107 includes a piston 29 and a return spring 30 , and the piston 29 divides the hydraulic cylinder into a cavity 28 and a cavity 31 .
  • the motor 26 pushes the piston 29 to move up and down through the transmission device 27 .
  • the cavity 31 is connected to the liquid storage device 1 through the one-way valve 32, and is connected to the hydraulic pipeline 108 and the hydraulic pipeline 109 through the solenoid valve 33 and the solenoid valve 34, respectively.
  • the hydraulic pipeline 108 obtains the brake fluid from the master cylinder chamber 7, the active booster hydraulic cylinder chamber 21 and the redundant booster hydraulic cylinder chamber 31 respectively, wherein the solenoid valve 15 is used to control the on-off of the brake fluid of the master cylinder 101, and the solenoid The valve 33 is used to control the on-off of the brake fluid of the redundant boosting hydraulic cylinder 107 .
  • the hydraulic pipeline 109 obtains the brake fluid from the master cylinder chamber 10, the active booster hydraulic cylinder chamber 24 and the redundant booster hydraulic cylinder 31 respectively, wherein the solenoid valve 16 is used to control the on-off of the brake fluid of the master cylinder 101, and the solenoid valve 34 is used to control the on-off of the brake fluid of the redundant booster hydraulic cylinder 107 .
  • the brake-by-wire system of the embodiment of the present application further includes a wheel cylinder 43 , a wheel cylinder 44 , a wheel cylinder 45 and a wheel cylinder 46 , which are respectively connected by oil inlet valves 35 , 36 , 37 , 38 and oil outlet valves 39 , 40 , and 41 . , 42 control the respective brake pressure.
  • the brake-by-wire system of the embodiment of the present application further includes a controller (not shown in FIG. 2 ), and the controller is configured to calculate a target braking force according to the braking command received by the braking input device, and control the hydraulic adjustment unit according to the target braking force Adjust the brake fluid in the first hydraulic line and the second hydraulic line.
  • the individual components in the brake-by-wire system can also have their own sub-controllers, and these controllers can communicate with each other and work together.
  • the controller receives detection signals from various sensors, such as environmental conditions, driver input, braking system status, etc., and controls the brake-by-wire system through calculation and judgment.
  • a main boost mode Three working modes of the brake-by-wire system of the embodiment of the present application are respectively introduced below with reference to FIGS. 3 to 8 : a main boost mode, a rapid boost mode, and a redundant boost mode.
  • advanced driving assistance systems can use sensors such as cameras, radars, lasers, and ultrasonics to instantly sense and collect surrounding environment data during driving. Identify, detect and track obstacles, and perform braking control on vehicles, such as ACC, AEB and other functions.
  • Active boosting during ADAS operation is similar to the brake-by-wire, core boosting and decompression processes during manual braking. The following takes the brake-by-wire during manual braking as an example to illustrate.
  • FIG. 3 shows a schematic block diagram of the boosting process in the main boosting mode of the brake-by-wire system according to the embodiment of the present application.
  • the push rod 3 moves to the left and pushes the piston 5 to compress the return spring 6, and pushes the brake fluid in the cavity 7 into the hydraulic pipeline 108; at the same time, the return spring 6 pushes the piston 8 to compress and return to its original position.
  • the spring 9 pushes the brake fluid in the cavity 10 into the hydraulic line 109 . Since the solenoid valves 15, 16 are closed, the brake fluid in the hydraulic line 108 will compress the spring in the pedal feel simulator 12 through the solenoid valve 14, and the brake fluid in the hydraulic line 109 will be compressed by the piston 8. Pressure rises.
  • the pedal travel sensor 4 measures the pedal displacement of the driver, calculates the target braking force required by the driver through the controller, and feeds back the calculated target braking force to the active supercharging device 104 .
  • the active supercharging device 104 controls the motor 17 according to the target braking force, pushes the piston 19 through the transmission mechanism 18 to compress the return spring 20, and pushes the brake fluid in the cavity 21 into the hydraulic pipeline 108; at the same time, the return spring 20 pushes the piston 22 to compress back.
  • the position spring 23 pushes the brake fluid in the cavity 24 into the hydraulic line 109 . Further, the brake fluid flows to each wheel cylinder through the hydraulic pipes 108, 109 through the oil inlet valves 35, 36, 37, 38, thereby realizing braking.
  • FIG. 4 shows a schematic block diagram of the decompression process in the main boost mode of the brake-by-wire system according to the embodiment of the present application.
  • the driver releases the brake pedal 2
  • the piston 5 pushes the push rod 3 to move to the right under the action of the return spring 6,
  • the rightward movement of the piston 5 causes a negative pressure in the cavity 7, and the brake fluid is
  • the hydraulic pipeline 108 returns; at the same time, the piston 8 returns under the pulling action of the return spring 6 and the return action of the return spring 9, negative pressure is generated in the cavity 10, and the brake fluid flows back from the hydraulic pipeline 109.
  • 15 , 16 are closed and the spring return in pedal feel simulator 12 forces brake fluid back into hydraulic line 108 .
  • the pedal travel sensor 4 measures the pedal displacement of the driver, calculates the target braking force required by the driver through the controller, and feeds the target braking force to the active supercharging device 104 .
  • the active supercharging device 104 controls the motor 17 according to the target braking force, pulls the piston 19 to move to the right through the transmission device 18, generates negative pressure in the cavity 21, and the brake fluid in the wheel cylinders 43, 44 passes through the oil inlet valves 35, 36 and
  • the hydraulic pipeline 108 returns to the cavity 21; at the same time, the piston 22 moves to the right under the pulling action of the return spring 20 and the return action of the return spring 23, and negative pressure is generated in the cavity 24, and the pistons in the wheel cylinders 45 and 46 move to the right.
  • the brake fluid is returned to the cavity 24 through the oil inlet valves 37, 38 and the hydraulic pipeline 109, thereby reducing the braking force.
  • the brake-by-wire system of the embodiment of the present application can realize pedal decoupling, set solenoid valves 15, 16 and close the solenoid valves 15, 16, measure the driver's braking demand through the pedal stroke sensor, and then feed it back to the motor, which is boosted by the booster
  • the device provides power assistance to avoid the situation that the driver decelerates as much as he steps on his feet, reducing the driver's burden; at the same time, the pedal feel simulator provides the driver with feedback information on pedal feeling, so that the driver has a good operating feeling and improves braking stability. sex, comfort and safety.
  • the brake boost is provided by the active boost device to achieve braking.
  • FIG. 5 shows a schematic block diagram of a supercharging process in a rapid supercharging mode of the brake-by-wire system according to the embodiment of the present application.
  • the solenoid valves 15 and 16 are closed, the solenoid valve 14 is opened so that the pedal feel simulator 12 is communicated with the hydraulic pipeline 108 , and the solenoid valves 33 and 34 are opened.
  • the redundant boosting device 106 is communicated with the hydraulic lines 108, 109, and the other solenoid valves are kept in their default states.
  • the push rod 3 moves to the left and pushes the piston 5 to compress the return spring 6, and pushes the brake fluid in the cavity 7 into the hydraulic pipeline 108; at the same time, the return spring 6 pushes the piston 8 to compress and return to its original position.
  • the spring 9 pushes the brake fluid in the cavity 10 into the hydraulic line 109 . Since the solenoid valves 15 and 16 are closed, the brake fluid in the hydraulic line 108 compresses the spring in the pedal feel simulator 12 through the solenoid valve 14 , and the pressure of the brake fluid in the hydraulic line 109 increases under the action of the piston 8 .
  • the pedal travel sensor 4 measures the pedal displacement of the driver, calculates the target braking force required by the driver through the controller, and feeds the target braking force to the active supercharging device 104 and the redundant supercharging device 106 .
  • the active supercharging device 104 controls the motor 17 according to the target braking force, pushes the piston 19 to compress the return spring 20 through the transmission mechanism 18, and pushes the brake fluid in the cavity 21 into the hydraulic pipeline 108; at the same time, the return spring 20 pushes the piston 22 to compress and return to the original position.
  • the spring 23 pushes the brake fluid in the cavity 24 into the hydraulic line 109 .
  • the redundant booster 106 controls the motor 26 according to the target braking force, pushes the piston 29 through the transmission mechanism 27 to compress the return spring 30, and pushes the brake fluid in the cavity 31 into the hydraulic pipelines 108, 109 through the solenoid valves 33, 34 . Further, the brake fluid flows to each wheel cylinder through the hydraulic pipes 108, 109 through the oil inlet valves 35, 36, 37, 38, thereby realizing braking.
  • rapid boost can be achieved through the combined action of the main motor 17 and the auxiliary motor 26 .
  • FIG. 6 shows a schematic block diagram of a decompression process in a rapid boost mode of the brake-by-wire system according to an embodiment of the present application.
  • the driver releases the brake pedal 2
  • the piston 5 pushes the push rod 3 to move to the right under the action of the return spring 6
  • the rightward movement of the piston 5 causes a negative pressure in the cavity 7, and the brake fluid is
  • the hydraulic pipeline 108 returns; at the same time, the piston 8 moves to the right under the pulling action of the return spring 6 and the return action of the return spring 9, negative pressure is generated in the cavity 10, and the brake fluid flows back from the hydraulic pipeline 109.
  • the solenoid valves 15 , 16 closed, the spring return in the pedal feel simulator 12 returns the brake fluid to the hydraulic line 108 .
  • the pedal travel sensor 4 measures the pedal displacement of the driver, calculates the target braking force required by the driver through the controller, and feeds back the target braking force to the active supercharging device 104 and the redundant supercharging device 106 .
  • the active supercharging device 104 controls the motor 17 according to the target braking force, and pulls the piston 19 to move to the right through the transmission device 18, negative pressure is generated in the cavity 21, and the brake fluid in the wheel cylinders 43, 44 passes through the oil inlet valves 35, 36 and
  • the hydraulic pipeline 108 is returned to the cavity 21; at the same time, the piston 22 is returned under the pulling action of the return spring 20 and the return action of the return spring 23, and negative pressure is generated in the cavity 24, and the brakes in the wheel cylinders 45 and 46
  • the liquid returns to the cavity 24 through the oil inlet valves 37 and 38 and the hydraulic pipeline 109 .
  • the redundant supercharging device 106 controls the motor 26 according to the target braking force, and pulls the piston 29 to move upward through the transmission device 27, negative pressure is generated in the cavity 31, and the brake fluid in the wheel cylinders 43, 44, 45, 46 passes through the oil inlet valve 35, 36 , 37 , 38 , hydraulic lines 108 , 109 and solenoid valves 33 , 34 return to chamber 31 . As a result, the braking force is reduced.
  • both the active booster and the redundant booster provide power assist for faster and easier braking.
  • FIG. 7 shows a schematic block diagram of the supercharging process in the redundant supercharging mode of the brake-by-wire system according to the embodiment of the present application.
  • the redundant supercharging mode can be used.
  • the solenoid valves 15 and 16 are closed, and the solenoid valve 14 is opened to make the pedal feel simulator 12 communicate with the hydraulic pipeline 108 , and the solenoid valves 33 and 34 Open to connect the redundant boosting device 106 with the hydraulic lines 108, 109, and the other solenoid valves remain in their default states.
  • the push rod 3 moves to the left and pushes the piston 5 to compress the return spring 6, and pushes the brake fluid in the cavity 7 into the hydraulic pipeline 108; at the same time, the return spring 6 pushes the piston 8 to compress and return to its original position.
  • the spring 9 pushes the brake fluid in the cavity 10 into the hydraulic line 109 . Since the solenoid valves 15 and 16 are closed, the brake fluid in the hydraulic line 108 compresses the spring in the pedal feel simulator 12 through the solenoid valve 14 , and the pressure of the brake fluid in the hydraulic line 109 increases under the action of the piston 8 .
  • the pedal travel sensor 4 measures the pedal displacement of the driver, calculates the target braking force required by the driver through the controller, and feeds back the target braking force to the redundant supercharging device 106 .
  • the redundant booster 106 controls the motor 26 according to the target braking force, pushes the piston 29 through the transmission mechanism 27 to compress the return spring 30, and pushes the brake fluid in the cavity 31 into the hydraulic pipelines 108 and 109 through the solenoid valves 33 and 34 respectively. middle. Further, the brake fluid flows to each wheel cylinder through the hydraulic pipes 108, 109 through the oil inlet valves 35, 36, 37, 38, thereby realizing braking.
  • FIG. 8 shows a schematic block diagram of a decompression process in a redundant boost mode of a brake-by-wire system according to an embodiment of the present application.
  • the driver releases the brake pedal 2
  • the piston 5 pushes the push rod 3 to move to the right under the action of the return spring 6, and the rightward movement of the piston 5 causes a negative pressure in the cavity 7, and the brake fluid is
  • the hydraulic pipeline 108 returns; at the same time, the piston 8 moves to the right under the pulling action of the return spring 6 and the return action of the return spring 9, negative pressure is generated in the cavity 10, and the brake fluid flows back from the hydraulic pipeline 109.
  • the solenoid valves 15 , 16 closed, the spring return in the pedal feel simulator 12 returns the brake fluid to the hydraulic line 108 .
  • the pedal travel sensor 4 measures the pedal displacement of the driver, calculates the target braking force required by the driver through the controller, and feeds back the target braking force to the redundant supercharging device 106 .
  • the redundant supercharging device 106 controls the motor 26 according to the target braking force, and pulls the piston 29 to move upward through the transmission device 27 , negative pressure is generated in the cavity 31 , and the brake fluid in the wheel cylinders 43 , 44 , 45 and 46 passes through the oil inlet valve 35 , 36 , 37 , 38 , hydraulic lines 108 , 109 and solenoid valves 33 , 34 return to cavity 31 . As a result, the braking force is reduced.
  • the active supercharging device fails, it can be powered by the redundant supercharging device, which can still achieve effective braking and ensure driving safety.
  • FIG. 9 is a schematic flowchart of a control method of a brake-by-wire system according to an embodiment of the present application.
  • the method shown in FIG. 9 includes step 901 and step 902, which will be introduced separately below.
  • the first hydraulic adjustment device and/or the second hydraulic adjustment device receive a control instruction sent by a controller.
  • the first hydraulic adjustment device and/or the second hydraulic adjustment device provide braking force for the first group of wheel cylinders and the second group of wheel cylinders according to the control command.
  • the brake-by-wire system may be any of the brake-by-wire systems shown in FIGS. 2 to 8 , and may include the hydraulic adjustment unit shown in FIG. 1 .
  • the hydraulic adjustment unit and the brake-by-wire system may be repeated here.
  • the first hydraulic adjustment device provides braking force for the first group of wheel cylinders and the second group of wheel cylinders according to a control command, wherein the control command is used to instruct the solenoid valves 33 and 34 in FIG. 2 to close and
  • the magnitude of the braking force may specifically be: the first motor pushes the first piston through the first push rod to compress the first cavity according to the control command to adjust the brake fluid in the first hydraulic pipeline, so as to provide braking force for the first group of wheel cylinders;
  • the first piston pushes the second piston through the first spring to compress the second chamber to adjust the brake fluid in the second hydraulic pipeline, so as to provide braking force for the second group of wheel cylinders.
  • the second hydraulic adjustment device does not work.
  • the control instruction instructs the solenoid valves 33 and 34 in FIG. 2 to open
  • the second hydraulic adjustment device is the first group of wheel cylinders and the second hydraulic adjustment device according to the control instruction.
  • the wheel cylinders provide braking force, which can be specifically: the second motor pushes the third piston through the second push rod to compress the third cavity to adjust the brake fluid in the first hydraulic pipeline, so as to provide braking force for the first group of wheel cylinders;
  • the second motor pushes the third piston through the second push rod to compress the third chamber to adjust the brake fluid in the second hydraulic pipeline to provide braking force for the second group of wheel cylinders.
  • the solenoid valves 33 and 34 in FIG. 2 are opened, and the second hydraulic adjustment device
  • the braking force is also provided for the first group of wheel cylinders and the second group of wheel cylinders according to the control command, that is, the first hydraulic adjustment device and the second hydraulic adjustment device work simultaneously.
  • FIG. 10 shows a schematic block diagram of the control method of the brake-by-wire system according to the embodiment of the present application. As shown in FIG. 10 , the brake-by-wire system according to the embodiment of the present application may have multiple working modes.
  • the pedal travel sensor obtains the driver's braking intention or the braking intention under ADAS and automatic driving conditions, and calculates the braking pressure and braking speed.
  • the supercharging mode is determined, and the supercharging mode includes the main supercharging mode, the fast supercharging mode and the redundant supercharging mode as described above in FIG. 3 to FIG. 8 .
  • the state of the monitoring system determines the final boosting mode. Specifically, the state of the system can be monitored through information such as the pressure of the active boosting hydraulic cylinder, the pressure of the redundant boosting hydraulic cylinder, the status of the solenoid valve and the state of the motor.
  • the system state is good and can support the above-determined boost mode, build pressure according to the above-determined boost mode, adjust the brake fluid in the hydraulic pipeline, so as to realize braking; if the system state cannot support the above-determined boost mode, By default, the primary supercharging mode is selected for pressure build-up; if the active supercharging device fails, the redundant supercharging mode is selected for pressure building; in an extreme case, both the active supercharging device and the redundant supercharging device are In the event of failure, the solenoid valves 15 and 16 are opened, and the driver manually builds pressure through the pedal.
  • the motor and the corresponding solenoid valve of the first hydraulic adjustment device and/or the second hydraulic adjustment device are controlled to adjust the brake fluid in the hydraulic pipeline, thereby realizing braking.
  • the specific pressure building process reference may be made to the foregoing descriptions of FIGS. 3 to 8 .
  • the embodiments of the present application will not be repeated here.
  • FIG. 11 is a schematic block diagram of a control apparatus according to an embodiment of the present application.
  • the control apparatus 1100 shown in FIG. 11 includes a processing unit 1110 and a transceiver unit 1220 .
  • the processing unit 1110 is configured to generate a control instruction, where the control instruction is used to control the first hydraulic adjustment device and/or the second hydraulic adjustment device.
  • a transceiver unit 1120 configured to send a control command to the first hydraulic adjustment device and/or the second hydraulic adjustment device, the first hydraulic adjustment device and/or the second hydraulic adjustment device are the first group of wheel cylinders and the second group of wheel cylinders according to the control instruction Wheel cylinders provide braking force.
  • the first hydraulic adjustment device provides braking force for the first group of wheel cylinders and the second group of wheel cylinders according to a control instruction sent by the transceiver unit 1120, where the control instruction is used to instruct the solenoid valve in FIG. 2 .
  • 33 and 34 are closed and the magnitude of the braking force can be specifically: the first motor pushes the first piston through the first push rod to compress the first chamber according to the control command to adjust the brake fluid in the first hydraulic pipeline, which is the first set of wheels.
  • the cylinder provides braking force; the first piston pushes the second piston through the first spring to compress the second chamber to adjust the brake fluid in the second hydraulic pipeline, so as to provide braking force for the second group of wheel cylinders.
  • the second hydraulic adjustment device does not work.
  • the control instruction instructs the solenoid valves 33 and 34 in FIG. 2 to open
  • the second hydraulic adjustment device is the first group according to the control instruction sent by the transceiver unit 1120.
  • the wheel cylinder and the second group of wheel cylinders provide braking force, which can be specifically: the second motor pushes the third piston through the second push rod to compress the third chamber to adjust the brake fluid in the first hydraulic pipeline, which is the first group of wheel cylinders.
  • the second motor pushes the third piston through the second push rod to compress the third chamber to adjust the brake fluid in the second hydraulic pipeline, so as to provide braking force for the second group of wheel cylinders.
  • the solenoid valves 33 and 34 in FIG. 2 are opened
  • the second hydraulic adjustment device also provides braking force for the first group of wheel cylinders and the second group of wheel cylinders according to the control command sent by the transceiver unit 1120 , that is, the first hydraulic adjustment device and the second hydraulic adjustment device work simultaneously.
  • FIG. 12 is a schematic block diagram of a controller according to an embodiment of the present application.
  • the controller 1200 shown in FIG. 12 may include: a memory 1210 , a processor 1220 , and a communication interface 1230 .
  • the memory 1210, the processor 1220, and the communication interface 1230 are connected through an internal connection path, the memory 1210 is used to store instructions, and the processor 1220 is used to execute the instructions stored in the memory 1220 to control the communication interface 1230 to receive/send information.
  • the memory 1210 may be coupled with the processor 1220 through an interface, or may be integrated with the processor 1220 .
  • the above-mentioned communication interface 1230 uses a device such as but not limited to an input/output interface (input/output interface) to implement communication between the controller 1200 and other devices or a communication network.
  • a device such as but not limited to an input/output interface (input/output interface) to implement communication between the controller 1200 and other devices or a communication network.
  • each step of the above-mentioned method may be completed by an integrated logic circuit of hardware in the processor 1220 or an instruction in the form of software.
  • the methods disclosed in conjunction with the embodiments of the present application may be directly embodied as executed by a hardware processor, or executed by a combination of hardware and software modules in the processor.
  • the software modules may be located in random access memory, flash memory, read-only memory, programmable read-only memory or electrically erasable programmable memory, registers and other storage media mature in the art.
  • the storage medium is located in the memory 1210, and the processor 1220 reads the information in the memory 1210, and completes the steps of the above method in combination with its hardware. To avoid repetition, detailed description is omitted 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), dedicated integrated Circuit (application specific integrated circuit, ASIC), off-the-shelf programmable gate array (field programmable gate array, FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.
  • a general purpose processor may be a microprocessor or the processor may 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 portion of the processor may also include non-volatile random access memory.
  • the processor may also store device type information.
  • the hydraulic adjustment unit in the present application may be a unit for adjusting the brake hydraulic pressure in the brake system, including one or more brake pipelines (hydraulic pipelines) mentioned above, and the brake pipeline in the brake pipeline. Control valve, check valve and other components.
  • the above-mentioned hydraulic adjustment unit may further include components such as hydraulic cylinders, pistons, push rods and the like 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, apparatus and method may be implemented in other manners.
  • the apparatus embodiments described above are only illustrative.
  • the division of the units is only a logical function division. In actual implementation, there may be other division methods.
  • multiple units or components may be combined or Can be integrated into another system, or some features can be ignored, or not implemented.
  • the shown or discussed mutual coupling or direct coupling or communication connection may be through some interfaces, indirect coupling or communication connection of 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 components displayed as units may or may not be physical units, that is, may be located in one place, or may be distributed to multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution in this embodiment.
  • each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically alone, or two or more units may be integrated into one unit.
  • the functions, if implemented in the form of software functional units and sold or used as independent products, may be stored in a computer-readable storage medium.
  • the technical solution of the present application can be embodied in the form of a software product in essence, or the part that contributes to the prior art or the part of the technical solution.
  • the computer software product is stored in a storage medium, including Several instructions are used to cause a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application.
  • the aforementioned storage medium includes: 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 codes .

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne une unité de régulation hydraulique, un système de freinage intégré et un procédé de commande. L'unité de régulation hydraulique comprend un premier dispositif de régulation hydraulique, qui comprend un premier cylindre hydraulique, un premier piston, un second piston, un premier ressort et un second ressort, une première cavité étant formée par le premier piston, le second piston et la paroi de cylindre du premier cylindre hydraulique, une seconde cavité étant formée par le second piston et la paroi de cylindre du premier cylindre hydraulique. La première cavité est reliée à une première conduite hydraulique, la seconde cavité est reliée à une seconde conduite hydraulique, la première conduite hydraulique est utilisée pour fournir une force de freinage pour un premier groupe de cylindres de roue, et la seconde conduite hydraulique est utilisée pour fournir une force de freinage pour un second groupe de cylindres de roue ; et un second dispositif de régulation hydraulique, qui comprend un second cylindre hydraulique, un troisième piston et un troisième ressort, une troisième cavité étant formée par le troisième piston et la paroi de cylindre du second cylindre hydraulique. La troisième cavité est reliée à la première conduite hydraulique au moyen d'une première électrovalve, et la troisième cavité est reliée à la seconde conduite hydraulique au moyen d'une seconde électrovalve.
PCT/CN2020/133546 2020-12-03 2020-12-03 Unité de régulation hydraulique, système de freinage intégré et procédé de commande WO2022116078A1 (fr)

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PCT/CN2020/133546 WO2022116078A1 (fr) 2020-12-03 2020-12-03 Unité de régulation hydraulique, système de freinage intégré et procédé de commande
CN202080004181.9A CN112638730A (zh) 2020-12-03 2020-12-03 液压调节单元、线控制动系统及控制方法

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CN117751062A (zh) * 2021-08-03 2024-03-22 华为技术有限公司 一种制动系统、液压装置及车辆

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CN110962815A (zh) * 2019-12-26 2020-04-07 吉林大学 面向自动驾驶的线控液压制动控制系统及其控制方法
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CN211995537U (zh) * 2019-12-16 2020-11-24 宁波拓普集团股份有限公司 一种带冗余模块电控制动助力系统

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US20080223675A1 (en) * 2007-03-12 2008-09-18 Honda Motor Co., Ltd. Brake system
US20180162341A1 (en) * 2016-12-08 2018-06-14 Robert Bosch Gmbh Brake system and method of operating
CN110525409A (zh) * 2019-08-15 2019-12-03 芜湖伯特利汽车安全系统股份有限公司 车辆的冗余行车制动系统
CN211364530U (zh) * 2019-11-08 2020-08-28 宁波拓普智能刹车系统有限公司 一种带冗余模块的自动驾驶汽车制动系统
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