CN113942479A - Braking system and automobile - Google Patents
Braking system and automobile Download PDFInfo
- Publication number
- CN113942479A CN113942479A CN202010681443.7A CN202010681443A CN113942479A CN 113942479 A CN113942479 A CN 113942479A CN 202010681443 A CN202010681443 A CN 202010681443A CN 113942479 A CN113942479 A CN 113942479A
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- brake
- braking
- master cylinder
- pipeline
- pedal
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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
- B60T13/746—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 and mechanical transmission of the braking action
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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
- B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
- B60T13/142—Systems with master cylinder
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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
- B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
- B60T13/142—Systems with master cylinder
- B60T13/147—In combination with distributor valve
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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
- B60T13/58—Combined or convertible systems
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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
-
- 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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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
- B60T8/409—Systems with stroke simulating devices for driver input characterised by details of the stroke simulating device
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
The invention belongs to the technical field of automobile braking, and particularly relates to a braking system and an automobile, wherein the braking system comprises a brake pedal, a brake master cylinder, an oil storage pot, a displacement sensor, a brake actuator, a pressure sensor, a pedal sensing stroke simulator, a control valve and a master control unit, the brake master cylinder is connected with the brake actuator through a first pipeline, the brake master cylinder is connected with the oil storage pot through a second pipeline, the pedal sensing stroke simulator is arranged on a third pipeline, one end of the third pipeline is connected to the first pipeline, and the other end of the third pipeline is connected to the second pipeline; the brake master cylinder, the pressure sensor and the pedal feeling stroke simulator form a backup hydraulic brake loop. The brake system realizes the brake backup function which is not possessed by the existing electromechanical brake system. In addition, the pressure sensor can realize brake instruction verification and brake instruction backup, so that the brake system has high redundancy and reliability.
Description
Technical Field
The invention belongs to the technical field of automobile braking, and particularly relates to a braking system and an automobile.
Background
Chinese patent application No. CN201811553147.8 discloses an electromechanical brake system with a backup brake system, which comprises a master cylinder, an oil storage cylinder, a pedal feel simulator, a brake actuator and a control unit, wherein the master cylinder is communicated with the oil storage cylinder and the pedal feel simulator through pipelines, the brake actuator is equipped with a motor and a brake cylinder, the master cylinder is communicated with the brake cylinder through pipelines, the oil storage cylinder is also communicated with the brake cylinder on the brake actuator through pipelines, and the motor on the brake actuator is connected with the control unit and is controlled by the control unit to operate. The backup function that traditional electromechanical braking system did not possess has been realized, great improvement braking reliability.
The electromechanical brake system with the backup brake system works according to the following principle:
the first working condition is that under the normal braking working condition, namely the braking process under the state that the motor is electrified and does not fail is as follows: the first solenoid valve, the third solenoid valve and the fourth solenoid valve are in an open state, and the second solenoid valve is in a closed state. When a driver steps on the brake pedal, the push rod pushes the first piston in the brake master cylinder, and the second electromagnetic valve is in a closed state, and the first one-way valve and the second one-way valve are communicated in one way to the first cavity and the second cavity for the oil storage cylinder. The first piston pushes brake fluid into the pedal feel simulator, so that a driver can feel the pedal feel. At the moment, the displacement sensor detects the displacement of the pedal and feeds the displacement back to the electronic control unit, so that the torque which is required to be generated by the motors of the four wheels is calculated, and the motors transmit power to the ball screw through the planetary gear and the planet carrier to drive the axial movement of the brake wheel cylinder and then push the friction linings to clamp the brake disc so as to realize braking.
And in the second working condition, when the conventional braking system fails, namely the motor is powered off or fails, the backup system is started: the first solenoid valve, the third solenoid valve and the fourth solenoid valve are in a closed state, and the second solenoid valve is in an open state. When a driver steps on a brake pedal, the push rod pushes the first piston, the first cavity is in a sealed state, the first piston pushes the second piston through brake fluid, the second piston pushes the brake fluid in the second cavity into four hydraulic cavities which are surrounded by first sealing rings, sealing plugs and brake wheel cylinders through pipelines from an oil outlet of the brake master cylinder, the sealing plugs are tightly abutted against the rear end of the ball screw and are not moved at the moment, the brake fluid pushes the axial movement of the brake wheel cylinders to push friction linings to clamp a brake disc so as to realize emergency braking, and the first sealing rings play roles of sealing and returning at the moment.
The electromechanical brake system with the backup brake system has the following defects:
(1) the braking request of the driver is only acquired by the displacement sensor, and a checking and backup module is not provided, so that the reliability of the system is reduced.
(2) The dual-cavity brake master cylinder is adopted, on one hand, the design is excessive, and on the other hand, the pipeline arrangement complexity is increased.
(3) The pressure relief loop is over designed, and two electromagnetic valves are adopted, so that the design cost of the whole backup hydraulic system is increased.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the brake system and the automobile are provided for solving the problem that the reliability of the existing electromechanical brake system with the backup brake system is reduced because the brake request of a driver is only acquired through a displacement sensor and a check and backup module is not provided.
In order to solve the technical problem, in one aspect, an embodiment of the present invention provides a braking system, including a brake pedal, a brake master cylinder, an oil storage can, a displacement sensor, a brake actuator, a pressure sensor, a pedal feel stroke simulator, a control valve, and a master control unit, where the brake master cylinder is connected to the brake actuator through a first pipeline, the brake master cylinder is connected to the oil storage can through a second pipeline, the pedal feel stroke simulator is disposed on a third pipeline, one end of the third pipeline is connected to the first pipeline, and the other end of the third pipeline is connected to the second pipeline; the brake master cylinder, the pressure sensor and the pedal sensing stroke simulator form a backup hydraulic brake loop;
during conventional braking, the master control unit controls the brake actuator to directly complete braking, the master control unit controls the control valve to enter a first state, and the brake master cylinder simulates pedal feeling by building pressure on the brake pedal stroke simulator;
when the conventional brake fails, the master control unit controls the control valve to enter a second state, and the backup hydraulic brake circuit is pressurized by stepping the brake pedal by a driver, so that backup failure brake is realized;
when backup failure braking is carried out, the displacement sensor collects a braking instruction of a driver, the pressure sensor carries out braking instruction verification and braking instruction backup, the braking instruction is sent to the master control unit after verification is finished, and the master control unit sends the braking instruction to the braking actuator to implement braking.
Optionally, the brake actuator comprises a motor and a brake wheel cylinder, and the master control unit is electrically connected with the motor;
during normal braking, the motor drives a brake wheel cylinder to brake;
and when the backup fails to brake, the backup hydraulic brake circuit drives the brake wheel cylinder to brake.
Optionally, the braking system further includes a front axle control module and a rear axle control module, the front axle control module and the rear axle control module are respectively electrically connected to a master control unit, four braking actuators are provided, the front axle control module is electrically connected to motors of two braking actuators at a front wheel, and the rear axle control module is electrically connected to motors of two braking actuators at a rear wheel;
when the front axle control module receives a braking instruction sent by the master control unit, the front axle control module controls the motor of the braking actuator at the front wheel to act so as to implement front wheel braking; and when the rear axle control module receives the braking instruction sent by the master control unit, the rear axle control module controls the motor of the braking actuator at the rear wheel to act so as to implement rear wheel braking.
Optionally, the control valve includes a first solenoid valve and a second solenoid valve, the second solenoid valve is disposed on the first pipeline, the pressure sensor, the first solenoid valve and the pedal feeling stroke simulator are disposed on the third pipeline, and the master brake cylinder, the pressure sensor, the first solenoid valve and the pedal feeling stroke simulator are sequentially connected to form the backup hydraulic brake circuit;
during conventional braking, the master control unit controls the first electromagnetic valve to be switched on and the second electromagnetic valve to be switched off, and the brake master cylinder simulates pedal feeling by building pressure on the brake pedal stroke simulator;
when the conventional brake fails, the master control unit controls the second electromagnetic valve to be switched on and the first electromagnetic valve to be switched off, and the backup hydraulic brake circuit is pressurized by stepping the brake pedal by a driver, so that the backup failure brake is realized.
Optionally, the brake system further includes an oil return line and an oil return valve disposed on the oil return line, and the oil return line is connected between the brake actuator and the oil storage pot.
Optionally, the control valve is a two-position three-way electromagnetic valve arranged on the third pipeline, and the brake master cylinder, the pressure sensor, the two-position three-way electromagnetic valve and the pedal feeling stroke simulator are sequentially connected to form the backup hydraulic brake circuit;
during conventional braking, the master control unit controls the two-position three-way electromagnetic valve to enter a first state so as to cut off the first pipeline and conduct the third pipeline, and the brake master cylinder simulates pedal feel by building pressure on the brake pedal stroke simulator;
when the conventional brake fails, the master control unit controls the two-position three-way electromagnetic valve to enter a second state, so that the first pipeline is conducted, the third pipeline is cut off, and the backup hydraulic brake circuit is pressurized by stepping the brake pedal by a driver, so that the backup failure brake is realized.
Optionally, the brake system further includes a check valve disposed on the second pipeline, and a communication direction of the check valve is from the oil storage pot to the brake master cylinder.
Optionally, the brake master cylinder is a single-cavity brake master cylinder, the single-cavity brake master cylinder includes a cylinder body, a master cylinder piston, a master cylinder push rod and a return spring, the master cylinder piston can freely slide in a master cylinder hydraulic cavity in the cylinder body, one end of the master cylinder push rod is connected to the piston, the other end of the master cylinder push rod is connected to the brake pedal, and the return spring is supported at one end of the piston and one end of the cylinder body, which is far away from the master cylinder push rod.
Optionally, the brake wheel cylinder comprises a caliper body, two friction plates, a speed reducing mechanism, a ball screw mechanism and a shell, the caliper body is connected to the shell, the ball screw mechanism comprises a screw rod and a nut, and the nut is rotatably mounted in the shell and is matched with the screw rod; one of the friction plates is opposite to one end of the screw rod and can move towards a brake disc under the pushing of the screw rod, the other friction plate is arranged on the caliper body, a hydraulic cavity is defined between the other end of the screw rod and the shell, and an oil inlet joint communicated with the hydraulic cavity is arranged on the shell;
when the conventional brake fails, the motor drives the nut to rotate through the speed reducing mechanism, and the rotation of the nut can drive the screw rod to move along the axial direction of the screw rod so as to push the two friction plates to clamp the brake disc from two sides, so that the brake is realized;
when the backup fails to brake, the hydraulic oil of the backup hydraulic brake loop flows into the hydraulic cavity and pushes the screw rod and the nut to move together in the direction close to the brake disc so as to push the two friction plates to clamp the brake disc from two sides, and the brake is realized.
According to the brake system provided by the embodiment of the invention, the brake master cylinder, the pressure sensor and the pedal sensing stroke simulator form a backup hydraulic brake loop, during braking, the displacement sensor acquires a brake instruction of a driver, the pressure sensor performs brake instruction verification and brake instruction backup, after the verification is completed, the brake instruction is sent to the master control unit, and the master control unit sends the brake instruction to the brake actuator to implement braking. The brake system of the embodiment of the invention realizes the brake backup function which is not possessed by the existing electromechanical brake system. And moreover, the brake instruction check and the brake instruction backup can be realized through the pressure sensor, so that the brake system has high redundancy and reliability, and the conventional brake and backup brake can be easily realized.
In another aspect, an embodiment of the present invention provides an automobile, which includes the above-mentioned brake system.
Drawings
FIG. 1 is a schematic illustration of a braking system provided in accordance with a first embodiment of the present invention;
FIG. 2 is a simplified diagram of a braking system provided by a first embodiment of the present invention;
FIG. 3 is a schematic illustration of a brake actuator of the braking system provided in accordance with the first embodiment of the present invention;
FIG. 4 is a schematic illustration of a braking system provided in accordance with a second embodiment of the present invention;
FIG. 5 is a schematic illustration of a braking system provided in accordance with a third embodiment of the present invention;
FIG. 6 is a simplified diagram of a braking system provided by a third embodiment of the present invention;
fig. 7 is a schematic view of a brake system provided in a fourth embodiment of the present invention.
The reference numerals in the specification are as follows:
1-a motor; 2-a first gear; 3-a second gear; 4-a first sealing ring; 5-an oil inlet joint; 6-a shell; 7-a bearing; 8-a third gear; 9-bolt; 10-lead screw 11-nut; 12-a second sealing ring; 13-positioning blocks; 14-a piston; 15-a brake disc; 16-a friction block; 17-a caliper body; 18-a ball bearing; 19-a hydraulic chamber; 20-brake pedal; 21-a displacement sensor; 22-master cylinder piston; 23-a master brake cylinder; 24-oil storage pot; 25-master cylinder hydraulic chamber; 26-a one-way valve; 27-a pressure sensor; 28-two-position three-way electromagnetic valve; 29-pedal feel stroke simulator; 30-master cylinder push rod; 31-a return spring; 32-a brake actuator; 33-a third line; 34-a first conduit; 35-a front axle control module; 36-total control unit; 37-rear axle control module; 38-a second conduit; 39-return line; 40-an oil return valve; a1-first solenoid valve; a2-second solenoid valve.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
First embodiment
As shown in fig. 1 and 2, a brake system according to a first embodiment of the present invention includes a brake pedal 20, a master cylinder 23, an oil reservoir 24, a displacement sensor 21, a brake actuator 32, a pressure sensor 27, a pedal feel stroke simulator 29, a control valve, and a master control unit 36, wherein the master cylinder 23 is connected to a wheel cylinder through a first pipeline 34, the master cylinder 23 is connected to the oil reservoir 24 through a second pipeline 38, the pedal feel stroke simulator 29 is disposed on a third pipeline 33, one end of the third pipeline 33 is connected to the first pipeline 34, and the other end of the third pipeline 33 is connected to the second pipeline 38; the master cylinder 23, the pressure sensor 27, and the pedal feel stroke simulator 29 constitute a backup hydraulic brake circuit.
During normal braking (the brake actuator 32 can work normally), the master control unit 36 controls the brake actuator 32 to directly complete braking, the master control unit 36 controls the control valves to enter a first state, and the brake master cylinder 23 simulates pedal feel by building pressure on the stroke simulator 29 of the brake pedal 20; in the event of a failure of the conventional brake (failure of the brake actuator 32), the general control unit 36 controls the control valves into the second state, and the backup hydraulic brake circuit is pressurized by the driver depressing the brake pedal 20, so that backup failure brake is realized. When backup fails to brake, the displacement sensor 21 collects a brake instruction of a driver, the pressure sensor 27 performs brake instruction verification and brake instruction backup, after verification, the brake instruction is sent to the master control unit 36, and the master control unit 36 sends the brake instruction to the brake actuator 32 to implement braking.
The brake actuator 32 comprises a motor 1 and a brake wheel cylinder, and the master control unit 36 is electrically connected with the motor 1; during normal braking, the motor 1 drives a brake wheel cylinder to brake; and when the backup fails to brake, the backup hydraulic brake circuit drives the brake wheel cylinder to brake.
As shown in fig. 3, the brake wheel cylinder includes a caliper body 17, a piston 14, two friction plates 16, a speed reducing mechanism, a ball screw mechanism and a housing 6, the caliper body 17 is connected to the housing 6, the piston 14 is slidably disposed in the housing 6, the ball screw mechanism includes a screw 10 and a nut 11, and the nut 11 is rotatably mounted in the housing 6 and is engaged with the screw 10; one of the friction plates 16 is opposite to one end of the piston 14, the other friction plate 16 is arranged on a caliper body 17, one end of the screw rod 10 is connected with the piston 14, a hydraulic cavity 19 is defined between the other end of the screw rod 10 and the shell 6, and the shell 6 is provided with an oil inlet joint 5 communicated with the hydraulic cavity 19; when the conventional braking fails, the motor 1 drives the nut 11 to rotate through the speed reducing mechanism, and the rotation of the nut 11 can drive the screw rod 10 and the piston to move along the axial direction of the screw rod 10 so as to push the two friction plates 16 to clamp the brake disc 15 from two sides, thereby realizing the braking; when the backup fails to brake, the hydraulic oil of the backup hydraulic brake circuit flows into the hydraulic cavity 19 and pushes the screw rod 10, the nut 11 and the piston to move together in the direction close to the brake disc 15, so as to push the two friction plates 16 to clamp the brake disc 15 from two sides, and the brake is realized.
The housing 6 consists of two parts connected by bolts 9. One end of the nut 11 is fitted with a bearing 7, whereby the nut 11 is rotatably supported in the housing 6.
The piston 14 is provided with a stopper 13 radially inside to limit the extreme displacement of the screw 10 toward the brake disk 15.
Preferably, a first sealing ring 4 is arranged between the piston and the housing 6 to realize dynamic sealing of the piston; a second sealing ring 12 is arranged between the screw rod 10 and the shell 6 to realize dynamic sealing of the screw rod 10.
The hydraulic cavity 19 is integrated with the brake actuator 32, no additional brake caliper is needed, the hydraulic cavity 19 is located on one side far away from the friction plate 16, pipelines are easy to connect, and the structure is easy to realize.
And a ball groove is formed in the inner hole wall of the nut 11, and balls 18 are arranged in the ball groove to reduce the friction resistance between the screw rod 10 and the nut 11.
As shown in fig. 3, the reduction mechanism includes a first gear 2 connected to the output shaft of the motor 1, a second gear 3 meshing with the first gear 2, and a third gear 8 meshing with the second gear 3.
As shown in fig. 2, the master cylinder 23 is a single-cavity master cylinder 23, the single-cavity master cylinder 23 includes a cylinder body, a master cylinder piston 22, a master cylinder push rod 30 and a return spring 31, the master cylinder piston 22 can freely slide in the master cylinder hydraulic cavity 25 in the cylinder body, one end of the master cylinder push rod 30 is connected to the piston 22, the other end of the master cylinder push rod 30 is connected to the brake pedal 20, and the return spring 31 is supported at one end of the piston 22 and the cylinder body, which is far away from the master cylinder push rod 30. The single-cavity brake master cylinder 23 is adopted, on one hand, the surplus design is avoided, and on the other hand, the complexity of pipeline arrangement is reduced.
The control valve comprises a first electromagnetic valve A1 and a second electromagnetic valve A2, the second electromagnetic valve A2 is arranged on a first pipeline 34, the pressure sensor 27, the first electromagnetic valve A1 and the pedal feeling stroke simulator 29 are arranged on a third pipeline 33, and the brake master cylinder 23, the pressure sensor 27, the first electromagnetic valve A1 and the pedal feeling stroke simulator 29 are sequentially connected to form the backup hydraulic brake circuit; during normal braking, the master control unit 36 controls the first electromagnetic valve A1 to be switched on and the second electromagnetic valve A2 to be switched off, and the brake master cylinder 23 simulates pedal feeling by building pressure on the brake pedal 20 stroke simulator 29; when the conventional brake fails, the general control unit 36 controls the second electromagnetic valve a2 to be switched on and the first electromagnetic valve a1 to be switched off, and the backup hydraulic brake circuit is pressurized by the driver stepping on the brake pedal 20, so that the backup failure brake is realized.
Preferably, the first electromagnetic valve a1 is a normally closed valve, and the second electromagnetic valve a2 is a normally open valve. The first electromagnetic valve A1 is normally closed and is conducted after being electrified; the second electromagnetic valve A2 is normally open and is closed after being electrified. The braking system can realize oil circuit control only by two electromagnetic valves, and the oil circuit is simple and easy to control.
The brake system further comprises a check valve 26 arranged on the second pipeline 38, and the check valve 26 is communicated in the direction from the oil storage pot 24 to the master cylinder 23.
The operating principle of the brake system of the first embodiment is as follows:
in the first operating mode (normal braking), the motor 1 is powered on and does not fail, and the braking process is as follows: the first solenoid A1 is in the ON state and the second solenoid A2 is in the OFF state. When the driver depresses the brake pedal 20, the master cylinder push rod 30 pushes the master cylinder piston 22 to build pressure, and the check valve 26 is in one-way conduction because the first solenoid valve A1 is in a conduction state and the second solenoid valve A2 is in a cut-off state. Therefore, the master cylinder piston 22 pushes the brake fluid into the pedal feel simulator, which gives the driver a pedal feel. At this time, the displacement sensor 21 measures the pedal displacement, and after checking with the pressure measured by the pressure sensor 27, the pedal displacement is fed back to the master control unit 36, the front axle control module 35 and the rear axle control module 37, the master control unit 36 calculates the torque that should be generated by the motors 1 of the four brake actuators 32, and the torque is always sent to the front axle control module 35 and the rear axle control module 37, the motors 1 transmit power to the nuts 11 through the speed reduction mechanisms, the rotation of the nuts 11 can drive the lead screw 10 to move along the axial direction thereof, the lead screw 10 pushes the piston, and the piston pushes the two friction plates 16 to clamp the brake disc 15 from two sides, so as to realize braking.
In the second operating mode (backup failure braking), when the conventional braking system fails, i.e., the motor 16 is powered off or fails, the backup system is activated, and the braking process is as follows: the first solenoid A1 is in a closed state and the second solenoid A2 is in an open state. When a driver steps on the brake pedal 20, the master cylinder push rod 30 pushes the master cylinder piston 22 to build pressure, brake fluid enters the hydraulic chamber 19 from the oil outlet of the brake master cylinder 23 through a pipeline, and at the moment, the brake fluid pushes the screw rod 10, the nut 11 and the piston to move together in a direction close to the brake disc 15 so as to push the two friction plates 16 to clamp the brake disc 15 from two sides, and braking is achieved. At this time, the first seal ring 4 and the second seal ring 12 play a role of sealing and returning.
When the pressure is released, the wheel cylinder oil returns to the master cylinder 23 and the oil reservoir 24 through the second electromagnetic valve a 2.
Second embodiment
Fig. 4 shows a brake system according to a second embodiment of the present invention, which is different from the first embodiment in that:
the brake system further comprises an oil return line 39 and an oil return valve 40 arranged on the oil return line 39, wherein the oil return line 39 is connected between the brake actuator 32 and the oil storage pot 24.
The return valve 40 is a normally closed valve, and when braking is finished, oil can be returned through the return line 39 and the return valve 40.
Third embodiment
Fig. 5 and 6 show a brake system according to a third embodiment of the present invention, which is different from the first embodiment in that:
the control valve is a two-position three-way electromagnetic valve 28 arranged on a third pipeline 33, and the brake master cylinder 23, the pressure sensor 27, the two-position three-way electromagnetic valve 28 and the pedal feeling stroke simulator 29 are sequentially connected to form the backup hydraulic brake loop; during normal braking, the master control unit 36 controls the two-position three-way solenoid valve 28 to enter a first state, so that the first pipeline 34 is cut off, the third pipeline 33 is conducted, and the brake master cylinder 23 simulates pedal feel by building pressure on the brake pedal 20 stroke simulator 29; when the conventional brake fails, the general control unit 36 controls the two-position three-way electromagnetic valve 28 to enter the second state, and the backup hydraulic brake circuit is pressurized by the driver stepping on the brake pedal 20, so that the backup failure brake is realized.
Compared with the first embodiment, the first electromagnetic valve A1 and the second electromagnetic valve A2 are replaced by the two-position three-way electromagnetic valve 28, the system oil circuit is simple, and the control is easier.
The brake system of the third embodiment operates on the following principle:
in the first operating mode (normal braking), the motor 1 is powered on and does not fail, and the braking process is as follows: during normal braking, the general control unit 36 controls the two-position three-way solenoid valve 28 to enter a first state, so that the first pipeline 34 is cut off, the third pipeline 33 is conducted, when the driver steps on the brake pedal 20, the brake master cylinder 23 builds pressure on the stroke simulator 29 of the brake pedal 20 through the pipeline to simulate pedal feeling, and the one-way valve 26 is conducted in one way. Therefore, the master cylinder piston 22 pushes the brake fluid into the pedal feel simulator, which gives the driver a pedal feel. At this time, the displacement sensor 21 measures the pedal displacement, and after checking with the pressure measured by the pressure sensor 27, the pedal displacement is fed back to the master control unit 36, the front axle control module 35 and the rear axle control module 37, the master control unit 36 calculates the torque that should be generated by the motors 1 of the four brake actuators 32, and the torque is always sent to the front axle control module 35 and the rear axle control module 37, the motors 1 transmit power to the nuts 11 through the speed reduction mechanisms, the rotation of the nuts 11 can drive the lead screw 10 to move along the axial direction thereof, the lead screw 10 pushes the piston, and the piston pushes the two friction plates 16 to clamp the brake disc 15 from two sides, so as to realize braking.
In the second operating mode (backup failure braking), when the conventional braking system fails, i.e., the motor 16 is powered off or fails, the backup system is activated, and the braking process is as follows: the master control unit 36 controls the two-position three-way electromagnetic valve 28 to enter the second state, so that the first pipeline 34 is connected, the third pipeline 33 is disconnected, when the driver steps on the brake pedal 20, the master cylinder push rod 30 pushes the master cylinder piston 22 to build pressure, the brake fluid enters the hydraulic cavity 19 from the oil outlet of the brake master cylinder 23 through the pipeline, and at the moment, the brake fluid pushes the screw rod 10, the nut 11 and the piston to move together in the direction close to the brake disc 15, so that the two friction plates 16 are pushed to clamp the brake disc 15 from two sides, and braking is achieved.
When the pressure is released, the oil in the wheel cylinder returns to the master cylinder and the oil storage pot 24 through the second electromagnetic valve A2.
Fourth embodiment
Fig. 7 shows a brake system according to a fourth embodiment of the present invention, which is different from the third embodiment in that:
the brake system further comprises an oil return line 39 and an oil return valve 40 arranged on the oil return line 39, wherein the oil return line 39 is connected between the brake actuator 32 and the oil storage pot 24.
The return valve 40 is a normally closed valve, and when braking is finished, oil can be returned through the return line 39 and the return valve 40.
Fifth embodiment
A fifth embodiment of the invention provides an automobile including the brake system of the above embodiment.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (10)
1. A braking system is characterized by comprising a brake pedal, a brake master cylinder, an oil storage pot, a displacement sensor, a brake actuator, a pressure sensor, a pedal feeling stroke simulator, a control valve and a master control unit, wherein the brake master cylinder is connected with the brake actuator through a first pipeline, the brake master cylinder is connected with the oil storage pot through a second pipeline, the pedal feeling stroke simulator is arranged on a third pipeline, one end of the third pipeline is connected to the first pipeline, and the other end of the third pipeline is connected to the second pipeline; the brake master cylinder, the pressure sensor and the pedal sensing stroke simulator form a backup hydraulic brake loop;
during conventional braking, the master control unit controls the brake actuator to directly complete braking, the master control unit controls the control valve to enter a first state, and the brake master cylinder simulates pedal feeling by building pressure on the brake pedal stroke simulator;
when the conventional brake fails, the master control unit controls the control valve to enter a second state, and the backup hydraulic brake circuit is pressurized by stepping the brake pedal by a driver, so that backup failure brake is realized;
when backup failure braking is carried out, the displacement sensor collects a braking instruction of a driver, the pressure sensor carries out braking instruction verification and braking instruction backup, the braking instruction is sent to the master control unit after verification is finished, and the master control unit sends the braking instruction to the braking actuator to implement braking.
2. The brake system of claim 1, wherein the brake actuators include motors and brake cylinders, and the general control unit is electrically connected with the motors;
during normal braking, the motor drives a brake wheel cylinder to brake;
and when the backup fails to brake, the backup hydraulic brake circuit drives the brake wheel cylinder to brake.
3. The brake system according to claim 2, further comprising a front axle control module and a rear axle control module, wherein the front axle control module and the rear axle control module are respectively electrically connected with a master control unit, four brake actuators are provided, the front axle control module is electrically connected with motors of two brake actuators at a front wheel, and the rear axle control module is electrically connected with motors of two brake actuators at a rear wheel;
when the front axle control module receives a braking instruction sent by the master control unit, the front axle control module controls the motor of the braking actuator at the front wheel to act so as to implement front wheel braking; and when the rear axle control module receives the braking instruction sent by the master control unit, the rear axle control module controls the motor of the braking actuator at the rear wheel to act so as to implement rear wheel braking.
4. The brake system according to claim 1, wherein the control valve includes a first solenoid valve and a second solenoid valve, the second solenoid valve is disposed on a first pipe, the pressure sensor, the first solenoid valve, and the pedal feel stroke simulator are disposed on a third pipe, and the master cylinder, the pressure sensor, the first solenoid valve, and the pedal feel stroke simulator are connected in sequence to constitute the backup hydraulic brake circuit;
during conventional braking, the master control unit controls the first electromagnetic valve to be switched on and the second electromagnetic valve to be switched off, and the brake master cylinder simulates pedal feeling by building pressure on the brake pedal stroke simulator;
when the conventional brake fails, the master control unit controls the second electromagnetic valve to be switched on and the first electromagnetic valve to be switched off, and the backup hydraulic brake circuit is pressurized by stepping the brake pedal by a driver, so that the backup failure brake is realized.
5. The brake system according to claim 1, further comprising a return line and a return valve disposed on the return line, the return line being connected between the brake actuator and the reservoir.
6. The brake system according to claim 1, wherein the control valve is a two-position three-way solenoid valve disposed on the third pipeline, and the master brake cylinder, the pressure sensor, the two-position three-way solenoid valve and the pedal feel stroke simulator are connected in sequence to form the backup hydraulic brake circuit;
during conventional braking, the master control unit controls the two-position three-way electromagnetic valve to enter a first state so as to cut off the first pipeline and conduct the third pipeline, and the brake master cylinder simulates pedal feel by building pressure on the brake pedal stroke simulator;
when the conventional brake fails, the master control unit controls the two-position three-way electromagnetic valve to enter a second state, and the backup hydraulic brake circuit is pressurized by stepping the brake pedal by a driver, so that the backup failure brake is realized.
7. The brake system of claim 1, further comprising a check valve disposed on the second pipeline, the check valve being in communication with the reservoir to the master cylinder.
8. The brake system according to any one of claims 1 to 8, wherein the master cylinder is a single-cavity master cylinder, the single-cavity master cylinder comprises a cylinder body, a master cylinder piston, a master cylinder push rod and a return spring, the master cylinder piston can freely slide in a master cylinder hydraulic cavity in the cylinder body, one end of the master cylinder push rod is connected with the piston, the other end of the master cylinder push rod is connected with the brake pedal, and the return spring is supported at one end of the piston and the cylinder body, which is far away from the master cylinder push rod.
9. The brake system according to claim 2, wherein the brake wheel cylinder comprises a caliper body, a piston, two friction plates, a speed reducing mechanism, a ball screw mechanism and a housing, the caliper body is connected to the housing, the piston is slidably disposed in the housing, the ball screw mechanism comprises a screw rod and a nut, and the nut is rotatably mounted in the housing and is matched with the screw rod; one of the friction plates is opposite to one end of the piston, the other friction plate is arranged on the caliper body, one end of the screw rod is connected with the piston, a hydraulic cavity is defined between the other end of the screw rod and the shell, and the shell is provided with an oil inlet joint communicated with the hydraulic cavity;
when the conventional brake fails, the motor drives the nut to rotate through the speed reducing mechanism, and the rotation of the nut can drive the screw rod and the piston to move along the axial direction of the screw rod so as to push the two friction plates to clamp the brake disc from two sides, so that the brake is realized;
when the backup fails to brake, the hydraulic oil of the backup hydraulic brake loop flows into the hydraulic cavity and pushes the screw rod, the nut and the piston to move together in the direction close to the brake disc so as to push the two friction plates to clamp the brake disc from two sides, and the brake is realized.
10. A vehicle comprising a braking system according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010681443.7A CN113942479B (en) | 2020-07-15 | 2020-07-15 | Braking system and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010681443.7A CN113942479B (en) | 2020-07-15 | 2020-07-15 | Braking system and automobile |
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| CN113942479A true CN113942479A (en) | 2022-01-18 |
| CN113942479B CN113942479B (en) | 2023-09-05 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202010681443.7A Active CN113942479B (en) | 2020-07-15 | 2020-07-15 | Braking system and automobile |
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| CN (1) | CN113942479B (en) |
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| CN112406835A (en) * | 2020-10-28 | 2021-02-26 | 京晟(常州)汽车零部件有限公司 | Electro-hydraulic brake control device and control method |
| CN117584910A (en) * | 2024-01-18 | 2024-02-23 | 格陆博科技有限公司 | Redundant hydraulic electronic pedal simulator and working method thereof |
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| CN104442779A (en) * | 2013-09-20 | 2015-03-25 | 吉林大学 | Multi-functional braking system with declaration torque rising motion conversion mechanism and active adjusting |
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| CN112406835A (en) * | 2020-10-28 | 2021-02-26 | 京晟(常州)汽车零部件有限公司 | Electro-hydraulic brake control device and control method |
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| CN117584910A (en) * | 2024-01-18 | 2024-02-23 | 格陆博科技有限公司 | Redundant hydraulic electronic pedal simulator and working method thereof |
| CN117584910B (en) * | 2024-01-18 | 2024-03-26 | 格陆博科技有限公司 | Redundant hydraulic electronic pedal simulator and working method thereof |
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|---|---|
| CN113942479B (en) | 2023-09-05 |
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