CN203766748U - Hydraulic device for recovering automobile braking energy - Google Patents

Abstract

The utility model discloses a hydraulic device for recovering the braking energy of an automobile, aiming at overcoming the problems of the prior art which are complex in structure, high in cost and dependent on foreign countries. The hydraulic device for recovering the braking energy of an automobile includes a master cylinder vacuum booster Assembly, braking energy recovery hydraulic control unit, ABS hydraulic control unit and electronic control device. The master cylinder vacuum booster assembly includes a brake pedal, an oil pot, and a brake master cylinder. The N port of the brake master cylinder is connected to the p port pipeline of the rear left wheel oil inlet solenoid valve of the ABS hydraulic control unit, and the p port of the normally open solenoid valve of the brake energy recovery hydraulic control unit is connected to the M port pipe of the brake master cylinder. The a port of the normally open solenoid valve and the p port of the normally closed linear solenoid valve are connected to the p port of the front right inlet solenoid valve of the ABS hydraulic control unit, and the a port of the normally closed linear solenoid valve is connected to the oil pot ( 5) Pipeline connection, the electronic control device and the brake energy recovery hydraulic control unit are connected with the ABS hydraulic control unit.

Description

Hydraulic Device for Automobile Braking Energy Recovery

technical field

The utility model relates to a hydraulic device in the field of automobile braking systems, more precisely, the utility model relates to a hydraulic device used in the recovery of automobile braking energy.

Background technique

When the new energy vehicle decelerates or brakes, the motor can convert part of the mechanical energy of the car into electrical energy and store it in the battery, and at the same time generate part of the braking force to realize the deceleration or braking of the car. When the car accelerates again, the motor will store it The energy stored in the battery is converted into kinetic energy for driving the car again. Therefore, the recovery of braking energy is an effective way for hybrid and pure electric vehicles to save fuel and reduce emissions. A hydraulic system and control method for efficient braking energy recovery suitable for new energy vehicles is very urgent.

The research on the braking energy recovery system is mainly concentrated in foreign countries, and there are few domestic researches on it. In order to put the developed system into production as soon as possible, most of the braking energy recovery systems developed by foreign companies are based on the existing hydraulic adjustment unit, and the braking energy recovery function is realized through additional devices. However, these are all based on their existing products, and the added mechanism has poor versatility, and some rely on the ESC (vehicle electronic stability system) system, and the key technology of the ESC solenoid valve has not been fully mastered in China. The brake device developed on the basis still depends on foreign countries, so it is necessary to develop a device with its own intellectual property rights, which has fewer parts and a simple structure, and realizes pedal feeling simulation and pressure adjustment. The function of the kinetic energy recovery system can also ensure the reliability of the braking energy recovery system. Therefore, the invention of a hydraulic system and a control method with a certain device and a strong versatility came into being.

After searching the relevant patent literature, the representative patents of the hydraulic device for braking energy recovery can be divided into several types:

The Chinese patent publication number is CN102862484A, and the publication date is January 09, 2013. The title of the invention is "a hydraulic braking system for electric vehicle regenerative braking energy feedback", and the applicant is China Automotive Engineering Research Corporation. The patent mainly concerns a braking energy recovery system with a pedal simulator. However, the generality of the system is lacking, and its manufacturing cost is relatively high and the processing technology is relatively complicated.

The Chinese patent publication number is CN101837773A, and the publication date is September 22, 2010. The title of the invention is "Braking energy recovery hydraulic braking system based on VDC/VSC/ESP pressure regulator", and the applicant is Tsinghua University. This patent mainly relates to a hydraulic system suitable for braking energy recovery by changing the original hydraulic unit, but there is a lack of effective adjustment of the relationship between hydraulic braking force and motor braking force, more precisely, it cannot recover energy to the maximum extent.

The Chinese patent publication number is CN103213570A, and the publication date is July 24, 2013. The title of the invention is "Brake Control Device Applied to Automobile Braking Energy Recovery", and the applicant is Jilin University. This patent mainly involves storing high-pressure brake fluid in a high-pressure accumulator for subsequent hydraulic braking during preliminary braking. However, if the control cycle is too large, the volume of high-pressure brake fluid is insufficient, which will cause insufficient braking force.

The Chinese patent publication number is CN102501841A, and the publication date is June 20, 2012. The title of the invention is "manipulation unit for hydraulic brake system and its operation method", and the applicant is Robert Bosch Co., Ltd. Although the system can realize the function of braking energy recovery, adding some mechanisms to the existing hydraulic adjustment unit is much more complicated and costly than the existing traditional braking system.

The Chinese patent publication number is CN102470833A, the publication date is May 23, 2012, the title of the invention is "brake control device and brake control method", and the applicant is Toyota Motor Corporation. The existing hydraulic adjustment unit is abandoned, and a new braking system suitable for braking energy recovery is designed. This braking system is more compact than the above system, but it uses more electromagnetic solenoid valves, which is still slightly complicated.

Contents of the invention

The technical problem to be solved by the utility model is to overcome the problems of complex structure, high cost and dependence on foreign countries in the prior art, and to provide a hydraulic device for recovering braking energy of automobiles.

In order to solve the above-mentioned technical problems, the utility model is realized by adopting the following technical scheme: the hydraulic device for recovering the braking energy of an automobile includes a master cylinder vacuum booster assembly, which includes a brake pedal, an oil pot, a brake It also includes a hydraulic control unit for braking energy recovery, an ABS hydraulic control unit and an electronic control device.

The brake energy recovery hydraulic control unit includes an active booster motor, an active booster plunger pump, a normally closed linear solenoid valve, a pedal stroke simulator, a normally closed solenoid valve and a normally open solenoid valve.

The a port of the normally closed solenoid valve is connected to the inlet and outlet of the pedal stroke simulator, the a port of the normally open solenoid valve and the p port of the normally closed linear solenoid valve are connected to the front right liquid inlet in the ABS hydraulic control unit The p port of the solenoid valve is connected to the pipeline, and the p port of the normally open solenoid valve is connected to the M port of the brake master cylinder in the master cylinder vacuum booster assembly. The N port of the active master cylinder is connected to the p port of the rear left wheel oil inlet solenoid valve in the ABS hydraulic control unit, and the a port of the normally closed linear solenoid valve is connected to the oil inlet and outlet of the oil pot. The output end of the motor is connected with the input end of the booster plunger pump by a coupling, the a port of the booster plunger pump is connected with the oil inlet and outlet pipeline of the oil pot, and the p port of the active booster plunger pump is connected with the normal The p-port end of the closed linear solenoid valve is connected to the pipeline, and the electronic control device is connected to the braking energy recovery hydraulic control unit and the ABS hydraulic control unit in sequence. The pedal displacement sensor and the brake pedal in the electronic control device are connected to the brake master The cylinder is connected at the hinge.

The electronic control device described in the technical solution is sequentially connected with the brake energy recovery hydraulic control unit and the ABS hydraulic control unit by pipelines, which means that the electronic control device includes a booster pump pressure sensor, a one-way solenoid valve, a brake Active master cylinder pressure sensor, front right wheel cylinder pressure sensor, rear left wheel cylinder pressure sensor, front left wheel cylinder pressure sensor and rear right wheel cylinder pressure sensor. The ABS hydraulic control unit includes a front left wheel oil outlet solenoid valve, a front right wheel oil outlet solenoid valve, a rear left wheel oil inlet solenoid valve, a rear left wheel oil outlet solenoid valve and a rear right wheel oil outlet solenoid valve. The booster pump pressure sensor is connected to the p-port pipeline of the active booster plunger pump, the brake master cylinder pressure sensor and the N-port end of the brake master cylinder are connected to the p-port pipeline of the rear left wheel oil inlet solenoid valve, The pressure sensor of the front left wheel cylinder is connected with the a port pipeline of the front left wheel oil outlet solenoid valve, the front right wheel cylinder pressure sensor is connected with the a port end pipeline of the front right wheel oil outlet solenoid valve, the rear left wheel cylinder pressure sensor is connected with the rear left wheel The a port of the oil outlet solenoid valve is connected to the pipeline, the rear right wheel cylinder pressure sensor is connected to the a port of the rear right wheel oil outlet solenoid valve, the p port of the one-way solenoid valve is connected to the a port of the booster plunger pump The mouth end pipeline is connected, and the a port end of the one-way solenoid valve is connected with the oil inlet and outlet pipelines of the oil pot.

The ABS hydraulic control unit described in the technical solution also includes a front left wheel oil inlet solenoid valve, a front left liquid inlet one-way valve, a front left wheel oil outlet solenoid valve, a low-pressure accumulator of the first circuit, an oil return pump of the first circuit, an oil return Motor, front right wheel oil outlet solenoid valve, rear left wheel oil inlet solenoid valve, rear left wheel oil outlet solenoid valve, second circuit low pressure accumulator, second circuit oil return pump, rear right wheel oil outlet solenoid valve, rear right wheel inlet Oil solenoid valve, front left wheel cylinder, front right wheel cylinder, rear left wheel cylinder, rear right wheel cylinder, front right liquid inlet check valve, rear left liquid inlet check valve and rear right liquid inlet check valve. The p port of the front left liquid inlet solenoid valve, the p port of the front left liquid inlet one-way valve, the p port of the front right liquid inlet solenoid valve and the p port of the front right liquid inlet one-way valve together with the first The a-port end of the circuit plunger pump is connected to the pipeline, and the a-port end of the front left liquid inlet solenoid valve and the a-port end of the front left liquid inlet one-way valve are connected together with the a-port end of the front left liquid outlet solenoid valve. ; Port a of the front right liquid inlet solenoid valve and port a of the front right liquid inlet one-way valve are connected to the port a of the front right liquid outlet solenoid valve together, and the port p of the front left liquid outlet solenoid valve, The p port of the front right liquid outlet solenoid valve and the inlet and outlet ports of the first circuit low-pressure accumulator are connected to the p port of the first circuit oil return pump; the p port of the rear left liquid inlet solenoid valve is connected to the p port of the rear left The p port of the liquid inlet check valve, the p port of the rear right liquid inlet solenoid valve, and the p port of the rear right liquid inlet check valve are connected with the a port of the second circuit plunger pump; Port a of the left liquid inlet solenoid valve and port a of the rear left liquid inlet one-way valve are connected to the port a port of the rear left liquid outlet solenoid valve together, and the port a of the rear right liquid inlet solenoid valve is connected to the port a of the rear right liquid inlet solenoid valve. The a port of the liquid inlet check valve is connected with the a port of the rear right liquid outlet solenoid valve; the p port of the rear left liquid outlet solenoid valve, the p port of the rear right liquid outlet solenoid valve, and the second circuit The inlet and outlet ends of the low-pressure accumulator are connected with the p-port pipeline of the oil return pump of the second circuit, and the two output ends of the oil return motor are respectively connected with the oil return pump of the first circuit and the oil return pump of the second circuit by couplings; Port a of the left liquid inlet valve and port a of the front left liquid outlet solenoid valve are connected to the oil inlet and outlet pipelines of the front left wheel cylinder, port a of the front right wheel oil inlet solenoid valve is connected to the port a of the front right liquid outlet solenoid valve The port a of the front right wheel cylinder is connected to the oil inlet and outlet pipes of the front right wheel cylinder, the port a of the rear left liquid inlet valve and the port a of the rear left liquid outlet solenoid valve are connected to the oil inlet and outlet pipes of the rear left wheel cylinder, and the rear right The a port end of the liquid inlet valve and the a port end of the rear right liquid outlet solenoid valve are connected with the oil inlet and outlet pipelines of the rear right wheel cylinder.

Between the p-port port of the front left liquid outlet solenoid valve, the p-port port of the front right liquid outlet solenoid valve, the inlet and outlet ports of the first circuit low pressure accumulator and the p port port of the first circuit oil return pump described in the technical proposal Install a one-way check valve of the first circuit, that is, the p port of the front left liquid outlet solenoid valve, the p port of the front right liquid outlet solenoid valve, the inlet and outlet ports of the first circuit low-pressure accumulator together with the first circuit single The a port of the valve is connected to the pipeline, and the p port of the first circuit check valve is connected to the p port of the first circuit oil return pump. A second loop is installed between the p port of the rear left liquid outlet solenoid valve, the p port of the rear right liquid outlet solenoid valve, the inlet and outlet ports of the low-pressure accumulator of the second circuit, and the p port of the oil return pump of the second circuit One-way valve, that is, the p port of the rear left liquid outlet solenoid valve, the p port of the rear right liquid outlet solenoid valve, the inlet and outlet ports of the second circuit low-pressure accumulator and the a port of the second circuit one-way valve Pipeline connection, the p-port port of the second circuit check valve is connected with the p-port port of the second circuit oil return pump.

The electronic control device described in the technical solution also includes a booster pump pressure sensor, a one-way solenoid valve, a brake master cylinder pressure sensor, a front right wheel cylinder pressure sensor, a rear left wheel cylinder pressure sensor, a front left wheel cylinder pressure sensor, a rear Right wheel cylinder pressure sensor, drive motor, vehicle controller and brake controller. The booster pump pressure sensor, the brake master cylinder pressure sensor, the front right wheel cylinder pressure sensor, the rear left wheel cylinder pressure sensor, the front left wheel cylinder pressure sensor and the rear right wheel cylinder pressure sensor have the same structure, and all adopt the models produced by BOSCH 303 active pressure sensor, booster pump pressure sensor, brake master cylinder pressure sensor, front right wheel cylinder pressure sensor, rear left wheel cylinder pressure sensor, power supply lines of front left wheel cylinder pressure sensor and rear right wheel cylinder pressure sensor Connect with the 5V voltage output terminal of the brake controller, booster pump pressure sensor, brake master cylinder pressure sensor, front right wheel cylinder pressure sensor, rear left wheel cylinder pressure sensor, front left wheel cylinder pressure sensor and rear right wheel cylinder pressure sensor The signal line of the brake controller is connected to the signal acquisition end of the brake controller, the one-way solenoid valve is connected to the valve drive end of the brake controller, the drive motor is connected to the motor drive end of the vehicle controller, and the CAN line port of the vehicle controller Connect with the CAN signal line of the brake controller.

The main cylinder vacuum booster assembly described in the technical solution also includes a front-end ejector rod of the vacuum booster, a vacuum booster and a vacuum pump. The top of the brake pedal is fixed on the vehicle body, the left side of the middle end of the brake pedal is in contact with the right end surface of the front end ejector rod of the vacuum booster in the vacuum booster, and the oil inlet and outlet of the oil pot are connected with the inlet and outlet of the brake master cylinder. The oil port is connected with the pipeline, one end of the vacuum pump is connected with one end of the vacuum booster, the other end of the vacuum pump is connected with the atmosphere, and the left end of the vacuum booster is fixedly connected with the right end of the brake master cylinder by bolts.

Compared with the prior art, the beneficial effects of the utility model are:

1. The hydraulic device for recovery of automobile braking energy described in the utility model utilizes the motor to drive the hydraulic pump to extract the brake fluid from the oil pot to generate high-pressure oil to pressurize the wheel cylinders, and its boost rate and final pressure are controlled by the utility model The label number 12 in the normally closed linear solenoid valve is controlled. In the process of active supercharging, since the supercharging rate is controlled by the normally closed linear solenoid valve marked 12, the working efficiency of the motor can be improved, and the control of the motor in the algorithm of the pressure control process is weakened to simplify the algorithm. Simultaneously, the device used in this patent can realize the controllable decompression rate due to the effect of the normally closed linear solenoid valve marked as 12 .

2. The hydraulic device for recovery of vehicle braking energy described in the utility model is applied in the braking energy recovery system of new energy vehicles, and its control methods can be divided into three types. The identification of braking conditions is divided into three parts: conventional braking, coasting braking and emergency braking. Applying different control methods to the three different braking modes can greatly improve the efficiency of braking energy recovery.

3. When the hydraulic device of the vehicle brake energy recovery described in the utility model fails, the normally open solenoid valve with the label number 15 is in a smooth state without power, and the normally closed linear solenoid valve with the label number 12 is 14 The normally closed solenoid valve is in the closed state when it is not energized. At this time, the brake pedal stroke simulator used for braking energy recovery is disconnected from the master cylinder circuit. At this time, the braking capacity of the traditional hydraulic braking system can still be retained.

4. The hydraulic device for recovery of vehicle braking energy described in this utility model can be installed in the braking system of hybrid vehicles and electric vehicles. Through precise adjustment of braking pressure, hydraulic braking and motor braking can be better. With the cooperation of the motor, the regenerative braking ability of the motor can be maximized, and the economy of hybrid electric vehicles and electric vehicles can be greatly improved.

5. The hydraulic device for recovery of vehicle braking energy described in this utility model is applied to the braking energy recovery system of new energy vehicles. It only needs to connect the hydraulic device for recovery of vehicle braking energy between the master cylinder and the hydraulic control unit , easy to install, easy to integrate, little modification to the traditional hydraulic system. And suitable for ESC/ABS hydraulic system. It has good versatility.

6. The hydraulic device for recovering the braking energy of the vehicle described in the utility model can structurally ensure that the main cylinder and the wheel cylinder hydraulic pipelines can be cut off during the braking process, so as to realize the solution of the pressure of the master cylinder and the pressure of the wheel cylinder of the drive shaft. coupling, and use a pedal simulator to simulate the driver's brake pedal feel. And the brake fluid comes from the booster pump in the invented hydraulic device when the brake wheel cylinder is supercharged. During decompression, the brake fluid directly flows back to the oil pot through the control solenoid valve.

7. The hydraulic device for recovering automobile braking energy described in this utility model has a simple structure and a small number of parts. The solenoid valve and motor are all based on the original hydraulic system and are easy to obtain. The processing technology is simple. Compared with other hydraulic systems The number of sensors used is small and the cost is low.

Description of drawings

Below in conjunction with accompanying drawing, the utility model is further described:

Fig. 1 is the structural composition and the schematic diagram of the principle of the hydraulic device of the automobile braking energy recovery described in the utility model;

Fig. 2 is a block flow diagram of the control method of the hydraulic device for recovering the braking energy of the vehicle described in the present invention;

Fig. 3 is the braking moment distribution curve diagram of conventional braking in the control method of the hydraulic device of the automobile braking energy recovery described in the utility model;

In the figure: 1. Brake pedal; 2. Pedal displacement sensor; 3. Front-end ejector rod of vacuum booster; 4. Vacuum booster; 5. Oil pot; 6. Vacuum pump; 7. Brake master cylinder; 8. Booster Pump pressure sensor; 9. One-way solenoid valve; 10. Active booster motor; 11. Active booster plunger pump; 12. Normally closed linear solenoid valve; 13. Pedal stroke simulator; 14. Normally closed solenoid valve; 15 .Normally open solenoid valve; 16. Brake master cylinder pressure sensor; 17. Front left wheel oil inlet solenoid valve; 18. Front left liquid inlet one-way valve; 19. Front left wheel oil outlet solenoid valve; 20. First circuit low pressure storage 21. First circuit oil return pump; 22. Oil return motor; 23. Front right wheel oil inlet solenoid valve; 24. Front right wheel oil outlet solenoid valve; 25. Front right wheel cylinder pressure sensor; 26. Rear left wheel Cylinder pressure sensor; 27. Front left wheel cylinder pressure sensor; 28. Rear left wheel oil inlet solenoid valve; 29. Rear left wheel oil outlet solenoid valve; 30. Second circuit low pressure accumulator; 31. Second circuit oil return pump; 32. Rear right wheel oil outlet solenoid valve; 33. Rear right wheel oil inlet solenoid valve; 34. Rear right wheel cylinder pressure sensor; 35. Front left wheel cylinder; 36. Front right wheel cylinder; 37. Rear left wheel cylinder; 38. Rear right wheel cylinder Wheel cylinder; 39. Drive motor; 40. Vehicle controller; 41. Brake controller; 42. Front right liquid inlet one-way valve; 43. Rear left liquid inlet one-way valve; 44. Rear right liquid inlet one-way valve valve.

Detailed ways

Below in conjunction with accompanying drawing, the utility model is described in detail:

Referring to Fig. 1 , the hydraulic device for recovering braking energy of an automobile according to the present invention includes a master cylinder vacuum booster assembly, a hydraulic control unit for recovering braking energy, an ABS hydraulic control unit and an electronic control device.

The master cylinder vacuum booster assembly includes a brake pedal 1 , a front end ejector rod 3 of the vacuum booster, a vacuum booster 4 , an oil pot 5 , a vacuum pump 6 and a brake master cylinder 7 . Wherein the function of the vacuum pump 6 is to simulate the negative pressure source of the engine intake pipe of the original car.

The brake pedal 1 selection pedal ratio is 3.5. Vacuum pump 6 selects a vacuum pump that can reach a vacuum degree of 40-67kPa. The diameter of the brake master cylinder is 23.6mm.

The top of the brake pedal 1 is fixed on the vehicle body, the left side of the middle end of the brake pedal 1 is in contact with the right end surface of the front end push rod 3 of the vacuum booster in the vacuum booster 4, and the oil inlet and outlet of the oil pot 5 are connected with the system. The oil inlet and outlet pipelines of the active master cylinder 7 are connected. One end of the vacuum pump 6 is connected to one end of the vacuum booster 4 by a pipeline, the other end of the vacuum pump 6 is connected to the atmosphere, and the left end of the vacuum booster 4 is fixedly connected to the right end of the brake master cylinder 7 by bolts.

The brake energy recovery hydraulic control unit includes a one-way solenoid valve 9, an active booster motor 10, an active booster plunger pump 11, a normally closed linear solenoid valve 12, a pedal stroke simulator 13, a normally closed solenoid valve 14, Normally open electromagnetic valve 15.

The active booster motor 10 and the active booster plunger pump 11 form the active booster module of the system. The design matching process is as follows: first calculate the maximum pressure of the required active booster, and use the maximum pressure as the maximum load of the active booster plunger pump to select the motor. According to the above requirements, the active booster plunger pump 11 is designed to have a minimum displacement of 1.4cm3/s and a maximum pressure holding capacity of 200Mpa. Make the motor rotate at the maximum load of the plunger pump. Select a small motor according to the above selection requirements.

The specific parameters of the active booster motor 10 in the embodiment are: the minimum speed is 3000r/min. The operating temperature of the active booster motor 10 is from plus 120 degrees Celsius to minus 20 degrees Celsius. The maximum reaction time of the active booster motor 10 is 100 milliseconds. The operating voltage range is 9 volts to 25 volts.

The normally closed linear solenoid valve 12 used in the technical solution can control the supercharging rate when the active supercharging motor 10 drives the active supercharging plunger pump 11 to actively supercharge. And the decompression rate can be controlled when the system is decompressed. The normally closed linear solenoid valve 12 has fast response and high reliability under the corresponding current. Maximum to withstand 10 minutes of continuous work.

The one-way solenoid valve 9 is a controllable one-way solenoid valve. When the solenoid valve is opened, it is equivalent to the function of a one-way valve. When the solenoid valve is closed, the solenoid valve is blocked. The one-way solenoid valve 9 is opened when the active supercharging motor 10 works to actively supercharge the system. Through the one-way solenoid valve 9, the active supercharging motor 10 can drive the active supercharging plunger pump 11 to perform active supercharging. When the active booster motor 10 is not working, it is closed, which can prevent high-pressure liquid from entering the active booster plunger pump 11 when the normally closed linear valve 12 is opened for pressure relief.

The pedal stroke simulator 13 adopted in the utility model can simulate the PV characteristics of (two) front wheel cylinders (referring to the pressure change corresponding to the internal unit volume change of the wheel cylinder). That is, when the (two) front wheel cylinder pressure is decoupled from the master cylinder pressure during braking, the pedal stroke simulator 13 can simulate the hydraulic rigidity of the two front wheels so that the pedal force is consistent with the pedal force when braking without decoupling . Its features are: 1. Two-stage pedal feeling simulation is performed by using two springs with different rigidities and two pistons connected in series; 2. A ball screw device driven by a motor and a one-stage or multi-stage gear reduction device is used for the simulation. Pressure adjustment; 3. Use micro switch to determine the position of the screw mandrel. The effect of the pedal stroke simulator 13 can be realized.

The normally closed solenoid valve 14 and the normally open solenoid valve 15 are all two-position two-way solenoid valves. The requirement is that when the normally closed solenoid valve 14 and the normally open solenoid valve 15 act, the response speed is required to be below 5 milliseconds. And the normally closed electromagnetic valve 14 can seal the pressure of 20Mpa under the control state. Normally open electromagnetic valve 15 is closed and will be able to withstand the pressure of 20Mpa.

The port a of the normally closed electromagnetic valve 14 is connected with the liquid inlet and outlet pipelines of the pedal stroke simulator 13 . The port a of the normally open solenoid valve 15 is connected to the port p of the normally closed linear solenoid valve 12 in a pipeline. The port a of the normally closed linear solenoid valve 12 is connected to the port a of the one-way solenoid valve 9 in a pipeline. The input end of the booster motor 10 and the booster plunger pump 11 is connected by a coupling. The port p of the single solenoid valve 9 is connected to the port a of the booster plunger pump 11 . The port p of the active booster plunger pump 11 is connected to the port p of the normally closed linear solenoid valve 12 .

The ABS hydraulic control unit includes a front left wheel oil inlet solenoid valve 17, a front left liquid inlet one-way valve 18, a front left wheel oil outlet solenoid valve 19, a first circuit low-pressure accumulator 20, a first circuit oil return pump 21, and an oil return pump 21. Motor 22, front right wheel oil inlet solenoid valve 23, front right wheel oil outlet solenoid valve 24, rear left wheel oil inlet solenoid valve 28, rear left wheel oil outlet solenoid valve 29, second circuit low pressure accumulator 30, second circuit circuit Oil pump 31, rear right wheel oil outlet solenoid valve 32, rear right wheel oil inlet solenoid valve 33, front left wheel cylinder 35, front right wheel cylinder 36, rear left wheel cylinder 37, rear right wheel cylinder 38, front right liquid inlet check valve 42, rear left liquid inlet one-way valve 43, rear right liquid inlet one-way valve 44.

The p port of the front left liquid inlet solenoid valve 17, the p port of the front left liquid inlet check valve 18 (not marked on the figure), the p port of the front right liquid inlet solenoid valve 23, the front right liquid inlet check valve The port p of the valve 42 is connected with the port a of the first circuit plunger pump 21 together. Port a of the front left liquid inlet solenoid valve 17, port a of the front left liquid inlet one-way valve 18 (not marked on the figure) together with the oil inlet and outlet of the front left wheel cylinder 35 and the front left liquid outlet solenoid valve 19 A port of the pipe connection. Port a of the front right liquid inlet solenoid valve 23 and port a of the front right liquid inlet check valve 42 are connected together with the oil inlet and outlet of the front right wheel cylinder 36 and the port a of the front right liquid outlet solenoid valve 24 . The p port of the front left liquid outlet solenoid valve 19, the p port of the front right liquid outlet solenoid valve 24, the first circuit low pressure accumulator 20 (through the check valve) and the p port of the first circuit oil return pump 21 Pipe connection. Port p of rear left liquid inlet solenoid valve 28, port p of rear left liquid inlet check valve 43, port p of rear right liquid inlet solenoid valve 33, port p of rear right liquid inlet check valve 44 Together with the second circuit plunger pump 31 port a pipeline connection. The port a of the rear left liquid inlet solenoid valve 28 and the port a of the rear left liquid inlet check valve 43 are connected together with the oil inlet and outlet of the rear left wheel cylinder 37 and the port a of the rear left liquid outlet solenoid valve 29 . The port a of the rear right liquid inlet solenoid valve 33 and the port a of the rear right liquid inlet check valve 44 are connected together with the oil inlet and outlet of the rear right wheel cylinder 38 and the port a of the rear right liquid outlet solenoid valve 32 connect. The p port of the rear left liquid outlet solenoid valve 29, the p port of the rear right liquid outlet solenoid valve 32, the second circuit low-pressure accumulator 30 (through the check valve) and the p port of the second circuit oil return pump 31 Pipe connection. The two output ends of the oil return motor 22 are respectively connected with the first circuit oil return pump 21 and the second circuit oil return pump 31 by couplings. The a port end of the front left liquid inlet valve 17 is connected with the oil inlet and outlet pipeline of the front left wheel cylinder 35 . The a end of the front right wheel oil inlet solenoid valve 23 is connected with the oil inlet and outlet pipeline of the front right wheel cylinder 36 . The a end of the rear left liquid inlet valve 28 is connected with the oil inlet and outlet pipeline of the rear left wheel cylinder 37 . End a of the rear right liquid inlet valve 33 is connected with the oil inlet and outlet pipeline of the rear right wheel cylinder 38 .

The electronic control device includes a pedal displacement sensor 2, a booster pump pressure sensor 8, a one-way solenoid valve 9, a brake master cylinder pressure sensor 16, a front right wheel cylinder pressure sensor 25, a rear left wheel cylinder pressure sensor 26, and a front left wheel cylinder pressure sensor. Cylinder pressure sensor 27, right rear wheel pressure sensor 34, drive motor 39, vehicle controller 40 and brake controller 41. Booster pump pressure sensor 8, one-way solenoid valve 9, brake master cylinder pressure sensor 16, front right wheel cylinder pressure sensor 25, rear left wheel cylinder pressure sensor 26, front left wheel cylinder pressure sensor 27, right rear wheel pressure sensor 34 structure Similarly, the model 303 active pressure sensor produced by BOSCH is used. The power supply of the model 303 active pressure sensor is 5V, which is provided by the brake controller 41 . The active pressure sensor model 303 has three wires, two of which are power supply wires and one is signal wire. The power supply line of the active pressure sensor model 303 is connected to the 5V voltage output terminal of the brake controller 41, the signal line of the active pressure sensor model 303 is connected to the signal acquisition end of the brake controller 41, and the one-way electromagnetic The valve 9 is connected to the valve drive end of the brake controller 41, the drive motor 39 is connected to the motor drive end of the vehicle controller 40, the CAN line port of the vehicle controller 40 is connected to the CAN line port of the brake controller 41, The information exchange between the vehicle controller 40 and the brake controller 41 is carried out through the CAN signal line.

The power supply voltage of each of the above sensors is 5 volts, and the output is an analog signal with a pressure value of 0-5 volts.

A booster pump pressure sensor 8 is connected to the p-end of the active booster plunger pump 11 through a pipeline. A pull-wire pedal displacement sensor 2 is installed on the brake pedal 1 . Its working principle is a sensor that generates a displacement signal by pulling the cable. The sensor housing is fixed on the vehicle body, and one end of the cable is fixed at the joint between the brake pedal 1 and the brake master cylinder 7. When the brake pedal 1 moves, it will drive the cable together. action, from the measured pedal displacement. It adopts the CLM series pull-type displacement sensor of ASM in Germany. A brake master cylinder pressure sensor 16 is installed on the pipeline between the N port of the brake master cylinder 7 and the p port of the rear left wheel oil inlet solenoid valve 28 . A front left wheel cylinder pressure sensor 27 is installed between the front left wheel cylinder 35 and the port a of the front left wheel oil outlet solenoid valve 19 . A front right wheel cylinder pressure sensor 25 is installed between the front right wheel cylinder 36 and the port a of the front right wheel oil inlet solenoid valve 23 . A rear left wheel cylinder pressure sensor 26 is installed between the rear left wheel cylinder 37 and the a port of the rear left wheel oil inlet solenoid valve 28 . A rear right wheel cylinder pressure sensor 34 is installed between the rear right wheel cylinder 38 and the port a of the rear right wheel oil inlet solenoid valve 33 . Active booster motor 10, oil return motor 22 and all electromagnetic valves adopted in the utility model are all controlled by brake controller 41. Pedal stroke simulator 13, booster pump pressure sensor 8, brake master cylinder pressure sensor 16, front left wheel cylinder pressure sensor 27, front right wheel cylinder pressure sensor 25, rear left wheel cylinder pressure sensor 26 and rear right wheel cylinder pressure sensor 34 The collected signals are all transmitted to the brake controller 41 for analysis and calculation. The brake controller 41 is connected to the vehicle controller 40, and the vehicle controller 40 coordinates the relationship between motor control and hydraulic control to realize the regenerative braking function. .

The connection relationship between the various mechanical structures is: the M port of the brake master cylinder 7 in the master cylinder vacuum booster assembly is connected to the p port pipeline of the normally open solenoid valve 15 in the braking energy recovery hydraulic control unit, The oil inlet end of the oil pot 5 in the master cylinder vacuum booster assembly is connected with the a port end pipeline of the normally closed linear solenoid valve 12 . End a of the normally open solenoid valve 15 of the brake energy recovery hydraulic control unit is connected to the front left wheel oil inlet solenoid valve 17 and the front right wheel oil inlet solenoid valve 23 in the ABS hydraulic control unit respectively. The N port of the brake master cylinder 7 in the master cylinder vacuum booster assembly is connected to the rear left wheel oil inlet solenoid valve 28 and the rear right wheel oil inlet solenoid valve 33 in the ABS hydraulic control unit respectively.

The control method of the hydraulic device for the recovery of automobile braking energy

Referring to Fig. 2, there are three specific control modes (modes) in the control method of the hydraulic device for recovering automobile braking energy described in the utility model: conventional braking, coasting braking and emergency braking. The specific control process is:

1. Start:

The "start" is to initialize the software program, that is, after the driver turns on the ignition switch, the vehicle controller and the brake controller are powered on.

2. Initialize the braking state:

In the process of hardware self-checking in the "initialization braking state", the control system in the VMC sends a drive pulse signal to the drive motor 39 to detect the action of the drive motor 39, sends a control pulse signal to each valve, and detects whether the action of each valve is normal. Acquisition pedal displacement sensor 2, booster pump pressure sensor 8, brake master cylinder pressure sensor 16, front right wheel cylinder pressure sensor 25, rear left wheel cylinder pressure sensor 26, front left wheel cylinder pressure sensor 27, rear right wheel cylinder pressure sensor 34 The signal checks whether it is normal.

3. Detect the signal of the brake pedal:

The signal of the described detection brake pedal is to detect the state of the vehicle by a sensor, if there is a brake pedal signal, then enter the next step of collecting the signal of the brake light; judge whether the vehicle is in a braking state;

If there is no brake pedal signal to return to the initial position of the brake pedal detection signal, continue to detect whether the brake pedal signal is triggered, during which the vehicle is considered not to be in the braking state, and the brake energy recovery system does not take any action.

4. Collect the brake light signal:

The acquisition of the brake light signal needs to judge the time when the brake light is on, that is, the "duration" and the threshold value. State", if the brake light is on for less than a threshold value, it will return to the initial braking state.

5. Judging the brake pedal speed signal:

Judging whether the brake pedal speed signal is greater than the set threshold, if it is greater than the threshold, it is judged as an emergency braking state. If it is less than the set threshold, it will enter to judge whether the speed of the vehicle is greater than the threshold value. If it is greater than the threshold value, it is considered that the state of the vehicle at this time meets the conditions of conventional braking, and the controller will control the device of the present invention to operate into the conventional braking mode. In the state of braking, the vehicle will perform energy recovery at this time. If it is less than the threshold value, then the controller thinks that the vehicle does not need to brake. At this time, the controller will return to the initial state and check whether the state of the vehicle needs to be braked next time.

Referring to Fig. 3, the conventional braking control process except coasting braking and emergency braking can be described in detail. It is divided into six stages according to the front and back of the conventional braking process: in the first stage, when the braking force requirement is small, there is only the OA stage of motor braking; in the second stage, due to the requirements of the braking regulation ECE R13 on vehicle braking performance, The motor and the rear wheel participate in the AB section of braking; in the third stage, when the braking force demand is large, the hydraulic braking force of the front wheel, the motor braking force of the front wheel, and the hydraulic braking force of the rear wheel all participate in the BC section of braking; Four stages When the vehicle speed decreases, the driving wheel drives the motor to rotate to generate electricity through the transmission system, and the resistance torque of the driving wheel becomes larger, so that the braking force of the motor of the driving wheel is improved, and the front wheel will be in the CD section of decompression to fully The braking force of the motor is exerted; the fifth stage is the DE section of the braking force maintenance stage; the sixth stage is the EF section of the front axle hydraulic compensation motor regenerative braking force.

Coast brake:

Referring to Fig. 2 and Fig. 3, when the driver depresses the brake pedal 1, the brake controller 41 analyzes the signal of the pedal displacement sensor 2 and combines the vehicle speed signal to judge the driver's braking intention, and the rate of change of the pedal displacement is less than 0.05m/ s, and the pedal displacement change is less than 5cm, and the change rate of the master cylinder hydraulic pressure is less than 0.5Mpa/s and the master cylinder pressure is less than 2Mpa, the ECU controller considers that the vehicle is in coasting braking state. At this time, the normally open electromagnetic valve 15 and the rear left wheel oil inlet electromagnetic valve 28 of the rear axle two wheels, the rear right wheel oil inlet electromagnetic valve 33 two normally open valves can be closed, and the normally closed electromagnetic valve 14 is opened. There is no brake fluid flowing into the four wheel cylinders, and there is no hydraulic braking at this time, and the vehicle controller 40 controls only the drive motor 39 to participate in braking. When braking, the driving wheel drives the motor rotor to rotate through the transmission system of the vehicle. The motor is in the state of generating electricity, which will generate resistance torque to make the driving wheel generate braking torque. The liquid in the brake master cylinder 7 will flow into the pedal stroke simulator 13, and the pedal stroke simulator 13 will simulate the PV characteristics of the four wheel cylinders so that the brake pedal 1 has the brake pedal feeling during conventional braking.

Emergency brake status:

When the driver depresses the brake pedal 1, the brake controller 41 analyzes the signal of the pedal displacement sensor 2 and combines the vehicle speed signal to determine the driver's braking intention. When the change rate of the pedal displacement is greater than 0.25m/s, and the pedal displacement of the vehicle is greater than 10cm, and the change rate of the hydraulic pressure of the master cylinder is greater than 2.5Mpa/s and the hydraulic pressure of the master cylinder is greater than 9Mpa, the ECU controller considers that the vehicle is in an emergency braking state . At this time, both motor braking and hydraulic braking will participate in the braking process. At this time, each hydraulic component in the hydraulic pipeline will maintain its original state without power to realize the conventional hydraulic braking function. At the same time, the vehicle controller 40 will further detect whether the state of the vehicle will trigger the ABS function, and will coordinate the state of the vehicle to realize a specific braking function.

The braking state is normal braking:

When the driver depresses the brake pedal 1, the brake controller 41 analyzes the signal of the pedal displacement sensor 2 and combines the vehicle speed signal to determine the driver's braking intention. When the change rate of the pedal displacement is between 0.05m/s--0.25m/s, and the final vehicle pedal displacement is greater than 5cm, and the change rate of the master cylinder hydraulic pressure is between 0.5Mpa/s--2.5Mpa/s, it is considered The current state satisfies the conventional braking state. Referring to Figure 3, this braking state can be divided into six processes. When the vehicle initially enters normal braking, corresponding to section OA in the figure, the normally open solenoid valve 15, and the rear left wheel oil inlet solenoid valve 28 and the rear right wheel oil inlet solenoid valve 33 of the two rear axle wheels will be normally open. Closed, the normally closed solenoid valve 14 is opened. There is no brake fluid flowing into the four wheel cylinders, and there is no hydraulic braking at this time, and the vehicle controller 40 controls only the drive motor 39 to participate in braking. The fluid in the brake master cylinder 7 will flow into the pedal stroke simulator 13, and the pedal stroke simulator 13 will simulate the PV characteristics of the four wheel cylinders so that the brake pedal has a brake pedal feeling during conventional braking.

When the braking force continues to increase, it will enter the second braking stage AB in order to meet the requirements of the ECE (Braking Regulations promulgated by the Economic Commission of Europe) regulations. At this time, the vehicle controller 40 will make a decision, and the brake controller 41 (Electronic Control Unit ECU) will control the rear left wheel oil inlet solenoid valve 28 and the rear right wheel oil inlet solenoid valve 33 to pressurize the rear wheels. The hydraulic braking force of the brake system is used for braking, and the feedback of the pressure signal is realized through the rear left wheel cylinder pressure sensor 26 and the rear right wheel cylinder pressure sensor 34 .

When the braking force continues to increase, enter the BC section of braking. At this time, only the braking force of the motor and the hydraulic braking force of the rear axle cannot meet the braking requirements. At this time, it is necessary to pressurize the wheel cylinder of the front axle to intervene in the braking force of the front wheels to meet the braking requirements. The vehicle controller 40 will make a decision, the brake controller 41 (electronic control unit) will control the opening of the normally open solenoid valve 15, and the brake controller 41 will control the front left wheel oil inlet solenoid valve 17 and the front right wheel oil inlet solenoid valve. The valve 23 realizes the boosting of the two front wheels, and the pressure signal is fed back through the front left wheel cylinder pressure sensor 27 and the front right wheel cylinder pressure sensor 25 .

When the brake enters the CD section, the reduction of the vehicle speed increases the braking force of the motor, and at this time the hydraulic braking force of the front wheels should be reduced. At this time, the vehicle controller 40 will make a decision, and the brake controller 41 (Electronic Control Unit ECU) will control the normally open electromagnetic valve 15 to close, and the front left wheel oil inlet electromagnetic valve 17 of the two front wheels and the front right wheel oil inlet electromagnetic valve Valve 23 is closed. The front left wheel oil outlet electromagnetic valve 19 and the front right wheel oil outlet electromagnetic valve 24 of the two front wheels are opened, the brake fluid flows into the low pressure accumulator 20, the ABS motor operates simultaneously and controls the normally closed linear electromagnetic valve 12 to realize the two front wheels. Wheel cylinder decompression and control decompression rate and through the rear left wheel cylinder pressure sensor 26, the front left wheel cylinder pressure sensor 27, the front right wheel cylinder pressure sensor 25, the rear right wheel cylinder pressure sensor 34 to realize the feedback of the pressure signal.

When the braking requirement is stable, the braking enters the DE section, at this time the vehicle controller 40 will make a decision, the brake controller 41 (Electronic Control Unit ECU) will control the normally open solenoid valve 15 to open, and at the same time the normally closed linear solenoid valve Valve 12 and normally closed electromagnetic valve 14 are closed. The front left wheel oil inlet solenoid valve 17, the front right wheel oil inlet solenoid valve 23, the rear left wheel oil inlet solenoid valve 28, the rear right wheel oil inlet solenoid valve 33, which control the four wheels are opened, the front left wheel oil outlet solenoid valve 19, the front right wheel The wheel oil outlet electromagnetic valve 24, the rear left liquid outlet electromagnetic valve 29, and the rear right liquid outlet electromagnetic valve 32 are closed. Return the hydraulic system to the conventional system to form a closed loop for people and vehicles, which can feedback the vehicle status and foot feel.

The braking continues, and the braking process enters the EF section. Due to the decrease of the vehicle speed, the driving wheel drives the transmission system to drive the motor to rotate, and the electromagnetic resistance generated by the motor decreases. At this time, the two front wheels and the two wheel cylinders need to be active supercharged. At this time, the vehicle controller 40 will make a decision, and the brake controller 41 (Electronic Control Unit ECU) will control the normally open solenoid valve 15 to close. One-way solenoid valve 9 is opened. The front left wheel oil inlet solenoid valve 17 and the front right wheel oil inlet solenoid valve 23 of the two front wheels are opened, and the front left wheel oil outlet solenoid valve 19 and the front right wheel oil outlet solenoid valve 24 are closed. At the same time, the active booster motor 10 drives the active booster plunger pump 11 to act, and the brake fluid is extracted from the oil pot 5 to be actively boosted through the one-way solenoid valve 9. At the same time, the feedback of the booster pump pressure sensor 8 controls the normally closed linear electromagnetic Valve 12 effects control of the pressurization rate. until braking is over.

Claims (6)

1. a hydraulic efficiency gear for Recovering Waste Energy of Braking in Automobiles, comprises master cylinder vacuum booster assembly, and it includes brake pedal (1), oil can (5), master brake cylinder (7); It is characterized in that, the hydraulic efficiency gear of described a kind of Recovering Waste Energy of Braking in Automobiles also includes braking energy and reclaims hydraulic control unit, ABS hydraulic control unit and electronic control package;

Described braking energy reclaims hydraulic control unit and comprises active boost motor (10), active boost plunger pump (11), normally closed linear solenoid valve (12), pedal stroke simulator (13), normally closed solenoid valve (14) and normally open solenoid valve (15);

The a mouth end of normally closed solenoid valve (14) is connected with the liquid in-out mouth pipeline of pedal stroke simulator (13), the a mouth end of normally open solenoid valve (15) and the p mouth end of normally closed linear solenoid valve (12) are connected with the p mouth end pipeline of front right liquid inlet electromagnetic valve (23) in ABS hydraulic control unit, the p mouth end of normally open solenoid valve (15) is connected with the M mouth end pipeline of master brake cylinder (7) in master cylinder vacuum booster assembly, the N mouth end of the master brake cylinder (7) in master cylinder vacuum booster assembly is connected with the p mouth end pipeline of the rear revolver oil-feed electromagnetic valve (28) in ABS hydraulic control unit, the a mouth end of normally closed linear solenoid valve (12) is connected with the oil inlet and outlet pipeline of oil can (5), booster electric machine (10) mouth adopts coupler to be connected with the input end of booster plunger pump (11), the a mouth end of booster plunger pump (11) is connected with the oil inlet and outlet pipeline of oil can (5), the p mouth end of active boost plunger pump (11) is connected with the p mouth end pipeline of normally closed linear solenoid valve (12), it is that pipeline is connected with ABS hydraulic control unit that electronic control package reclaims hydraulic control unit with braking energy successively, pedal displacement sensor (2) in electronic control package is connected with master brake cylinder (7) hinged place with brake pedal (1).

2. according to the hydraulic efficiency gear of Recovering Waste Energy of Braking in Automobiles claimed in claim 1, it is characterized in that, it is that pipeline is connected and refers to that described electronic control package reclaims hydraulic control unit and ABS hydraulic control unit with braking energy successively:

Described electronic control package includes boost pump pressure sensor (8), Unidirectional solenoid valve (9), master brake cylinder pressure sensor (16), front right wheel cylinder pressure transducer (25), rear left pressure of wheel braking cylinder sensor (26), front left pressure of wheel braking cylinder sensor (27) and rear right wheel cylinder pressure transducer (34);

Described ABS hydraulic control unit comprises that the fuel-displaced electromagnetic valve of front revolver (19), front right wheel go out solenoid (24), rear revolver oil-feed electromagnetic valve (28), the fuel-displaced electromagnetic valve of rear revolver (29) and rear right wheel and go out solenoid (32);

Boost pump pressure sensor (8) is connected with the p mouth end pipeline of active boost plunger pump (11), the N mouth end of master brake cylinder pressure sensor (16) and master brake cylinder (7) is connected with the p mouth end pipeline of rear revolver oil-feed electromagnetic valve (28), front left pressure of wheel braking cylinder sensor (27) is connected with a mouth end pipeline of the fuel-displaced electromagnetic valve of front revolver (19), front right wheel cylinder pressure transducer (25) is connected with a mouth end pipeline that front right wheel goes out solenoid (24), rear left pressure of wheel braking cylinder sensor (26) is connected with a mouth end pipeline of the fuel-displaced electromagnetic valve of rear revolver (29), rear right wheel cylinder pressure transducer (34) is connected with a mouth end pipeline that rear right wheel goes out solenoid (32), the p mouth end of Unidirectional solenoid valve (9) is connected with a mouth end pipeline of booster plunger pump (11), the a mouth end of Unidirectional solenoid valve (9) is connected with the oil inlet and outlet pipeline of oil can (5).

3. according to the hydraulic efficiency gear of Recovering Waste Energy of Braking in Automobiles claimed in claim 1, it is characterized in that, described ABS hydraulic control unit also comprises front revolver oil-feed electromagnetic valve (17), front left feed liquor check valve (18), the fuel-displaced electromagnetic valve of front revolver (19), the first loop low pressure accumulator (20), the first loop dump pump (21), oil return motor (22), front right wheel goes out solenoid (24), rear revolver oil-feed electromagnetic valve (28), the fuel-displaced electromagnetic valve of rear revolver (29), second servo loop low pressure accumulator (30), second servo loop dump pump (31), rear right wheel goes out solenoid (32), rear right wheel oil-feed electromagnetic valve (33), front revolver cylinder (35), front right wheel cylinder (36), rear revolver cylinder (37), rear right wheel cylinder (38), front right feed liquor check valve (42), rear left feed liquor check valve (43) and rear right feed liquor check valve (44),

The p mouth end of the p mouth end of front left liquid inlet electromagnetic valve (17), (18) of front left feed liquor check valve, the p mouth end of front right liquid inlet electromagnetic valve (23) are connected with a mouth end pipeline of p mouth end together with the first loop plunger pump (21) of front right feed liquor check valve (42), and a mouth end of a mouth end of front left liquid inlet electromagnetic valve (17), (18) of front left feed liquor check valve is together connected with a mouth end pipeline of front left liquid outlet electromagnetic valve (19), the a mouth end of front right liquid inlet electromagnetic valve (23), a mouth end of front right feed liquor check valve (42) are together connected with a mouth end pipeline of front right liquid outlet electromagnetic valve (24), and the p mouth end pipeline of entrance end together with the first loop dump pump (21) of the p mouth end of front left liquid outlet electromagnetic valve (19), the p mouth end of front right liquid outlet electromagnetic valve (24), the first loop low pressure accumulator (20) is connected, the p mouth end of the p mouth end of the p mouth end of rear left liquid inlet electromagnetic valve (28), (43) of rear left feed liquor check valve, the p mouth end of rear right liquid inlet electromagnetic valve (33), rear right feed liquor check valve (44) is together connected with a mouth end pipeline of second servo loop plunger pump (31), the a mouth end of rear left liquid inlet electromagnetic valve (28), a mouth end of rear left feed liquor check valve (43) are together connected with a mouth end pipeline of rear left liquid outlet electromagnetic valve (29), and a mouth end of rear right liquid inlet electromagnetic valve (33), a mouth end of rear right feed liquor check valve (44) are together connected with a mouth end pipeline of rear right liquid outlet electromagnetic valve (32), the entrance end of the p mouth end of rear left liquid outlet electromagnetic valve (29), the p mouth end of rear right liquid outlet electromagnetic valve (32), second servo loop low pressure accumulator (30) is together connected with the p mouth end pipeline of second servo loop dump pump (31), and two mouths of oil return motor (22) adopt coupler to be connected respectively with the first loop dump pump (21), second servo loop dump pump (31), the a mouth end of front left liquid feed valve (17) is connected with the oil inlet and outlet pipeline of front revolver cylinder (35) with a mouth end of front left liquid outlet electromagnetic valve (19), the a mouth end of front right wheel oil-feed electromagnetic valve (23) is connected with the oil inlet and outlet pipeline of front right wheel cylinder (36) with a mouth end of front right liquid outlet electromagnetic valve (24), the a mouth end of rear left liquid feed valve (28) is connected with the oil inlet and outlet pipeline of rear revolver cylinder (37) with a mouth end of rear left liquid outlet electromagnetic valve (29), the a mouth end of rear right liquid feed valve (33) is connected with the oil inlet and outlet pipeline of rear right wheel cylinder (38) with a mouth end of rear right liquid outlet electromagnetic valve (32).

4. according to the hydraulic efficiency gear of Recovering Waste Energy of Braking in Automobiles claimed in claim 3, it is characterized in that, the p mouth end of described front left liquid outlet electromagnetic valve (19), the p mouth end of front right liquid outlet electromagnetic valve (24), a first loop check valve is installed between the p mouth end of the entrance end of the first loop low pressure accumulator (20) and the first loop dump pump (21), it is the p mouth end of front left liquid outlet electromagnetic valve (19), the p mouth end of front right liquid outlet electromagnetic valve (24), the a mouth end pipeline of entrance end together with the first loop check valve of the first loop low pressure accumulator (20) is connected, the p mouth end of the first loop check valve is connected with the p mouth end pipeline of the first loop dump pump (21),

Between the p mouth end of rear left liquid outlet electromagnetic valve (29), the p mouth end of rear right liquid outlet electromagnetic valve (32), the entrance end of second servo loop low pressure accumulator (30) and the p mouth end of second servo loop dump pump (31), a second servo loop check valve is installed, be that the p mouth end of rear left liquid outlet electromagnetic valve (29), the entrance end of the p mouth end of rear right liquid outlet electromagnetic valve (32), second servo loop low pressure accumulator (30) are together connected with a mouth end pipeline of second servo loop check valve, the p mouth end of second servo loop check valve is connected with the p mouth end pipeline of second servo loop dump pump (31).

5. according to the hydraulic efficiency gear of Recovering Waste Energy of Braking in Automobiles claimed in claim 1, it is characterized in that, described electronic control package also includes boost pump pressure sensor (8), Unidirectional solenoid valve (9), master brake cylinder pressure sensor (16), front right wheel cylinder pressure transducer (25), rear left pressure of wheel braking cylinder sensor (26), front left pressure of wheel braking cylinder sensor (27), rear right wheel cylinder pressure transducer (34), drive motor (39), entire car controller (40) and brake controller (41);

Boost pump pressure sensor sensor (8), master brake cylinder pressure sensor (16), front right wheel cylinder pressure transducer (25), rear left pressure of wheel braking cylinder sensor (26), front left pressure of wheel braking cylinder sensor (27) is identical with the structure of rear right wheel cylinder pressure transducer (34), the active pressure sensor that the model that all adopts BOSCH company to produce is 303, boost pump pressure sensor (8), master brake cylinder pressure sensor (16), front right wheel cylinder pressure transducer (25), rear left pressure of wheel braking cylinder sensor (26), front left pressure of wheel braking cylinder sensor (27) is connected with the 5V voltage output end of brake controller (41) successively with the supply line of rear right wheel cylinder pressure transducer (34), boost pump pressure sensor (8), master brake cylinder pressure sensor (16), front right wheel cylinder pressure transducer (25), rear left pressure of wheel braking cylinder sensor (26), front left pressure of wheel braking cylinder sensor (27) is connected with the acquisition of signal end of brake controller (41) with the signal wire (SW) of rear right wheel cylinder pressure transducer (34), Unidirectional solenoid valve (9) is connected with the valve drive end of brake controller (41), drive motor (39) is connected with the motor drive terminal of entire car controller (40), the CAN line cap of entire car controller (40) is connected with the CAN signal of brake controller (41).

6. according to the hydraulic efficiency gear of Recovering Waste Energy of Braking in Automobiles claimed in claim 1, it is characterized in that, described master cylinder vacuum booster assembly also comprises vacuum booster front end push rod (3), vacuum booster (4) and vacuum pump (6);

The top of brake pedal (1) is fixed on vehicle body, the right side contact of the left surface of the middle-end of brake pedal (1) and vacuum booster front end push rod (3) in vacuum booster (4) is connected, the oil inlet and outlet of oil can (5) is connected with the oil inlet and outlet pipeline of master brake cylinder (7), one end of vacuum pump (6) is connected with one end pipeline of vacuum booster (4), the other end of vacuum pump (6) is connected with atmosphere, and the left end of vacuum booster (4) is fixedly connected with master brake cylinder (7) right-hand member bolt.