CN218805765U - Electro-hydraulic line control brake system adaptive to ESC - Google Patents
Electro-hydraulic line control brake system adaptive to ESC Download PDFInfo
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- CN218805765U CN218805765U CN202222973869.7U CN202222973869U CN218805765U CN 218805765 U CN218805765 U CN 218805765U CN 202222973869 U CN202222973869 U CN 202222973869U CN 218805765 U CN218805765 U CN 218805765U
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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
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The utility model discloses an electrohydraulic wire control brake system adaptive to ESC, which comprises a pedal, a manpower cylinder unit, a pedal simulation unit, an electric cylinder unit, an oil can, a brake wheel cylinder, an anti-lock brake system or an automobile electronic stability control system; the brake wheel cylinder is connected with an anti-lock brake system or an automobile electronic stability control system. The utility model discloses can realize functions such as conventional braking, initiative braking, manpower backup braking, system detection, improve the vehicle security of traveling. The oil can cavity structure is simplified, compared with the existing three-cavity design, the oil can cavity structure is simplified into two cavities, and the system can be simpler while the functions are met. The cavity structure of electronic jar has been optimized, compares in two cavity designs of prior art, the utility model discloses a structure of the electronic jar of single cavity for the system is simpler, practices thrift the cost. When the ESC works independently, brake fluid can be directly obtained from the oilcan, and rapid pressure building braking is carried out, so that the ESC is better adapted to the ESC.
Description
Technical Field
The utility model relates to an automobile braking technical field, concretely relates to electrohydraulic wire control braking system of adaptation ESC.
Background
With the gradual development of vehicle brake systems to electromotion and wire control, the electro-hydraulic wire control brake system is receiving more and more attention, and has become a standard configuration of most mass-produced vehicles as an ESC system capable of realizing an active brake function. The existing technology is to couple a separately developed electro-hydraulic brake-by-wire system with a mature ESC in hardware, so that the ESC can obtain brake fluid from the electro-hydraulic brake-by-wire system to complete pressure build-up when working.
Chinese patent application CN113104014A discloses a vehicle fully decoupled electro-hydraulic servo brake device, in the system, when an ESC works alone, brake fluid can be obtained only through a two-position three-way valve, pressure build is slow, and a phenomenon that the pressure build of the ESC does not meet requirements may occur in an emergency.
SUMMERY OF THE UTILITY MODEL
To the not enough of prior art, the utility model aims at providing an electrohydraulic wire control braking system of adaptation ESC.
In order to realize the purpose, the utility model adopts the following technical scheme:
an ESC-adaptive electro-hydraulic line control brake system comprises a pedal, a manual cylinder unit, a pedal simulation unit, an electric cylinder unit, an oil can, a brake wheel cylinder, an anti-lock brake system or an automobile electronic stability control system; the brake wheel cylinder is connected with an anti-lock brake system or an automobile electronic stability control system;
the manual cylinder unit comprises a push rod, a manual cylinder cavity I, a manual cylinder cavity II, a manual cylinder piston I, a manual cylinder piston II, a manual cylinder compensation hole I, a manual cylinder compensation hole II and a pedal stroke sensor; the pedal stroke sensor is used for detecting the stroke of the pedal; the first manual cylinder piston and the second manual cylinder piston are positioned in the cavity of the manual cylinder, and the cavity of the manual cylinder is divided into a first manual cylinder cavity and a second manual cylinder cavity which are isolated from each other; the push rod is respectively connected with the pedal and the first manual cylinder piston, and after the pedal is stepped down, the push rod pushes the first manual cylinder piston to move along the motion direction of the push rod; in an initial state, the first manual cylinder compensation hole is communicated with the first manual cylinder cavity, and the second manual cylinder compensation hole is communicated with the second manual cylinder cavity; the first manual cylinder compensation hole is communicated with the oil can through a hydraulic pipeline, so that the first manual cylinder cavity is connected with the oil can, when the first manual cylinder piston crosses the first manual cylinder compensation hole in the moving process, brake fluid in the first manual cylinder cavity starts to build pressure, and meanwhile, the brake fluid pushes the second manual cylinder piston to move along the moving direction of the push rod; after the piston II of the manual cylinder crosses the compensation hole II of the manual cylinder, the brake fluid in the cavity II of the manual cylinder starts to build pressure;
the first human cylinder cavity and the second human cylinder cavity are respectively connected with an anti-lock brake system or an automobile electronic stability control system through a first two-position three-way valve, a second two-position three-way valve and a corresponding hydraulic pipeline, and when the first two-position three-way valve and the second two-position three-way valve are powered off, the first human cylinder cavity and the second human cylinder cavity are hydraulically communicated with the anti-lock brake system or the automobile electronic stability control system;
the pedal simulation unit comprises a simulation cylinder cavity, a simulation cylinder piston, a normally closed solenoid valve and a one-way valve I; the simulation cylinder piston is positioned in the simulation cylinder cavity; the first manual cylinder cavity is connected with the simulation cylinder cavity through two hydraulic pipelines which are respectively provided with a normally closed solenoid valve and a first check valve; the first one-way valve is communicated in one way, and brake fluid enters the first manual cylinder cavity from the simulation cylinder cavity through the first one-way valve; when the pressure of the first manual cylinder cavity is built and the normally closed solenoid valve is electrified and opened, brake fluid in the first manual cylinder cavity enters the simulation cylinder cavity through a hydraulic pipeline provided with the normally closed solenoid valve; when the first manual cylinder cavity is decompressed and the normally closed electromagnetic valve is powered off and closed, brake fluid in the simulation cylinder cavity enters the first manual cylinder cavity through a hydraulic pipeline provided with a one-way valve I; when the first manual cylinder cavity is decompressed and the normally closed electromagnetic valve is electrified and opened, brake fluid in the simulation cylinder cavity enters the first manual cylinder cavity through a hydraulic pipeline provided with a one-way valve I and a hydraulic pipeline provided with a normally closed electromagnetic valve;
the electric cylinder unit comprises a servo motor, a transmission mechanism, an electric cylinder piston, an electric cylinder cavity, an electric cylinder compensation hole, a first pressure sensor and a rotor position sensor; the electric cylinder piston is arranged in the electric cylinder cavity, and the servo motor is connected to the electric cylinder piston in a transmission way through a transmission mechanism; the electric cylinder compensation hole is communicated with the cavity of the electric cylinder, and the electric cylinder compensation hole is communicated with the oil can through a corresponding hydraulic pipeline; the electric cylinder cavity is connected with an anti-lock braking system or an automobile electronic stability control system through a two-position three-way valve I and a two-position three-way valve II and corresponding hydraulic pipelines respectively, and when the two-position three-way valve I and the two-position three-way valve II are electrified, the electric cylinder unit is communicated with the anti-lock braking system or the automobile electronic stability control system in a hydraulic mode.
Furthermore, the interior of the oil can is divided into a first oil can cavity and a second oil can cavity; the first oil pot cavity is directly connected with the first manual cylinder compensation hole through an oil duct; and the oil pot cavity II is directly connected with the manual cylinder compensation hole II and the electric cylinder compensation hole through oil ducts respectively.
Furthermore, the anti-lock braking system or the automobile electronic stability control system is respectively connected with the first oil can cavity and the second oil can cavity through the second check valve and the third check valve.
Furthermore, the second check valve and the third check valve can be respectively communicated from the first oil can cavity and the second oil can cavity to an anti-lock braking system or an automobile electronic stable control system.
Furthermore, the manual cylinder unit further comprises a first pressure sensor, and the first pressure sensor is used for measuring the output pressure of the first manual cylinder cavity. Furthermore, the electric cylinder unit also comprises a second pressure sensor and a rotor position sensor, wherein the second pressure sensor is used for measuring the output pressure of the cavity of the electric cylinder; the rotor position sensor is used for detecting the position of the rotor of the servo motor.
The beneficial effects of the utility model reside in that:
1. the utility model discloses the system can realize functions such as conventional braking, initiative braking, manpower backup braking, system detection, improves the vehicle security of traveling.
2. The utility model discloses simplified oilcan cavity structures, compared in current three cavity designs, simplified to two cavitys, when satisfying the function, can make the system simpler.
3. The utility model discloses optimized the cavity structure of electronic jar, compared in the two cavity designs of prior art, the utility model discloses a structure of the electronic jar of single cavity for the system is simpler, practices thrift the cost.
4. The utility model relates to a ESC and oilcan are connected to independent return circuit and check valve, can directly obtain brake fluid from the oilcan when ESC autonomous working, build pressure braking fast, better adaptation in ESC.
Drawings
Fig. 1 is a schematic diagram of a system structure according to embodiment 1 of the present invention.
Detailed Description
The present invention will be further described with reference to the accompanying drawings, and it should be noted that the present embodiment is based on the technical solution, and the detailed embodiments and the specific operation processes are provided, but the protection scope of the present invention is not limited to the present embodiment.
Example 1
The embodiment provides an electro-hydraulic brake-by-wire system adaptive to an ESC (electronic stability control), which comprises a pedal 1, a manual cylinder unit 2, a pedal simulation unit 3, an electric cylinder unit 4, an oil can 5, a brake cylinder 12, an anti-lock brake system or an automotive electronic stability control system 11 (ABS or ESC), as shown in fig. 1; the brake wheel cylinder 12 is connected with an anti-lock brake system or an automobile electronic stability control system 11;
the manual cylinder unit 2 comprises a push rod 21, a manual cylinder cavity I22, a manual cylinder cavity II 23, a manual cylinder piston I24, a manual cylinder piston II 25, a manual cylinder compensation hole I27, a manual cylinder compensation hole II 26 and a pedal stroke sensor 28; a pedal stroke sensor 28 for detecting the stroke of the pedal; the first manual cylinder piston 24 and the second manual cylinder piston 25 are positioned in the manual cylinder cavity, and the manual cylinder cavity is divided into a first manual cylinder cavity 22 and a second manual cylinder cavity 23 which are isolated from each other; the push rod 21 is respectively connected with the pedal 1 and the first manual cylinder piston 24, and after the pedal 1 is stepped, the push rod 21 pushes the first manual cylinder piston 24 to move along the motion direction of the push rod 21; in an initial state, the first manual cylinder compensation hole 27 is communicated with the first manual cylinder cavity 22, and the second manual cylinder compensation hole 26 is communicated with the second manual cylinder cavity 23; the first manual cylinder compensation hole 27 is communicated with the oil can 5 through a hydraulic pipeline, so that the first manual cylinder cavity 22 is connected with the oil can 5, when the first manual cylinder piston 24 crosses the first manual cylinder compensation hole 27 in the moving process, the brake fluid in the first manual cylinder cavity 22 starts to build pressure, and meanwhile, the brake fluid pushes the second manual cylinder piston 25 to move along the moving direction of the push rod 21; after the second manual cylinder piston 25 passes through the second manual cylinder compensation hole 26, the brake fluid in the second manual cylinder cavity 23 starts to build pressure;
the first human cylinder cavity 22 and the second human cylinder cavity 23 are respectively connected with the anti-lock brake system or the automobile electronic stability control system 11 through the first two-position three-way valve 7, the second two-position three-way valve 8 and corresponding hydraulic pipelines, and when the first two-position three-way valve 7 and the second two-position three-way valve 8 are powered off, the first human cylinder cavity 22 and the second human cylinder cavity 23 are in hydraulic communication with the anti-lock brake system or the automobile electronic stability control system 11;
the pedal simulation unit 3 comprises a simulation cylinder cavity 31, a simulation cylinder piston 32, a normally closed solenoid valve 33 and a one-way valve I34; the simulation cylinder piston 32 is positioned in the simulation cylinder cavity 31; the first manual cylinder cavity 22 is connected with the simulation cylinder cavity 31 through two hydraulic pipelines which are respectively provided with a normally closed electromagnetic valve 33 and a first check valve 34; the first check valve 34 is communicated in a one-way mode, and brake fluid enters the first manual cylinder cavity 22 from the simulation cylinder cavity 31 through the first check valve 34. When the pressure of the first manual cylinder cavity 22 is built and the normally closed solenoid valve 33 is electrified and opened, brake fluid in the first manual cylinder cavity 22 enters the simulation cylinder cavity 31 through a hydraulic pipeline provided with the normally closed solenoid valve 33; when the first manual cylinder cavity 22 is decompressed and the normally closed electromagnetic valve 33 is powered off and closed, the brake fluid in the simulation cylinder cavity 31 enters the first manual cylinder cavity 22 through a hydraulic pipeline provided with a first check valve 34; when the first manual cylinder cavity 22 is decompressed and the normally closed electromagnetic valve 33 is electrified and opened, brake fluid in the simulation cylinder cavity 31 enters the first manual cylinder cavity 22 through a hydraulic pipeline provided with a first check valve 34 and a hydraulic pipeline provided with the normally closed electromagnetic valve 33.
The electric cylinder unit 4 comprises a servo motor 41, a transmission mechanism 42, an electric cylinder piston 43, an electric cylinder cavity 44 and an electric cylinder compensation hole 45; the electric cylinder piston 43 is arranged in the electric cylinder cavity 44, and the servo motor 41 is in transmission connection with the electric cylinder piston 43 through a transmission mechanism 42; the electric cylinder compensation hole 45 is communicated with the electric cylinder cavity 44, and the electric cylinder compensation hole is communicated with the oil can 5 through a corresponding hydraulic pipeline; the electric cylinder cavity 44 is connected with the anti-lock brake system or the automotive electronic stability control system 11 through the two-position three-way valve i 7 and the two-position three-way valve ii 8 and corresponding hydraulic pipelines, and when the two-position three-way valve i 7 and the two-position three-way valve ii 8 are electrified, the electric cylinder unit 4 is in hydraulic communication with the anti-lock brake system or the automotive electronic stability control system 11.
In this embodiment, the first manual cylinder unit further includes a first pressure sensor 14, and the first pressure sensor 14 is configured to measure an output pressure of the first manual cylinder chamber.
In this embodiment, the electric cylinder unit 4 further includes a second pressure sensor 13 and a rotor position sensor 47, where the second pressure sensor 13 is used for measuring the output pressure of the electric cylinder cavity 44; the rotor position sensor is used to detect the position of the rotor of the servo motor 41.
In this embodiment, the interior of the oil can 5 is divided into a first oil can cavity 52 and a second oil can cavity 51, and the first oil can cavity 52 and the second oil can cavity 51 are respectively connected with the first manual cylinder cavity 22 and the second manual cylinder cavity 23 through a first manual cylinder compensation hole 27 and a second manual cylinder compensation hole 26; the second oil pot cavity 51 is connected with the electric cylinder cavity 44 through the electric cylinder compensation hole 45.
In this embodiment, the anti-lock braking system or the vehicle electronic stability control system 11 is connected to the first oil can cavity 52 and the second oil can cavity 51 in a one-way manner through the second check valve 10 and the third check valve 9, respectively.
In this embodiment, the hydraulic pipelines connecting the two-position three-way valve one 7 and the two-position three-way valve two 8 with the anti-lock brake system or the vehicle electronic stability control system 11 are both provided with a filter screen.
In this embodiment, the hydraulic pipes of the first manual cylinder chamber 22 and the second manual cylinder chamber 23, which are communicated with the anti-lock braking system or the electronic stability control system 11 of the vehicle, are respectively provided with a filter screen.
In this embodiment, the hydraulic lines connecting the first oil can cavity 52 and the second oil can cavity 51 with the first manual cylinder compensation hole 27 and the second manual cylinder compensation hole 26 are respectively provided with a filter screen.
In this embodiment, a filter screen is disposed in the hydraulic pipeline connecting the second oil can cavity 51 and the electric cylinder compensation hole 45.
In this embodiment, the oil can 5 is provided with a liquid level sensor 6 for detecting the liquid level inside the oil can 5.
Example 2
The present embodiment provides a working method of the system described in embodiment 1, which includes the following specific processes:
when the system works normally, the pedal 1 is stepped down, the push rod 21 moves along the motion direction of the pedal 1, and the first manual cylinder piston 24 starts to be pushed to move along the motion direction of the push rod 21; when the first manual cylinder piston 24 crosses the first manual cylinder compensation hole 27 in the moving process, the brake fluid in the first manual cylinder cavity 22 starts to build pressure, and meanwhile, the brake fluid pushes the second manual cylinder piston 25 to move along the moving direction of the push rod 21; after the second manual cylinder piston 25 passes through the second manual cylinder compensation hole 26, the brake fluid in the second manual cylinder cavity 23 starts to build pressure; meanwhile, the two-position three-way valve I7 and the two-position three-way valve II 8 are electrified, the normally closed electromagnetic valve 33 is electrified and opened, brake fluid in the manual cylinder cavity I22 enters the pedal simulation cylinder body 31 through a hydraulic pipeline provided with the normally closed electromagnetic valve 33, the pedal simulation piston 32 is pushed to move, and ideal brake pedal feeling is provided for a driver. When the manual cylinder unit 2 is depressurized, the brake fluid in the pedal simulation cylinder 31 enters the manual cylinder chamber one 22 through the normally closed solenoid valve 33 and the check valve one 34. When the system is in fault, the two-position three-way valve I7 and the two-position three-way valve II 8 are in a power-off state, the normally closed solenoid valve 33 is powered off and closed, and brake fluid in the manual cylinder unit 2 enters an anti-lock brake system or an automobile electronic stability control system 11 for manual backup braking.
When the system normally works, the two-position three-way valve I7 and the two-position three-way valve II 8 are electrified, the servo motor 41 receives a torque instruction to output torque, the rotation of the motor 41 is converted into the movement of the electric cylinder piston 43 along the axial position of the electric cylinder cavity 44 through the transmission mechanism 42, after the electric cylinder piston 43 passes through the electric cylinder compensation hole 45, pressure is built in the electric cylinder cavity 44, and brake fluid in the electric cylinder cavity 44 enters the anti-lock brake system or the automobile electronic stability control system 11 through the two-position three-way valve I7, the two-position three-way valve II 8 and corresponding hydraulic pipelines, so that braking is completed. The electric cylinder unit can perform conventional braking after a driver steps on a pedal, and can also receive a braking instruction of an ECU of an automobile to realize an active braking function.
When the automobile electronic stability control system 11 detects that the vehicle state is abnormal and active braking is required but the pedal 1 is not stepped, the two-position three-way valve I7 and the two-position three-way valve II 8 are in a power-off state, and the automobile electronic stability control system 11 can rapidly obtain brake fluid from the oil can cavity I52 and the oil can cavity II 51 through the one-way valve II 20, the one-way valve III 9 and corresponding hydraulic pipelines respectively, so that pressure is rapidly built to complete active braking.
Various corresponding changes and modifications can be made by those skilled in the art according to the above technical solutions and concepts, and all such changes and modifications should be included in the protection scope of the present invention.
Claims (6)
1. An electro-hydraulic line control brake system adaptive to ESC is characterized by comprising a pedal, a manual cylinder unit, a pedal simulation unit, an electric cylinder unit, an oil can, a brake wheel cylinder and an anti-lock brake system or an automobile electronic stability control system; the brake wheel cylinder is connected with an anti-lock brake system or an automobile electronic stability control system;
the manual cylinder unit comprises a push rod, a manual cylinder cavity I, a manual cylinder cavity II, a manual cylinder piston I, a manual cylinder piston II, a manual cylinder compensation hole I, a manual cylinder compensation hole II and a pedal stroke sensor; the pedal stroke sensor is used for detecting the stroke of the pedal; the manual cylinder piston I and the manual cylinder piston II are positioned in the manual cylinder cavity, and the manual cylinder cavity is divided into a manual cylinder cavity I and a manual cylinder cavity II which are isolated from each other; the push rod is respectively connected with the pedal and the first manual cylinder piston, and after the pedal is stepped down, the push rod pushes the first manual cylinder piston to move along the motion direction of the push rod; in an initial state, the first manual cylinder compensation hole is communicated with the first manual cylinder cavity, and the second manual cylinder compensation hole is communicated with the second manual cylinder cavity; the first manpower cylinder compensation hole is communicated with the oil can through a hydraulic pipeline, so that the first manpower cylinder cavity is connected with the oil can, when the first manpower cylinder piston crosses the first manpower cylinder compensation hole in the moving process, brake fluid in the first manpower cylinder cavity starts to build pressure, and meanwhile, the brake fluid pushes the second manpower cylinder piston to move along the moving direction of the push rod; after the piston II of the manual cylinder crosses the compensation hole II of the manual cylinder, the brake fluid in the cavity II of the manual cylinder starts to build pressure;
the first human cylinder cavity and the second human cylinder cavity are respectively connected with an anti-lock brake system or an automobile electronic stability control system through a first two-position three-way valve, a second two-position three-way valve and a corresponding hydraulic pipeline, and when the first two-position three-way valve and the second two-position three-way valve are powered off, the first human cylinder cavity and the second human cylinder cavity are hydraulically communicated with the anti-lock brake system or the automobile electronic stability control system;
the pedal simulation unit comprises a simulation cylinder cavity, a simulation cylinder piston, a normally closed solenoid valve and a one-way valve I; the simulation cylinder piston is positioned in the simulation cylinder cavity; the first manual cylinder cavity is connected with the simulation cylinder cavity through two hydraulic pipelines which are respectively provided with a normally closed solenoid valve and a one-way valve I; the first one-way valve is communicated in one way, and brake fluid enters the first manual cylinder cavity from the simulation cylinder cavity through the first one-way valve; when the pressure of the first manual cylinder cavity is built and the normally closed solenoid valve is electrified and opened, brake fluid in the first manual cylinder cavity enters the simulation cylinder cavity through a hydraulic pipeline provided with the normally closed solenoid valve; when the first manual cylinder cavity is decompressed and the normally closed electromagnetic valve is powered off and closed, brake fluid in the simulation cylinder cavity enters the first manual cylinder cavity through a hydraulic pipeline provided with a one-way valve I; when the first manual cylinder cavity is decompressed and the normally closed electromagnetic valve is electrified and opened, brake fluid in the simulation cylinder cavity enters the first manual cylinder cavity through a hydraulic pipeline provided with a one-way valve I and a hydraulic pipeline provided with a normally closed electromagnetic valve;
the electric cylinder unit comprises a servo motor, a transmission mechanism, an electric cylinder piston, an electric cylinder cavity and an electric cylinder compensation hole; the electric cylinder piston is arranged in the electric cylinder cavity, and the servo motor is connected to the electric cylinder piston in a transmission way through a transmission mechanism; the electric cylinder compensation hole is communicated with the cavity of the electric cylinder, and the electric cylinder compensation hole is communicated with the oil can through a corresponding hydraulic pipeline; the electric cylinder cavity is connected with an anti-lock braking system or an automobile electronic stability control system through a two-position three-way valve I and a two-position three-way valve II and corresponding hydraulic pipelines respectively, and when the two-position three-way valve I and the two-position three-way valve II are electrified, the electric cylinder unit is communicated with the anti-lock braking system or the automobile electronic stability control system in a hydraulic mode.
2. The ESC-adapted electrohydraulic by-wire brake system according to claim 1, wherein the interior of the oil can is divided into a first oil can cavity and a second oil can cavity; the first oil pot cavity is directly connected with the first manual cylinder compensation hole through an oil duct; and the oil pot cavity II is directly connected with the manual cylinder compensation hole II and the electric cylinder compensation hole through oil ducts respectively.
3. The ESC-adapted electrohydraulic-by-wire brake system of claim 2, wherein the anti-lock brake system or the automotive electronic stability control system is connected with the first oil can cavity and the second oil can cavity respectively through a second check valve and a third check valve.
4. The ESC-adapted electrohydraulic by-wire brake system of claim 3, wherein the second check valve and the third check valve are respectively conducted from the first oil can cavity and the second oil can cavity to the ABS or the automotive electronic stability control system.
5. The ESC adaptive, electro-hydraulic by-wire brake system according to claim 1, wherein the human cylinder unit further comprises a first pressure sensor for measuring an output pressure of the first human cylinder chamber.
6. The ESC-adapted electro-hydraulic brake-by-wire system according to claim 1, wherein the electric cylinder unit further comprises a second pressure sensor and a rotor position sensor, the second pressure sensor is used for measuring the output pressure of the electric cylinder cavity; the rotor position sensor is used for detecting the position of the rotor of the servo motor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222973869.7U CN218805765U (en) | 2022-11-09 | 2022-11-09 | Electro-hydraulic line control brake system adaptive to ESC |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222973869.7U CN218805765U (en) | 2022-11-09 | 2022-11-09 | Electro-hydraulic line control brake system adaptive to ESC |
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| Publication Number | Publication Date |
|---|---|
| CN218805765U true CN218805765U (en) | 2023-04-07 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202222973869.7U Active CN218805765U (en) | 2022-11-09 | 2022-11-09 | Electro-hydraulic line control brake system adaptive to ESC |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN218805765U (en) |
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2022
- 2022-11-09 CN CN202222973869.7U patent/CN218805765U/en active Active
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