CN108275139B - Partially and completely decoupled composite electric power-assisted braking system - Google Patents
Partially and completely decoupled composite electric power-assisted braking system Download PDFInfo
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- CN108275139B CN108275139B CN201810109567.0A CN201810109567A CN108275139B CN 108275139 B CN108275139 B CN 108275139B CN 201810109567 A CN201810109567 A CN 201810109567A CN 108275139 B CN108275139 B CN 108275139B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/60—Regenerative braking
- B60T2270/604—Merging friction therewith; Adjusting their repartition
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Power Engineering (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention discloses a partially and completely decoupled compound electric power-assisted braking system, which solves the problems of difficult decoupling, high decoupling cost and poor pedal feel maintenance of a braking system in the prior art, and comprises a braking intention generating unit, an electric power-assisted assembly, a power-assisted motor assembly, a braking pedal and braking force decoupling component, a braking master cylinder assembly, an HCU and an electronic control unit; the brake pedal push rod of the brake intention generating unit is arranged in the power-assisted push rod and is connected with the electric power-assisted assembly, the screw rod of the electric power-assisted assembly is connected with the speed reducing mechanism in a meshed manner and is connected with the power-assisted motor assembly, the decoupling cylinder of the brake pedal and the braking force decoupling component is connected with the coupling push rod and is connected with the electric power-assisted assembly, the master cylinder push rod of the brake master cylinder assembly is connected with the decoupling cylinder and the brake pedal and is connected with the braking force decoupling component, the master cylinder is connected with the HCU, and the electronic control unit and the brake intention generating unit, the power-assisted motor assembly, the brake pedal and the braking force decoupling component are connected with the HCU through wires.
Description
Technical Field
The invention relates to an automobile braking system, in particular to a compound electric power-assisted braking system with partial decoupling and complete decoupling functions.
Background
With the development of technology in the automotive field, the conventional hydraulic braking system cannot meet the requirements of people on the performance of the automobile with high safety and high comfort. In particular, in recent years, with the development trend of electric and intelligent automobiles, higher requirements are put on automobile braking systems. For an electric automobile, in order to increase the endurance mileage, a braking system is required to have regenerative braking capability; for intelligent automobiles, the automobiles are required to have an active braking function. Obviously, the conventional hydraulic brake system has failed to meet the above requirements. In this large background, brake-by-wire technology and electric power-assisted braking systems have evolved.
Compared with the traditional braking system, the essence of the brake-by-wire is to cancel the physical connection between the brake pedal and the actuator, and replace the brake pedal with a sensor and a motor. When the driver steps on the pedal, the driver steps on the pedal actually to be a sensor, and the sensor converts the intention of the driver into an electric signal and sends the electric signal to the ECU so as to drive the motor to generate braking force. This essential feature of the brake-by-wire system has led to the attention of automotive engineers. Taking an electric car as an example, brake energy recovery is a key technology for the electric car, and brake energy recovery involves decoupling of a brake system. For conventional brake systems, decoupling is difficult to achieve due to the physical connection between the brake pedal and the actuator. In other words, in achieving a braking energy recuperation, with conventional braking systems, the driver depresses the brake pedal, at which time the brake force is not only dependent on the pedal force, but also on the braking torque of the motor, which in turn is related to the rotational speed (vehicle speed). In this way, the brake forces generated are not identical at the same pedal force, which is very unfriendly to the driver. In view of the above, a wire control action has been developed. The decoupling problem of the brake system is solved due to the "flexible" connection between the pedal and the actuator. The brake-by-wire technology currently mainly includes two forms: electro-hydraulic brake systems (EHB) and electro-mechanical brake systems (EMB).
Although the wire-controlled actuation technique solves the decoupling problem, its own drawbacks limit its development. EMB is a form of brake-by-wire technology that has the advantages of high integration and high electromechanical degree, but is not actually mass produced at present, but is shown on some conceptual vehicles. This is because: four independent execution motors are needed for EMB, so that the cost is high; the four sets of execution motors of the EMB work for a long time under the locked-rotor working condition, and the performance requirement on the motors is particularly high. Particularly, the front axle motor requires larger torque due to forward axle load during braking, so the voltage requirement on the vehicle-mounted power supply is higher, and the voltage is usually 42V; in accordance with regulations, EMBs require an additional fail-back mechanism, which means that in a brake-by-wire system that does not have any hydraulic system, the hydraulic system needs to be rearranged, greatly increasing the complexity of the system.
As another form of brake-by-wire system, EHB has been mass produced, but the inherent drawbacks are also apparent: the braking pressure of the EHB is provided by a high-pressure accumulator, and the establishment of the pressure of the accumulator needs a certain time, so that the situation of insufficient braking pressure is easy to occur under the long-time and high-strength braking working condition; although somewhat simpler than EMB, the fail-back mechanism is still generally complex, adding to the cost of the system.
In contrast to brake-by-wire systems, electric power-assisted braking systems occupy a dominant position in the marketplace. The electric power-assisted braking systems in the market at present are mainly divided into two types, one type is that the electric power-assisted braking systems cannot realize a decoupling function, and the electric power-assisted braking systems can be coupled by being matched with other mechanism parties, so that the cost is high, such as the Ibooster of bosch; the other type can realize decoupling by self, but has a complex structure, and can only realize partial decoupling during decoupling, and can not realize complete decoupling or both partial decoupling and complete decoupling, such as a Ri-Lian E-ACT system.
Disclosure of Invention
The invention aims to solve the technical problems that a brake system is difficult to decouple, the decoupling cost is high and the pedal feel is not good in the prior art, and provides a partially and completely decoupled composite electric power-assisted brake system.
In order to solve the technical problems, the invention is realized by adopting the following technical scheme: the combined type electric power-assisted braking system with the partial and complete decoupling comprises a braking intention generating unit, an electric power-assisted assembly, a power-assisted motor assembly, a braking pedal and braking force decoupling component, a braking master cylinder assembly, an HCU (23) and an electronic control unit (30);
The braking intention generating unit comprises a braking pedal push rod;
the electric power assisting assembly comprises a power assisting push rod, a screw rod and a coupling push rod;
the power-assisted motor assembly comprises a PMSM motor and a speed reducing mechanism;
the brake pedal and braking force decoupling component comprises a decoupling cylinder;
the brake master cylinder assembly comprises a master cylinder and a master cylinder push rod;
the brake intention generating unit is arranged in the power-assisted push rod through a brake pedal push rod and is connected with the electric power-assisted assembly, the electric power-assisted assembly is connected with a speed reducing mechanism below through a screw rod in a meshed manner and is connected with the power-assisted motor assembly, the output end of the PMSM motor is connected with the input end of the speed reducing mechanism through a coupler, the brake pedal is connected with the brake force decoupling part through a decoupling cylinder and a coupling push rod, the brake master cylinder assembly is connected with the decoupling cylinder through a master cylinder push rod and is connected with the brake pedal and the brake force decoupling part, a master cylinder in the brake master cylinder assembly is connected with the HCU through a pipeline, and the electronic control unit, the power-assisted motor assembly, the brake pedal and the brake force decoupling part are connected with the HCU through signal wires.
The brake intention generating unit comprises a brake pedal, a pedal stroke sensor and a idle stroke adjusting screw rod; the pedal stroke sensor is arranged on a bracket for installing a brake pedal by adopting a pin shaft, the right end of a brake pedal push rod is connected with the upper end of the brake pedal by a hinge, an internal threaded hole is machined in the left end of the brake pedal push rod along the axial direction, an external thread is machined in the right end of an idle stroke adjusting screw rod, the left end of the brake pedal push rod is connected with the right end of the idle stroke adjusting screw rod by threads, the connected idle stroke adjusting screw rod and the brake pedal push rod are arranged in a push rod blind hole in the right end of the booster push rod, and a gap is reserved between the left end surface of the idle stroke adjusting screw rod and the bottom surface of the push rod blind hole of the booster push rod.
The electric power assisting assembly in the technical scheme further comprises a push rod return spring, a screw rod, a power assisting assembly shell, a buffer disc, a screw rod return spring and a coupling push rod return spring; the power-assisted push rod is arranged in a center hole of the screw rod, the push rod return spring is arranged in a push rod blind hole at the right end of the power-assisted push rod, the left end of the push rod return spring is fixed on the bottom surface of the push rod blind hole of the power-assisted push rod, the right end of the push rod return spring is in contact connection with the left end surface of a brake pedal push rod in a brake intention generating unit, a gap of 5-7mm is reserved between the bottom surface of the push rod blind hole of the power-assisted push rod and the right end surface of an idle stroke adjusting screw rod in the brake intention generating unit, the screw rod is sleeved on the screw rod, a ball is arranged in a raceway between the screw rod and the screw rod, the coupling push rod is arranged on the left side of the power-assisted push rod, the screw rod and the right end of the coupling push rod are arranged in a power-assisted assembly shell, the left end of the coupling push rod is positioned outside the shell wall of the left side of the power-assisted assembly shell, the periphery of the right end surface of a push disc of the coupling push rod is in contact connection with the left end surface of the screw rod, the right end surface of the buffer disc is fixed in a groove on the right end push disc of the coupling push rod in a welding mode, and the right end surface of the buffer disc is in contact connection with the left end surface of the power-assisted push rod; the coupling push rod return spring and the screw rod return spring are sleeved inside and outside and coaxially arranged, the left ends of the coupling push rod return spring and the screw rod return spring are both fixed on the left inner wall surface of the power-assisted assembly shell, the right end of the coupling push rod return spring acts on the left end surface of the right end push disc of the coupling push rod, and the right end surface of the screw rod return spring is in contact connection with the left end surface of the screw rod; the rigidity of the screw rod return spring is larger than that of the coupling push rod return spring.
The coupling push rod comprises a left decoupling cylinder piston, a middle push rod and a right push plate, wherein the left decoupling cylinder piston and the right push plate are disc structural members, the middle push rod is a straight rod structural member with an equal circular cross section, the left decoupling cylinder piston, the middle push rod and the right push plate are sequentially connected into a whole, the rotation axes of the left decoupling cylinder piston, the middle push rod and the right push plate are collinear, the diameter of the left decoupling cylinder piston is equal to the inner diameter of the decoupling cylinder, the left decoupling cylinder piston is arranged in the decoupling cylinder to be in sliding connection, a cylindrical groove is machined in the right end face of the right push plate, the cylindrical groove is collinear with the rotation axis of the right push plate, and the depth of the cylindrical groove is equal to the thickness of a buffer plate in the electric power assisting assembly.
The technical scheme is that the power-assisted push rod is a cylindrical structural member, a push rod blind hole is machined at the right end of the power-assisted push rod along an axis, the rotation axis of the push rod blind hole is collinear with the rotation axis of the power-assisted push rod, the diameter of the power-assisted push rod is equal to the diameter of a screw rod center hole, and the length of the power-assisted push rod is equal to the length of the screw rod center hole;
the screw is a two-section stepped shaft structural member, a screw through hole is processed at the rotation axis of the screw, and an inner spiral groove which is matched with an outer spiral groove on the screw to form a spiral rollaway of a ball is formed in the inner hole surface of the screw through hole; the diameter of the left section of the screw is larger than that of the right section, and gear teeth meshed with the speed reducing mechanism are arranged on the periphery of the left section of the screw.
The brake pedal and braking force decoupling component in the technical scheme also comprises a complete decoupling liquid storage chamber, a two-position two-way electromagnetic valve, a main cylinder push rod return spring, a one-way valve, a proportional pressure control valve, a partial decoupling energy accumulator and a hydraulic pressure sensor; the right end of the decoupling cylinder is sleeved on a decoupling cylinder piston at the left end of the coupling push rod, the left end of the decoupling cylinder is sleeved on a decoupling cylinder piston at the right end of the main cylinder push rod, a main cylinder push rod return spring is sleeved on a push rod of the main cylinder push rod, the left end of the main cylinder push rod return spring is fixed on the inner end face of the left cylinder wall of the decoupling cylinder, the right end of the main cylinder push rod return spring is in contact connection with the left end face of the decoupling cylinder piston at the right end of the main cylinder push rod, a complete decoupling liquid storage chamber is connected with the upper end of the decoupling cylinder through a hydraulic pipeline, and a two-position two-way electromagnetic valve is arranged between the complete decoupling liquid storage chamber and the hydraulic pipeline of the decoupling cylinder; the hydraulic pressure sensor is arranged on the hydraulic pipeline between the liquid inlet and the liquid outlet of the partial decoupling energy accumulator and between the liquid inlet and the liquid outlet of the proportional pressure control valve.
The brake master cylinder assembly comprises a liquid storage chamber, a second piston return spring, a second piston and a first piston return spring; the second piston is arranged in the master cylinder and divides the master cylinder into a left cavity and a right cavity, the first piston return spring is arranged in the right cavity, the right end of the first piston return spring is in contact connection with the left end face of the first piston in the push rod of the master cylinder, the left end of the first piston return spring is in contact connection with the right end face of the second piston, the second piston return spring is arranged in the left cavity, the right end of the second piston return spring is in contact connection with the left end face of the second piston, the left end of the second piston return spring acts on the inner end face of the left cylinder wall of the master cylinder, the left cavity and the right cavity of the master cylinder are connected with the liquid storage chamber through hydraulic pipelines, and the lower ends of the left cavity and the right cavity of the master cylinder are connected with the hydraulic control unit through hydraulic pipelines.
The main cylinder push rod in the technical scheme is composed of a first piston at the left end, a push rod and a decoupling cylinder piston at the right end, wherein the first piston and the decoupling cylinder piston at the right end are disc-type structural members, the push rod is a straight rod-type structural member with an equal circular cross section, the first piston, the push rod and the decoupling cylinder piston at the right end are sequentially connected into a whole, the rotation axes of the first piston, the push rod and the decoupling cylinder piston at the right end are collinear, the diameter of the first piston is equal to the inner diameter of the main cylinder, and the diameter of the decoupling cylinder piston at the right end is equal to the inner diameter of the decoupling cylinder; the right end decoupling cylinder piston of the main cylinder push rod is arranged in the decoupling cylinder to be in sliding connection, and the first piston of the main cylinder push rod is arranged in the right cavity of the main cylinder to be in sliding connection.
The electronic control unit, the brake intention generating unit, the power-assisted motor assembly, the brake pedal, the brake force decoupling component and the HCU are connected by adopting signal wires, wherein the electronic control unit, the brake intention generating unit, the power-assisted motor assembly, the brake pedal, the brake force decoupling component and the HCU are as follows: the electronic control unit is connected with the signal end of the PMSM motor through a wire harness, a pedal stroke sensor, a two-position two-way electromagnetic valve, an HCU, a proportional pressure control valve and a hydraulic pressure sensor.
Compared with the prior art, the invention has the beneficial effects that:
1. for the electric automobile, when the braking force demand is smaller, the combined electric power-assisted braking system for partial and complete decoupling can realize complete decoupling of the braking pedal and the friction braking force, and the braking force required by the electric power-assisted braking system is completely provided by the braking force generated by the energy recovery device, so that the energy is recovered to the greatest extent, and the endurance mileage of the electric automobile is improved;
2. for the electric automobile, when the braking force provided by the braking energy recovery device can not meet the total braking force requirement, the part of the braking force required by the electric power-assisted braking system is provided by the friction braking force, and the other part of the braking force is provided by the regenerative braking force, so that the coordination of friction braking and regenerative braking is realized, the braking energy is recovered while the braking requirement is met, and the endurance mileage of the automobile is improved;
3. The combined type electric power-assisted braking system with partial and complete decoupling is in a partial decoupling state or a complete decoupling state, the total braking force curve generated by the electric power-assisted braking system is completely matched with the braking force curve generated when the electric power-assisted braking system is not in decoupling, and the dynamic characteristic of the electric power-assisted braking system is good;
4. the part of the combined type electric power-assisted braking system which is completely decoupled is not directly connected with the decoupling component and the brake pedal, so that even if the decoupling component has little fluctuation of pressure, the pedal feel of the braking system when the braking system works in a decoupling state and the pedal feel of the braking system in a non-decoupling state can be ensured to be the same through controlling the power-assisted motor, and the road feel of a driver is not influenced at all;
5. when the combined type electric power-assisted braking system with partial and complete decoupling works in a failure state, the pedal push rod can push the main cylinder push rod only by overcoming the resistance of the coupling push rod return spring, and all elements including the screw pair, the speed reducing mechanism and the PMSM motor are not required to be driven to move together by overcoming the resistance of the screw return spring, so that the pedal resistance is reduced, and the braking burden of a driver in the failure of the braking system is lightened to a certain extent;
6. The partially and completely decoupled combined type electric power-assisted braking system can adjust the pedal idle stroke, thereby meeting the requirements of different vehicles on the braking jump points or adjusting different comfort levels of the same type of vehicles, and having good adaptability;
7. according to the partially and completely decoupled composite electric power-assisted braking system, feedback wave power transmitted to a brake pedal through a power-assisted push rod can be filtered to a certain extent through the buffer disc, so that comfort during braking is improved.
Drawings
The invention is further described below with reference to the accompanying drawings:
FIG. 1 is a schematic illustration of a partially and fully decoupled hybrid electric brake system configuration according to the present invention;
in the figure: 1. the brake pedal system comprises a brake pedal, a pedal travel sensor, a brake pedal push rod, a idle travel adjusting screw rod, a push rod return spring, a power assisting push rod, a screw rod, a power assisting assembly shell, a buffer disc, a coupling push rod, a screw rod return spring, a coupling push rod return spring, a complete decoupling storage chamber, a two-position two-way solenoid valve, a decoupling cylinder, a master cylinder push rod return spring, a liquid storage chamber, a master cylinder and a second piston return spring. 21. A second piston; 22. a first piston return spring; hcu;24. master cylinder pushrod, 25, check valve, 26, proportional pressure control valve, 27, partially decoupled accumulator, 28, hydraulic pressure sensor, 29, pmsm motor, 30, electronic control unit, 31, speed reduction mechanism.
Detailed Description
The invention is described in detail below with reference to the attached drawing figures:
the partially and completely decoupled hybrid electric power-assisted braking system includes a braking intent generation unit, an electric power-assisted assembly, a power-assisted motor assembly, a brake pedal and braking force decoupling component, a brake master cylinder assembly, an HCU23 and an electronic control unit 30.
The braking intention generating unit comprises a brake pedal 1, a pedal stroke sensor 2, a brake pedal push rod 3 and a idle stroke adjusting screw 4.
The pedal stroke sensor 2 adopts a Hall type angle sensor, and belongs to a standard component. The brake pedal push rod 3 is a cylindrical structural member, the left end is axially provided with an internal thread blind hole, and the right end is radially provided with a pin shaft through hole for installing a pin shaft. The idle stroke adjusting screw 4 is a cylindrical structural member; the pedal stroke sensor 2 is arranged on a bracket for installing the brake pedal 1 by adopting a pin shaft, the right end of the brake pedal push rod 3 is connected with the upper end of the brake pedal 1 by the pin shaft, the right end of the idle stroke adjusting screw rod 4 is provided with external threads, the brake pedal push rod 3 is connected with the idle stroke adjusting screw rod 4 by threads, and the connected idle stroke adjusting screw rod 4 and the brake pedal push rod 3 are together arranged in a blind hole arranged along the axis at the right end of the power-assisted push rod 6.
The electric power-assisted assembly comprises a push rod return spring 5, a power-assisted push rod 6, a screw rod 7, a screw rod 8, a power-assisted assembly shell 9, a buffer disk 10, a coupling push rod 11, a screw rod return spring 12 and a coupling push rod return spring 13.
The push rod return spring 5, the lead screw return spring 12 and the coupling push rod return spring 13 are cylindrical springs, and belong to standard components. The power assisting assembly shell 9 is a cuboid shell with an opening at the lower end and is a non-standard part. The buffer disk 10 is a cylindrical rubber member, and is a standard member.
The power assisting assembly shell 9 is an installation base body of the electric power assisting assembly, the right end faces of the power assisting push rod 6, the screw rod 7 and the screw rod 8 all act on the right inner wall face of the power assisting assembly shell 9 in a normal state, and limiting of the right limit position is carried out through the power assisting assembly shell 9.
A center through hole is processed on the rotation axis of the screw rod 8, the power-assisted push rod 6 is arranged in the center through hole, and the power-assisted push rod 6 is collinear with the rotation axis of the through hole and can move relatively axially; the outer circumference of the screw rod 8 is provided with an outer spiral groove for installing balls, and the outer circumference of the screw rod 8 is connected with the inner circumference of the screw rod 7 in a meshed manner through the balls to form a screw rod pair.
The screw rod 7 is a two-section stepped shaft structural member, a screw rod through hole is processed at the rotation axis of the screw rod 7, an inner spiral groove for mounting balls is formed in the inner hole surface of the screw rod through hole, and an outer spiral groove on the screw rod 8 and the inner spiral groove on the screw rod 7 are matched together to form a spiral rolling path for the balls to roll; the diameter of the left section of the screw rod 7 is larger than that of the right section, and gear teeth in meshed connection with the speed reducing mechanism 31 are arranged on the periphery of the left section of the screw rod 7.
The power-assisted push rod 6 is a cylindrical structural member, a push rod blind hole is formed in the right end of the power-assisted push rod 6, the rotation axis of the push rod blind hole is collinear with the rotation axis of the power-assisted push rod 6, the diameter of the power-assisted push rod 6 is equal to the diameter of the central hole of the screw rod 8, and the length of the power-assisted push rod 6 is equal to the length of the central hole of the screw rod 8; the idle stroke adjusting screw 4 and the brake pedal push rod 3 are arranged in the push rod blind hole; a gap of 5-7mm is reserved between the bottom end surface of a push rod blind hole of the power-assisted push rod 6 and the right end surface of the idle stroke adjusting screw 4, and the size of the reserved gap can be changed by changing the length of the idle stroke adjusting screw 4 and the screw thread of the brake pedal push rod 3, so that different pedal idle strokes are formed, and the requirements of different vehicles on the brake jump point or the adjustment of different comfort levels of the same type of vehicle are met. The left end of the push rod return spring 5 is fixed on the bottom end surface of a push rod blind hole of the power-assisted push rod 6, the right end of the push rod return spring is abutted against the left end surface of the brake pedal push rod 3, and when the pedal idle stroke changes, the pretightening force of the push rod return spring 5 also changes.
The coupling push rod 11 is an I-shaped structural member, the coupling push rod 11 is composed of a left decoupling cylinder piston, a middle push rod and a right push plate, the left decoupling cylinder piston and the right push plate are disc structural members, the middle push rod is a straight rod structural member with an equal circular cross section, the left decoupling cylinder piston, the middle push rod and the right push plate are sequentially connected into a whole, the left decoupling cylinder piston, the middle push rod and the right push plate are collinear with the rotation axis of the right push plate, the diameter of the left decoupling cylinder piston is equal to the diameter of the decoupling cylinder 16, the left decoupling cylinder piston is arranged in the decoupling cylinder 16 to be in sliding connection, a cylindrical groove is machined on the right end face of the right push plate, the cylindrical groove and the rotation axis of the right push plate are collinear, and the depth of the cylindrical groove is equal to the thickness of the buffer plate 10 in the electric power assisting assembly; the buffer disc 10 is fixed in the groove in a welding mode, the periphery of the right end face of the right end push disc of the coupling push rod 11 is in contact connection with the left end face of the screw rod 8, and the right end face of the buffer disc 10 fixed in the groove is in contact connection with the left end face of the power-assisted push rod 6; the coupling push rod return spring 13 and the screw rod return spring 12 are sleeved inside and outside and coaxially arranged, the left ends of the coupling push rod return spring 13 and the screw rod return spring 12 are both fixed on the left inner wall surface of the power assisting assembly shell 9, the right end of the coupling push rod return spring 13 acts on the left end surface of the push disc at the right end of the coupling push rod 11, and the right end of the screw rod return spring 12 acts on the left end surface of the screw rod 8; the stiffness of the lead screw return spring 12 is much greater than the stiffness of the coupling push rod return spring 13.
The booster motor assembly includes a PMSM motor 29 and a reduction mechanism 31.
The PMSM motor 29 is a permanent magnet synchronous dc motor. The speed reducing mechanism 31 is a gear-driven speed reducing and torque increasing device. An output shaft of the PMSM motor 29 is connected to an input shaft of a reduction mechanism 31, and an output gear of the reduction mechanism 31 is meshed with a gear tooth at the left end of the screw 7.
The brake pedal and braking force decoupling component comprises a complete decoupling reservoir 14, a two-position two-way solenoid valve 15, a decoupling cylinder 16, a master cylinder push rod return spring 17, a one-way valve 25, a proportional pressure control valve 26, a partial decoupling accumulator 27 and a pressure sensor 28.
The complete decoupling reservoir 14, the decoupling cylinder 16 are cylindrical housing pieces, which are non-standard pieces. The two-position two-way electromagnetic valve 15, the one-way valve 25 and the proportional pressure control valve 26 belong to valve elements and are standard components. The master cylinder push rod return spring 17 is a cylindrical spring, and is a standard piece. The partially decoupled accumulator 27 is a bladder-type pneumatic accumulator, and is a standard component. The hydraulic pressure sensor 28 is a standard.
The right end of the decoupling cylinder 16 is sleeved on the left end of the coupling push rod 11, and the left end of the decoupling cylinder 16 is sleeved on the right end of the main cylinder push rod 24. The main cylinder push rod return spring 17 is sleeved on the push rod of the main cylinder push rod 24, the left end of the main cylinder push rod return spring 17 is fixed on the inner end surface of the left cylinder wall of the decoupling cylinder 16, and the right end of the main cylinder push rod return spring 17 is in contact connection with the left end surface of the right end of the main cylinder push rod 24. The complete decoupling reservoir 14 is arranged at the upper end of the decoupling cylinder 16 and communicates with the small hole on the upper end surface of the decoupling cylinder 16 via a hydraulic line. A two-position two-way electromagnetic valve 15 is arranged between the hydraulic pipelines of the complete decoupling liquid storage chamber 14 and the decoupling cylinder 16; the partial decoupling energy accumulator 27 is arranged at the lower end of the decoupling cylinder 16, the partial decoupling energy accumulator 27 is communicated with a small hole on the lower end surface of the decoupling cylinder 16 through a hydraulic pipeline, a proportional pressure control valve 26 and a one-way valve 25 are arranged between the hydraulic pipelines of the partial decoupling energy accumulator 27 and the decoupling cylinder 16 in a parallel mode, a liquid inlet of the one-way valve 25 is connected with a liquid inlet and a liquid outlet of the partial decoupling energy accumulator 27, a liquid outlet of the one-way valve 25 is connected with the decoupling cylinder 16 through a hydraulic pipeline, a liquid outlet of the proportional pressure control valve 26 is connected with a liquid inlet and a liquid outlet of the partial decoupling energy accumulator 27 through a hydraulic pipeline, and a liquid inlet of the proportional pressure control valve 26 is connected with the decoupling cylinder 16 through a hydraulic pipeline, and the proportional pressure control valve 26 and the one-way valve 25 are respectively used for taking charge of liquid inlet and liquid discharge of the partial decoupling energy accumulator 27. A hydraulic pressure sensor 28 is arranged on the hydraulic pipeline between the inlet and outlet of the partial decoupling accumulator 27 and the outlet of the proportional pressure control valve 26, and is used for monitoring the pressure of the accumulator 27 in real time during partial decoupling so as to realize accurate control of braking force during partial decoupling.
The brake master cylinder assembly comprises a liquid storage chamber 18, a master cylinder 19, a second piston return spring 20, a second piston 21, a first piston return spring 22 and a master cylinder push rod 24.
The reservoir 18 and the master cylinder 19 are not standard components, but are basically standardized in the industry, and thus can be selected as required. The second piston return spring 20 and the first piston return spring 22 are cylindrical springs, and are standard components. The second piston 21 is a cylindrical structural member, and is a standard member, which is fitted to the inner wall of the master cylinder 19.
The second piston 21 is disposed in the master cylinder 19 to divide the master cylinder into a left chamber and a right chamber. The main cylinder push rod 24 is processed into an I shape, namely, the main cylinder push rod consists of a first piston at the left end, a push rod and a decoupling cylinder piston at the right end, the first piston and the decoupling cylinder piston are disc-type structural members, the push rod is a straight rod-type structural member with an equal circular cross section, the first piston, the push rod and the decoupling cylinder piston are sequentially connected into a whole, the first piston, the push rod and the decoupling cylinder piston are collinear with the rotation axis of the decoupling cylinder piston, the diameter of the first piston is equal to the inner diameter of the main cylinder 19, and the diameter of the decoupling cylinder piston is equal to the inner diameter of the decoupling cylinder 16; the right end decoupling cylinder piston of the master cylinder push rod 24 is installed in the decoupling cylinder 16 to be in sliding connection, and the left end of the master cylinder push rod 24, namely the first piston, is installed in the right cavity of the master cylinder 19 to be in sliding connection. The first piston return spring 22 is in the right chamber, the right end of the first piston return spring 22 acts on the left end face of the first piston in the master cylinder push rod 24, and the left end of the first piston return spring 22 acts on the right end face of the second piston 21. The second piston return spring 20 is in the left chamber, the right end of the second piston return spring 20 acts on the left end face of the second piston 21, and the left end of the second piston return spring 20 acts on the inner left end face of the master cylinder 19. The upper ends of the left and right cavities of the master cylinder 19 are respectively provided with an oil hole, and are connected with the liquid storage chamber 18 through a hydraulic pipeline, and the lower ends of the left and right cavities of the master cylinder are respectively provided with an oil hole, and are connected with the HCU23 through a hydraulic pipeline.
The HCU23 has 2 liquid inlets and 4 liquid outlets. The left cavity liquid inlet of the HCU23 is connected with the left cavity liquid outlet of the master cylinder 19 through a pipeline, the right cavity liquid inlet of the HCU23 is connected with the right cavity liquid outlet of the master cylinder 19 through a pipeline, and the four liquid outlets of the HCU23 are respectively connected with wheel cylinders on four wheels of a vehicle through pipelines.
The electronic control unit 30 is connected with signal ends of the pedal stroke sensor 2, the two-position two-way electromagnetic valve 15, the HCU23, the proportional pressure control valve 26, the hydraulic pressure sensor 28 and the PMSM motor 29 through wire harnesses.
The idle stroke adjusting screw 4 of the braking intention generating unit is arranged in a blind hole at the right end of the power assisting push rod 6 in the electric power assisting assembly, and a gap of 5-7mm is reserved at the bottoms of the blind holes at the right ends of the idle stroke adjusting screw 4 and the power assisting push rod 6. The left end gear of the screw rod 7 in the electric power assisting assembly is meshed with the gear in the speed reducing mechanism 31 of the power assisting motor assembly; a brake pedal and braking force decoupling component is arranged between the electric power assisting assembly and a brake master cylinder 19 of the brake master cylinder assembly, and the left end of a coupling push rod 11 of the electric power assisting assembly is arranged in a decoupling cylinder 16 in the brake pedal and braking force decoupling component. The right end of the master cylinder push rod 24 of the brake master cylinder assembly is provided with a left half part of a decoupling cylinder 16 of a brake pedal and braking force decoupling component; the main cylinder 19 of the brake main cylinder assembly is connected with the liquid inlet of the HCU23 through a hydraulic pipeline arranged below.
The invention relates to a working principle of a partially and completely decoupled composite electric power-assisted braking system, which comprises the following steps:
electric power-assisted state
The electric boosting function is the most basic functional requirement of the partially and completely decoupled composite electric boosting braking system. When the partially and completely decoupled combined electric power-assisted braking system works in an electric power-assisted state, the two-position two-way electromagnetic valve 15 in the partially and completely decoupled combined electric power-assisted braking system works in a normally closed position where the electric power is not completely decoupled, and the electromagnetic valve 15 is in a cut-off state. At the same time, the proportional pressure control valve 26 for the partial decoupling in the electric brake system is also in the off state when not energized. At this time, the liquid inside the decoupling cylinder 16 is in a closed state, and the liquid inside the decoupling cylinder 16 transmits the force between the coupling rod 11 and the master cylinder rod 24 like a rigid body according to the incompressibility of the liquid. When the brake pedal 1 is just depressed, the idle stroke adjusting screw 4 needs to overcome the reserved gap with the power-assisted push rod 6 and then contacts with the power-assisted push rod 6. Because the pretightening force of the push rod return spring 5 is smaller than that of the coupling push rod return spring 13, the power-assisted push rod 6 is not moved before the idle stroke adjusting screw 4 contacts with the inner end surface of the power-assisted push rod 6, and the electric power-assisted system does not work. This phase belongs to the idle stroke phase of the brake pedal 1. By changing the length of the idle stroke adjusting screw 4 and the screw thread of the brake pedal push rod 3, the reserved gap can be changed to form different pedal idle strokes, thereby meeting the requirements of different vehicles on the brake jump-increasing points or the adjustment of different comfort levels of the same type of vehicles. When the idle stroke adjusting screw 4 is contacted with the inner end surface of the power-assisted push rod 6, the brake pedal 1 is continuously stepped, and then the electric power-assisted stage is started. In this stage, the pedal stroke sensor 2 transmits the obtained pedal rotation angle signal to the electronic control unit 30, and the electronic control unit 30 senses the braking intention of the driver after processing the signal, so as to send a command to the PMSM motor 29 to generate a certain torque, and the PMSM motor 29 converts the torque into a force to act on the coupling push rod 11 after passing through the speed reducing mechanism 31 and the screw pair, so that the coupling push rod 11 is pushed to move forward with the master cylinder push rod 24, thereby enabling the braking system to generate a braking force matched with the intention of the driver and promoting the whole vehicle to slow down or stop. In the electric assist stage, the resultant force of the force generated by the driver stepping on the pedal and the force generated by the PMSM motor 29 can be decomposed: the force of the driver acting on the brake pedal 1 is only used to overcome the spring force of the coupling push rod return spring 13, thereby creating a pedal feel; the PMSM motor 29 generates a force that is partially used to overcome the spring force of the lead screw return spring 12 and partially used to push the coupling pushrod 11 to move to the left, creating a braking force. By this decomposition, the control logic of the PMSM motor 29 can be simplified, and the control algorithm of the PMSM motor 29 is not affected by the coupling of the force generated by the driver stepping on the brake pedal 1 and the force generated by the PMSM motor 29; at the same time, the method provides a reference for generating the pedal feel required by the driver during braking, and the reference is used for other working states (except for the failure backup state), so that the same brake pedal feel of the driver during working under various braking working conditions is ensured.
Second, completely decoupled state
For an electric automobile, when the braking force requirement is smaller, the braking force required by the partially and completely decoupled combined electric power-assisted braking system is completely generated by the braking energy recovery device, and the partially and completely decoupled combined electric power-assisted braking system works in a completely decoupled state. In this state, the two-position two-way electromagnetic valve 15 for complete decoupling is turned on, and the two-position two-way electromagnetic valve 15 is in a conductive state; the proportional pressure control valve 26 for partial decoupling is not energized in the off state. When the driver depresses the brake pedal 1, the PMSM motor 29 does not operate, and the electric assist system is in an off state. Under the action of the driver stepping on the brake pedal, the booster push rod 6 pushes the coupling push rod 11 to move forward against the spring force of the coupling push rod return spring 13 through the buffer disk 10. Since the two-position two-way solenoid valve 15 is in a conductive state, the liquid in the decoupling cylinder 16 enters the completely decoupling reservoir 14 through the two-position two-way solenoid valve 15 under the action of the coupling pushrod 11. At this time, no hydraulic pressure is established in the decoupling cylinder 16, so the master cylinder push rod 24 is kept still under the action of the master cylinder push rod return spring 17, no braking pressure is established in the rear cavity and the front cavity of the master cylinder 19, and the braking force required by the partially and completely decoupled compound electric power-assisted braking system is completely generated by the braking energy recovery device. Releasing the brake pedal 1, releasing the brake, returning the liquid in the completely decoupled reservoir 14 to the decoupling cylinder 16 under the force of gravity, and then de-energizing the two-position two-way solenoid valve 15.
Third, partially decoupled state
For an electric automobile, when the braking force provided by the braking energy recovery device can not meet the total braking force requirement, part of the braking force required by the partially and completely decoupled combined electric power-assisted braking system is provided by friction braking force, and the other part of the braking force is provided by regenerative braking force, and at the moment, the partially and completely decoupled combined electric power-assisted braking system works in a partially decoupled state. In this state, the two-position two-way solenoid valve 15 for complete decoupling is normally closed; the proportional pressure control valve 26 for partial decoupling is electrified, and the electrified current is adjusted in real time according to the requirement of the electric power-assisted braking system, so that the opening pressure of the proportional pressure control valve 26 meets the requirement of the electric power-assisted braking system. The opening pressure of the electromagnetic pressure control valve 26 will be described in detail below. Assuming that the pedal stroke sensor 2 transmits the detected rotation angle signal to the electronic control unit 30 at a certain pedal stroke, the electronic control unit 30 calculates that the braking force of the total amount F should be generated at this time. Since the partially and completely decoupled hybrid electric power brake system of the present invention operates in the partially decoupled state at this time, the braking force required for the electric power brake system is jointly generated by the regenerative braking force F1 and the friction braking force F2, that is, f1+f2=f. The friction braking force f2=f-F1 is converted to F2 on the right end surface of the master cylinder rod 24 to obtain a hydraulic pressure at which a pressure P should be generated on the right end surface of the master cylinder rod 24, that is, the pressure inside the decoupling cylinder 16 should be P. At this time, the electronic control unit 30 controls the PMSM motor 29 to generate a assist torque corresponding to the pressure P. Also because proportional pressure control valve 26 is in the on state, pressure P inside decoupling cylinder 16 should be equal to the sum of opening pressure P1 of proportional pressure control valve 26 and accumulator pressure P2 (back pressure), i.e., p=p1+p2. The opening pressure p1=p-P2, P2 of the proportional pressure control valve 26 is obtained by the hydraulic pressure sensor 28. After the opening pressure of the proportional pressure control valve 26 is calculated, the energization current I of the proportional pressure control valve 26 corresponding to the opening pressure P1 is obtained based on the current characteristics when the proportional pressure control valve 26 is opened. At the next pedal position, the proportional pressure control valve 26 energization current and motor assist torque at the other pedal position can be obtained again by the same algorithm. By the aid of the method, a series of energizing currents of the proportional pressure control valve 26 and boosting torques of the motor 29 in different pedal positions in the partially decoupled state can be obtained, so that a total braking force curve generated when the system works in the partially decoupled state is completely matched with a braking force curve generated when the system works in the electric boosting state, and dynamic characteristics of the electric boosting braking system are good when the system brakes. When the driver releases the brake pedal 1, the brake is released, and the proportional pressure control valve 26 is cut off. Since the partial decoupling accumulator 27 stores the liquid with higher pressure, the check valve 25 is opened under the action of the hydraulic pressure, and the liquid in the partial decoupling accumulator 27 returns to the decoupling cylinder 16 through the check valve 25. If the system is in a fully decoupled state before the partially decoupled state, the two-position two-way solenoid valve 15 is temporarily energized open when the brake pedal 1 is released, the liquid in the fully decoupled reservoir 14 returns to the decoupling cylinder 16 under the force of gravity, and then the two-position two-way solenoid valve 15 is de-energized. If the electric assist brake system is operated in a partially decoupled state from the start of braking, the two-position two-way solenoid valve 15 is always in a power-off cut-off state.
Fourth, active braking state
When other vehicle-mounted sensors (not shown) detect that the vehicle needs to be braked and the driver does not press the brake pedal slowly, the electronic control unit 30 sends a command to the PMSM motor 29 to generate certain torque to drive the master cylinder push rod 24 to move leftwards, so that friction braking force is generated to slow down or stop the vehicle, and the electric power-assisted braking system works in an active braking state. In the active braking state, the two-position two-way normal solenoid valve 15 for complete decoupling in the electric assist braking system is normally closed without being energized. At the same time, the electromagnetic pressure control valve 26 for the partial decoupling in the electric brake system is also in the off state when not energized. During active braking, the brake pedal 1 is not moved, and the driver can make the pedal travel sensor 2 generate a rotation angle signal to transmit the rotation angle signal to the electronic control unit 30 by stepping on the brake pedal 1, so that the active braking state is ended, and the electric power-assisted braking system is further brought into an electric power-assisted state.
Fifthly, failure backup state
When the electric power assisting system fails, a driver can push the power assisting push rod 6 to drive the coupling push rod 11 to move leftwards by stepping on the brake pedal 1, so that the master cylinder push rod 24 is pushed to move leftwards, oil pressure is built in the front cavity and the rear cavity of the brake master cylinder 19, and the vehicle is decelerated or stopped when friction braking force is generated. In the fail-back state, the two-position two-way solenoid valve 15 for complete decoupling in the electric assist brake system is normally closed without energization. At the same time, the electromagnetic pressure control valve 26 for the partial decoupling in the electric brake system is also in the off state when not energized. Because the driver only needs to overcome the spring force of the coupling push rod return spring 13 when pushing the coupling push rod 11 to move forwards in the failure backup state, the spring force of the screw rod return spring 12 which is much higher than the stiffness of the coupling push rod return spring 13 is not required to be overcome, the screw rod pair does not move, and the friction force generated by the movement of the screw rod pair does not exist, so that the braking burden of the driver in the failure of a braking system can be relieved to a certain extent.
Claims (4)
1. The combined type electric power-assisted braking system with partial and complete decoupling is characterized by comprising a braking intention generating unit, an electric power-assisted assembly, a power-assisted motor assembly, a brake pedal and braking force decoupling component, a brake master cylinder assembly, an HCU (23) and an electronic control unit (30);
the power-assisted motor assembly comprises a PMSM motor (29) and a speed reducing mechanism (31);
the brake master cylinder assembly comprises a master cylinder (19) and a master cylinder push rod (24);
the braking intention generating unit comprises a braking pedal (1), a pedal stroke sensor (2), a braking pedal push rod (3) and a idle stroke adjusting screw rod (4);
the pedal stroke sensor (2) is arranged on a bracket for installing the brake pedal (1) by adopting a pin shaft, the right end of the brake pedal push rod (3) is connected with the upper end of the brake pedal (1) through a hinge, an internal threaded hole is machined in the left end of the brake pedal push rod (3) along the axial direction, an external thread is machined in the right end of the idle stroke adjusting screw rod (4), the left end of the brake pedal push rod (3) is connected with the right end of the idle stroke adjusting screw rod (4) through threads, the connected idle stroke adjusting screw rod (4) and the brake pedal push rod (3) are arranged in a push rod blind hole in the right end of the power-assisted push rod (6), and a gap is reserved between the left end face of the idle stroke adjusting screw rod (4) and the hole bottom surface of the push rod blind hole of the power-assisted push rod (6);
The electric power-assisted assembly comprises a power-assisted push rod (6), a screw (7), a push rod return spring (5), a screw (8), a power-assisted assembly shell (9), a buffer disc (10), a coupling push rod (11), a screw return spring (12) and a coupling push rod return spring (13);
the power-assisted push rod (6) is arranged in a center hole of the screw rod (8), the push rod return spring (5) is arranged in a push rod blind hole at the right end of the power-assisted push rod (6), the left end of the push rod return spring (5) is fixed on the bottom surface of the push rod blind hole of the power-assisted push rod (6), the right end of the push rod return spring (5) is in contact connection with the left end of a brake pedal push rod (3) in a brake intention generating unit, a gap of 5-7mm is reserved between the bottom surface of the push rod blind hole of the power-assisted push rod (6) and the right end surface of an idle stroke adjusting screw rod (4) in the brake intention generating unit, the screw rod (7) is sleeved on the screw rod (8), balls are arranged in a raceway between the screw rod (7) and the screw rod (8), the coupling push rod (11) is arranged at the left side of the power-assisted push rod (6), the screw rod (8), the right end of the screw rod (7) and the coupling push rod (11) are arranged in a power-assisted assembly shell (9), the left end of the coupling push rod (11) is arranged outside the left side of the left side shell wall of the power-assisted assembly shell (9), the right end of the coupling push rod (11) is positioned outside the left shell wall of the power-assisted assembly shell, the right end face of the coupling push rod (11) is in a manner of the right end face of the coupling push rod (11) is welded with the right end of the push rod disc (10, and the right end of the coupling disc (11) is welded in a contact mode, the right end face of the buffer disc (10) is in contact connection with the left end face of the power-assisted push rod (6); the coupling push rod return spring (13) and the screw rod return spring (12) are sleeved inside and outside and coaxially arranged, the left ends of the coupling push rod return spring (13) and the screw rod return spring (12) are both fixed on the left inner wall surface of the power-assisted assembly shell (9), the right end of the coupling push rod return spring (13) acts on the left end surface of the right end push disc of the coupling push rod (11), and the right end surface of the screw rod return spring (12) is in contact connection with the left end surface of the screw rod (8); the rigidity of the screw rod return spring (12) is larger than that of the coupling push rod return spring (13);
The coupling push rod (11) consists of a left decoupling cylinder piston, a middle push rod and a right push plate, wherein the left decoupling cylinder piston and the right push plate are disc structural members, the middle push rod is a straight rod structural member with an equal circular cross section, the left decoupling cylinder piston, the middle push rod and the right push plate are sequentially connected into a whole, the rotation axes of the left decoupling cylinder piston, the middle push rod and the right push plate are collinear, the diameter of the left decoupling cylinder piston is equal to the inner diameter of the decoupling cylinder (16), the left decoupling cylinder piston is arranged in the decoupling cylinder (16) to be in sliding connection, a cylindrical groove is machined on the right end surface of the right push plate, the cylindrical groove is collinear with the rotation axis of the right push plate, and the depth of the cylindrical groove is equal to the thickness of the buffer plate (10) in the electric power assisting assembly;
the brake pedal and braking force decoupling component comprises a complete decoupling liquid storage chamber (14), a two-position two-way electromagnetic valve (15), a decoupling cylinder (16), a main cylinder push rod return spring (17), a one-way valve (25), a proportional pressure control valve (26), a partial decoupling energy accumulator (27) and a hydraulic pressure sensor (28);
the right end of the decoupling cylinder (16) is sleeved on a left end decoupling cylinder piston of the coupling push rod (11), the left end of the decoupling cylinder (16) is sleeved on a right end decoupling cylinder piston of the main cylinder push rod (24), a main cylinder push rod return spring (17) is sleeved on a push rod of the main cylinder push rod (24), the left end of the main cylinder push rod return spring (17) is fixed on the inner end face of the left cylinder wall of the decoupling cylinder (16), the right end of the main cylinder push rod return spring (17) is in contact connection with the left end face of the right end decoupling cylinder piston of the main cylinder push rod (24), a complete decoupling liquid storage chamber (14) is connected with the upper end of the decoupling cylinder (16) through a hydraulic pipeline, and a two-position two-way electromagnetic valve (15) is arranged between the complete decoupling liquid storage chamber (14) and the hydraulic pipeline of the decoupling cylinder (16); the part of decoupling energy accumulator (27) is connected with the lower end of decoupling cylinder (16) through a hydraulic pipeline, a proportional pressure control valve (26) and a one-way valve (25) are arranged in parallel between the part of decoupling energy accumulator (27) and the hydraulic pipeline of decoupling cylinder (16), the liquid inlet of the one-way valve (25) is connected with the liquid inlet and outlet of the part of decoupling energy accumulator (27), the liquid outlet of the proportional pressure control valve (26) is connected with the liquid inlet and outlet of the part of decoupling energy accumulator (27), and a hydraulic pressure sensor (28) is arranged on the hydraulic pipeline between the liquid inlet and outlet of the part of decoupling energy accumulator (27) and the liquid outlet of the proportional pressure control valve (26);
The main cylinder push rod (24) consists of a first piston at the left end, a push rod and a decoupling cylinder piston at the right end, wherein the first piston and the decoupling cylinder piston at the right end are disc-type structural members, the push rod is a straight rod-type structural member with an equal circular cross section, the first piston, the push rod and the decoupling cylinder piston at the right end are sequentially connected into a whole, the rotation axes of the first piston, the push rod and the decoupling cylinder piston at the right end are collinear, the diameter of the first piston is equal to the inner diameter of the main cylinder (19), and the diameter of the decoupling cylinder piston at the right end is equal to the inner diameter of the decoupling cylinder (16); the right end decoupling cylinder piston of the main cylinder push rod (24) is arranged in the decoupling cylinder (16) to be in sliding connection, and the first piston of the main cylinder push rod (24) is arranged in the right cavity of the main cylinder (19) to be in sliding connection;
the brake intention generating unit is arranged in the power-assisted push rod (6) through the brake pedal push rod (3) and is connected with the electric power-assisted assembly, the electric power-assisted assembly is connected with a speed reducing mechanism (31) below through a screw rod (7) in a meshed manner and is connected with the power-assisted motor assembly, the output end of the PMSM motor (29) is connected with the input end of the speed reducing mechanism (31) through a coupler, the brake pedal and the braking force decoupling component are connected with the coupling push rod (11) through a decoupling cylinder (16) and are connected with the electric power-assisted assembly, the brake master cylinder assembly is connected with the decoupling cylinder (16) through a master cylinder push rod (24) and is connected with the braking force decoupling component through a master cylinder (19), and the electronic control unit (30) and the brake intention generating unit, the power-assisted motor assembly, the braking pedal and the braking force decoupling component are connected with the HCU (23) through signal wires.
2. The partially and completely decoupled composite electric booster brake system according to claim 1, wherein the booster push rod (6) is a cylindrical structural member, a push rod blind hole is machined at the right end of the booster push rod (6) along the axis, the rotation axis of the push rod blind hole is collinear with the rotation axis of the booster push rod (6), the diameter of the booster push rod (6) is equal to the diameter of the central hole of the screw rod (8), and the length of the booster push rod (6) is equal to the length of the central hole of the screw rod (8);
the screw (7) is a two-section stepped shaft structural member, a screw through hole is processed at the rotation axis of the screw (7), and an inner spiral groove which is matched with an outer spiral groove on the screw (8) to form a spiral rolling path for rolling balls is formed in the inner hole surface of the screw through hole; the diameter of the left section of the screw rod (7) is larger than that of the right section, and gear teeth meshed with the speed reducing mechanism (31) are arranged on the periphery of the left section of the screw rod (7).
3. A partially and fully decoupled hybrid electric power brake system according to claim 1, wherein said master cylinder assembly further comprises a reservoir (18), a second piston return spring (20), a second piston (21) and a first piston return spring (22);
The second piston (21) is arranged in the main cylinder (19), the main cylinder is divided into a left cavity and a right cavity, the first piston return spring (22) is arranged in the right cavity, the right end of the first piston return spring (22) is in contact connection with the left end face of the first piston in the main cylinder push rod (24), the left end of the first piston return spring (22) is in contact connection with the right end face of the second piston (21), the second piston return spring (20) is arranged in the left cavity, the right end of the second piston return spring (20) is in contact connection with the left end face of the second piston (21), the left end of the second piston return spring (20) acts on the inner end face of the left cylinder wall of the main cylinder (19), the left and right cavities of the main cylinder (19) are connected with the liquid storage chamber (18) through hydraulic pipelines, and the lower ends of the left and right cavities of the main cylinder (19) are connected with the HCU (23) through hydraulic pipelines.
4. The partially and completely decoupled hybrid electric power-assisted braking system according to claim 1, wherein the connection of the electronic control unit (30) and the intended braking generating unit, the power-assisted motor assembly, the brake pedal and the braking force decoupling member to the HCU (23) using signal lines means:
the electronic control unit (30) is connected with the signal end of the PMSM motor (29) through a wire harness, a pedal stroke sensor (2), a two-position two-way electromagnetic valve (15), an HCU (23), a proportional pressure control valve (26) and a hydraulic pressure sensor (28).
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| CN110203188B (en) * | 2019-05-28 | 2023-10-27 | 万向钱潮股份公司 | Electric power-assisted braking system |
| CN110228459B (en) * | 2019-06-12 | 2024-03-15 | 吉林大学 | Electric power-assisted braking mechanism |
| CN111990170A (en) * | 2020-09-10 | 2020-11-27 | 段建梅 | Edible fungus bag production system |
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