CN110182187B - Energy feedback type active braking system with failure protection capability and control method - Google Patents
Energy feedback type active braking system with failure protection capability and control method Download PDFInfo
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- CN110182187B CN110182187B CN201910422434.3A CN201910422434A CN110182187B CN 110182187 B CN110182187 B CN 110182187B CN 201910422434 A CN201910422434 A CN 201910422434A CN 110182187 B CN110182187 B CN 110182187B
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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
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
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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
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
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Abstract
The invention relates to an energy feedback type active braking system with failure protection capability and a control method, wherein the energy feedback type active braking system comprises an oil cup, a pedal boosting mechanism, a brake master cylinder, a brake pedal, a pedal simulator, a servo pressure control module, a brake wheel cylinder and a brake controller; the mechanical input end of the brake master cylinder is connected with the brake pedal through the pedal boosting mechanism; the inlet of the brake master cylinder is connected with the oil cup through an oil way, and the outlet of the brake master cylinder is respectively connected with the pedal simulator and the brake wheel cylinder through the servo pressure control module; the servo pressure control module is connected with the oil cup through an oil way and is connected with the brake controller through a signal wire; the brake controller is used for controlling the servo pressure control module to realize the switching of the system among the states of active pressure control, brake energy recovery and failure protection. The invention can be widely applied to the field of vehicle hydraulic active braking control.
Description
Technical Field
The invention relates to a hydraulic active braking system for a vehicle and a control method thereof, in particular to an energy feedback type active braking system with failure protection capability and a control method thereof.
Background
The electromotion and the intellectualization become important directions for automobile research and development, and the electric automobile and the intelligent driving automobile can remarkably improve the energy economy and the driving safety of the automobile and bring great convenience to drivers and traffic lanes. However, the variety of new technologies also presents new challenges to the development of automotive chassis, particularly brake systems. For example, a braking energy feedback system assembled in an electric vehicle can recover mechanical energy of the vehicle during deceleration of the vehicle, but a hydraulic active braking system is still an indispensable key part. On the one hand, it is necessary to provide a good pedal feel for the driver and, on the other hand, when the regenerative braking force is insufficient, it is necessary for the hydraulically active braking system to provide additional friction braking force. While the driverless functions of smart-drive vehicles such as adaptive cruise ACC, emergency brake AEB, etc., all require that the vehicle be able to perform active braking without the driver depressing the brake pedal. The active braking system is an important factor for determining the whole vehicle braking safety, the braking comfort and the braking energy recovery efficiency of the electric vehicle and the intelligent driving vehicle, and becomes a common key technology and a core competitive part product. But the spontaneous braking property of the active braking system also makes its requirements for reliability significantly increased. When spontaneous braking fails, if a complete failure protection mechanism is not provided, the automobile cannot be safely stopped, and even the braking force is completely lost. Therefore, the fail-safe capability of the active braking system is critical to the batch operation of the system.
At present, hydraulic brake systems with active braking functions proposed abroad are mainly classified into three categories: the first type is an active hydraulic braking system based on a high-pressure energy storage unit and a linear solenoid valve, the most representative products are a Bo's SBC system and a Toyota's ECB system, the structures of the systems are complex, the control is tedious, the cost is high, and most importantly, the failure protection capability is poor. The second type is a hydraulic braking system based on a vehicle dynamic control system (Electronic Stability Program), and the most representative products are ESP-hev of bosch corporation and MK100 of continental corporation, and although the structures of these systems are relatively simple, the hydraulic pump and the motor need to be redesigned to enhance the active pressurization capacity, but due to the limitation of the working principle, the active pressurization time is still relatively long, and the response capacity of active braking is relatively poor. The third type is an active braking system with master cylinder boosting capacity, the most representative products are the Bo's iBooster system and the Toyota's third generation ECB system, and the systems have more complex structures, high required machining precision, larger volume and higher difficulty in machining and assembling. In the system, a booster device is omitted, so that when the system fails, failure protection must be realized through an additionally arranged ESP system.
Disclosure of Invention
In view of the above problems, an object of the present invention is to provide an energy feedback type active braking system and a control method thereof with fail-safe capability, which has a simple structure and can realize rapid active braking and maximum efficiency energy recovery, and the system has a fail-safe capability of non-degraded braking force on the premise of ensuring good pedal feel.
In order to achieve the purpose, the invention adopts the following technical scheme: an energy feedback type active braking system with failure protection capability comprises an oil cup, a pedal boosting mechanism, a brake master cylinder, a brake pedal, a pedal simulator, a servo pressure control module, a brake wheel cylinder and a brake controller; the mechanical input end of the brake master cylinder is connected with the brake pedal through the pedal boosting mechanism; the inlet of the brake master cylinder is connected with the oil cup through an oil way, and the outlet of the brake master cylinder is respectively connected with the pedal simulator and the brake wheel cylinder through the servo pressure control module; the servo pressure control module is connected with the oil cup through an oil way and is connected with the brake controller through a signal wire; the brake controller is used for controlling the servo pressure control module to realize the switching of the system among the states of active pressure control, brake energy recovery and failure protection.
Furthermore, the servo pressure control module comprises first to second switching valves, first to fourth normally open booster valves, first to fourth normally closed relief valves, first to second normally closed gate valves, a servo motor system and a sensor system; inlets of the first switching valve and the second switching valve are respectively connected with two outlets of the brake master cylinder, and normally closed outlets of the first switching valve and the second switching valve are connected in parallel and then connected with the pedal simulator; the normally open outlet of the first switching valve is respectively connected with the outlet of the first normally closed gate valve and the inlets of the first normally open booster valve and the second normally open booster valve; a normally open outlet of the second switching valve is respectively connected with an outlet of the second normally closed gate valve and inlets of the third and fourth normally open booster valves; outlets of the first to fourth normally-open pressure increasing valves are respectively connected with inlets of the first to fourth normally-closed pressure reducing valves in parallel to form first to fourth pressure control channels which are independent of each other, and the first to fourth pressure control channels are respectively connected with each wheel cylinder in the brake wheel cylinders; outlets of the first to fourth normally closed pressure release valves are connected in parallel and then connected with the oil cup through a pressure release oil return passage; inlets of the first and second normally-closed gate valves are connected in parallel and then connected with an outlet of the servo motor system, and an inlet of the servo motor system is connected with the pressure relief oil return channel through an oil way and further connected with the oil cup; the sensor system is used for detecting the pressure of the brake master cylinder, the servo motor system and the brake wheel cylinder and sending the detection result to the brake controller.
Furthermore, the servo motor system comprises a servo oil pump, a servo motor and a servo pressure accumulator, the servo oil pump is driven by the servo motor to obtain brake fluid from the oil cup and pump the brake fluid into the servo pressure accumulator, and an outlet of the servo pressure accumulator is connected with inlets of the first and second normally closed gate valves through an oil path.
Further, the sensor system comprises a master cylinder pressure sensor, a servo pressure sensor and a four-wheel cylinder pressure sensor; the master cylinder pressure sensor is arranged on an oil path between the brake master cylinder and the first switching valve and is used for detecting the brake pressure of the brake master cylinder; the servo pressure sensor is arranged on an oil path at the outlet end of the servo pressure accumulator and is used for detecting the pressure of the servo pressure accumulator; the four-wheel cylinder pressure sensors are respectively arranged on the pressure control channels and used for detecting the wheel cylinder pressure in the brake wheel cylinder.
Further, the brake controller comprises an active brake control module, an energy recovery control module and a failure protection module; the active braking control module controls the servo pressure control module to act according to the received active braking command, so that an oil path between the brake master cylinder and the pedal simulator is communicated, and meanwhile, the brake wheel cylinder is controlled to perform active pressure control; the energy recovery control module is used for distributing braking requirements in feedback braking force and friction braking force when braking energy is recovered, the feedback braking force is realized by an existing driving motor, and the friction braking force is realized by controlling the servo voltage control module through the energy recovery control module; the failure protection module is used for monitoring the state of the system in real time, alarming when the system fails, executing failure protection control and providing a backup non-decline braking force implementation oil way.
A method of controlling an energy-regenerative active braking system having fail-safe capabilities, comprising the steps of: an energy feedback type brake system with failure protection capability is arranged, and the system comprises an oil cup, a pedal boosting mechanism, a brake main cylinder, a brake pedal, a pedal simulator, a servo pressure control module, a brake wheel cylinder and a brake controller; the servo pressure control module comprises first to second switching valves, first to fourth normally open booster valves, first to fourth normally closed relief valves, first to second normally closed gate valves, a servo motor system and a sensor system; the servo motor system comprises a servo oil pump, a servo motor and a servo pressure accumulator; when active pressure control is needed, the brake controller sends an active control signal to the servo pressure control module, and the servo pressure control module controls the brake wheel cylinder to realize active pressure control; when the braking energy is recovered, the main controller distributes the braking demand among feedback braking force and friction braking force, the feedback braking force is realized by the existing driving motor, and the friction braking force is realized by the servo pressure control module; meanwhile, the brake controller monitors the state of the system in real time, alarms when the system fails, executes failure protection control and provides a backup non-decline brake force implementation oil way.
Further, the implementation process of the active pressure control is as follows: the brake controller sends a control signal to the servo pressure control module, so that the first switching valve and the second switching valve are electrified to switch on states, the connection of oil paths between the brake master cylinder and the four normally open booster valves is cut off, and the oil paths between the brake master cylinder and the pedal simulator are switched on; meanwhile, the first normally closed gate valve and the second normally closed gate valve are electrically conducted, and oil paths between the servo pressure accumulator and the four normally open booster valves are conducted; and then, the brake controller controls the current or the current time of the servo pressure accumulator through a current control or pulse width modulation control mode, so as to regulate the pressure of the corresponding wheel cylinder in the brake wheel cylinder, and when the pressure in the brake wheel cylinder is equal to the received active braking demand, the normally open pressure increasing valve corresponding to the pressure in the brake wheel cylinder is closed, so that the implementation of active braking is completed.
Further, the braking energy recovery process comprises: the brake controller monitors the real-time brake pressure in the brake master cylinder through a sensor system, analyzes the brake intention of a driver as the required total brake force, and calculates the maximum implementable feedback brake force according to the current states of the vehicle and the battery and the mechanical characteristics of the motor; according to the relation between the maximum implementable feedback braking force and the required total braking force, a corresponding control signal is sent to the servo pressure control module, and the servo pressure control module controls the brake wheel cylinder to realize the recovery of the braking energy: when the maximum practicable feedback braking force is larger than the required total braking force, the brake controller sends a signal to the servo pressure control module to enable the first normally-closed gate valve and the second normally-closed gate valve to be not operated, the oil circuit connection between the servo pressure accumulator and the brake wheel cylinder is cut off, meanwhile, the first switching valve and the second switching valve are electrically conducted, and good pedal force feedback is provided for a driver through the pedal simulator; when the maximum implementable feedback braking force is smaller than the required total braking force, the driving motor executes the maximum implementable feedback braking force, meanwhile, the difference between the required total braking force and the real-time feedback braking force of the motor is used as a tracking target of the brake wheel cylinder, and the servo pressure control module controls the brake wheel cylinder to realize the tracking target.
Further, when the maximum implementable feedback braking force is smaller than the required total braking force, the driving motor executes the maximum implementable feedback braking force, and meanwhile, the difference between the required total braking force and the real-time feedback braking force of the motor is used as a tracking target of the brake wheel cylinder, and the process of controlling the brake wheel cylinder to realize the tracking target through the servo pressure control module comprises the following steps: sending a control signal to electrify and conduct the first switching valve and the second switching valve, conducting an oil path between the brake master cylinder and the pedal simulator, and providing good pedal force feedback for a driver through the pedal simulator; determining a brake wheel cylinder needing pressurization, pressure maintaining and pressure reduction, enabling a first normally-closed gate valve or a second normally-closed gate valve to be electrified and switched to be in a conducting state according to a determination result, and adjusting four normally-open pressurization valves and normally-closed pressure reduction valves respectively by a brake controller to complete tracking of target braking force, specifically: for a wheel cylinder with a boosting requirement, a brake controller controls a normally open boosting valve connected with the brake controller in a current or pulse width modulation mode, so that brake fluid in a servo pressure accumulator enters the wheel cylinder according to a required boosting rate, the pressure of the wheel cylinder can be ensured to accurately track a target pressure value, and a normally closed pressure relief valve connected with the wheel cylinder is kept closed at the moment; for the wheel cylinder with pressure maintaining requirement, the brake controller controls the normally open pressure increasing valve and the normally closed pressure reducing valve connected with the wheel cylinder to be completely closed, so that the pressure in the wheel cylinder is kept unchanged at the current value; for the wheel cylinder with pressure reduction demand, the brake controller controls the normally open pressure-increasing valve connected with the brake controller to be completely closed, controls the on-off of the normally closed pressure-reducing valve connected with the brake controller in a current or pulse width modulation mode, enables the pressure in the wheel cylinder to return to the oil cup through the outlet of the normally closed pressure-reducing valve, and closes the normally closed pressure-reducing valve when the pressure in the wheel cylinder is reduced to the required target value.
Further, the failure protection process is as follows: the brake controller diagnoses the health condition of the system in real time, and when a fault is diagnosed in the system, the control system is completely powered off, so that the brake master cylinder is completely communicated with the brake wheel cylinder; and meanwhile, the brake controller sends out a fault signal, and a fault alarm is displayed through a vehicle-mounted man-machine interaction interface to remind a driver to immediately step on a brake pedal for speed reduction.
Due to the adoption of the technical scheme, the invention has the following advantages: 1. because the pressure adjusting module in the traditional hydraulic braking system is improved, a first switching valve and a second switching valve are arranged between the brake master cylinder and the pedal simulator and between the brake master cylinder and the wheel cylinder pressure increasing valve; a servo oil pump, a servo motor and a servo pressure accumulator are arranged at an outlet of the oil cup; first and second gate valves are provided between the servo accumulator and the wheel cylinder. By the action of the first and second switching valves, the connection between the master cylinder and the wheel cylinder is cut off, and the master cylinder and the pedal simulator are communicated, so that the pedal force feedback can be provided for the brake pedal. 2. According to the invention, four mutually independent pressure control channels are arranged between the servo pressure accumulator and the brake wheel cylinder, the first to fourth normally open pressure increasing valves and the first to fourth normally closed pressure reducing valves which are connected in parallel are respectively arranged on each pressure control channel, and independent active pressure building and precise pressure regulation of the four wheel cylinders can be realized by controlling the servo pressure accumulator, each normally open pressure increasing valve and the normally closed pressure reducing valve. 3. The servo pressure accumulator in the servo pressure Control module can directly provide braking force for the brake wheel cylinder without a driver stepping on a brake pedal, so that the vehicle dynamics Control functions of ABS (Anti-lock brake System), TCS (Traction Control System), ESC and the like can be realized, and the driving auxiliary functions of adaptive cruise ACC, automatic emergency brake AEB and the like can also be realized. 4. The brake controller can work in coordination with feedback braking of the driving motor, a coordinated braking energy recovery function can be realized, the control method of the brake controller can ensure that the braking energy is recovered to the maximum extent, and in the feedback braking process, the brake master cylinder is only connected with the pedal simulator, so that good pedal feeling can be ensured. 5. The pedal boosting mechanism is arranged between the brake pedal and the brake master cylinder, and the existence of the pedal boosting mechanism can ensure that the safety of a vehicle can be ensured by applying a non-declining braking force by a driver after the system fails. 6. The ABS or ESC pressure regulator in the vehicle braking system in the prior art is simply replaced, no complex external pipeline is arranged, the structure is simple, and the size is small; the vehicle supports all driving forms and energy structures, and comprises all front-wheel drive, rear-wheel drive, four-wheel drive pure electric, hybrid power, internal combustion engine type and other vehicle types. The functions of ABS, TCS, ESC, ACC, AEB and the like can be realized through active braking, and in addition, the energy feedback function can be realized on the electric automobile; secondly, the system has high recovery efficiency of braking energy and good feeling of a brake pedal, and does not change the driving habit of a driver. Meanwhile, the invention has complete failure protection design, can quickly and effectively brake the vehicle when a fault occurs, and greatly improves the safety of the vehicle.
Drawings
FIG. 1 is a hydraulic schematic of an energy regenerative active braking system with fail-safe capability according to the present invention;
FIG. 2 is a schematic diagram of the active braking operation of the energy feedback type active braking system with fail-safe capability according to the present invention;
FIG. 3 is a schematic diagram of the operation of the energy feedback active braking system with fail-safe capability according to the present invention when performing the energy recovery, respectively executing the pressurization, pressure reduction, pressure maintaining and other commands in four wheel cylinders;
fig. 4 is a working principle diagram of the energy feedback type active braking system with the failure protection capability in the failure protection process.
Detailed Description
The invention is described in detail below with reference to the figures and examples.
As shown in fig. 1 to 4, the energy feedback type active braking system with fail-safe capability provided by the present invention includes an oil cup 1, a pedal boosting mechanism 2, a brake master cylinder 3, a brake pedal 4, a pedal simulator 5, a servo pressure control module 6, a brake wheel cylinder 7 and a brake controller 8. Wherein, the mechanical input end of the brake master cylinder 3 is connected with the brake pedal 4 through the pedal boosting mechanism 2; an inlet of the brake master cylinder 3 is connected with the oil cup 1 through an oil path, and an outlet of the brake master cylinder 3 is respectively connected with the pedal simulator 5 and the brake wheel cylinder 7 through the servo pressure control module 6; the servo pressure control module 6 is connected with the oil cup 1 through an oil path and is connected with the brake controller 8 through a signal line; in a normal state of the system, the brake controller 8 sends an active pressure control signal to the servo pressure control module 6, and the servo pressure control module 6 controls the brake wheel cylinder 7 to perform active pressure control; in a system failure state, the brake controller 8 sends a corresponding control signal to the servo pressure control module 6, so that the brake master cylinder 3 realizes braking under the joint control of the brake pedal 4 and the pedal boosting mechanism 2; when the braking energy recovery is needed, the servo pressure control module 6 is matched with the driving motor to realize the braking energy recovery of the system.
Further, the servo pressure control module 6 includes first to second switching valves 601 to 602, first to fourth normally open booster valves 631, 633, 635, 637, first to fourth normally closed relief valves 632, 634, 636, 638, first to second normally closed gate valves 621 to 622, a servo motor system, and a sensor system. The inlets of the first switching valve 601 and the second switching valve 602 are respectively connected with two outlets of the brake master cylinder 3, the normally closed outlets of the first switching valve 601 and the second switching valve 602 are connected in parallel and then connected with the pedal simulator 5, the normally open outlet of the first switching valve 601 is respectively connected with the outlet of the first normally closed gate valve 621 and the inlets of the first normally open booster valve 631 and the second normally open booster valve 633, and the normally open outlet of the second switching valve 602 is respectively connected with the outlet of the second normally closed gate valve 622, the inlet of the third normally open booster valve 635 and the inlet of the fourth normally open booster valve 637; outlets of the first to fourth normally-open pressure increase valves 631, 633, 635 and 637 are respectively connected in parallel with inlets of the first to fourth normally-closed pressure release valves 632, 634, 636 and 638 to form first to fourth pressure control channels which are independent of each other, and each pressure control channel is respectively connected with the first to fourth brake cylinders 71 to 74 in the brake cylinders 7; outlets of the first to fourth normally closed pressure relief valves 632, 634, 636 and 638 are connected in parallel and then connected with the oil cup 1 through a pressure relief oil return passage; inlets of the first normally-closed gate valve 621 and the second normally-closed gate valve 622 are connected in parallel and then connected with an outlet of the servo motor system, and an inlet of the servo motor system is connected with the pressure relief oil return channel through an oil way and further connected with the oil cup 1; the sensor system is used for detecting the pressure of the master cylinder 3, the servo motor system and the brake wheel cylinder 7 and sending the detection result to the brake controller 8.
Further, the servo motor system includes a servo oil pump 611, a servo motor 612 and a servo accumulator 613, the servo oil pump 611 obtains brake fluid from the oil cup 1 under the driving of the servo motor 612, and pumps the brake fluid into the servo accumulator 613, so that the servo accumulator 613 stores stable high-pressure brake fluid, and an outlet of the servo accumulator 613 is connected to inlets of the first normally-closed gate valve 621 and the second normally-closed gate valve 622 through an oil path.
Further, the sensor system includes a master cylinder pressure sensor 641, a servo pressure sensor 642, and four wheel cylinder pressure sensors 643-646. The master cylinder pressure sensor 641 is disposed on the oil path between the master cylinder 3 and the first switching valve 601 or the second switching valve 602, and is configured to detect the pressure at the outlet of the master cylinder 3; a servo pressure sensor 642 is provided in an oil path at an outlet end of the servo accumulator 613, and detects a pressure of the servo accumulator 613; the four-wheel cylinder pressure sensors 643 to 646 are provided in the pressure control passages, respectively, and detect the wheel cylinder pressures in the brake wheel cylinders 7.
Further, the brake controller 8 includes an active brake control module 81, an energy recovery control module 82, and a fail-safe module 83. The active braking control module 81 controls the servo pressure control module 6 to act according to the received active braking command, so that an oil path between the brake master cylinder 3 and the pedal simulator 5 is communicated, and meanwhile, the brake wheel cylinder 7 is controlled to perform active pressure control; the energy recovery control module 82 is used for distributing the braking demand in feedback braking force and friction braking force when the braking energy is recovered, wherein the feedback braking force is realized by the existing driving motor, and the friction braking force is realized by the servo voltage control module 6 controlled by the energy recovery control module 82; the failure protection module 83 is used for monitoring the system state in real time, alarming when the system fails, executing failure protection control and providing a backup non-decline braking force implementation oil way.
Furthermore, the power source of the pedal boosting mechanism 2 and the power source of the servo pressure control module 6 are independent from each other and work independently. The pedal assist mechanism 2 may be driven by a vacuum level formed by an intake manifold of the engine (vacuum booster type), or may be driven by a motor and transmission structure (electric booster type).
Based on the energy feedback type active braking system with the failure protection capability, the invention also provides a control method of the energy feedback type active braking system with the failure protection capability, which specifically comprises the following steps:
1) when the brake controller 8 receives the active control command, the active brake control module 81 sends an active control signal to the servo pressure control module 6, and the servo pressure control module 6 controls the brake wheel cylinder 7 to realize active pressure control.
As shown in fig. 2, the active braking is mainly applied to scenes such as ACC (adaptive cruise control) and AEB (automatic emergency braking) to complete braking of the vehicle when the driver does not intend to brake or when there is no braking force in the master cylinder 3. The specific implementation process comprises the following steps:
when the brake controller 8 receives an active braking command, the active braking control module 81 sends a control signal to the servo pressure control module 6, so that the first switching valve 601 and the second switching valve 602 are electrified and switched in a conducting state, at this time, the oil path connection between the brake master cylinder 3 and the four normally-open pressure increasing valves 631, 633, 635 and 637 is cut off, the oil path between the brake master cylinder 3 and the pedal simulator 5 is conducted, and the abnormal pedal feeling caused by the fact that a driver suddenly steps on a brake pedal in the active braking process is prevented;
meanwhile, the first normally-closed gate valve 621 and the second normally-closed gate valve 622 are electrically conducted, and oil paths between the servo accumulator 613 and the four normally- open booster valves 631, 633, 635 and 637 are conducted;
since the braking forces in the four wheel cylinders are fully independently adjustable and are fully equivalent, only the pressure increase of the brake wheel cylinder 71 will be described as an example. At this time, the inlet of the first normally-open pressure increasing valve 631 is equal to the storage pressure of the servo accumulator 613, the brake controller 8 controls the energization current or the energization time of the first normally-open pressure increasing valve 631 by means of current control, pulse width modulation control, or the like, thereby controlling the adjustment of the pressure in the brake wheel cylinder 71, and when the pressure in the brake wheel cylinder 71 is equal to the received active braking demand, the first normally-open pressure increasing valve 631 is closed, thereby completing the implementation of active braking.
2) When the braking energy is recovered, the energy recovery control module 82 distributes the braking demand among the feedback braking force realized by the existing driving motor and the friction braking force realized by the servo pressure control module 6 controlled by the energy recovery control module 82.
The driving motor carried on the electric vehicle such as a pure electric vehicle or a hybrid electric vehicle can work in a power generation mode and brake the vehicle at the same time, and the braking force is the feedback braking force. When the invention recovers the braking energy, the driving motor and the hydraulic braking system need to be coordinated, so that the total feedback braking force is equivalent to the braking intention of the driver. Therefore, the implementation process of the braking energy recovery function is as follows:
2.1) the energy recovery control module 82 monitors the real-time brake pressure in the brake master cylinder 3 via the master cylinder pressure sensor 641 and interprets the driver's braking intent as the total braking force required. And meanwhile, calculating the maximum implementable feedback braking force according to the current states of the vehicle and the battery and the mechanical characteristics of the motor.
2.2) according to the relation between the maximum implementable feedback braking force and the required total braking force, sending a corresponding control signal to the servo pressure control module 6 to realize the recovery of the braking energy.
The following two situations exist between the maximum practicable feedback braking force and the required total braking force:
when the maximum practicable regenerative braking force is larger than the required total braking force, the braking can be completely completed by the driving motor, and no hydraulic braking power is required in the brake wheel cylinder 7. At this time, the energy recovery control module 82 sends a signal to the servo pressure control module 6 to deactivate the first normally-closed gate valve 621 and the second normally-closed gate valve 622, thereby cutting off the oil passage connection between the servo accumulator 613 and the brake wheel cylinder 7, and at the same time, the first switching valve 601 and the second switching valve 602 are electrically connected, thereby providing a good pedal force feedback to the driver through the pedal simulator 5. Through the control mode, the braking requirement can be ensured to be completely met by the feedback braking force of the driving motor, so that the maximization of the braking energy recovery efficiency can be realized.
When the maximum practicable regenerative braking force is smaller than the required total braking force, in order to ensure the braking consistency and the vehicle safety, the braking requirement needs to be met by the coordination of the regenerative braking force and the hydraulic braking force. At this time, the drive motor executes the maximum practicable regenerative braking force, and the difference between the required total braking force and the motor real-time regenerative braking force is set as the tracking target of the brake wheel cylinder 7. There are three relationships between the tracking target and the current wheel cylinder pressure. When the target value is larger than the actual value, the wheel cylinder needs to be pressurized, when the target value is equal to the actual value, the wheel cylinder needs to be pressurized, and when the target value is smaller than the actual value, the pressure needs to be released.
As shown in fig. 3, it is assumed that the wheel cylinder 71 needs to be increased in pressure, the wheel cylinders 72 and 74 need to be maintained in pressure, and the wheel cylinder 73 needs to be decreased in pressure. In order to provide good pedal feeling for the driver, the first switching valve 601 and the second switching valve 602 are electrically conducted, an oil path between the brake master cylinder 3 and the pedal simulator 5 is conducted, good pedal force feedback is provided for the driver through the pedal simulator 5, and the pedal feeling is completely consistent with the stepping on of a traditional brake system. Simultaneously first normally closed gate valve 621 or second normally closed gate valve 622 electricity switch on state, and brake controller 8 adjusts the booster valve and the relief pressure valve that four passageways set up respectively, accomplishes the tracking of target brake force, and is specific:
for the wheel cylinder 71 with a pressure increase demand, the brake controller 8 controls the first normally-open pressure increase valve 631 in a current or pulse width modulation manner, so that the brake fluid in the servo accumulator 613 enters the wheel cylinder 71 according to the required pressure increase rate, the pressure of the wheel cylinder 71 can be ensured to accurately track the target pressure value, and at the moment, the first normally-closed pressure release valve 632 is kept closed.
② for the wheel cylinders 72, 74 with pressure maintaining requirement, the brake controller 8 controls the second and fourth normally-open pressure increasing valves 633, 637 to be fully closed, and the second and fourth normally-closed pressure reducing valves 634, 638 to be kept closed, at which time the pressure in the wheel cylinders 72, 74 will be kept constant at the current value.
For the wheel cylinder 73 with the pressure reduction requirement, the brake controller 8 controls the third normally-open pressure-increasing valve 635 to be completely closed, and controls the on-off of the third normally-closed pressure-reducing valve 636 in a current or pulse width modulation mode, so that the pressure in the wheel cylinder 73 can return to the oil cup 1 through the outlet of the third normally-closed pressure-reducing valve 636. When the pressure in the wheel cylinder 73 decreases to the required target value, the relief valve 636 is closed.
3) The failure protection module 83 monitors the system state in real time, alarms when the system fails, executes failure protection control, and provides a backup non-decline braking force implementation oil path.
As shown in fig. 4, the implementation process of the fail-safe is as follows:
the fail safe module 83 in the brake controller 8 diagnoses the health of the system in real time. When it is diagnosed that a fault occurs inside the system, the control system is completely powered off. In the system power-off state, the master cylinder 3 is in full communication with the wheel cylinders 7. When a fault occurs, the brake controller 8 sends out a fault signal, and displays a fault alarm through the vehicle-mounted human-computer interaction interface to remind a driver to immediately step on the brake pedal 4 for speed reduction. At this time, the driver steps on the brake pedal 4, the brake pedal 4 acts under the assistance of the pedal boosting mechanism 2, and the provided brake force is completely the same as that of the conventional vehicle, namely, the brake force is not declined, so that the brake distance of the vehicle when the brake system fails can be greatly shortened, and the safe and rapid parking of the vehicle can be ensured.
The above embodiments are only used for illustrating the present invention, and the structure, connection mode, manufacturing process, etc. of the components may be changed, and all equivalent changes and modifications performed on the basis of the technical solution of the present invention should not be excluded from the protection scope of the present invention.
Claims (7)
1. An energy feedback type active braking system with failure protection capability is characterized in that: the brake system comprises an oil cup, a pedal boosting mechanism, a brake master cylinder, a brake pedal, a pedal simulator, a servo pressure control module, a brake wheel cylinder and a brake controller;
the mechanical input end of the brake master cylinder is connected with the brake pedal through the pedal boosting mechanism; the inlet of the brake master cylinder is connected with the oil cup through an oil way, and the outlet of the brake master cylinder is respectively connected with the pedal simulator and the brake wheel cylinder through the servo pressure control module;
the servo pressure control module is connected with the oil cup through an oil way and is connected with the brake controller through a signal wire;
the brake controller is used for controlling the servo pressure control module to realize the switching of the system among an active pressure control state, a brake energy recovery state and a failure protection state;
the servo pressure control module comprises first to second switching valves, first to fourth normally open booster valves, first to fourth normally closed relief valves, first to second normally closed gate valves, a servo motor system and a sensor system;
inlets of the first switching valve and the second switching valve are respectively connected with two outlets of the brake master cylinder, and normally closed outlets of the first switching valve and the second switching valve are connected in parallel and then connected with the pedal simulator;
the normally open outlet of the first switching valve is respectively connected with the outlet of the first normally closed gate valve and the inlets of the first normally open booster valve and the second normally open booster valve;
a normally open outlet of the second switching valve is respectively connected with an outlet of the second normally closed gate valve and inlets of the third and fourth normally open booster valves; the first switching valve and the second switching valve adopt two-position three-way valves;
outlets of the first to fourth normally-open pressure increasing valves are respectively connected with inlets of the first to fourth normally-closed pressure reducing valves in parallel to form first to fourth pressure control channels which are independent of each other, and the first to fourth pressure control channels are respectively connected with each wheel cylinder in the brake wheel cylinders;
outlets of the first to fourth normally closed pressure release valves are connected in parallel and then connected with the oil cup through a pressure release oil return passage;
inlets of the first and second normally-closed gate valves are connected in parallel and then connected with an outlet of the servo motor system, and an inlet of the servo motor system is connected with the pressure relief oil return channel through an oil way and further connected with the oil cup;
the sensor system is used for detecting the pressure of the brake master cylinder, the servo motor system and the brake wheel cylinder and sending the detection result to the brake controller;
the servo motor system comprises a servo oil pump, a servo motor and a servo pressure accumulator, the servo oil pump is driven by the servo motor to obtain brake fluid from the oil cup and pump the brake fluid into the servo pressure accumulator, and an outlet of the servo pressure accumulator is connected with inlets of the first and second normally-closed gate valves through an oil way;
the sensor system comprises a main cylinder pressure sensor, a servo pressure sensor and a four-wheel cylinder pressure sensor;
the master cylinder pressure sensor is arranged on an oil path between the brake master cylinder and the first switching valve and is used for detecting the brake pressure of the brake master cylinder;
the servo pressure sensor is arranged on an oil path at the outlet end of the servo pressure accumulator and is used for detecting the pressure of the servo pressure accumulator;
the four-wheel cylinder pressure sensors are respectively arranged on the pressure control channels and used for detecting the wheel cylinder pressure in the brake wheel cylinder.
2. A fail-safe, energy-regenerative active braking system as claimed in claim 1 wherein: the brake controller comprises an active brake control module, an energy recovery control module and a failure protection module;
the active braking control module controls the servo pressure control module to act according to the received active braking command, so that an oil path between the brake master cylinder and the pedal simulator is communicated, and meanwhile, the brake wheel cylinder is controlled to perform active pressure control;
the energy recovery control module is used for distributing braking requirements in feedback braking force and friction braking force when braking energy is recovered, the feedback braking force is realized by an existing driving motor, and the friction braking force is realized by controlling the servo voltage control module through the energy recovery control module;
the failure protection module is used for monitoring the state of the system in real time, alarming when the system fails, executing failure protection control and providing a backup non-decline braking force implementation oil way.
3. A control method using the energy feedback type active braking system with the fail-safe capability according to any one of claims 1 to 2, characterized by comprising the following steps:
an energy feedback type active braking system with failure protection capability is arranged, and the system comprises an oil cup, a pedal boosting mechanism, a brake main cylinder, a brake pedal, a pedal simulator, a servo pressure control module, a brake wheel cylinder and a brake controller; the servo pressure control module comprises first to second switching valves, first to fourth normally open booster valves, first to fourth normally closed relief valves, first to second normally closed gate valves, a servo motor system and a sensor system; the servo motor system comprises a servo oil pump, a servo motor and a servo pressure accumulator;
when active pressure control is needed, the brake controller sends an active control signal to the servo pressure control module, and the servo pressure control module controls the brake wheel cylinder to realize active pressure control;
when the braking energy is recovered, the main controller distributes the braking demand among feedback braking force and friction braking force, the feedback braking force is realized by the existing driving motor, and the friction braking force is realized by the servo pressure control module;
meanwhile, the brake controller monitors the state of the system in real time, alarms when the system fails, executes failure protection control and provides a backup non-decline brake force implementation oil way.
4. A control method of an energy-regenerative active braking system with fail-safe capability as claimed in claim 3 wherein: the implementation process of the active pressure control comprises the following steps:
the brake controller sends a control signal to the servo pressure control module, so that the first switching valve and the second switching valve are electrified to switch on states, the connection of oil paths between the brake master cylinder and the four normally open booster valves is cut off, and the oil paths between the brake master cylinder and the pedal simulator are switched on;
meanwhile, the first normally closed gate valve and the second normally closed gate valve are electrically conducted, and oil paths between the servo pressure accumulator and the four normally open booster valves are conducted;
and then, the brake controller controls the current or the current time of the servo pressure accumulator through a current control or pulse width modulation control mode, so as to regulate the pressure of the corresponding wheel cylinder in the brake wheel cylinder, and when the pressure in the brake wheel cylinder is equal to the received active braking demand, the normally open pressure increasing valve corresponding to the pressure in the brake wheel cylinder is closed, so that the implementation of active braking is completed.
5. A control method of an energy-regenerative active braking system with fail-safe capability as claimed in claim 3 wherein: the process of recovering the braking energy comprises the following steps:
the brake controller monitors the real-time brake pressure in the brake master cylinder through a sensor system, analyzes the brake intention of a driver as the required total brake force, and calculates the maximum implementable feedback brake force according to the current states of the vehicle and the battery and the mechanical characteristics of the motor;
according to the relation between the maximum implementable feedback braking force and the required total braking force, a corresponding control signal is sent to the servo pressure control module, and the servo pressure control module controls the brake wheel cylinder to realize the recovery of the braking energy:
when the maximum practicable feedback braking force is larger than the required total braking force, the brake controller sends a signal to the servo pressure control module to enable the first normally-closed gate valve and the second normally-closed gate valve to be not operated, the oil circuit connection between the servo pressure accumulator and the brake wheel cylinder is cut off, meanwhile, the first switching valve and the second switching valve are electrically conducted, and good pedal force feedback is provided for a driver through the pedal simulator;
when the maximum implementable feedback braking force is smaller than the required total braking force, the driving motor executes the maximum implementable feedback braking force, meanwhile, the difference between the required total braking force and the real-time feedback braking force of the motor is used as a tracking target of the brake wheel cylinder, and the servo pressure control module controls the brake wheel cylinder to realize the tracking target.
6. A control method of an energy-regenerative active braking system with fail-safe capability as claimed in claim 5 wherein: when the maximum implementable feedback braking force is smaller than the required total braking force, the driving motor executes the maximum implementable feedback braking force, meanwhile, the difference between the required total braking force and the real-time feedback braking force of the motor is used as a tracking target of the brake wheel cylinder, and the process of controlling the brake wheel cylinder to realize the tracking target through the servo pressure control module comprises the following steps:
sending a control signal to electrify and conduct the first switching valve and the second switching valve, conducting an oil path between the brake master cylinder and the pedal simulator, and providing good pedal force feedback for a driver through the pedal simulator;
determining a brake wheel cylinder needing pressurization, pressure maintaining and pressure reduction, enabling a first normally-closed gate valve or a second normally-closed gate valve to be electrified and switched on according to a determination result, and adjusting four normally-open pressurization valves and four normally-closed pressure relief valves respectively by a brake controller to complete tracking of target braking force, specifically:
for a wheel cylinder with a boosting requirement, a brake controller controls a normally open boosting valve connected with the brake controller in a current or pulse width modulation mode, so that brake fluid in a servo pressure accumulator enters the wheel cylinder according to a required boosting rate, the pressure of the wheel cylinder can be ensured to accurately track a target pressure value, and a normally closed pressure relief valve connected with the wheel cylinder is kept closed at the moment;
for the wheel cylinder with pressure maintaining requirement, the brake controller controls the normally open pressure increasing valve and the normally closed pressure reducing valve connected with the wheel cylinder to be completely closed, so that the pressure in the wheel cylinder is kept unchanged at the current value;
for the wheel cylinder with pressure reduction demand, the brake controller controls the normally open pressure-increasing valve connected with the brake controller to be completely closed, controls the on-off of the normally closed pressure-reducing valve connected with the brake controller in a current or pulse width modulation mode, enables the pressure in the wheel cylinder to return to the oil cup through the outlet of the normally closed pressure-reducing valve, and closes the normally closed pressure-reducing valve when the pressure in the wheel cylinder is reduced to the required target value.
7. A control method of an energy-regenerative active braking system with fail-safe capability as claimed in claim 3 wherein: the failure protection process comprises the following steps:
the brake controller diagnoses the health condition of the system in real time, and when a fault is diagnosed in the system, the control system is completely powered off, so that the brake master cylinder is completely communicated with the brake wheel cylinder;
and meanwhile, the brake controller sends out a fault signal, and a fault alarm is displayed through a vehicle-mounted man-machine interaction interface to remind a driver to immediately step on a brake pedal for speed reduction.
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| CN110682900A (en) * | 2019-10-17 | 2020-01-14 | 浙江亚太机电股份有限公司 | Integrated braking system with adjustable pedal feel and self-checking function |
| CN110682899A (en) * | 2019-10-17 | 2020-01-14 | 浙江亚太机电股份有限公司 | Integrated braking system with adjustable pedal feel |
| CN112744199A (en) * | 2019-10-31 | 2021-05-04 | 比亚迪股份有限公司 | Electro-hydraulic brake system, application method thereof and vehicle |
| CN113085824A (en) * | 2019-12-23 | 2021-07-09 | 罗伯特·博世有限公司 | Brake system and method for detecting dual assistance of a brake booster and an auxiliary brake booster |
| CN113085827A (en) * | 2019-12-23 | 2021-07-09 | 比亚迪股份有限公司 | Braking system and automobile |
| EP4101710B1 (en) * | 2020-03-09 | 2024-02-14 | Huawei Technologies Co., Ltd. | Brake system, brake method and vehicle |
| CN112896121B (en) * | 2021-01-28 | 2022-02-08 | 中汽创智科技有限公司 | Braking system and braking method |
| CN115123162B (en) * | 2022-07-21 | 2024-04-26 | 中汽创智科技有限公司 | Vehicle braking system |
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| CN102303597B (en) * | 2011-05-23 | 2013-08-21 | 重庆大学 | Hybrid electrical vehicle (HEV)/electrical vehicle (EV) regeneration brake pressure coordinate control system based on antilock brake system (ABS) hardware |
| CN102862484B (en) * | 2012-10-10 | 2015-04-01 | 中国汽车工程研究院股份有限公司 | Hydraulic braking system for feedback of regenerated braking energy of electric vehicle |
| CN103253146B (en) * | 2013-05-09 | 2016-01-20 | 同济大学 | The pedal decoupling type Electro-hydraulic brake system that integrated pedal displacement is measured |
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| CN108162943B (en) * | 2018-02-06 | 2019-06-04 | 吉林大学 | The compound line control brake system and its brake control method of four-wheel pressure independent control |
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