WO2023005735A1 - 集成式制动系统补液控制方法及车辆 - Google Patents

集成式制动系统补液控制方法及车辆 Download PDF

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Publication number
WO2023005735A1
WO2023005735A1 PCT/CN2022/106474 CN2022106474W WO2023005735A1 WO 2023005735 A1 WO2023005735 A1 WO 2023005735A1 CN 2022106474 W CN2022106474 W CN 2022106474W WO 2023005735 A1 WO2023005735 A1 WO 2023005735A1
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WIPO (PCT)
Prior art keywords
servo cylinder
replenishment
fluid
liquid
cylinder
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PCT/CN2022/106474
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English (en)
French (fr)
Inventor
张建
姜洪伟
李林润
黄贺
保万全
袁文建
王宇
侯殿龙
Original Assignee
中国第一汽车股份有限公司
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Application filed by 中国第一汽车股份有限公司 filed Critical 中国第一汽车股份有限公司
Publication of WO2023005735A1 publication Critical patent/WO2023005735A1/zh

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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
    • B60T13/12—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
    • 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
    • B60T13/14—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 using accumulators or reservoirs fed by pumps
    • B60T13/148—Arrangements for pressure supply
    • 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
    • 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
    • B60T8/44—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
    • B60T8/446—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems replenishing the released brake fluid volume via the master cylinder

Definitions

  • the present application relates to the technical field of vehicles, for example, to an integrated brake system replenishment control method and a vehicle.
  • the braking system includes a brake master cylinder and a pressure building unit.
  • the brake master cylinder uses a vacuum booster to realize auxiliary pressure build-up.
  • the pressure build-up unit is controlled by an Electronic Stability Control (ESC) unit to ensure that the side of the vehicle is towards stability.
  • ESC Electronic Stability Control
  • the traditional braking system can no longer meet people's needs, so the integrated braking control system came into being.
  • the integrated brake system integrates the original brake master cylinder and pressure building unit, but due to changes in the pressure building principle, the control unit is also significantly different from the traditional ESC system.
  • the traditional brake system releases the pressure by opening the pressure reducing valve of the wheel cylinder pipeline, and the motor pumps the brake fluid in the pipeline back to the brake master cylinder to ensure that the wheels do not stop. It is completely locked, and the brake fluid pumped back to the master cylinder can continue to participate in the subsequent pressure building process.
  • the brake master cylinder and the servo cylinder of the integrated brake system are respectively designed to build pressure for the pedal feeling simulator and the four wheel cylinders. Therefore, when the anti-lock brake is decompressed and controlled, the brake fluid is directly discharged. Press it to the brake oil pot, so that the piston of the servo cylinder will continue to move forward for subsequent pressure build-up.
  • the application provides an integrated brake system fluid replenishment control method and a vehicle, which ensure that the brake fluid can be replenished in time while ensuring that the wheels are not completely locked.
  • An integrated brake system replenishment control method comprising:
  • the replenishment mode of the servo cylinder is intermittent or continuous, and the replenishment mode of the servo cylinder is selected according to the working state of the integrated braking system and the actual displacement S of the piston of the servo cylinder. pressure state and pressure holding state;
  • the judging whether the integrated brake system has a fluid replenishment requirement includes:
  • the integrated brake system has fluid requirements including:
  • the determination of the replenishment demand threshold S0 of the servo cylinder includes:
  • K ⁇ K1 and P ⁇ P determine the fluid replacement requirement threshold S0 as the third threshold S3;
  • the first preset adhesion coefficient K1 of the road surface ⁇ the second preset adhesion coefficient K2 of the road surface, the first preset braking pressure P1 ⁇ the second preset braking pressure P2, and the first threshold value S1 ⁇ the third threshold value S3 ⁇ second threshold S2.
  • liquid replenishment is performed on the piston chamber of the servo cylinder, including:
  • the replenishment mode of the servo cylinder continues to be the intermittent replenishment mode; when the actual displacement of the piston of the servo cylinder S>n% of the threshold value of the replenishment requirement S0 , to confirm that the liquid replenishment mode of the servo cylinder is converted to the continuous liquid replenishment mode.
  • the fluid replenishment mode of the servo cylinder continues to be an intermittent fluid replenishment mode, including:
  • an intermittent fluid replenishment mode is selected to replenish fluid to the piston chamber of the servo cylinder.
  • determining that the liquid replenishment mode of the servo cylinder is converted to a continuous liquid replenishment mode includes:
  • the wheel cylinder is controlled to be in the pressure maintaining state, and the continuous liquid replenishment method is adopted to control the servo cylinder.
  • the piston cavity is replenished with fluid.
  • the judging whether the liquid replenishment in the piston cavity of the servo cylinder is completed includes:
  • the determination of the end threshold value S0' of the servo cylinder includes:
  • An integrated brake system replenishment control device comprising:
  • the liquid replenishment demand judging module is configured to judge whether the integrated brake system has a liquid replenishment demand, and in response to the integrated brake system having a liquid replenishment demand, start the liquid replenishment mode of the servo cylinder to replenish the piston cavity of the servo cylinder ;
  • the replenishment mode of the servo cylinder is an intermittent replenishment mode or a continuous replenishment mode
  • the replenishment mode of the servo cylinder is selected according to the working state of the integrated braking system and the actual displacement S of the piston of the servo cylinder,
  • the working state includes a pressurized state, a decompressed state and a pressure-holding state;
  • the liquid replenishment end judging module is configured to judge whether the liquid replenishment in the piston chamber of the servo cylinder is completed, and in response to the completion of the liquid replenishment in the piston chamber of the servo cylinder, turn off the liquid replenishment mode of the servo cylinder.
  • a vehicle including a processor, a memory, and an integrated braking system
  • the processor is configured to execute computer instructions in the memory to implement the above integrated braking system replenishment control method for the integrated braking system Take control.
  • a computer storage medium stores computer instructions, and when the computer instructions are executed by a processor, the above method for controlling fluid replenishment of the integrated brake system is realized.
  • Fig. 1 is a schematic structural view of the main part of an integrated braking system provided in Embodiment 1 of the present application;
  • Fig. 2 is a flow chart of an integrated brake system replenishment control method provided in Embodiment 1 of the present application;
  • Fig. 3 is a schematic structural diagram of a control part of an integrated braking system provided in Embodiment 1 of the present application;
  • Fig. 4 is a schematic structural diagram of a vehicle provided in Embodiment 1 of the present application.
  • Fig. 5 is a flow chart of an integrated brake system replenishment control method provided in Embodiment 2 of the present application.
  • Fig. 6 is a flow chart of an integrated brake system replenishment control method provided in Embodiment 3 of the present application.
  • Fig. 7 is a flow chart of an integrated brake system replenishment control method provided in Embodiment 4 of the present application.
  • Fig. 8 is a flow chart of an integrated brake system replenishment control method provided in Embodiment 5 of the present application.
  • Fig. 9 is a flow chart of an integrated brake system replenishment control method provided in Embodiment 6 of the present application.
  • Fig. 10 is a flow chart of an integrated brake system replenishment control method provided in Embodiment 7 of the present application.
  • Fig. 11 is a flow chart of an integrated brake system replenishment control method provided in Embodiment 8 of the present application.
  • Fig. 12 is a flow chart of an integrated brake system replenishment control method provided in Embodiment 9 of the present application.
  • Fig. 13 is a flow chart of an integrated braking system fluid replenishment control method provided in Embodiment 10 of the present application.
  • connection should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral body; It can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediary, it can be the internal communication of two components or the interaction relationship between two components.
  • connection can be a fixed connection, a detachable connection, or an integral body; It can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediary, it can be the internal communication of two components or the interaction relationship between two components.
  • a first feature being "on” or “under” a second feature may include that the first and second features are in direct contact, and may also include that the first and second features are not in direct contact. contact but through additional feature contact between them.
  • “above”, “above” and “above” the first feature on the second feature include that the first feature is directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.
  • "Below”, “beneath” and “under” the first feature to the second feature include that the first feature is directly below and obliquely below the second feature, or simply means that the first feature has a lower level than the second feature.
  • the integrated braking system includes a main part and a control part, the control part is configured to control the main part, wherein the control part is a control system or a control unit or a controller, and the control part in this embodiment is a control unit.
  • the main body includes a brake master cylinder 1, a brake pedal 2, a pedal sensor 3, an analog valve 4 and a pedal feeling simulator 5, the brake pedal 2 is connected to the piston rod in the brake master cylinder 1,
  • the pedal sensor 3 is configured to detect the actual displacement and the rate of change of the actual displacement of the brake pedal 2 to obtain the driver's braking intention.
  • the piston chamber of the master brake cylinder 1 is selectively connected to the pedal feeling simulator 5 through the simulation valve 4 .
  • Using the pedal sensor 3 to detect the actual displacement and the actual displacement change rate of the brake pedal 2 can accurately identify the driver's braking intention, taking into account safety and comfort.
  • the pedal feeling simulator 5 can simulate the feeling of the driver stepping on the brake pedal 2.
  • the analog valve 4 is opened to allow the piston chamber of the brake master cylinder 1 to pass through the analog valve 4 It is connected to the pedal feeling simulator 5 to establish the feeling of simulating the brake pedal 2.
  • the main purpose of adopting this method is twofold; first, to provide a flow path and accommodating space for the brake fluid in the brake master cylinder 1, so as to avoid the impact of the brake fluid in the brake master cylinder 1 on the hydraulic braking force control module. Interference is generated to realize brake decoupling; secondly, using the pedal feeling simulator 5 can truly reflect the driver's braking intention.
  • the pedal feel simulator 5 is a spring or buffer unit.
  • the pedal feel simulator 5 can be adjusted separately according to the requirements of the whole vehicle, and can also be adjusted separately according to different driving conditions such as emergency braking or operation modes such as sports, without any additional measures Under certain conditions, the unity of regenerative braking and comfort is realized.
  • the hydraulic braking force control module includes a brake motor 6, a servo cylinder 7, a wheel cylinder 8 and a valve block 9.
  • the output end of the brake motor 6 is connected to the piston rod of the servo cylinder 7, and the piston chamber of the servo cylinder 7 is selected by the valve block 9.
  • the hydraulic braking force in the wheel cylinder 8 can be precisely adjusted according to the regenerative braking force, which can improve the braking recovery efficiency.
  • the valve block 9 is located between the driver's braking intention module and the wheel cylinder 8, and is configured to isolate the piston chamber of the brake master cylinder 1 and the wheel cylinder 8, so as to realize the hydraulic braking force in the brake pedal 2 and the wheel cylinder 8 Completely decoupled.
  • a high-performance brake motor 6 is used to generate the brake pressure of the master cylinder in the servo cylinder 7 by driving the piston rod in the servo cylinder 7 and driving the piston to move, thereby completing the pressure building process.
  • the installation size is small, the weight is light, the structure is light, the response is faster, the pressure building speed can be increased, and the braking distance can be effectively shortened, so as to meet the requirements of the new advanced driver assistance system on the braking pressure control Higher demands on dynamic characteristics.
  • the piston cavity of the servo cylinder 7 can adjust the hydraulic braking force in the wheel cylinder 8 through the valve block 9, and the hydraulic braking force can be adjusted flexibly.
  • the valve block 9 can isolate the piston chamber of the brake master cylinder 1 and the wheel cylinder 8, so that there is no direct connection with the brake pedal 2 during the pressure building process, and avoid the coupling and switching during the braking process of the brake motor 6.
  • the impact is smooth, and it can solve the problem that the electronic vacuum pump cannot provide the same vacuum degree as the plain area due to the low air pressure in the high-pressure area, ensuring that it can be used well in both the plateau area and the plain area with low air pressure.
  • the resistance of the brake pedal 2 is reduced, and the user's sense of use is improved.
  • the dynamic fluid and the brake oil pot 12 are respectively communicated with the piston chamber of the brake master cylinder 1 and the piston chamber of the servo cylinder 7 .
  • Using the brake oil pot 12 can replenish the brake fluid for the servo cylinder 7 and the brake master cylinder 1 in time.
  • a detection valve 14 is arranged on the connection pipeline between the brake oil pot 12 and the piston chamber of the brake master cylinder 1 , and the detection valve 14 is configured to open and close the connection pipeline.
  • the detection valve 14 is a two-position two-way valve. When the working position of the detection valve 14 is the left position, the connecting pipeline between the brake oil pot 12 and the piston chamber of the brake master cylinder 1 is in a conduction state, and the brake oil The brake fluid in pot 12 can flow into the piston chamber of brake master cylinder 1; when the working position of detection valve 14 is the right position, the connection between brake oil pot 12 and the piston chamber of brake master cylinder 1 The pipeline is cut off, and the brake fluid in the brake oil pot 12 cannot flow into the piston chamber of the brake master cylinder 1 .
  • the detection valve 14 is a normally open detection valve, that is, the working position of the detection valve 14 is on the left.
  • a one-way valve 13 is arranged on the connecting pipeline between the brake oil pot 12 and the piston chamber of the servo cylinder 7 .
  • the one-way valve 13 has the function of restricting the flow direction of the brake fluid, so that the brake fluid in the brake oil pot 12 can flow smoothly into the piston chamber of the servo cylinder 7, and avoid the backflow of the brake fluid in the piston chamber of the servo cylinder 7. In the moving oil pot 12.
  • valve block 9 can also isolate the piston chamber of the brake master cylinder 1 from the wheel cylinder 8, and the piston chamber of the servo cylinder 7 and the brake master cylinder 1 All the piston chambers are connected with the wheel cylinder 8 through the valve block 9, and the valve block 9 realizes the function of functional integration.
  • the valve block 9 includes a liquid inlet valve 91, a liquid outlet valve 92, an isolation valve 93 and a servo valve 94, the liquid inlet valve 91 is configured as the liquid inlet of the wheel cylinder 8, and the liquid outlet valve 92 is configured as the wheel cylinder Out of cylinder 8.
  • the isolation valve 93 is located between the piston chamber of the brake master cylinder 1 and the liquid inlet valve 91, and is configured to interrupt the connection oil circuit between the piston chamber of the brake master cylinder 1 and the liquid inlet valve 91.
  • the servo valve 94 is located between the piston chamber of the servo cylinder 7 and the liquid inlet valve 91 , so that the piston chamber of the servo cylinder 7 communicates with the liquid inlet valve 91 through the servo valve 94 .
  • a brake pipeline is formed between the piston cavity of the servo cylinder 7 , the servo valve 94 , the liquid inlet valve 91 and the wheel cylinder 8 .
  • the liquid inlet valve 91 is a normally open liquid inlet valve
  • the liquid outlet valve 92 is a normally closed liquid outlet valve
  • the isolation valve 93 is a normally open isolation valve
  • the servo valve 94 is a normally closed servo valve
  • the simulation valve 4 is a normally closed simulation valve.
  • the analog valve 4 In the energized state, the analog valve 4 is powered on and opened, and the working position of the analog valve 4 is the right position.
  • the piston chamber of the brake master cylinder 1 communicates with the pedal feeling simulator 5.
  • the brake pedal When the driver steps on the brake pedal 2, the brake pedal is pushed.
  • the piston in the master cylinder 1 moves and pushes the brake fluid inside it through the simulation valve 4 into the pedal feeling simulator 5 to achieve the purpose of simulating the force and displacement of the driver stepping on the brake pedal 2 .
  • the isolation valve 93 is powered on and closed, that is, the working position of the isolation valve 93 is at the lower position. Entering into the wheel cylinder 8, the complete decoupling of the brake pedal 2 and the wheel cylinder 8 is realized, and the brake pedal 2 is prevented from interfering with the hydraulic braking of the wheel cylinder 8.
  • the servo valve 94 is powered on and opened, that is, the working position of the servo valve 94 is the lower position, so that the brake fluid in the servo cylinder 7 enters the liquid inlet valve 91 through the servo valve 94, thereby entering the wheel cylinder 8, to complete The pressure building process of wheel cylinder 8.
  • the liquid outlet valve 92 is powered off and closed, and the working position of the liquid outlet valve 92 is the upper position.
  • the liquid outlet valve 92 cuts off the connecting pipeline between the wheel cylinder 8 and the brake oil pot 12, so that the brake fluid in the wheel cylinder 8 cannot Return to the brake oil pot 12.
  • the working position of the analog valve 4 is the left position, the piston cavity of the brake master cylinder 1 and the pedal feeling simulator 5 are not connected, and the brake motor 6, the servo cylinder 7, and the pedal feeling simulator 5 are not connected. kick in. If the brake motor 6 or the servo cylinder 7 fails, the brake motor 6 and the servo cylinder 7 cannot be used normally.
  • the brake fluid in the master cylinder 1 enters the liquid inlet valve 91 through the isolation valve 93, and finally enters the wheel cylinder 8 to complete the pressure building process.
  • the starting of the brake motor 6 and the servo cylinder 7 is the main way to build the pressure of the wheel cylinder 8, and the brake master cylinder 1 completes the process of building the pressure of the wheel cylinder 8 is a backup plan after the brake motor 6 and the servo cylinder 7 fail. Guaranteed to be used under multiple working conditions.
  • the quantity of wheel cylinder 8 is multiple, and the quantity of wheel cylinder 8 in the present embodiment is four, and four wheel cylinders 8 correspond to left front wheel cylinder, right front wheel cylinder, left rear wheel cylinder and right wheel cylinder respectively from top to bottom.
  • the number of liquid inlet valve 91 and liquid outlet valve 92 is four, and each wheel cylinder 8 corresponds to one liquid inlet valve 91 and one liquid outlet valve 92, and the isolation valve 93 and servo valve 94
  • the number is two, each isolation valve 93 corresponds to two of the liquid inlet valves 91 , and each servo valve 94 corresponds to the other two liquid inlet valves 91 .
  • the brake fluid flowing out of the piston chamber of the servo cylinder 7 is divided into two main paths, the first main path passes through one of the servo valves 94 and then divides into two sub-paths, one of which passes through the inlet valve 91 corresponding to the left front wheel cylinder After entering the left front wheel cylinder, the other sub-path enters the right front wheel cylinder after passing through the inlet valve 91 corresponding to the right front wheel cylinder; the second main path is divided into two branches after passing through another servo valve 94, wherein One branch enters in the left rear wheel cylinder after passing through the liquid inlet valve 91 corresponding to the left rear wheel cylinder, and another branch enters in the right rear wheel cylinder after passing through the liquid inlet valve 91 corresponding to the right rear wheel cylinder.
  • the brake fluid flowing out of the piston chamber of the brake master cylinder 1 is divided into two fluid circuits.
  • the first fluid circuit is divided into two sub-circuits after passing through one of the isolation valves 93, and one of the sub-circuits passes through the liquid inlet corresponding to the left front wheel cylinder.
  • valve 91 After the valve 91, it enters the left front wheel cylinder, and the other sub-path passes through the liquid inlet valve 91 corresponding to the right front wheel cylinder, and then enters the right front wheel cylinder; the second liquid path passes through another isolation valve 93 and then divides into two branches , one of the branches enters the left rear wheel cylinder through the inlet valve 91 corresponding to the left rear wheel cylinder, and the other branch enters the right rear wheel cylinder through the inlet valve 91 corresponding to the right rear wheel cylinder .
  • the integrated braking system further includes a master cylinder pressure sensor 10 and a servo pressure sensor 11 , the master cylinder pressure sensor 10 is configured to detect the pressure of the brake fluid in the piston chamber of the brake master cylinder 1 and electrically Connected to the braking force coordination module, the pressure detected by the master cylinder pressure sensor 10 is the driver's desired braking pressure.
  • the servo pressure sensor 11 is configured to detect the pressure of the brake fluid in the piston chamber of the servo cylinder 7 and is electrically connected to the braking force coordination module. The pressure detected by the servo pressure sensor 11 is the actual pressure of the servo cylinder 7 .
  • the driver depresses the brake pedal 2 to produce a pedal displacement, and uses the pedal feeling simulator 5 to simulate the strength and position of the driver depressing the brake pedal 2, thereby obtaining the driver's desired braking pressure.
  • the As the input of brake motor 6 control.
  • the brake motor 6 is controlled forward or backward to complete the pressure building of the wheel cylinder 8 .
  • the driver's braking intention is an emergency braking state, and the regenerative braking force request module is turned off at this time; if The actual displacement of the brake pedal 2 is less than the preset displacement and/or the actual displacement change rate of the brake pedal 2 is less than the preset displacement change rate, the driver's braking intention is a comfortable braking state, and the regenerative braking force request module is started at this time.
  • the driver’s braking intention is judged by the displacement of the pedal sensor 3 and the displacement change rate.
  • the actual displacement of the brake pedal 2 is greater than the preset displacement and the actual displacement change rate of the brake pedal 2 is greater than the preset displacement change rate, it is judged as emergency braking, and under other conditions, it is judged as a comfortable braking state.
  • Braking energy recovery is only activated in a comfortable braking state, and in an emergency braking state, energy recovery control is not activated.
  • the control unit judges the locked state of multiple wheels according to the relationship between the wheel speed and the vehicle speed.
  • the liquid outlet valve corresponding to the wheel cylinder of the wheel is closed, and the corresponding liquid inlet valve is closed to complete the pressure relief process of the wheel cylinder.
  • the wheel is controlled to maintain pressure, and the liquid outlet valve and liquid inlet valve corresponding to the wheel cylinder of the wheel are closed to complete the pressure maintenance process of the wheel cylinder.
  • the wheel is pressurized and controlled, the liquid inlet valve corresponding to the wheel cylinder of the wheel is opened, and the corresponding liquid outlet valve is closed to complete the pressurization process of the wheel cylinder .
  • the pressure of the servo cylinder in the next cycle will decrease, and in order to follow the driver's desired brake pressure, the target brake motor will still Move forward to build pressure. If the servo cylinder is not replenished with fluid control, the piston of the servo cylinder will run to the bottom of the cylinder body of the servo cylinder under extreme conditions, and pressure building cannot be performed.
  • this embodiment provides an integrated brake system replenishment control method, which is used to replenish the servo cylinder 7 in the integrated brake system.
  • the integrated brake system replenishment control method includes the following steps:
  • the first step is to determine whether the integrated brake system has a fluid replenishment requirement, and if the integrated brake system has a fluid replenishment requirement, start the fluid replenishment mode of the servo cylinder 7 to replenish fluid to the piston chamber of the servo cylinder 7 .
  • the integrated braking system refers to the above-mentioned braking system. If the integrated braking system has a fluid replenishment requirement, then start the fluid replenishment mode of the servo cylinder 7, so as to ensure that the brake fluid supply in the servo cylinder 7 is sufficient and reliable; if The integrated brake system does not require liquid replenishment, so the liquid replenishment mode of the servo cylinder 7 is not activated, and the servo cylinder 7 is not replenished, so as to avoid the situation that there is too much brake fluid in the servo cylinder 7. While wasting production costs, it may also affect other braking process.
  • the liquid replenishment mode of the servo cylinder 7 is selected as intermittent replenishment mode or continuous liquid replenishment mode, wherein the working state includes the pressurized state, Decompression state and pressure holding state.
  • the working state of the integrated brake system includes a pressurized state, a decompressed state and a pressure maintained state.
  • the liquid inlet valve 91 is opened and the liquid outlet valve 92 is closed.
  • the pressure of the brake fluid in the wheel cylinder 8 increases to realize the pressurization process of the wheel cylinder 8;
  • the liquid inlet valve 91 is closed, and the liquid outlet valve 92 is opened, as the brake fluid in the wheel cylinder 8 increases reduce the pressure of the brake fluid in the wheel cylinder 8, and realize the decompression process of the wheel cylinder 8;
  • the inlet valve 91 is closed, the outlet valve 92 is closed, and the brake fluid in the wheel cylinder 8 remains constant. change, the pressure of the brake fluid in the wheel cylinder 8 is also kept stable, and the pressure maintaining process of the wheel cylinder 8 is realized.
  • the liquid replenishment mode of the servo cylinder 7 includes intermittent liquid replenishment and continuous liquid replenishment.
  • the continuous liquid replenishment method is to carry out uninterrupted and continuous liquid replenishment to the piston chamber of the servo cylinder 7.
  • the continuous liquid replenishment method can realize timely and rapid liquid replenishment.
  • the intermittent liquid replenishment method is to intermittently replenish the liquid to the servo cylinder 7.
  • the intermittent liquid replenishment method can The production cost is saved while ensuring the liquid replenishment volume required by the servo cylinder 7 .
  • the actual displacement S of the piston of the servo cylinder 7 represents the current position of the servo cylinder piston. According to the current position of the servo cylinder piston, the volume of the servo cylinder piston cavity can be displayed, so as to obtain the capacity of the brake fluid in the servo cylinder 7 at this time. Display the brake fluid stored in the servo cylinder 7.
  • the third step is to judge whether the liquid replenishment in the piston chamber of the servo cylinder 7 is completed, and if the liquid replenishment in the piston chamber of the servo cylinder 7 is completed, turn off the liquid replenishment mode of the servo cylinder 7 .
  • the liquid replenishment control method of the integrated brake system judges whether the integrated brake system has a liquid replenishment demand, so as to provide the timing to start the liquid replenishment mode of the servo cylinder 7, and ensure the timeliness of liquid replenishment to the piston chamber of the servo cylinder 7 .
  • the two parameters of the working state of the integrated brake system and the actual displacement S of the piston of the servo cylinder 7 are considered, and the replenishment process is more accurate. In the working state, choose the intermittent rehydration method or the continuous rehydration method respectively.
  • the selection of the rehydration mode is integrated with the anti-lock emergency braking control cycle, taking into account the control objectives of the anti-lock emergency braking and the continuous pressure building performance of the braking system. While not completely locked, it also ensures that the brake fluid can be replenished in time. Judging whether the liquid replenishment in the piston chamber of the servo cylinder 7 is completed, provides the timing for ending the liquid replenishment mode of the servo cylinder 7, avoids excess liquid replenishment in the piston chamber of the servo cylinder 7, and saves production costs while ensuring sufficient liquid replenishment.
  • the steps of the integrated brake system fluid replenishment control method provided in this embodiment are as follows:
  • the integrated brake system replenishment control device provided in this embodiment includes:
  • the liquid replenishment demand judging module 31 is configured to judge whether the integrated brake system has a liquid replenishment demand, and if the integrated brake system has a liquid replenishment demand, start the liquid replenishment mode of the servo cylinder 7 to replenish the piston cavity of the servo cylinder 7;
  • the mode selection module 32 according to the working state of the integrated brake system and the actual displacement S of the piston of the servo cylinder 7, the liquid replenishment mode selection module is configured to select the intermittent liquid replenishment mode or the continuous liquid replenishment mode for the servo cylinder 7, wherein
  • the working state includes a pressurized state, a decompressed state, and a pressure-holding state;
  • the liquid replenishment end judging module 33 is configured to judge whether the liquid replenishment in the piston chamber of the servo cylinder 7 is completed, and if the liquid replenishment in the piston chamber of the servo cylinder 7 is completed, close the servo cylinder 7 rehydration modes.
  • this embodiment also provides a vehicle, including a processor 10, a memory 20 and an integrated braking system 30, the processor 10 is configured to execute the computer instructions in the memory 20 to realize
  • the integrated brake system fluid replenishment control method described above controls the integrated brake system 30 .
  • This integrated brake system replenishment control method can protect the brake motor 6 and the servo cylinder 7, make the servo cylinder 7 always work within a reasonable volume range of brake fluid, and ensure that the brake motor 6 will not fail due to insufficient brake fluid. Forcibly build pressure to increase the load.
  • This embodiment also provides a computer storage medium, which stores computer instructions, and when the computer instructions are executed by a processor, the above method for controlling fluid replenishment of the integrated brake system is realized.
  • Determining whether the integrated brake system requires fluid replacement includes the following steps:
  • the actual displacement S of the piston of the servo cylinder 7 is obtained, and the liquid replenishment demand threshold S0 of the servo cylinder 7 is determined.
  • S ⁇ S0 it is determined that the integrated brake system has a liquid replenishment demand.
  • the total length of the cylinder cavity of the servo cylinder 7 is about 60 mm
  • the initial displacement of the piston of the servo cylinder 7 is 0 mm
  • the liquid replenishment demand threshold S0 of the servo cylinder 7 is determined, 0 ⁇ S0 ⁇ 60 mm.
  • the replenishment timing of the servo cylinder 7 can be quickly and intuitively determined.
  • the steps of the integrated brake system fluid replenishment control method provided in this embodiment are as follows:
  • S100 can be performed first, followed by S101, or S101 can be performed first, and then S100 can be performed, or S100 and S101 can be performed simultaneously. steps are all within the protection scope of this embodiment.
  • Determining the replenishment demand threshold S0 of the servo cylinder 7 includes the following steps:
  • the first step is to obtain the actual adhesion coefficient K of the road surface and the driver's expected braking pressure P.
  • the road surface adhesion coefficient is the ratio of the substantial adhesion force to the normal pressure of the wheel, where the wheel normal direction specifically refers to the direction perpendicular to the road surface.
  • the road surface adhesion coefficient can be regarded as the static friction coefficient between the wheel tire and the road surface, which is determined by the road surface and the tire, and represents the adhesion ability of the wheel tire on different road surfaces. If the road surface adhesion coefficient is larger , the greater the available adhesion, the less likely the car will skid.
  • dry and good asphalt or concrete roads have the largest adhesion coefficient and are not prone to slipping, while ice and snow roads have the smallest adhesion coefficient and are the easiest to slip.
  • the vehicle needs to be braked, and the driver's expected braking pressure P is used to represent the driver's braking degree.
  • the braking force of the wheel is related to the ground adhesion coefficient.
  • the ground adhesion coefficient can reach the maximum, that is, the braking force can be larger, and the lateral stability at this time is also relatively low. good.
  • the adhesion to the ground is reduced, and the lateral stability is zero, so sideslips and tail flicks are prone to occur, which may easily cause accidents.
  • first preset adhesion coefficient K1 of the road surface Respectively determine the first preset adhesion coefficient K1 of the road surface, the second preset adhesion coefficient K2 of the road surface, the first preset braking pressure P1, the second preset braking pressure P2, the first threshold value S1, and the third threshold value S3 and the second threshold S2.
  • first preset adhesion coefficient K1 of the road surface ⁇ the second preset adhesion coefficient K2 of the road surface
  • the first threshold value S1 ⁇ the third threshold value S3 ⁇ second threshold S2.
  • Step 4 When K ⁇ K1 and P ⁇ P or K>K1 and P ⁇ P2 or K ⁇ K2 and P>P1 or K ⁇ K2 and P ⁇ P1, determine the threshold value S0 of fluid replacement requirement as the third threshold Value S3.
  • the fluid replenishment demand threshold S0 is set to the third threshold value between the first threshold value S2 and the second threshold value S2.
  • the threshold S3, the third threshold S3 is generally 30 mm.
  • the fluid replenishment control method for the integrated braking system determines the fluid replenishment demand threshold S0 according to the road surface adhesion coefficient and the driver's desired braking pressure, thereby ensuring continuous pressure building performance and braking safety performance.
  • step S101 of the integrated braking system fluid replenishment control method provided in this embodiment determining the fluid replenishment demand threshold S0 of the servo cylinder 7 includes the following steps:
  • this embodiment differs in the selection of the fluid replenishment mode at the initial stage of starting the fluid replenishment mode.
  • the intermittent liquid replenishment of N control cycles is performed by default first, and then it is determined whether to choose the intermittent liquid replenishment mode or the continuous liquid replenishment method according to the actual capacity of the liquid replenishment process.
  • the value of N in this embodiment is five.
  • the intermittent replenishment method of N cycles is used for rehydration, which plays the role of buffering and preheating the servo cylinder 7, and avoids the direct use of continuous rehydration method to make the brake fluid prone to greater impact, ensuring The smoothness of rehydration, so as to realize the stability and reliability of rehydration.
  • the integrated brake system fluid replenishment control method includes the following steps:
  • the piston cavity of the servo cylinder 7 is intermittently supplemented with N cycles.
  • the difference between this embodiment and the fourth embodiment lies in the selection of the fluid infusion mode after the initial fluid infusion mode is started.
  • n can be selected between 70-100, which means it is equal to or close to the threshold S0 of the fluid replacement requirement. In this embodiment, n is 80.
  • the intermittent fluid replenishment period of five control cycles if the actual displacement S of the piston of the servo cylinder 7 is less than or equal to 80% of the fluid replenishment requirement threshold value S0, it means that the intermittent fluid replenishment can maintain the original anti-lock brake control cycle , you can continue to choose intermittent rehydration.
  • the intermittent liquid replenishment process after five cycles if the actual displacement S of the piston of the servo cylinder 7 is greater than 80% of the liquid replenishment demand threshold value S0, it means that the pressure relief capacity of the servo cylinder 7 is stronger than the liquid replenishment capacity.
  • the continuous fluid replenishment method may lead to the risk of excessive pressure release of the brake fluid in the servo cylinder 7, so it is necessary to switch to the continuous fluid replenishment method to maintain the continuous pressure building performance and braking safety performance of the integrated brake system.
  • the integrated brake system fluid replenishment control method includes the following steps:
  • the piston cavity of the servo cylinder 7 is intermittently supplemented with N cycles.
  • This embodiment is similar to the fifth embodiment, the only difference lies in the control process after the intermittent rehydration mode is continued.
  • the intermittent fluid replenishment mode When selecting to continue the intermittent fluid replenishment mode, it is judged whether all wheel cylinders 8 are in the decompression state and the pressure maintaining state, if all the wheel cylinders 8 are in the decompression state and the pressure maintaining state, the intermittent fluid replenishment mode is selected to control the servo cylinder 7 The piston chamber for rehydration.
  • the traditional anti-lock brake control cycle is not destroyed, and only when the wheel cylinders 8 of the four wheels are in the process of decompression or pressure maintenance at the same time, the piston of the servo cylinder 7 is retreated to replenish fluid At this time, since the liquid inlet valves 91 corresponding to the four wheels are all in the closed state, the retreat of the piston of the servo cylinder 7 will not affect the current brake fluid pressure in the multiple wheel cylinders 8 . Only when the wheel cylinders 8 of the four wheels are all in the process of decompression or pressure maintenance can the intermittent replenishment method be carried out. As long as the wheel cylinder 8 of any wheel is in the process of boosting, it means that the wheel cylinder 8 has In case of supercharging, the servo cylinder 7 needs to immediately stop replenishing fluid, and then build pressure on the wheel cylinder 8.
  • the integrated brake system fluid replenishment control method includes the following steps:
  • the integrated brake system liquid replenishment control method provided in this embodiment, when converted into a continuous liquid replenishment mode, Obtain the actual wheel speed v of the wheel cylinder 8 and the actual vehicle speed V of the whole vehicle.
  • m%*V ⁇ v ⁇ p%*V control the wheel cylinder 8 to be in a pressure-holding state, and continuously replenish fluid to control the servo cylinder 7 of the piston chamber for rehydration.
  • Continuous liquid replenishment method is adopted, based on the consideration of brake safety performance and continuous pressure building performance, in order to achieve the goal of liquid replenishment, it is necessary to extend the pressure holding time in the traditional lock brake control cycle, and forcibly close all liquid inlet valves at the right time91 And the liquid outlet valve 92, so that the wheel cylinders 8 of the four wheels are in a pressure-holding state, and then the piston of the servo cylinder 7 is retreated to replenish fluid. During this period, the servo cylinder 7 does not respond to the driver's desired brake pressure request, and only considers Rehydration targets this.
  • m , p takes a value from 70-100, m ⁇ p, for example, m is 80, p is 90, when the actual wheel speed v of the wheel cylinder 8 is controlled between 80%-90% of the actual vehicle speed V, at this time It is believed that the actual wheel speed v is approximately close to the actual vehicle speed V, so that the wheel cylinders 8 of the four wheels are all in a pressure-holding state, and the liquid inlet valves 91 and liquid outlet valves 92 of all the wheel cylinders 8 are forcibly closed, so as to maintain the pressure of the entire vehicle. Under the premise of a certain degree of braking force, the servo cylinder 7 is continuously replenished with fluid. At this time, the piston of the servo cylinder 7 continues to retreat for fluid replenishment, so that the continuous pressure building capability can be maintained for a long time in the future.
  • the integrated brake system fluid replenishment control method includes the following steps:
  • This embodiment is similar to the seventh embodiment, the only difference lies in the control of the end of the liquid replenishment of the servo cylinder 7 . Judging whether the liquid replenishment in the piston chamber of the servo cylinder 7 is completed includes the following steps:
  • the fluid replenishment of the servo cylinder 7 is not endless, first determine the end threshold value S0' of the servo cylinder 7, 0 ⁇ S0' ⁇ 60mm, wherein, usually, the total length of the cylinder cavity of the servo cylinder 7 is about 60mm. After obtaining the actual displacement S of the piston of the servo cylinder 7, through the comparison between the actual displacement S of the piston of the servo cylinder 7 and the threshold value S0' of the end of fluid replenishment, the actual displacement S of the piston of the servo cylinder 7 does not exceed the threshold value S0' of the end of fluid replenishment Afterwards, it is determined that the servo cylinder 7 of the integrated braking system has finished replenishing fluid. If the actual displacement S of the piston of the servo cylinder 7 reaches or exceeds the liquid replenishment end threshold S0', it is determined that the servo cylinder 7 of the integrated braking system continues to perform liquid replenishment.
  • the integrated brake system fluid replenishment control method includes the following steps:
  • Determining the liquid replenishment end threshold S0' of the servo cylinder 7 includes the following steps:
  • the relationship between the expected deceleration a0 and the actual deceleration a of the vehicle determines the end threshold value S0' of fluid replenishment, so as to ensure the braking system under the logic of fluid replenishment Average braking performance.
  • q takes a value between 80-120 in this embodiment, which means that the actual deceleration a of the whole vehicle is at the level of the expected deceleration a0 In the range of 80%-120%, it shows that the liquid replenishment process is reasonable and effective, and does not interfere too much with the performance of the braking system, so the liquid replenishment end threshold S0' of the servo cylinder 7 can be set as r% of the liquid replenishment demand gate of the servo cylinder 7 Limit S0. In this embodiment, r takes a value from 10-20, or r represents a value range of 10-20.
  • the liquid replenishment end threshold S0' of the servo cylinder 7 is t% of the servo cylinder 7's replenishment demand threshold S0.
  • r takes a value of 50-60, or r represents a value range of 50-60.
  • the integrated braking system fluid replenishment control method provided in this embodiment includes the following steps:
  • This embodiment is an embodiment of the present application, and this embodiment is a collection of Embodiment 1 to Embodiment 8.
  • the integrated braking system fluid replenishment control method provided in this embodiment includes the following steps:
  • the piston cavity of the servo cylinder 7 is intermittently supplemented with N cycles.
  • Embodiment 1 to Embodiment 8 can be combined freely, as long as the sequence of steps can be followed, all are within the protection scope of this embodiment.
  • the integrated brake system replenishment control method provided in this embodiment takes into account the anti-lock brake system, the piston displacement of the servo cylinder 7, the driver's desired brake pressure, the relationship between wheel speed and vehicle speed, road adhesion coefficient, and the actual vehicle deceleration. Speed and other factors, the fluid replenishment strategy is integrated with the traditional anti-lock brake control cycle, which not only ensures that the wheels are not completely locked, but also ensures that the brake fluid in the servo cylinder 7 is replenished in time to maintain the rapid pressure build-up capability of the brake system. The comprehensive braking efficiency of the integrated braking system can be improved.

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Abstract

一种集成式制动系统补液控制方法及车辆，该集成式制动系统补液控制方法包括：判断集成式制动系统(30)是否具有补液需求，若集成式制动系统(30)具有补液需求，启动伺服缸(7)的补液模式，以对伺服缸(7)的活塞腔进行补液；根据集成式制动系统(30)的工作状态和伺服缸(7)的活塞实际位移S，选择伺服缸(7)的补液模式为间歇性补液方式或连续性补液方式，工作状态包括增压状态、减压状态及保压状态；判断伺服缸(7)的活塞腔内补液是否完成，若伺服缸(7)的活塞腔内补液完成，关闭伺服缸(7)的补液模式。该方法将补液策略与传统防抱死制动控制循环进行融合，在保证车轮不完全抱死的同时，还保证制动液可以得到及时补充。

Description

集成式制动系统补液控制方法及车辆
本申请要求在2021年07月28日提交中国专利局、申请号为202110854943.0的中国专利申请的优先权，该申请的全部内容通过引用结合在本申请中。
技术领域
本申请涉及交通工具技术领域，例如涉及一种集成式制动系统补液控制方法及车辆。
背景技术
随着汽车新能源技术和电子控制的快速发展，制动系统本身也发生着巨大变革。制动系统包括制动主缸和建压单元，制动主缸利用真空助力器实现辅助建压，建压单元由电子稳定性控制(Electronic Stability Control，ESC)单元进行控制，确保车辆行驶的侧向稳定性。为了适应新能源汽车的发展并同时满足自动驾驶对制动系统的要求，传统制动系统已经不再能够满足人们的需求，因此集成式制动控制系统应运而生。集成式制动系统将原有的制动主缸、建压单元进行了集成，但由于建压原理发生变化，控制单元也与传统ESC系统有明显的不同。
在控制单元判断轮速有抱死趋势时，传统制动系统通过开启轮缸管路的减压阀进行泄压，由电机将管路中的制动液泵回制动主缸，确保车轮不完全抱死，而且泵回主缸的制动液可以继续参与后续建压过程。但集成式制动系统的制动主缸与伺服缸分别针对的是踏板感觉模拟器与四个轮缸进行建压，因此在防抱死制动进行减压控制时，制动液直接被泄压到制动油壶，使伺服缸的活塞会不断前移进行后续建压，在一些极端工况下会导致由于伺服缸制动液不足或者活塞达到伺服缸的缸体底端无法建压的危险情况，从而大大降低整车制动安全性。
为了解决这个问题，相关技术利用伺服缸的活塞回退实现补液，一般只考虑了伺服缸的活塞位移单一因素，并没有涉及伺服缸的活塞回退时机、回退位置以及与防抱死制动控制循环的相互关系，会存在破坏原有防抱死制动控制的风险。
发明内容
本申请提供一种集成式制动系统补液控制方法及车辆，在保证车轮不完全抱死的同时，还保证制动液可以得到及时补充。
一种集成式制动系统补液控制方法，包括：
判断集成式制动系统是否具有补液需求，响应于集成式制动系统具有补液需求，启动伺服缸的补液模式，以对伺服缸的活塞腔进行补液；
其中，伺服缸的补液模式为间歇性补液方式或连续性补液方式，伺服缸的补液模式根据集成式制动系统的工作状态和伺服缸的活塞实际位移S选择，工作状态包括增压状态、减压状态及保压状态；
判断伺服缸的活塞腔内补液是否完成，响应于伺服缸的活塞腔内补液完成，关闭伺服缸的补液模式。
一实施例中，所述判断集成式制动系统是否具有补液需求，包括：
获取伺服缸的活塞实际位移S，并确定伺服缸的补液需求门限值S0，判断S≥S0是否成立；
集成式制动系统具有补液需求，包括：
响应于S≥S0成立，确定集成式制动系统具有补液需求。
一实施例中，所述确定伺服缸的补液需求门限值S0，包括：
获取路面实际附着系数K和驾驶员期望制动压力P；
当K≤K1，且P≥P2时，确定补液需求门限值S0为第一门限值S1；
当K≥K2，且P≤P1时，确定补液需求门限值S0为第二门限值S2；
当K≤K1且P＜P，或K＞K1且P≥P2，或K≥K2且P＞P1，或K＜K2且P≤P1时，确定补液需求门限值S0为第三门限值S3；
其中，路面第一预设附着系数K1＜路面第二预设附着系数K2，第一预设制动压力P1＜第二预设制动压力P2，第一门限值S1＜第三门限值S3＜第二门限值S2。
一实施例中，对伺服缸的活塞腔进行补液，包括：
在启动伺服缸的补液模式时，先对伺服缸的活塞腔采用N次循环的间歇性补液方式。
一实施例中，在对伺服缸的活塞腔采用N次循环的间歇性补液方式之后，还包括：
当伺服缸的活塞实际位移S≤n％补液需求门限值S0时，确定伺服缸的补液模式继续为间歇性补液方式，当伺服缸的活塞实际位移S＞n％补液需求门限值S0时，确定伺服缸的补液模式转换为连续性补液方式。
一实施例中，确定伺服缸的补液模式继续为间歇性补液方式，包括：
判断所有轮缸是否处于减压状态及保压状态，响应于所有轮缸处于减压状态及保压状态，选择间歇性补液方式，以对伺服缸的活塞腔进行补液。
一实施例中，确定伺服缸的补液模式转换为连续性补液方式，包括：
获取轮缸的实际轮速v和整车的实际车速V，当m％*V≤v≤p％*V时，控制轮缸处于保压状态，并采用连续性补液方式，以对伺服缸的活塞腔进行补液。
一实施例中，所述判断伺服缸的活塞腔内补液是否完成，包括：
确定伺服缸的补液结束门限值S0＇，当伺服缸的活塞实际位移S≤伺服缸的补液结束门限值S0＇时，确定伺服缸的活塞腔补液完成。
一实施例中，所述确定伺服缸的补液结束门限值S0＇，包括：
获取整车实际减速度a；
当整车实际减速度a＞q％期望减速度a0时，确定伺服缸的补液结束门限值S0＇为r％伺服缸的补液需求门限值S0；
当整车实际减速度a≤q％期望减速度a0时，确定伺服缸的补液结束门限值S0＇为t％伺服缸的补液需求门限值S0；
其中r＜t。
一种集成式制动系统补液控制装置，包括：
补液需求判断模块，被配置为判断集成式制动系统是否具有补液需求，响应于所述集成式制动系统具有补液需求，启动伺服缸的补液模式，以对所述伺服缸的活塞腔进行补液；
其中，所述伺服缸的补液模式为间歇性补液方式或连续性补液方式，所述伺服缸的补液模式根据所述集成式制动系统的工作状态和所述伺服缸的活塞实际位移S选择，所述工作状态包括增压状态、减压状态及保压状态；
补液结束判断模块，被配置为判断所述伺服缸的活塞腔内补液是否完成，响应于所述伺服缸的活塞腔内补液完成，关闭所述伺服缸的补液模式。
一种车辆，包括处理器、存储器以及集成式制动系统，所述处理器被配置为执行所述存储器中的计算机指令以实现上述集成式制动系统补液控制方法对所述集成式制动系统进行控制。
一种计算机存储介质，存储有计算机指令，所述计算机指令被处理器执行时实现上述集成式制动系统补液控制方法。
附图说明
图1是本申请实施例一提供的一种集成式制动系统中主体部分的结构示意图；
图2是本申请实施例一提供的一种集成式制动系统补液控制方法的流程图；
图3是本申请实施例一提供的一种集成式制动系统中控制部分的结构示意图；
图4是本申请实施例一提供的一种车辆的结构示意图；
图5是本申请实施例二提供的一种集成式制动系统补液控制方法的流程图；
图6是本申请实施例三提供的一种集成式制动系统补液控制方法的流程图；
图7是本申请实施例四提供的一种集成式制动系统补液控制方法的流程图；
图8是本申请实施例五提供的一种集成式制动系统补液控制方法的流程图；
图9是本申请实施例六提供的一种集成式制动系统补液控制方法的流程图；
图10是本申请实施例七提供的一种集成式制动系统补液控制方法的流程图；
图11是本申请实施例八提供的一种集成式制动系统补液控制方法的流程图；
图12是本申请实施例九提供的一种集成式制动系统补液控制方法的流程图；
图13是本申请实施例十提供的一种集成式制动系统补液控制方法的流程图。
图中：
1、制动主缸；2、制动踏板；3、踏板传感器；4、模拟阀；5、踏板感觉模拟器；6、制动电机；7、伺服缸；8、轮缸；9、阀块；91、进液阀；92、出液阀；93、隔离阀；94、伺服阀；10、主缸压力传感器；11、伺服压力传感器；12、制动油壶；13、单向阀；14、检测阀。
具体实施方式
下面将结合附图对本申请实施例的技术方案进行描述，所描述的实施例仅仅是本申请一部分实施例。
在本申请的描述中，除非另有规定和限定，术语“相连”、“连接”、“固定”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据情况理解上述术语在本申请中的含义。
在本申请中，除非另有规定和限定，第一特征在第二特征之“上”或之“下”可以包括第一和第二特征直接接触，也可以包括第一和第二特征不是直接接触而是通过它们之间的另外的特征接触。而且，第一特征在第二特征“之上”、“上方”和“上面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”包括第一特征在第二特征正下方和斜下方，或仅仅表示第一特征水平高度小于第二特征。
下面结合附图并通过具体实施方式来说明本申请的技术方案。
实施例一
本实施例提供了一种集成式制动系统，适用于汽车技术领域，例如电动汽车。该集成式制动系统包括主体部分和控制部分，控制部分被配置为控制主体部分，其中，控制部分为控制系统或控制单元或控制器，本实施例控制部分为控制单元。
如图1所示，主体部分包括制动主缸1、制动踏板2、踏板传感器3、模拟阀4及踏板感觉模拟器5，制动踏板2连接于制动主缸1内的活塞杆，踏板传感器3被配置为检测制动踏板2的实际位移和实际位移变化率，以获取驾驶员制动意图，制动主缸1的活塞腔通过模拟阀4选择性连通于踏板感觉模拟器5。
利用踏板传感器3实现对制动踏板2的实际位移和实际位移变化率的检测，能够准确识别驾驶员制动意图，兼顾安全性和舒适性。同时，在制动主缸1的活塞腔通过模拟阀4连通于踏板感觉模拟器5时，使得踏板感觉模拟器5能够模拟驾驶员踩踏制动踏板2的感觉。
当需要液压制动力控制模块来执行特定的目标液压制动力时，在液压制动力控制模块接受制动力协调模块的请求之后，打开模拟阀4，使制动主缸1的活塞腔通过模拟阀4连通于踏板感觉模拟器5，以建立模拟制动踏板2的感觉。采用这种方式的主要目的具有两个；第一，为制动主缸1内的制动液提供了流动的路径和容纳空间，避免制动主缸1内制动液对液压制动力控制模块产生干扰，实现制动解耦；第二，利用踏板感觉模拟器5能够真实反映驾驶员制动意图。
踏板感觉模拟器5为弹簧或缓冲器单元，踏板感觉模拟器5可根据整车要求分别调整，还可按照不同行驶情况如紧急制动或操作模式如运动进行单独调整，能在无需任何附加措施的条件下，实现再生制动与舒适性的统一。
液压制动力控制模块包括制动电机6、伺服缸7、轮缸8及阀块9，制动电机6的输出端连接于伺服缸7的活塞杆，伺服缸7的活塞腔通过阀块9选择性连通于轮缸8，使阀块9能够调节轮缸8内的液压制动力，根据再生制动力对轮缸8的液压制动力进行精准调节，能够提高制动回收效率。同时阀块9位于驾 驶员制动意图模块和轮缸8之间，被配置为隔离制动主缸1的活塞腔和轮缸8，以实现制动踏板2和轮缸8内的液压制动力完全解耦。
采用高性能的制动电机6，通过驱动伺服缸7内的活塞杆并带动活塞运动，以在伺服缸7内产生主缸制动压力，从而完成建压过程。与相关技术中的制动系统相比，安装尺寸小，重量轻，结构轻巧，响应更快，能够提高建压速度，有效地缩短制动距离，从而满足新型高级驾驶辅助系统对制动压力控制动态特性的更高要求。伺服缸7的活塞腔通过阀块9能够调节轮缸8内的液压制动力，液压制动力调节灵活。
阀块9能够隔离制动主缸1的活塞腔和轮缸8，使得在建压过程中与制动踏板2之间没有直接联系，避免在制动电机6制动过程中因耦合和切换产生的冲击，平顺性好，且可以解决电子真空泵在高压地区因气压较低无法提供和平原地区相同的真空度的问题，保证无论在气压较低的高原地区还是平原地区都能得到良好的使用，减少制动踏板2的阻力，提高用户使用感。
为了保证能够为伺服缸7和制动主缸1提供充足的制动液，如图1所示，该集成式制动系统还包括制动油壶12，制动油壶12被配置为储存制动液，制动油壶12分别连通于制动主缸1的活塞腔和伺服缸7的活塞腔。利用制动油壶12能够及时为伺服缸7和制动主缸1补给制动液。
在制动油壶12和制动主缸1的活塞腔之间的连接管路上设置有检测阀14，检测阀14被配置为该连接管路的启闭。检测阀14为两位两通阀，当检测阀14的工作位为左位时，制动油壶12和制动主缸1的活塞腔之间的连接管路处于导通状态，制动油壶12内的制动液可以流动至制动主缸1的活塞腔内；当检测阀14的工作位为右位时，制动油壶12和制动主缸1的活塞腔之间的连接管路处于切断状态，制动油壶12内的制动液不能流动至制动主缸1的活塞腔内。检测阀14为常开检测阀，即检测阀14的工作位为在左位。
在制动油壶12和伺服缸7的活塞腔之间的连接管路上设置有单向阀13。单向阀13具有限制制动液流动方向的作用，使得制动油壶12内的制动液能够顺利流动至伺服缸7的活塞腔内，避免伺服缸7的活塞腔内制动液回流制动油壶12内。
由于伺服缸7的活塞腔通过阀块9选择性连通于轮缸8，阀块9还能隔离制动主缸1的活塞腔和轮缸8，伺服缸7的活塞腔和制动主缸1的活塞腔均通过阀块9和轮缸8建立联系，阀块9实现了功能集成的作用。
如图1所示，阀块9包括进液阀91、出液阀92、隔离阀93及伺服阀94，进液阀91被配置为轮缸8的进液，出液阀92被配置为轮缸8的出液。隔离阀 93位于制动主缸1的活塞腔和进液阀91之间，被配置为中断制动主缸1的活塞腔和进液阀91之间的连接油路。伺服阀94位于伺服缸7的活塞腔和进液阀91之间，使伺服缸7的活塞腔通过伺服阀94连通于进液阀91。伺服缸7的活塞腔、伺服阀94、进液阀91、轮缸8之间形成制动管路。
进液阀91为常开进液阀，出液阀92为常闭出液阀，隔离阀93为常开隔离阀，伺服阀94为常闭伺服阀，模拟阀4为常闭模拟阀。
在通电状态下，模拟阀4上电打开，模拟阀4的工作位为右位，制动主缸1的活塞腔与踏板感觉模拟器5相通，当驾驶员踩踏制动踏板2时，推动制动主缸1内的活塞移动，并推动其内部的制动液通过模拟阀4进入踏板感觉模拟器5内，以达到模拟驾驶员踩踏制动踏板2的力度和位移的目的。
此时，隔离阀93上电关闭，即隔离阀93的工作位为下位，在隔离阀93的隔离作用下，制动主缸1内的制动液不能进入进液阀91内，更不会进入轮缸8内，实现制动踏板2和轮缸8的完全解耦，避免制动踏板2对轮缸8的液压制动起到干扰作用。
与此同时，伺服阀94上电打开，即伺服阀94的工作位为下位，使得伺服缸7内的制动液通过伺服阀94进入进液阀91内，从而进入轮缸8内，以完成轮缸8的建压过程。出液阀92断电关闭，出液阀92的工作位为上位，出液阀92切断了轮缸8和制动油壶12之间的连接管路，使得轮缸8内的制动液不能回流至制动油壶12内。
在断电状态下，模拟阀4的工作位为左位，制动主缸1的活塞腔和踏板感觉模拟器5之间不连通，制动电机6、伺服缸7、踏板感觉模拟器5不起作用。如果制动电机6或伺服缸7出现故障，制动电机6和伺服缸7不能正常使用，此时，隔离阀93的工作位为上位，驾驶员在踩踏制动踏板2的同时，将制动主缸1内的制动液通过隔离阀93进入进液阀91内，最后进入轮缸8内完成建压过程。
制动电机6和伺服缸7的启动是轮缸8建压的主要途径，制动主缸1完成轮缸8建压过程是在制动电机6和伺服缸7出现故障后的备用方案，以保证在多个工况下的使用。
轮缸8的数量为多个，本实施例中轮缸8的数量为四个，四个轮缸8从上而下分别对应于左前轮缸、右前轮缸、左后轮缸及右后轮缸，则进液阀91、出液阀92的数量均为四个，每个轮缸8一一对应于一个进液阀91和一个出液阀92，隔离阀93、伺服阀94的数量均为两个，每个隔离阀93对应于其中两个进液阀91，每个伺服阀94对应于另外两个进液阀91。
从伺服缸7的活塞腔流出的制动液分成两个主路，第一主路经过其中一个伺服阀94后分成两个子路，其中一个子路通过与左前轮缸相对应的进液阀91后进入左前轮缸内，另外一个子路通过与右前轮缸相对应的进液阀91后进入右前轮缸内；第二主路经过另外一个伺服阀94后分成两个支路，其中一个支路通过与左后轮缸相对应的进液阀91后进入左后轮缸内，另外一个支路通过与右后轮缸相对应的进液阀91后进入右后轮缸内。
从制动主缸1的活塞腔流出的制动液分成两个液路，第一液路经过其中一个隔离阀93后分成两个子路，其中一个子路通过与左前轮缸相对应的进液阀91后进入左前轮缸内，另外一个子路通过与右前轮缸相对应的进液阀91后进入右前轮缸内；第二液路经过另外一个隔离阀93后分成两个支路，其中一个支路通过与左后轮缸相对应的进液阀91后进入左后轮缸内，另外一个支路通过与右后轮缸相对应的进液阀91后进入右后轮缸内。
如图1所示，该集成式制动系统还包括主缸压力传感器10和伺服压力传感器11，主缸压力传感器10被配置为检测制动主缸1的活塞腔内制动液的压力并电连接于制动力协调模块，主缸压力传感器10所检测的压力为驾驶员期望制动压力。伺服压力传感器11被配置为检测伺服缸7的活塞腔内制动液的压力并电连接于制动力协调模块，伺服压力传感器11所检测的压力为实际伺服缸7的压力。
驾驶员踩下制动踏板2产生踏板位移，利用踏板感觉模拟器5模拟驾驶员踩踏制动踏板2的力度和位置，从而获取驾驶员期望制动压力，利用该驾驶员期望制动压力，可以作为制动电机6控制的输入。根据驾驶员期望制动压力以及实际伺服缸7压力的反馈对制动电机6进行前进或后退控制，以完成对轮缸8的建压。
如果制动踏板2的实际位移大于预设位移且制动踏板2的实际位移变化率大于预设位移变化率，驾驶员制动意图为紧急制动状态，此时关闭再生制动力请求模块；如果制动踏板2的实际位移小于预设位移和/或制动踏板2的实际位移变化率小于预设位移变化率，驾驶员制动意图为舒适制动状态，此时启动再生制动力请求模块。
换而言之，通过踏板传感器3的位移大小及位移变化速率判断驾驶员制动意图，当制动踏板2的实际位移大于预设位移且制动踏板2的实际位移变化率大于预设位移变化率，判定为紧急制动，其余条件下判定为舒适制动状态，制动能量回收只在舒适制动状态时激活，而在紧急制动状态情况下，不激活能量回收控制。
在防抱死急刹车触发工况下，控制单元根据轮速与车速的关系判断多个车 轮的抱死状态，当检测到车轮有抱死趋势时，对该车轮进行减压控制，打开与该车轮的轮缸相对应的出液阀，并关闭相对应进液阀，以完成对该轮缸的泄压过程。当检测车轮有纯滚动趋势时，对该车轮进行保压控制，关闭与该车轮的轮缸相对应的出液阀和进液阀，以完成对该轮缸的保压过程。当检测车轮轮速有增加趋势时，对该车轮进行增压控制，打开与该车轮的轮缸相对应的进液阀，并关闭相对应的出液阀，以完成该轮缸的增压过程。在减压过程中，由于制动液通过出液阀直接泄压到制动油壶，使下一个循环伺服缸的压力会降低，而为了跟随驾驶员期望制动压力，目标制动电机依旧会前移建压，如果不对伺服缸进行补液控制，在极限工况下伺服缸的活塞会运行至伺服缸的缸体底端，无法进行建压工作。
为了解决这个问题，本实施例提供一种集成式制动系统补液控制方法，用于对集成式制动系统中的伺服缸7进行补液，如图2所示，该集成式制动系统补液控制方法包括以下步骤：
第一步，判断集成式制动系统是否具有补液需求，若集成式制动系统具有补液需求，启动伺服缸7的补液模式，以对伺服缸7的活塞腔进行补液。
集成式制动系统是指上述的制动系统，如果集成式制动系统具有补液需求，那么启动伺服缸7的补液模式，从而保证伺服缸7内制动液供给的充足，可靠性好；如果集成式制动系统没有补液需求，那么不启动伺服缸7的补液模式，不对伺服缸7进行补液，避免伺服缸7出现制动液较多的情况，在浪费生产成本的同时，可能还影响其他制动过程。
第二步，根据集成式制动系统的工作状态和伺服缸7的活塞实际位移S，选择伺服缸7的补液模式为间歇性补液方式或连续性补液方式，其中，工作状态包括增压状态、减压状态及保压状态。
集成式制动系统的工作状态包括增压状态、减压状态及保压状态，在增压状态下，进液阀91打开，出液阀92关闭，随着轮缸8内制动液的增加，使轮缸8内制动液的压力增加，实现轮缸8的增压过程；在减压状态下，进液阀91关闭，出液阀92打开，随着轮缸8内制动液的减少，使轮缸8内制动液的压力减少，实现轮缸8的减压过程；在保压状态下，进液阀91关闭，出液阀92关闭，轮缸8内制动液保持不变，使轮缸8内制动液的压力也保持稳定，实现轮缸8的保压过程。
伺服缸7的补液模式包括间歇性补液方式和连续性补液方式。连续性补液方式是对伺服缸7的活塞腔进行不间断、持续补液，连续性补液方式能够实现及时并快速的补液，间歇性补液方式是对伺服缸7间歇的补液，间歇性补液方式能够在保证伺服缸7所需补液量的同时，节省生产成本。
伺服缸7的活塞实际位移S表征着伺服缸活塞的当前位置，根据伺服缸活塞的当前位置，可以显示伺服缸活塞腔的容积，从而得出伺服缸7内此时制动液的容量，以显示伺服缸7内贮存的制动液情况。
第三步，判断伺服缸7的活塞腔内补液是否完成，若伺服缸7的活塞腔内补液完成，关闭伺服缸7的补液模式。
如果伺服缸7的活塞腔内补液完成，关闭伺服缸7的补液模式，停止对伺服缸7进行补液，以维持当前伺服缸7内制动液的状态；如果伺服缸7的活塞腔内补液没有完成，继续进行伺服缸7的补液模式，持续对伺服缸7进行补液，以保证伺服缸7内制动液的及时供给。
本实施例提供的集成式制动系统补液控制方法，判断集成式制动系统是否具有补液需求，以提供启动伺服缸7的补液模式的开始时机，保证对伺服缸7的活塞腔补液的及时性。对于伺服缸7的补液模式的选择，考虑集成式制动系统的工作状态和伺服缸7的活塞实际位移S两个参数，补液过程更加准确，根据增压状态、减压状态及保压状态不同工作状态，分别选择间歇性补液方式或连续性补液方式，补液模式的选择与防抱死急刹车控制循环融合，兼顾防抱死急刹车的控制目标与制动系统连续建压性能，在保证车轮不完全抱死的同时，还保证制动液可以得到及时补充。判断伺服缸7的活塞腔内补液是否完成，以提供伺服缸7的补液模式的结束时机，避免对伺服缸7的活塞腔补液量过剩，在保证补液的充足的同时，节省生产成本。
如图2所示，本实施例提供的集成式制动系统补液控制方法的步骤如下所示：
S0、开始。
S1、判断集成式制动系统是否具有补液需求，若集成式制动系统具有补液需求，执行S11，若集成式制动系统不具有补液需求，返回S0。
S11、启动伺服缸7的补液模式，以对伺服缸7的活塞腔进行补液。
S12、根据集成式制动系统的工作状态和伺服缸7的活塞实际位移S，选择伺服缸7的补液模式为间歇性补液方式或连续性补液方式。
S13、判断伺服缸7的活塞腔内补液是否完成，若伺服缸7的活塞腔内补液完成，执行S14，若伺服缸7的活塞腔内补液未完成，返回S11。
S14、关闭伺服缸7的补液模式。
相应地，如图3所示，本实施例提供的集成式制动系统补液控制装置包括：
补液需求判断模块31，被配置为判断集成式制动系统是否具有补液需求， 如果集成式制动系统具有补液需求，启动伺服缸7的补液模式，以对伺服缸7的活塞腔进行补液；补液模式选择模块32，根据集成式制动系统的工作状态和伺服缸7的活塞实际位移S，补液模式选择模块被配置为选择伺服缸7的补液模式为间歇性补液方式或连续性补液方式，其中工作状态包括增压状态、减压状态及保压状态；补液结束判断模块33，被配置为判断伺服缸7的活塞腔内补液是否完成，如果伺服缸7的活塞腔内补液完成，关闭伺服缸7的补液模式。
如图4所示，本实施例还提供了一种车辆，包括处理器10、存储器20以及集成式制动系统30，所述处理器10被配置为执行所述存储器20中的计算机指令以实现上述集成式制动系统补液控制方法对集成式制动系统30进行控制。该集成式制动系统补液控制方法能够保护制动电机6和伺服缸7，使伺服缸7始终工作在具有合理制动液体积范围之内，确保制动电机6不至于因为制动液不足而强行建压增大负载。
本实施例还提供了一种计算机存储介质，存储有计算机指令，所述计算机指令被处理器执行时实现上述集成式制动系统补液控制方法。
实施例二
本实施例和实施例一类似，区别仅在于如何判断集成式制动系统是否具有补液需求。判断集成式制动系统是否具有补液需求包括以下步骤：
获取伺服缸7的活塞实际位移S，确定伺服缸7的补液需求门限值S0，当S≥S0时，确定集成式制动系统具有补液需求。
通常，伺服缸7的缸体内腔的总长度大约为60mm，伺服缸7的活塞初始位移为0mm，确定伺服缸7的补液需求门限值S0，0＜S0＜60mm。在获取伺服缸7的活塞实际位移S之后，通过伺服缸7的活塞实际位移S与补液需求门限值S0的比较，如果伺服缸7的活塞实际位移S抵达或超过补液需求门限值S0，确定集成式制动系统的伺服缸7需要补液。如果伺服缸7的活塞实际位移S没有超过补液需求门限值S0，确定集成式制动系统的伺服缸7不需要补液。
通过设置伺服缸7的补液需求门限值S0，并将伺服缸7的活塞实际位移S与补液需求门限值S0进行比较，能够较快并直观确定伺服缸7的补液时机。
如图5所示，本实施例提供的集成式制动系统补液控制方法的步骤如下所示：
S0、开始。
S100、获取伺服缸7的活塞实际位移S。
S101、确定伺服缸7的补液需求门限值S0。
S102、判断是否伺服缸7的活塞实际位移S≥伺服缸7的补液需求门限值S0，若S≥S0，执行S11，S<S0，返回步骤S0。
S11、启动伺服缸7的补液模式，以对伺服缸7的活塞腔进行补液。
对于步骤S100、S101的顺序，可以先进行S100，后进行S101，或者先进行S101，后进行S100，或者同时进行S100和S101，本实施例对两者顺序的变化不作限定，只要具有这两个步骤，均在本实施例的保护范围之内。
实施例三
本实施例和实施例二类似，区别仅在于如何确定伺服缸7的补液需求门限值S0。确定伺服缸7的补液需求门限值S0包括以下步骤：
第一步、获取路面实际附着系数K和驾驶员期望制动压力P。
路面附着系数为实质附着力与车轮法向压力的比值，其中车轮法向具体是指与路面垂直的方向。在粗略计算中，路面附着系数可以看成是车轮的轮胎和路面之间的静摩擦系数，其是由路面和轮胎决定的，代表车轮的轮胎在不同路面的附着能力大小，如果路面附着系数越大，可利用的附着力就越大，汽车就越不容易打滑。一般来说，干燥、良好的沥青或混凝土路面的附着系数最大，不容易出现打滑，而冰雪路面的附着系数最小，最容易打滑。
根据车辆运行工况和驾驶员驾驶的意图，需要对车辆进行制动，驾驶员期望制动压力P用来表征驾驶员制动程度。
在车辆制动时，车轮的制动力与地面附着系数有关，当车轮处于半滑动半滚动状态时，地面附着系数可以达到最大，即制动力可以达到较大，此时的侧向稳定性也较好。当车轮完全抱死无滚动时，地面附着力有所下降，而侧向稳定性为零，极易出现侧滑和甩尾现象，容易造成事故。
第二步、当K≤K1，且P≥P2时，确定补液需求门限值S0为第一门限值S1。
分别确定路面第一预设附着系数K1、路面第二预设附着系数K2、第一预设制动压力P1、第二预设制动压力P2、第一门限值S1、第三门限值S3及第二门限值S2。其中，路面第一预设附着系数K1＜路面第二预设附着系数K2，第一预设制动压力P1＜第二预设制动压力P2，第一门限值S1＜第三门限值S3＜第二门限值S2。
当K≤K1，且P≥P2时，即路面实际附着系数K较低且驾驶员期望制动压力P较大时，意味着车辆行驶在例如冰雪等路面附着系数较低的路面，车轮容易出现打滑的现象，此时驾驶员期望具有较大的制动压力进行制动，防抱死制动系统(Anti-lockBrakingSystem，ABS)的减压频次较高，伺服缸7内制动液泄出 较快，故而需要设置较小的补液需求门限值，此时，补液需求门限值S0设置为数值较小的第一门限值S1，第一门限值S1一般为20mm。
第三步、当K≥K2，且P≤P1时，确定补液需求门限值S0为第二门限值S2。
当K≥K2，且P≤P1时，即路面实际附着系数K较大且驾驶员期望制动压力P较小时，意味着车辆行驶在例如沥青或混凝土路面等附着系数较大的路面，车轮不容易出现打滑的现象，此时驾驶员期望具有较小的制动压力进行制动，ABS的减压频次较低，伺服缸7内制动液泄出较慢，而且此时需要集成式制动系统提供较长时间的连续建压能力，故而需要设置较大的补液需求门限值，此时，补液需求门限值S0设置为数值较大的第二门限值S2，第二门限值S2一般为40mm。
第四步、当K≤K1且P＜P或K＞K1且P≥P2或K≥K2且P＞P1或K＜K2且P≤P1时，确定补液需求门限值S0为第三门限值S3。
当K≤K1且P＜P或K＞K1且P≥P2或K≥K2且P＞P1或K＜K2且P≤P1时，即除了第二步和第三步之外的其他工况，路面实际附着系数K和驾驶员期望制动压力P均处于比较平均状态，此时，补液需求门限值S0设置为介于第一门限值S2、第二门限值S2之间的第三门限值S3，第三门限值S3一般为30mm。
本实施例提供的集成式制动系统补液控制方法，根据路面附着系数与驾驶员期望制动压力确定补液需求门限值S0，从而保证连续建压性能以及制动安全性能。
如图6所示，本实施例提供的集成式制动系统补液控制方法中步骤S101、确定伺服缸7的补液需求门限值S0包括以下步骤：
S1011、获取路面实际附着系数K和驾驶员期望制动压力P。
S1012、判断是否K≤K1且P≥P2，若K≤K1且P≥P2，执行S1013，若否，执行S1014。
S1013、确定补液需求门限值S0为第一门限值S1。
S1014、判断是否K≥K2，且P≤P1，若K≥K2，且P≤P1，执行S1015，若否，执行S1016。
S1015、确定补液需求门限值S0为第二门限值S2。
S1016、确定补液需求门限值S0为第三门限值S3。
实施例四
本实施例和实施例一、实施例二及实施例三相比，区别在于，在启动补液模式初期时，对补液模式的选择。
在启动伺服缸7的补液模式时，先对伺服缸7的活塞腔采用N次循环的间歇性补液方式。
在启动伺服缸7的补液模式时，首先默认进行N个控制循环的间歇性补液，而后根据补液过程实际能力确定是选择间歇性补液方式还是连续性补液方式。本实施例中N的数值为五个。采用这种方式，利用N次循环的间歇性补液方式进行补液，起到对伺服缸7补液缓冲和预热的作用，避免直接采用连续性补液方式使制动液容易发生较大的冲击，保证补液的平顺性，从而实现补液的稳定性和可靠性。
如图7所示，本实施例提供的集成式制动系统补液控制方法包括以下步骤：
S11、启动伺服缸7的补液模式，以对伺服缸7的活塞腔进行补液。
S111、对伺服缸7的活塞腔采用N次循环的间歇性补液方式。
实施例五
本实施例和实施例四相比，区别在于，在启动补液模式初期之后，对补液模式的选择。
在对伺服缸7的活塞腔采用N次循环的间歇性补液方式之后，当伺服缸7的活塞实际位移S≤n％补液需求门限值S0时，确定伺服缸7的补液模式继续为间歇性补液方式，当伺服缸7的活塞实际位移S＞n％补液需求门限值S0时，确定伺服缸7的补液模式转换为连续性补液方式。
本实施例中n的数值可以在70-100之间选择，意味着等于补液需求门限值S0或近似接近补液需求门限值S0，本实施例中n为80。
在五个控制循环的间歇性补液周期内，如果伺服缸7的活塞实际位移S小于或等于补液需求门限值S0的80％，说明间歇性补液能够维持原有的防抱死制动控制循环，则可以继续选择间歇性补液方式。在经过五个循环的间歇性补液过程中，如果伺服缸7的活塞实际位移S大于补液需求门限值S0的80％，则说明伺服缸7的泄压能力强于补液能力，如果继续进行间歇性补液方式有可能导致伺服缸7内制动液泄压过多的风险，故而需要转成连续性补液方式，用于维护集成式制动系统连续建压性能以及制动安全性能。
如图8所示，本实施例提供的集成式制动系统补液控制方法包括以下步骤：
S111、对伺服缸7的活塞腔采用N次循环的间歇性补液方式。
S112、判断是否伺服缸7的活塞实际位移S≤n％补液需求门限值S0，若伺服缸7的活塞实际位移S≤n％补液需求门限值S0，执行S113，若伺服缸7的活塞实际位移S>n％补液需求门限值S0，执行S114。
S113、确定伺服缸7的补液模式继续为间歇性补液方式。
S114、确定伺服缸7的补液模式转换为连续性补液方式。
实施例六
本实施例和实施例五类似，区别仅在于在继续进行间歇性补液方式之后的控制过程。
当选择继续进行间歇性补液方式时，判断所有轮缸8是否处于减压状态及保压状态，若所有轮缸8处于减压状态及保压状态，选择间歇性补液方式，以对伺服缸7的活塞腔进行补液。
在选择继续进行间歇性补液方式时，没有破坏传统防抱死制动控制循环，只在四个车轮的轮缸8同时处于减压或保压的过程中，进行伺服缸7的活塞回退补液，由于此时与四个车轮对应的进液阀91均处于关闭状态，故而伺服缸7的活塞回退补液不影响多个轮缸8内的当前制动液压力。只有满足四个车轮的轮缸8都处在减压或保压的过程中才可以进行间歇性补液方式，只要有任意一个车轮的轮缸8处在增压过程中，则说明轮缸8有增压需求，伺服缸7需要立即停止补液，而后对轮缸8进行建压。
如图9所示，本实施例提供的集成式制动系统补液控制方法包括以下步骤：
S1131、获取集成式制动系统中轮缸8的工作状态。
S1132、判断所有轮缸8是否处于减压状态及保压状态，若所有轮缸8处于减压状态及保压状态，S1133，若不是所有轮缸8处于减压状态及保压状态，返回S1131。
S1133、选择间歇性补液方式，以对伺服缸7的活塞腔进行补液。
实施例七
由于实施例六减压或保压时间持续较短，伺服缸7的补液能力有限，为了解决这个问题，本实施例提供的集成式制动系统补液控制方法，当转换成连续性补液方式时，获取轮缸8的实际轮速v和整车的实际车速V，当m％*V≤v≤p％*V时，控制轮缸8处于保压状态，并连续性补液方式，以对伺服缸7的活塞腔进行补液。
采用连续性补液方式，基于对制动安全性能以及连续建压性能的考虑，为了达到补液目标，需要延长传统抱死制动控制循环中的保压时间，在合适时机强行关闭所有进液阀91以及出液阀92，以将四个车轮的轮缸8处在保压状态，而后进行伺服缸7的活塞回退补液，在此期间伺服缸7不响应驾驶员期望制动压力请求，只考虑补液这个目标。
为了在连续性补液过程中整车依旧能够维持一定程度的制动力，需要综合考虑轮速与车速的关系，获取轮缸8的实际轮速v和整车的实际车速V，本实施例中m、p在70-100中取值，m＜p，例如，m为80，p为90，在轮缸8的实际轮速v控制在实际车速V的80％-90％之间时，此时认为实际轮速v近似接近实际车速V，才会使四个车轮的轮缸8均处在保压状态，并强行关闭所有轮缸8的进液阀91以及出液阀92，在维持整车具备一定程度的制动力的前提下，对伺服缸7进行连续性补液，此时伺服缸7的活塞持续回退进行补液，以便后续能够维持较长时间的连续建压能力。
如图10所示，本实施例提供的集成式制动系统补液控制方法包括以下步骤：
S1141、获取轮缸8的实际轮速v和整车的实际车速V。
S1142、判断是否m％*V≤v≤p％*V，若m％*V≤v≤p％*V，执行S1143，若否，返回S1141。
S1143、控制轮缸8处于保压状态，并连续性补液方式，以对伺服缸7的活塞腔进行补液。
实施例八
本实施例和实施例七类似，区别仅在于，对伺服缸7的补液结束的控制。判断伺服缸7的活塞腔内补液是否完成包括以下步骤：
确定伺服缸7的补液结束门限值S0＇，当伺服缸7的活塞实际位移S≤伺服缸7的补液结束门限值S0＇时，确定伺服缸7的活塞腔补液完成。
由于伺服缸7的补液不是无休止的进行补液，先确定伺服缸7的补液结束门限值S0＇，0＜S0＇＜60mm，其中，通常伺服缸7的缸体内腔的总长度大约为60mm。在获取伺服缸7的活塞实际位移S之后，通过伺服缸7的活塞实际位移S与补液结束门限值S0＇的比较，在伺服缸7的活塞实际位移S没有超过补液结束门限值S0＇之后，确定集成式制动系统的伺服缸7结束补液。如果在伺服缸7的活塞实际位移S抵达或超过补液结束门限值S0＇，确定集成式制动系统的伺服缸7继续进行补液。
通过设置补液结束门限值S0＇，并将伺服缸7的活塞实际位移S与补液结束门限值S0＇进行比较，能够较快并直观确定伺服缸7是否完成，并能够准确识别出结束补液时机。
本实施例对伺服缸7的活塞的回退时机以及回退位置进行了综合考虑，能够确保补液过程对防抱死制动系统的控制循环影响最小，使伺服缸7能够及时响应驾驶员期望制动压力请求，保证行车安全。
如图11所示，本实施例提供的集成式制动系统补液控制方法包括以下步骤：
S131、获取伺服缸7的补液结束门限值S0＇。
S132、判断是否伺服缸7的活塞实际位移S≤伺服缸7的补液结束门限值S0＇，若伺服缸7的活塞实际位移S≤伺服缸7的补液结束门限值S0＇，执行S133。
S133、确定伺服缸7的活塞腔补液完成。
实施例九
本实施例和实施例八类似，区别仅在于，对补液结束门限值S0＇的确定。确定伺服缸7的补液结束门限值S0＇包括以下步骤：
获取整车实际减速度a；当整车实际减速度a＞q％期望减速度a0时，确定伺服缸7的补液结束门限值S0＇为r％伺服缸7的补液需求门限值S0；当整车实际减速度a≤q％期望减速度a0时，确定伺服缸7的补液结束门限值S0＇为t％伺服缸7的补液需求门限值S0；其中，r＜t。
根据驾驶员期望制动压力P换算成的期望减速度a0，期望减速度a0与整车实际减速度a之间的关系确定补液结束门限值S0＇，以保证制动系统在补液逻辑下的平均制动效能。
在补液控制过程中，如果整车实际减速度a大于q％期望减速度a0，本实施例中q在80-120之间进行取值，意味着整车实际减速度a处于期望减速度a0的80％-120％区间内，说明补液过程合理有效，并没有对制动系统进行过多性能干扰，则可以设置伺服缸7的补液结束门限值S0＇为r％伺服缸7的补液需求门限值S0。本实施例中r在10-20中取值，或者r表示10-20的取值范围。
如果整车实际减速度a小于q％期望减速度a0，意味着整车实际减速度a小于期望减速度a0的80％，说明补液过程对制动系统建压能力影响较大，需要尽快结束补液过程以便维持制动安全性能，则确定伺服缸7的补液结束门限值S0＇为t％伺服缸7的补液需求门限值S0。本实施例中r在50-60中取值，或者r表示50-60的取值范围。补液结束门限值S0＇确定之后，当伺服缸7的活塞实际位移S小于或等于伺服缸7的补液结束门限值S0后，即确定结束补液。
如图12所示，本实施例提供的集成式制动系统补液控制方法包括以下步骤：
S1311、获取整车实际减速度a。
S1312、判断是否整车实际减速度a＞q％期望减速度a0，若整车实际减速度a＞q％期望减速度a0，执行S1313，若整车实际减速度a≤q％期望减速度a0，执行S1314。
S1313、确定伺服缸7的补液结束门限值S0＇为r％伺服缸7的补液需求门限值S0。
S1314、确定伺服缸7的补液结束门限值S0＇为t％伺服缸7的补液需求门限值S0，其中r＜t。
实施例十
本实施例为本申请的实施例，本实施例集合实施例一至实施例八。
如图13所示，本实施例提供的集成式制动系统补液控制方法包括以下步骤：
S0、开始。
S100、获取伺服缸7的活塞实际位移S。
S1011、获取路面实际附着系数K和驾驶员期望制动压力P。
S1012、判断是否K≤K1且P≥P2，若K≤K1且P≥P2，执行S1013，若否，执行S1014。
S1013、确定补液需求门限值S0为第一门限值S1，并执行S102。
S1014、判断是否K≥K2，且P≤P1，若K≥K2，且P≤P1，执行S1015，若否，执行S1016。
S1015、确定补液需求门限值S0为第二门限值S2，并执行S102。
S1016、确定补液需求门限值S0为第三门限值S3，并执行S102。
S102、判断伺服缸7的活塞实际位移S是否大于或等于伺服缸7的补液需求门限值S0，若伺服缸7的活塞实际位移S是否大于或等于伺服缸7的补液需求门限值S0，执行S11，若伺服缸7的活塞实际位移S小于伺服缸7的补液需求门限值S0，返回步骤S0。
S11、启动伺服缸7的补液模式，以对伺服缸7的活塞腔进行补液。
S111、对伺服缸7的活塞腔采用N次循环的间歇性补液方式。
S112、判断是否伺服缸7的活塞实际位移S≤n％补液需求门限值S0，若伺服缸7的活塞实际位移S≤n％补液需求门限值S0，执行S113，若伺服缸7的活塞实际位移S>n％补液需求门限值S0，执行S114。
S113、确定伺服缸7的补液模式为继续进行间歇性补液方式。
S1131、获取集成式制动系统中轮缸8的工作状态。
S1132、判断所有轮缸8是否处于减压状态及保压状态，若所有轮缸8处于减压状态及保压状态，S1133，若不是所有轮缸8处于减压状态及保压状态，返 回S1131。
S1133、选择间歇性补液方式，以对伺服缸7的活塞腔进行补液。
S114、确定伺服缸7的补液模式为转换成连续性补液方式。
S1141、获取轮缸8的实际轮速v和整车的实际车速V。
S1142、判断是否m％*V≤v≤p％*V，若m％*V≤v≤p％*V，执行S1143，若否，返回S1141；
S1143、控制轮缸8处于保压状态，并连续性补液方式，以对伺服缸7的活塞腔进行补液。
S1311、获取整车实际减速度a。
S1312、判断是否整车实际减速度a＞q％期望减速度a0，若整车实际减速度a＞q％期望减速度a0，执行S1313，若整车实际减速度a≤q％期望减速度a0，执行S1314。
S1313、确定伺服缸7的补液结束门限值S0＇为r％伺服缸7的补液需求门限值S0。
S1314、确定伺服缸7的补液结束门限值S0＇为t％伺服缸7的补液需求门限值S0，其中r＜t。
S132、判断是否伺服缸7的活塞实际位移S≤伺服缸7的补液结束门限值S0＇，若伺服缸7的活塞实际位移S≤伺服缸7的补液结束门限值S0＇，执行S133，若伺服缸7的活塞实际位移S>伺服缸7的补液结束门限值S0＇，返回S11。
S133、确定伺服缸7的活塞腔补液完成。
S14、关闭伺服缸7的补液模式。
实施例一至实施例八可以自由组合，只要步骤顺序能够承接均在本实施例的保护范围之内。
本实施例提供的集成式制动系统补液控制方法，考虑了防抱死制动系统、伺服缸7的活塞位移、驾驶员期望制动压力、轮速与车速关系、路面附着系数、车辆实际减速度等因素，将补液策略与传统防抱死制动控制循环进行融合，既保证车轮不完全抱死，又保证伺服缸7内制动液得到及时补充，维持制动系统的快速建压能力，能够提高集成式制动系统的综合制动效能。
于本文的描述中，术语“上”、“下”、“右”、等方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述和简化操作，而不是指示或暗示所指 的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。此外，术语“第一”、“第二”，仅仅用于在描述上加以区分，并没有特殊的含义。
在本说明书的描述中，参考术语“一实施例”、“示例”等的描述意指结合该实施例或示例描述的特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。

Claims (12)

  1. 一种集成式制动系统补液控制方法，包括：
    判断集成式制动系统是否具有补液需求，响应于所述集成式制动系统具有补液需求，启动伺服缸(7)的补液模式，以对所述伺服缸(7)的活塞腔进行补液；
    其中，所述伺服缸(7)的补液模式为间歇性补液方式或连续性补液方式，所述伺服缸(7)的补液模式根据所述集成式制动系统的工作状态和所述伺服缸(7)的活塞实际位移S选择，所述工作状态包括增压状态、减压状态及保压状态；
    判断所述伺服缸(7)的活塞腔内补液是否完成，响应于所述伺服缸(7)的活塞腔内补液完成，关闭所述伺服缸(7)的补液模式。
  2. 根据权利要求1所述的集成式制动系统补液控制方法，其中，所述判断集成式制动系统是否具有补液需求，包括：
    获取所述伺服缸(7)的活塞实际位移S，并确定所述伺服缸(7)的补液需求门限值S0，判断S≥S0是否成立；
    所述集成式制动系统具有补液需求，包括：
    响应于S≥S0成立，确定所述集成式制动系统具有补液需求。
  3. 根据权利要求2所述的集成式制动系统补液控制方法，其中，所述确定所述伺服缸(7)的补液需求门限值S0，包括：
    获取路面实际附着系数K和驾驶员期望制动压力P；
    在K≤K1，且P≥P2的情况下，确定所述补液需求门限值S0为第一门限值S1；
    在K≥K2，且PP1的情况下，确定补液需求门限值S0为第二门限值S2；
    在K≤K1且P＜P，或K＞K1且P≥P2，或K≥K2且P＞P1，或K＜K2且P≤P1的情况下，确定所述补液需求门限值S0为第三门限值S3；
    其中，路面第一预设附着系数K1＜路面第二预设附着系数K2，第一预设制动压力P1＜第二预设制动压力P2，第一门限值S1＜第三门限值S3＜第二门限值S2。
  4. 根据权利要求1所述的集成式制动系统补液控制方法，其中，所述对所述伺服缸(7)的活塞腔进行补液，包括：
    在启动所述伺服缸(7)的补液模式时，先对所述伺服缸(7)的活塞腔采用N次循环的间歇性补液方式。
  5. 根据权利要求4所述的集成式制动系统补液控制方法，在所述对所述伺服缸(7)的活塞腔采用N次循环的间歇性补液方式之后，还包括：
    在所述伺服缸(7)的活塞实际位移S≤n％补液需求门限值S0的情况下，确定所述伺服缸(7)的补液模式继续为所述间歇性补液方式；
    在所述伺服缸(7)的活塞实际位移S＞n％补液需求门限值S0的情况下，确定所述伺服缸(7)的补液模式转换为所述连续性补液方式。
  6. 根据权利要求5所述的集成式制动系统补液控制方法，其中，所述确定所述伺服缸(7)的补液模式继续为所述间歇性补液方式，包括：
    判断所有轮缸(8)是否处于减压状态及保压状态，响应于所述所有轮缸(8)处于减压状态及保压状态，选择所述间歇性补液方式，以对所述伺服缸(7)的活塞腔进行补液。
  7. 根据权利要求5所述的集成式制动系统补液控制方法，其中，所述确定所述伺服缸(7)的补液模式转换为所述连续性补液方式，包括：
    获取轮缸(8)的实际轮速v和整车的实际车速V，在m％*V≤v≤p％*V的情况下，控制所述轮缸(8)处于保压状态，并采用所述连续性补液方式，以对所述伺服缸(7)的活塞腔进行补液。
  8. 根据权利要求2所述的集成式制动系统补液控制方法，其中，所述判断所述伺服缸(7)的活塞腔内补液是否完成，包括：
    确定所述伺服缸(7)的补液结束门限值S0＇，在所述伺服缸(7)的活塞实际位移S≤所述伺服缸(7)的补液结束门限值S0＇的情况下，确定所述伺服缸(7)的活塞腔补液完成。
  9. 根据权利要求8所述的集成式制动系统补液控制方法，其中，所述确定所述伺服缸(7)的补液结束门限值S0＇，包括：
    获取整车实际减速度a；
    在所述整车实际减速度a＞q％期望减速度a0的情况下，确定所述伺服缸(7)的补液结束门限值S0＇为r％伺服缸(7)的补液需求门限值S0；
    在所述整车实际减速度a≤q％期望减速度a0的情况下，确定所述伺服缸(7)的补液结束门限值S0＇为t％伺服缸(7)的补液需求门限值S0；
    其中，r＜t。
  10. 一种集成式制动系统补液控制装置，包括：
    补液需求判断模块，被配置为判断集成式制动系统是否具有补液需求，响 应于所述集成式制动系统具有补液需求，启动伺服缸(7)的补液模式，以对所述伺服缸(7)的活塞腔进行补液；
    其中，所述伺服缸(7)的补液模式为间歇性补液方式或连续性补液方式，所述伺服缸(7)的补液模式根据所述集成式制动系统的工作状态和所述伺服缸(7)的活塞实际位移S选择，所述工作状态包括增压状态、减压状态及保压状态；
    补液结束判断模块，被配置为判断所述伺服缸(7)的活塞腔内补液是否完成，响应于所述伺服缸(7)的活塞腔内补液完成，关闭所述伺服缸(7)的补液模式。
  11. 一种车辆，其中，包括处理器、存储器以及集成式制动系统，所述处理器被配置为执行所述存储器中的计算机指令以实现权利要求1-9中任一项所述集成式制动系统补液控制方法对所述集成式制动系统进行控制。
  12. 一种计算机存储介质，存储有计算机指令，所述计算机指令被处理器执行时实现权利要求1-9中任一项所述集成式制动系统补液控制方法。
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