CN212637472U - Braking system with redundancy design - Google Patents
Braking system with redundancy design Download PDFInfo
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- CN212637472U CN212637472U CN202021482338.2U CN202021482338U CN212637472U CN 212637472 U CN212637472 U CN 212637472U CN 202021482338 U CN202021482338 U CN 202021482338U CN 212637472 U CN212637472 U CN 212637472U
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Abstract
The utility model aims at providing a braking system with redundant design, wherein a main cylinder with a liquid storage tank assembly is separated from an electric control braking system; the hydraulic unit of the electric control brake system is provided with two pressure generating devices; the electric control unit is provided with a double-control ECU; the wheel end electromagnetic valve in the hydraulic unit of the electric control brake system realizes backup redundancy under the control of the double-control ECU; the whole system main cylinder has simple structure, the power and the torque of the motor are reduced, and the number of the system electromagnetic valves is only 15.
Description
Technical Field
The utility model relates to a vehicle braking field especially relates to a braking system of redundant design.
Background
The boosting of the traditional automobile braking system is realized by utilizing vacuum generated by the work of an engine or vacuum generated by the work of an electronic vacuum pump in a vacuum booster. As shown in fig. 3, reference numeral 4 denotes the vacuum booster. When braking, a driver steps on the brake pedal 6 to drive the brake master cylinder 3 to build pressure on the brake 1 through the electric control pressure regulating unit ABS/ESC2 so as to generate brake hydraulic pressure; in the process, the vacuum booster is required to amplify the pedal force in proportion, so that the driver can realize the braking force meeting the braking requirement of the whole vehicle under the appropriate pedal feeling force.
With the development of new energy technology and braking technology of automobiles, the demand for a brake system without vacuum assistance is increasing. The method is mainly embodied in two aspects: the development of new energy automobiles, such as electric automobiles, has the disadvantages that the whole automobile is not provided with a vacuum booster for vacuumizing a power source, namely an engine, and is required to be externally connected with an electronic vacuum pump, and the electric energy consumption and the noise are obvious; and secondly, the development of an active safety braking technology, for example, the vehicle can identify expected danger after being matched with a radar wave or a visual sensor, and the vehicle is actively built to be braked or is emergently braked to avoid collision.
Therefore, the technology of the hydraulic brake-by-wire system is developed, and the prior art publication No. 201910331828.8 of the applicant shows a scheme of the hydraulic brake-by-wire system, as shown in FIG. 4. The scheme is composed of a driver input unit (a liquid storage tank 1, a detection valve 2, a brake pedal 3, a stroke sensor 4 and a master cylinder 5), a pedal simulator (a simulator control valve 6 and a simulator 7), a pressurization unit (a brushless motor II 16, a transmission mechanism 15, a pressurization cylinder 14, pressurization control valves 12 and 13 and a pressure sensor 12), a loop control valve (an electromagnetic valve 8 and an electromagnetic valve 9), a wheel end control valve group (17, 18, 19, 20, 21, 22, 23 and 24) and a controller ECU.
In the prior art, in order to generate a sufficiently fast supercharging speed during pressurization, the power and the torque of the second brushless motor 16 are required to be sufficiently large and the response is fast; in addition, when the automatic driving levels are above L3 and L3, the technical scheme needs to additionally add redundant electric control braking, for example, wheel end EPB braking is adopted, or the system needs to additionally add an electric control redundant unit.
In addition, in the prior art (fig. 4), when the booster cylinder (14) continuously supplies liquid to the wheel end brakes (25, 26, 27, 28), when emergency braking enters an anti-lock brake system (ABS) function, the wheel end relief valves (21, 22, 23, 24) release the brake liquid output from the booster cylinder (14) to the reservoir tank (1). The brake fluid of the booster cylinder (14) is continuously reduced, so that the system needs to control the piston (14 b) of the booster cylinder to withdraw through the one-way valve (14 a) for fluid replacement at a proper time, and the process can cause that the anti-lock brake function (namely ABS function) of the automobile on the ice and snow road surface needs to have multiple fluid replacements.
Aiming at the characteristics of the prior art, the brake system with a redundant design is provided, the electromagnetic valve (2) in fig. 4 is cancelled through the design of the master cylinder, and the power and the torque of a single motor can be reduced and the scene requirement of an automatic driving grade above L3 can be met through the double-pressure generating device and the double-line control pressurization mode.
SUMMERY OF THE UTILITY MODEL
In order to solve the problems, the utility model provides a braking system with redundant design, a main cylinder with a liquid storage tank assembly is separated from an electric control braking system; the hydraulic unit of the electric control brake system is provided with two pressure generating devices; the electric control unit is provided with a double-control ECU; the wheel end electromagnetic valve in the hydraulic unit of the electric control brake system realizes backup redundancy under the control of the double-control ECU; the whole system main cylinder has a simple structure, the power and the torque of the motor are reduced, and the number of the system electromagnetic valves is only 15, so that the problems in the background technology are solved.
The utility model aims at providing a braking system with redundant design, which comprises a main cylinder with a liquid storage tank assembly A, a hydraulic unit B of electric control braking and a control unit C of electric control braking; the hydraulic unit B of the electric control brake comprises two pressure generating devices B1 and B2, wherein the two pressure generating devices are hydraulically connected with four wheel end brakes and a master cylinder belt liquid storage tank assembly A; the master cylinder with liquid storage tank assembly A comprises a stroke sensor, a master cylinder and a first liquid storage tank; a normally open electromagnetic valve and a normally closed electromagnetic valve are respectively arranged on a hydraulic pipeline of the wheel end brake, wherein the normally closed electromagnetic valve is communicated with the hydraulic pipeline of the wheel end brake to the first liquid storage tank; the control unit C comprises at least two electric control units, wherein one electric control unit controls one pressure generating device, and the other electric control unit controls the other pressure generating device; the hydraulic unit B of the electric control brake further comprises a first isolation electromagnetic valve and a second isolation electromagnetic valve, and the first isolation electromagnetic valve and the second isolation electromagnetic valve are arranged between the main cylinder and the wheel end brake hydraulic circuit; the first isolation electromagnetic valve is connected with the hydraulic circuits of the two wheel end brakes, and the second isolation electromagnetic valve is connected with the hydraulic circuits of the other two wheel end brakes.
The further improvement lies in that: the two pressure generating devices of the hydraulic unit B of the electric control brake are respectively controlled by a controller ECU1 and an ECU2 and are used as a double-pressurization system of the brake system, and an electromagnetic valve bank of a wheel end brake is jointly controlled by the controller ECU1 and the ECU2 and is used as a double-control pressure regulating system of the brake system; in addition to these backup redundant controls, a motor-driven brake device EBD is provided on two front wheels or two rear wheels or four wheels, and a control unit C for electrically controlling the braking includes a controller ECU3, the EBD being controlled by a controller ECU 3.
The further improvement lies in that: the device also comprises a switch on the whole vehicle, and the controller ECU3 is started through the switch to control the EBD device to be used as a backup for service braking.
The further improvement lies in that: one pressure generating device consists of a motor I and a pressure cylinder; the other pressure generating device consists of a pump I, a pump II, a motor II for driving the pump I and the pump II, and a solenoid valve I and a solenoid valve II for respectively controlling the pressure of the pump I and the pump II; the two pressure generating devices are respectively communicated with a hydraulic pipeline of the wheel end brake; the two pressure generating devices can work independently or simultaneously.
The further improvement lies in that: a one-way valve I and a one-way valve II are arranged between the master cylinder and the liquid storage tank I in the master cylinder assembly A with the liquid storage tank, and the conduction direction of the one-way valve is from the liquid storage tank I to the master cylinder.
The further improvement lies in that: the main cylinder is connected with a brake pedal of the whole vehicle, a pedal stroke sensor is arranged between the main cylinder and the brake pedal, the pedal stroke sensor is a double-path signal, and the stroke sensor is a linear stroke sensor or a rotation angle sensor.
The further improvement lies in that: the hydraulic unit B of the electric control brake further comprises a pedal feeling simulation unit, and an electromagnetic valve is arranged between the pedal feeling simulation unit and the main cylinder.
The further improvement lies in that: the pressure generating device consisting of the motor I and the pressure cylinder is provided with an isolation solenoid valve III and an isolation solenoid valve IV on an outlet hydraulic pipeline, the isolation solenoid valve III is hydraulically communicated with the isolation solenoid valve II, and the isolation solenoid valve IV is hydraulically communicated with the isolation solenoid valve I; the first pump is connected to the hydraulic oil path of the fourth isolation solenoid valve and the first isolation solenoid valve, and the second pump is connected to the hydraulic oil path of the third isolation solenoid valve and the second isolation solenoid valve.
The further improvement lies in that: a first pressure sensor is arranged between the third isolation electromagnetic valve and the second isolation electromagnetic valve; and a second pressure sensor is arranged between the fourth isolation solenoid valve and the first isolation solenoid valve.
The further improvement lies in that: in the pressure generating device consisting of the motor I and the pressure cylinder, the outlet of the pressure cylinder is provided with a one-way valve III, and the conduction direction of the one-way valve is from the liquid storage tank I to the pressure cylinder.
The further improvement lies in that: the wheel end brake comprises a wheel end brake I, a wheel end brake II, a wheel end brake III and a wheel end brake IV; the hydraulic pipelines of the four wheel-end brakes are respectively provided with 2 electromagnetic valves which are normally open electromagnetic valves and normally closed electromagnetic valves.
The further improvement lies in that: the 8 electromagnetic valves connected with the wheel end brake are controlled by two electronic control units ECU1 and ECU2 in the electronic control unit C for electronic control braking.
The further improvement lies in that: the first pressure sensor and the second pressure sensor are controlled by two electronic control units ECU1 and ECU2 in the electronic control unit C of the electronic control brake.
The further improvement lies in that: the control unit C for electrically controlled braking includes the ECU1 and the ECU2, and the ECU1 and the ECU2 may be integrated in one electrical box or distributed in different electrical boxes.
The further improvement lies in that: the control unit C for electrically controlled braking includes the ECU1, the ECU2 and the ECU3, and the ECU1, the ECU2 and the ECU3 may be integrated in one electrical box or distributed in different electrical boxes.
The further improvement lies in that: one of the first pressure sensor and the second pressure sensor can be arranged between the pressure cylinder and the third isolation solenoid valve and the fourth isolation solenoid valve in a replaceable mode.
The further improvement lies in that: and the first liquid storage tank is internally provided with three sub-cavities, one of which is communicated with one cavity of the main cylinder, the second cavity is communicated with the two cavities of the main cylinder, and the third cavity is connected with a hydraulic unit B of the electric control brake.
The further improvement lies in that: the hydraulic unit B of the electric control brake is provided with a second liquid storage tank, and the second liquid storage tank is connected with a third cavity of the first liquid storage tank in the master cylinder assembly A with the liquid storage tank.
The further improvement lies in that: the second liquid storage tank is provided with three sub-chambers, the first sub-chamber is communicated with a pressure cylinder of a pressure generating device consisting of a motor I and the pressure cylinder, the second sub-chamber is communicated with a pump I in the pressure generating device consisting of the motor II, a pump I and a pump II, and the third sub-chamber is communicated with the pump II.
The further improvement lies in that: the first electromagnetic valve and the second electromagnetic valve which respectively control the pressure of the first pump and the second pump are normally closed linear valves, and when the valves are not electrified, the hydraulic pressure at the outlets of the first pump and the second pump cannot flow into the second liquid storage tank through the first electromagnetic valve and the second electromagnetic valve.
The further improvement lies in that: and a pressure generating device consisting of a motor I and a pressure cylinder and a pressure generating device consisting of a motor II, a pump I, a pump II and a solenoid valve I and a solenoid valve II for respectively controlling and regulating the outlet pressure of the pump I and the pump II are mutually replaced and redundantly backed up.
The further improvement lies in that: all the electromagnetic valves are provided with filter screens and one-way valves.
The further improvement lies in that: all the check valves are provided with filter screens.
The further improvement lies in that: when the wheel-end normally closed solenoid valve is provided with two or four motor-driven brake devices (i.e., the EBD), the ECU3 controls the EBD as an emergency service brake system when the two electronic control units ECU1 of the control unit C and the ECU2 fail simultaneously.
The further improvement lies in that: and the regenerative braking generated by energy recovery is utilized to carry out service braking.
The further improvement lies in that: and a yaw angle sensor and an acceleration sensor of the whole vehicle are integrated in an electric control unit C of the electric control brake.
The utility model has the advantages that: the utility model discloses has following effect:
1. brake-by-wire function with redundant backup
(1) Brake-by-wire function
When a driver steps on a brake pedal in the master cylinder and liquid storage tank assembly A, the electronic control unit C of the electronic control brake system controls the pressure generating device in the hydraulic unit B to brake.
(2) Redundant backup brake-by-wire function
The electric control unit C of the electric control brake system is provided with two electric control modules, namely an ECU1 and an ECU 2; the two pressure generating devices in the hydraulic unit B are respectively a pressure generating device consisting of a motor II, a pump I and a pump II and a pressure generating device consisting of a motor I and a pressure cylinder, and the two ECU modules and the two pressure generating devices form a redundant backup brake-by-wire function in the system.
2. High-strength brake with double pressure generating device
The second pressure generating device is composed of the motor I and the pressure cylinder, and the two pressure generating devices can work simultaneously when braking at high intensity occasionally, so that the pressure building speed and the pressure building capacity are improved. Compared with the prior art, when the scheme meets the same pressure building capacity requirement, the power and the torque of the motor are lower.
3. Anti-lock ABS function with redundancy backup
The electric control unit C of the electric control brake system is provided with two electric control modules, namely an ECU1 and an ECU 2; the wheel end hydraulic pipeline electromagnetic valves in the hydraulic unit B are under double control of the ECU1 and the ECU2, when any one electric control module fails, the other electric control module can still control the electromagnetic valves, and in combination with the redundancy backup of the pressure generating device, the system can realize the redundancy backup of the ABS function, and the redundancy backup of the ABS function of the system is the redundancy backup of four wheels.
4. Redundant electric control brake suitable for automatic driving working condition
The redundant backup function of the system is particularly important under automatic driving conditions. As described above, the system not only can realize the redundant backup of the braking function under the automatic driving working condition through the double pressure generating devices, but also can realize the redundant backup of the anti-lock working condition through the redundant backup of the wheel end electromagnetic valve by the double-control ECU.
5. The noise performance of the whole vehicle in the braking process is improved
Through the separation of the hydraulic unit B and the master cylinder with the liquid storage tank assembly A in the electric control brake system, the electric control brake system does not need to be connected with a fire wall of a front cabin of the whole vehicle, so that sound or vibration generated by the hydraulic unit B due to the action of an electromagnetic valve during working of the electric control brake system or hydraulic sound or vibration generated by the working of a motor and a pump cannot be transmitted to a cab through the fire wall and a pedal, and the noise problem of the brake system is optimized.
6. The integration simplifies the complexity of the system
The system is provided with a double-pressure generating device and wheel-end anti-lock brake system (ABS) functional redundancy, but the whole system is only provided with 15 electromagnetic valves.
7. Main cylinder without fixed oil seal
The main cylinder of the system can be placed on the piston of the main cylinder by adopting a sealing leather cup, and a sealing groove in a deep hole does not need to be machined in the main cylinder, so that the structure of the main cylinder is simplified.
8. The oil liquid supply in the ABS function liquid supplementing process has two pressure sources
The second pressure generating device is composed of the motor I and the pressure cylinder, the two pressure generating devices can alternately or simultaneously bear oil supply to provide pressure, and an oil pressure source is still arranged in the fluid supplementing process of the anti-lock ABS function.
Drawings
Fig. 1 is a system structure diagram of the present invention.
Fig. 2 is a schematic diagram of the present invention in which the pressure sensor is disposed between the pressure cylinder and the isolation solenoid valve three and isolation solenoid valve four instead.
Fig. 3 is a prior art diagram of the background art.
Fig. 4 is a prior art 201910331828.8 schematic.
In fig. 1 and 2: 1-brake pedal of whole vehicle, 2-stroke sensor, 3-master cylinder, 3 a-one-way valve I, 3 b-one-way valve II, 4-liquid storage tank I, 4 a-liquid storage tank II, 5-electromagnetic valve, 6-pedal sense analog unit, 7-isolation electromagnetic valve I, 8-isolation electromagnetic valve II, 9-pressure sensor I, 10-pressure sensor II, 11-motor I, 12-pressure cylinder, 13-isolation electromagnetic valve III, 14-isolation electromagnetic valve IV, 15-one-way valve III, 16-motor II, 17-pump I, 18-pump II, 17 a-electromagnetic valve I, 18 a-electromagnetic valve II, 19, 20, 21, 22-normally open electromagnetic valve, 23, 24, 25, 26-normally closed electromagnetic valve, 27-wheel end brake I, 28-wheel end brake two, 29-wheel end brake three, 30-wheel end brake four.
Detailed Description
In order to deepen the understanding of the present invention, the present invention will be described in detail with reference to the following embodiments, which are only used for explaining the present invention and do not limit the protection scope of the present invention.
As shown in fig. 1 and 2, the present embodiment provides a redundantly designed brake system, which includes a master cylinder with a reservoir assembly a, a hydraulic unit B for electrically controlled braking, and a control unit C for electrically controlled braking; the hydraulic unit B of the electric control brake comprises two pressure generating devices, and the two pressure generating devices are hydraulically connected with four wheel end brakes and a master cylinder belt liquid storage tank assembly A; the master cylinder with liquid storage tank assembly A comprises a stroke sensor 2, a master cylinder 3 and a liquid storage tank I4; a normally open electromagnetic valve and a normally closed electromagnetic valve are respectively arranged on a hydraulic pipeline of the wheel end brake, wherein the normally closed electromagnetic valve is communicated with the hydraulic pipeline of the wheel end brake to a first liquid storage tank 4; the control unit C comprises two electric control units, wherein one electric control unit controls one pressure generating device, and the other electric control unit controls the other pressure generating device; the hydraulic unit B of the electric control brake further comprises a first isolation electromagnetic valve 7 and a second isolation electromagnetic valve 8, and the first isolation electromagnetic valve 7 and the second isolation electromagnetic valve 8 are arranged between the main cylinder 3 and the wheel end brake hydraulic circuit; the first isolation electromagnetic valve 7 is connected with the hydraulic circuits of two wheel-end brakes, and the second isolation electromagnetic valve 8 is connected with the hydraulic circuits of the other two wheel-end brakes.
The two pressure generating devices of the hydraulic unit B of the electric control brake are respectively controlled by a controller ECU1 and an ECU2 and are used as a double-pressurization system of the brake system, and an electromagnetic valve bank of a wheel end brake is jointly controlled by the controller ECU1 and the ECU2 and is used as a double-control pressure regulating system of the brake system; in addition to these backup redundant controls, a motor-driven brake device EBD is provided on two front wheels or two rear wheels or four wheels, and a control unit C for electrically controlling the braking includes a controller ECU3, the EBD being controlled by a controller ECU 3.
The device also comprises a switch on the whole vehicle, and the controller ECU3 is started through the switch to control the EBD device to be used as a backup for service braking.
One pressure generating device consists of a motor I11 and a pressure cylinder 12; the other pressure generating device consists of a first pump 17, a second pump 18, a second motor 16 for driving the first pump 17 and the second pump 18, and a first electromagnetic valve 17a and a second electromagnetic valve 18a for respectively controlling and adjusting the outlet pressure of the first pump 17 and the outlet pressure of the second pump 18; the two pressure generating devices are respectively communicated with a hydraulic pipeline of the wheel end brake; the two pressure generating devices can work independently or simultaneously.
A one-way valve I3 a and a one-way valve II 3b are arranged between a master cylinder 3 and a liquid storage tank I4 in the master cylinder assembly A with the liquid storage tank, and the conduction direction of the one-way valve is from the liquid storage tank I4 to the master cylinder 3.
The main cylinder 3 is connected with the brake pedal 1 of the whole vehicle, a pedal stroke sensor 2 is arranged between the main cylinder and the brake pedal, the pedal stroke sensor is a double-path signal, and the stroke sensor is a linear stroke sensor or a rotation angle sensor.
The hydraulic unit B of the electric control brake further comprises a pedal feeling simulation unit 6, and an electromagnetic valve 5 is arranged between the pedal feeling simulation unit 6 and the main cylinder 3.
In the pressure generating device consisting of the motor I11 and the pressure cylinder 12, an outlet hydraulic pipeline is provided with a third isolation electromagnetic valve 13 and a fourth isolation electromagnetic valve 14, the third isolation electromagnetic valve 13 is hydraulically communicated with a second isolation electromagnetic valve 8, and the fourth isolation electromagnetic valve 14 is hydraulically communicated with a first isolation electromagnetic valve 7; the first pump 17 is connected to the hydraulic oil paths of the fourth isolation solenoid valve 14 and the first isolation solenoid valve 7, and the second pump 18 is connected to the hydraulic oil paths of the third isolation solenoid valve 13 and the second isolation solenoid valve 8.
A first pressure sensor 9 is arranged between the third isolation electromagnetic valve 13 and the second isolation electromagnetic valve 8; a second pressure sensor 10 is arranged between the fourth isolation solenoid valve 14 and the first isolation solenoid valve 7.
In the pressure generating device consisting of the motor I11 and the pressure cylinder 12, a one-way valve III 15 is arranged at the outlet of the pressure cylinder 12, and the conduction direction of the one-way valve is from the liquid storage tank I4 to the pressure cylinder 12.
The wheel end brake comprises a wheel end brake I27, a wheel end brake II 28, a wheel end brake III 29 and a wheel end brake IV 30; the hydraulic pipelines of the four wheel-end brakes are respectively provided with 2 electromagnetic valves which are normally open electromagnetic valves and normally closed electromagnetic valves.
The 8 electromagnetic valves connected with the wheel end brake are controlled by two electronic control units ECU1 and ECU2 in the electronic control unit C for electronic control braking.
The first pressure sensor 9 and the second pressure sensor 10 are controlled by two of the ECU1 and the ECU2 in the electronic control unit C of the electronic control brake.
The control unit C for electrically controlled braking comprises the ECU1 and the ECU2, and the ECU1 and the ECU2 are integrated in an electrical box.
The control unit C for electrically controlled braking comprises an ECU1, an ECU2 and an ECU3, wherein the ECU1, the ECU2 and the ECU3 are integrated in an electrical box.
One of the pressure sensor I9 and the pressure sensor II 10 is arranged between the pressure cylinder 12 and the isolation solenoid valve III 13 and the isolation solenoid valve IV 14 in a replaceable way.
And three sub-cavities are arranged in the first liquid storage tank 4, one of the cavities is communicated with one cavity of the main cylinder 3, the second cavity is communicated with the two cavities of the main cylinder 3, and the third cavity is connected with a hydraulic unit B of the electric control brake.
The hydraulic unit B of the electric control brake is provided with a second liquid storage tank 4a, and the second liquid storage tank 4a is connected with a third cavity of the first liquid storage tank 4 in the master cylinder and liquid storage tank assembly A.
The first solenoid valve 17a and the second solenoid valve 18a that control the pressures of the first pump 17 and the second pump 18, respectively, are normally closed linear valves, and when the valves are not energized, the hydraulic pressures at the outlets of the first pump 17 and the second pump 18 do not flow into the second reservoir tank 4a through the first solenoid valve 17a and the second solenoid valve 18 a.
The second liquid storage tank 4a is provided with three sub-chambers, the first sub-chamber is communicated with a pressure cylinder 12 of a pressure generating device consisting of a first motor 11 and the pressure cylinder 12, the second sub-chamber is communicated with a first pump 17 of the pressure generating device consisting of a second motor 16, a first pump 17 and a second pump 18, and the third sub-chamber is communicated with the second pump 18.
The pressure generating device composed of the first motor 11 and the pressure cylinder 12 and the pressure generating device composed of the first pump 17, the second pump 18, the second motor 16 driving the first pump 17 and the second pump 18 and the first electromagnetic valve 17a and the second electromagnetic valve 18a respectively controlling and adjusting the outlet pressure of the first pump 17 and the second pump 18 are replaced and redundant.
All solenoid valves can set up filter screen and check valve when the in-service use, and all check valves have set up the filter screen.
When the wheel-end normally closed solenoid valve is provided with two or four motor-driven brake devices (i.e., the EBD), the ECU3 controls the EBD as an emergency service brake system when the two electronic control units ECU1 of the control unit C and the ECU2 fail simultaneously.
And the regenerative braking generated by energy recovery is utilized to carry out service braking.
And a yaw angle sensor and an acceleration sensor of the whole vehicle are integrated in an electric control unit C of the electric control brake.
The above has the following effects:
1. brake-by-wire function with redundant backup
(1) Brake-by-wire function
When a driver steps on the brake pedal 1 in the master cylinder and liquid storage tank assembly A, the electronic control unit C of the electronic control brake system controls the pressure generating device in the hydraulic unit B to brake.
(2) Redundant backup brake-by-wire function
The electric control unit C of the electric control brake system is provided with two electric control modules, namely an ECU1 and an ECU 2; the two pressure generating devices in the hydraulic unit B are respectively a pressure generating device B1 consisting of a first pump 17, a second pump 18, a second motor 16 for driving the first pump 17 and the second pump 18, a first electromagnetic valve 17a for controlling and regulating outlet pressure of the first pump 17 and the second pump 18 and a second electromagnetic valve 18a, and a pressure generating device B2 consisting of a first motor 11 and a booster cylinder 12, and the two ECU modules and the two pressure generating devices form a redundant brake-by-wire function in the system.
2. High-strength brake with double pressure generating device
The first pump 17, the second pump 18, the second motor 16 for driving the first pump 17 and the second pump 18, the first electromagnetic valve 17a for controlling and regulating the outlet pressure of the first pump 17 and the second pump 18, and the second electromagnetic valve 18a form a pressure generating device B1, the first motor 11 and the pressure cylinder 12 form a second pressure generating device B2, and the two pressure generating devices can work simultaneously during accidental high-intensity braking, so that the pressure building speed and the pressure building capacity are improved. Compared with the prior art, when the scheme meets the same pressure building capacity requirement, the power and the torque of the first motor 11 are lower.
3. Anti-lock ABS function with redundancy backup
The electric control unit C of the electric control brake system is provided with two electric control modules, namely an ECU1 and an ECU 2; the wheel end hydraulic pipeline electromagnetic valves in the hydraulic unit B are under double control of the ECU1 and the ECU2, when any one electric control module fails, the other electric control module can still control the electromagnetic valves, and in combination with the redundancy backup of the pressure generating device, the system can realize the redundancy backup of the ABS function, and the redundancy backup of the ABS function of the system is the redundancy backup of four wheels.
4. Redundant electric control brake suitable for automatic driving working condition
The redundant backup function of the system is particularly important under automatic driving conditions. As described above, the system not only can realize the redundant backup of the braking function under the automatic driving working condition through the double pressure generating devices, but also can realize the redundant backup of the anti-lock working condition through the redundant backup of the wheel end electromagnetic valve by the double-control ECU.
5. The noise performance of the whole vehicle in the braking process is improved
Through the separation of the hydraulic unit B and the master cylinder with the liquid storage tank assembly A in the electric control brake system, the electric control brake system does not need to be connected with a fire wall of a front cabin of the whole vehicle, so that sound or vibration generated by the hydraulic unit B due to the action of an electromagnetic valve during working of the electric control brake system or hydraulic sound or vibration generated by the working of a motor and a pump cannot be transmitted to a cab through the fire wall and a pedal, and the noise problem of the brake system is optimized.
6. The integration simplifies the complexity of the system
The system is provided with a double-pressure generating device and wheel-end anti-lock brake system (ABS) functional redundancy, but the whole system is only provided with 15 electromagnetic valves.
7. Main cylinder without fixed oil seal
The main cylinder of the system can be placed on the piston of the main cylinder by adopting a sealing leather cup, and a sealing groove in a deep hole does not need to be machined in the main cylinder, so that the structure of the main cylinder is simplified.
8. The oil liquid supply in the ABS function liquid supplementing process has two pressure sources
The first pump 17, the second pump 18, the second motor 16 for driving the first pump 17 and the second pump 18, the first electromagnetic valve 17a and the second electromagnetic valve 18a for respectively controlling and adjusting the outlet pressure of the first pump 17 and the second pump 18 form a pressure generating device B1, the first motor 11 and the pressure cylinder 12 form a second pressure generating device B2, the two pressure generating devices can alternately or simultaneously bear oil supply to provide pressure, and an oil pressure source is still available in the fluid infusion process of the anti-lock ABS function.
Claims (26)
1. A redundantly designed brake system, characterized in that: the brake system comprises a master cylinder with a liquid storage tank assembly A, a hydraulic unit B for electric control brake and a control unit C for electric control brake; the hydraulic unit B of the electric control brake comprises two pressure generating devices B1 and B2, wherein the two pressure generating devices are hydraulically connected with four wheel end brakes and a master cylinder belt liquid storage tank assembly A; the master cylinder assembly A with the liquid storage tank comprises a stroke sensor (2), a master cylinder (3) and a liquid storage tank I (4); a normally open electromagnetic valve and a normally closed electromagnetic valve are respectively arranged on a hydraulic pipeline of the wheel end brake, wherein the normally closed electromagnetic valve is communicated with the hydraulic pipeline of the wheel end brake to a first liquid storage tank (4); the control unit C comprises at least two electric control units, wherein one electric control unit controls one pressure generating device, and the other electric control unit controls the other pressure generating device; the hydraulic unit B of the electric control brake further comprises a first isolation electromagnetic valve (7) and a second isolation electromagnetic valve (8), and the first isolation electromagnetic valve (7) and the second isolation electromagnetic valve (8) are arranged between the main cylinder (3) and the wheel end brake hydraulic circuit; the isolation solenoid valve I (7) is connected with the hydraulic circuits of two wheel end brakes, and the isolation solenoid valve II (8) is connected with the hydraulic circuits of the other two wheel end brakes.
2. A redundantly designed brake system according to claim 1, wherein: the two pressure generating devices of the hydraulic unit B of the electric control brake are respectively controlled by a controller ECU1 and an ECU2 and are used as a double-pressurization system of the brake system, and an electromagnetic valve bank of a wheel end brake is jointly controlled by the controller ECU1 and the ECU2 and is used as a double-control pressure regulating system of the brake system; in addition to these backup redundant controls, a motor-driven brake device EBD is provided on two front wheels or two rear wheels or four wheels, and a control unit C for electrically controlling the braking includes a controller ECU3, the EBD being controlled by a controller ECU 3.
3. A redundantly designed brake system according to claim 2, wherein:
the device also comprises a switch on the whole vehicle, and the controller ECU3 is started through the switch to control the EBD device to be used as a backup for service braking.
4. A redundantly designed brake system according to claim 1, wherein: one pressure generating device consists of a first motor (11) and a pressure cylinder (12); the other pressure generating device consists of a first pump (17), a second pump (18), a second motor (16) for driving the first pump (17) and the second pump (18), and a first electromagnetic valve (17 a) and a second electromagnetic valve (18 a) for respectively controlling the pressure of the first pump (17) and the second pump (18); the two pressure generating devices are respectively communicated with a hydraulic pipeline of the wheel end brake; the two pressure generating devices can work independently or simultaneously.
5. A redundantly designed brake system according to claim 4, wherein: a one-way valve I (3 a) and a one-way valve II (3 b) are arranged between a master cylinder (3) and a liquid storage tank I (4) in the master cylinder with liquid storage tank assembly A, and the conduction direction of the one-way valve is conducted from the liquid storage tank I (4) to the master cylinder (3).
6. A redundantly designed brake system according to claim 4, wherein: the brake pedal is characterized in that the master cylinder (3) is connected with the brake pedal (1) of the whole vehicle, a pedal stroke sensor (2) is arranged between the master cylinder and the brake pedal, the pedal stroke sensor is a double-path signal, and the stroke sensor is a linear stroke sensor or a rotation angle sensor.
7. A redundantly designed brake system according to claim 4, wherein: the hydraulic unit B of the electric control brake further comprises a pedal feeling simulation unit (6), and an electromagnetic valve (5) is arranged between the pedal feeling simulation unit (6) and the main cylinder (3).
8. A redundantly designed brake system according to claim 4, wherein: in the pressure generating device consisting of the motor I (11) and the pressure cylinder (12), an outlet hydraulic pipeline is provided with an isolation solenoid valve III (13) and an isolation solenoid valve IV (14), the isolation solenoid valve III (13) is hydraulically communicated with the isolation solenoid valve II (8), and the isolation solenoid valve IV (14) is hydraulically communicated with the isolation solenoid valve I (7); the first pump (17) is connected to the hydraulic oil path of the fourth isolation solenoid valve (14) and the first isolation solenoid valve (7), and the second pump (18) is connected to the hydraulic oil path of the third isolation solenoid valve (13) and the second isolation solenoid valve (8).
9. A redundantly designed brake system according to claim 8, wherein: a first pressure sensor (9) is arranged between the third isolation electromagnetic valve (13) and the second isolation electromagnetic valve (8); and a second pressure sensor (10) is arranged between the fourth isolation electromagnetic valve (14) and the first isolation electromagnetic valve (7).
10. A redundantly designed brake system according to claim 9, wherein: and the outlet of the pressure cylinder (12) of the pressure generating device consisting of the motor I (11) and the pressure cylinder (12) is provided with a one-way valve III (15), and the conduction direction of the one-way valve is from the liquid storage tank I (4) to the pressure cylinder (12).
11. A redundantly designed brake system according to claim 4, wherein: the wheel end brake comprises a wheel end brake I (27), a wheel end brake II (28), a wheel end brake III (29) and a wheel end brake IV (30); the hydraulic pipelines of the four wheel-end brakes are respectively provided with 2 electromagnetic valves which are normally open electromagnetic valves and normally closed electromagnetic valves.
12. A redundantly designed brake system according to claim 11, wherein: the 8 electromagnetic valves connected with the wheel end brake are controlled by two electronic control units ECU1 and ECU2 in the electronic control unit C for electronic control braking.
13. A redundantly designed brake system according to claim 10, wherein: the first (9) and second (10) pressure sensors are controlled by two of the ECU1 and ECU2 in the electronic control unit C of the electrically controlled brake.
14. A redundantly designed brake system according to claim 1, wherein: the control unit C for electrically controlled braking includes the ECU1 and the ECU2, and the ECU1 and the ECU2 may be integrated in one electrical box or distributed in different electrical boxes.
15. A redundantly designed brake system according to claim 2 or 3, characterized in that: the control unit C for electrically controlled braking includes the ECU1, the ECU2 and the ECU3, and the ECU1, the ECU2 and the ECU3 may be integrated in one electrical box or distributed in different electrical boxes.
16. A redundantly designed brake system according to claim 10, wherein: one of the pressure sensor I (9) and the pressure sensor II (10) is arranged between the pressure cylinder (12) and the isolation solenoid valve III (13) and the isolation solenoid valve IV (14) in a replaceable manner.
17. A redundantly designed brake system according to claim 4, wherein: and three sub-cavities are arranged in the first liquid storage tank (4), one of the cavities is communicated with one cavity of the main cylinder (3), the second cavity is communicated with the two cavities of the main cylinder (3), and the third cavity is connected with a hydraulic unit B of electronic control brake.
18. A redundantly designed brake system according to claim 17, wherein: the hydraulic unit B of the electric control brake is provided with a second liquid storage tank (4 a), and the second liquid storage tank (4 a) is connected with a third cavity of the first liquid storage tank (4) in the master cylinder and liquid storage tank assembly A.
19. A redundantly designed brake system according to claim 18, wherein: the second liquid storage tank (4 a) is provided with three sub-cavities, the first sub-cavity is communicated with a pressure cylinder (12) of a pressure generating device consisting of a first motor (11) and the pressure cylinder (12), the second sub-cavity is communicated with a first pump (17) of the pressure generating device consisting of a second motor (16), a first pump (17) and a second pump (18), and the third sub-cavity is communicated with the second pump (18).
20. A redundantly designed brake system according to claim 19, wherein: the first solenoid valve (17 a) and the second solenoid valve (18 a) which respectively control the pressure of the first pump (17) and the second pump (18) are normally closed linear valves, and when the valves are not electrified, the hydraulic pressure at the outlets of the first pump (17) and the second pump (18) cannot flow into the second liquid storage tank (4 a) through the first solenoid valve (17 a) and the second solenoid valve (18 a).
21. A redundantly designed brake system according to claim 4, wherein: and a pressure generating device consisting of a motor I (11) and a pressure cylinder (12) and a pressure generating device consisting of a motor II (16), a pump I (17), a pump II (18), a solenoid valve I (17 a) and a solenoid valve II (18 a) which respectively control and regulate the outlet pressure of the pump I (17) and the pump II (18) are replaced and redundantly backed up.
22. A redundantly designed brake system according to claim 9, wherein: all the electromagnetic valves are provided with filter screens and one-way valves.
23. A redundantly designed brake system according to claim 6 or 11, characterized in that: all the check valves are provided with filter screens.
24. A redundantly designed brake system according to claim 2, wherein: when the wheel-end normally closed electromagnetic valve is provided with two or four motor-driven braking devices, namely the EBD, when two electronic control units (ECU 1 and ECU 2) of the control unit C fail simultaneously, the ECU3 controls the EBD to be used as an emergency service braking system.
25. A redundantly designed brake system according to claim 1, wherein: and the regenerative braking generated by energy recovery is utilized to carry out service braking.
26. A redundantly designed brake system according to claim 1, wherein: and a yaw angle sensor and an acceleration sensor of the whole vehicle are integrated in an electric control unit C of the electric control brake.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2020206976969 | 2020-04-30 | ||
| CN202020697696 | 2020-04-30 |
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| CN212637472U true CN212637472U (en) | 2021-03-02 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202021482338.2U Active CN212637472U (en) | 2020-04-30 | 2020-07-24 | Braking system with redundancy design |
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Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112977383A (en) * | 2021-04-15 | 2021-06-18 | 一汽解放汽车有限公司 | Double-booster decoupling type hydraulic braking system |
| CN113581155A (en) * | 2020-04-30 | 2021-11-02 | 芜湖伯特利电子控制系统有限公司 | Braking system with redundancy design and control method |
| WO2023272668A1 (en) * | 2021-06-30 | 2023-01-05 | 华为技术有限公司 | Braking system and method for controlling braking system |
| WO2023272667A1 (en) * | 2021-06-30 | 2023-01-05 | 华为技术有限公司 | Brake-by-wire system and control method |
| WO2024198352A1 (en) * | 2023-03-31 | 2024-10-03 | 重庆长安汽车股份有限公司 | Vehicle integrated braking and redundant braking system and vehicle |
-
2020
- 2020-07-24 CN CN202021482338.2U patent/CN212637472U/en active Active
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113581155A (en) * | 2020-04-30 | 2021-11-02 | 芜湖伯特利电子控制系统有限公司 | Braking system with redundancy design and control method |
| CN112977383A (en) * | 2021-04-15 | 2021-06-18 | 一汽解放汽车有限公司 | Double-booster decoupling type hydraulic braking system |
| WO2023272668A1 (en) * | 2021-06-30 | 2023-01-05 | 华为技术有限公司 | Braking system and method for controlling braking system |
| WO2023272667A1 (en) * | 2021-06-30 | 2023-01-05 | 华为技术有限公司 | Brake-by-wire system and control method |
| EP4349673A4 (en) * | 2021-06-30 | 2024-08-07 | Huawei Tech Co Ltd | Braking system and method for controlling braking system |
| EP4349672A4 (en) * | 2021-06-30 | 2024-08-14 | Huawei Tech Co Ltd | Brake-by-wire system and control method |
| WO2024198352A1 (en) * | 2023-03-31 | 2024-10-03 | 重庆长安汽车股份有限公司 | Vehicle integrated braking and redundant braking system and vehicle |
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