Vehicle brake system and vehicle braking method

Abstract

This application relates to a vehicle braking system including a DPB module (100) and an ESP module (200). The DPB module includes a accumulator (RSV), a master cylinder and a hydraulic cylinder (HM), an output port connected to one of the master cylinder and the hydraulic cylinder, a return port connected to the accumulator, a hydraulic cylinder motor (DM) for driving the hydraulic cylinder, and a first control unit. The ESP module includes wheel cylinder ports, an inlet port connected to the output port, a drain port connected to the return port, a supply line connecting the inlet valve of the wheel cylinder port to the inlet port, a drain line connecting the outlet valve of the wheel cylinder port to the drain port, a replenishment line connecting the supply line and the drain line and equipped with a pump (PE1 / 2), a pump motor (PM), and a second control unit communicatively connected to the first control unit. This application also relates to a vehicle braking method utilizing this system.

Description

Technical Field

[0001] This application relates to a vehicle braking system and a vehicle braking method performed using the vehicle braking system. Background Technology

[0002] Currently, two-box decoupled vehicle braking systems generally include a decoupled power braking (DPB) module and an electronic stability program (ESP) module. The DPB module comprises a accumulator, a master cylinder, and hydraulic cylinders. The master cylinder and hydraulic cylinders receive brake fluid directly or indirectly from the accumulator, and both can supply brake fluid to the ESP module and subsequently to the wheel cylinders. Under ABS operation, the brake fluid discharged from the wheel cylinders is typically pressurized by the ESP module's pump and returned to the hydraulic chamber of the hydraulic cylinder. Therefore, the operation of the ESP module's pump and its drive motor, as well as the return of high-pressure brake fluid, transmits pressure fluctuations to the hydraulic cylinder, which is detrimental. Furthermore, since the hydraulic cylinder is installed close to the brake pedal, these fluctuations are transmitted to the driver, resulting in a poor driving experience. Summary of the Invention

[0003] The purpose of this application is to provide an improved vehicle braking system and a corresponding vehicle braking method.

[0004] The first aspect of this application provides a vehicle braking system including a DPB module and an ESP module. The DPB module includes: a accumulator; a master cylinder for connection to and communication with the vehicle's brake pedal; a hydraulic cylinder for communication with the accumulator; an output port selectively connected to one of the master cylinder and the hydraulic cylinder; a return port for communication with the accumulator; a hydraulic cylinder motor for driving the hydraulic cylinder; a hydraulic cylinder sensor for measuring the real-time pressure of the hydraulic cylinder; and a first control unit for controlling the hydraulic cylinder motor of the DPB module (100). The ESP module includes: a connection for connecting to the vehicle's brake wheel cylinders. The system includes a wheel cylinder port, an inlet port connected to the output port, a drain port connected to the return port, a supply line connecting the inlet valve of the wheel cylinder port and the inlet port and equipped with a system pressure valve, a drain line connecting the outlet valve of the wheel cylinder port and the drain port, a replenishment line for a pump that allows brake fluid to flow only from the drain line to the main section of the supply line between the system pressure valve and the inlet valve, a pump motor that drives the pump, and a second control unit that controls the pump motor of the ESP module and is communicatively connected to the first control unit.

[0005] The second aspect of this application provides a vehicle braking method using the aforementioned vehicle braking system, comprising: a first step of obtaining braking demand; a second step of obtaining information on whether the hydraulic cylinder motor of the DPB module and the pump motor of the ESP module are functioning normally; a third step of, if at least one of the hydraulic cylinder motor of the DPB module and the pump motor of the ESP module is functioning normally, selecting an appropriate fluid supply scheme based on the information obtained in the second step to supply brake fluid to the main section of the fluid supply line of the ESP module; and a fourth step of supplying the brake fluid in the fluid supply line of the ESP module obtained in the third step to the brake wheel cylinder to increase the brake fluid pressure in the brake wheel cylinder, wherein the fourth step comprises: if each solenoid valve of the ESP module is functioning normally, performing a wheel cylinder decompression operation to discharge the brake fluid in the brake wheel cylinder to the reservoir of the DPB module via the drain line of the ESP module.

[0006] A third aspect of this application provides a DPB module for the aforementioned vehicle braking system, comprising a module housing and disposed on the module housing: two output ports and one or two return ports communicating with one or two accumulator spaces of the accumulator, wherein the accumulator, the master brake cylinder, the hydraulic cylinder, and the hydraulic cylinder motor are all disposed within the module housing.

[0007] The fourth aspect of this application provides an ESP module for the aforementioned vehicle braking system, comprising a module housing and disposed on the module housing: four wheel cylinder ports, two fluid inlet ports, and one or two fluid drain ports, wherein the fluid supply line, the fluid drain line, the fluid replenishment line, the pump, and the pump motor are all disposed within the module housing.

[0008] The vehicle braking system provided in this application includes a DPB module and an ESP module. The DPB module includes a first ECU1, a hydraulic cylinder motor controlled by the first ECU1, a hydraulic cylinder driven by the hydraulic cylinder motor, a master cylinder mechanically connected to the brake pedal, and a accumulator communicating with the master cylinder and the hydraulic cylinder. It has an output port selectively connected to the master cylinder and the hydraulic cylinder to output brake fluid, and a return port connected to the accumulator to allow brake fluid released from the wheel cylinders to return to the accumulator. The ESP module includes a second ECU2 communicatively connected to the first ECU1, a pump motor controlled by the second ECU2, a pump driven by the pump motor, an inlet port communicating with the output port of the DPB module, a drain port communicating with the return port of the DPB module, four wheel cylinder ports configured to connect to the four wheel cylinders of the vehicle, a supply line connecting the inlet valve of the wheel cylinder port to the inlet port and equipped with a system pressure valve, and a drain line connecting the outlet valve of the wheel cylinder port to the drain port. The pump inlet is connected to the drain line, and the outlet is connected to the main section of the supply line located between the system pressure valve and the inlet valve. This configuration of the vehicle braking system ensures that during the decompression phase of the brake wheel cylinders in normal anti-lock braking (ABS) operation, the brake fluid released from the wheel cylinders returns to the reservoir via the ESP module's drain line, rather than to the hydraulic cylinders. This configuration reduces the load on the hydraulic cylinders and lowers the performance requirements for the hydraulic cylinder motors.

[0009] A vehicle braking method using the vehicle braking system of this application is also provided. According to the method of this application, when all electrical components of the two modules are working properly, upon receiving a braking request, the method first determines whether the braking process to be implemented will be carried out in the following ways: a first supply scheme STR1 (supplying fluid from the hydraulic cylinder to the brake wheel cylinder) or a second supply scheme STR2 (supplying fluid from the hydraulic cylinder to the brake wheel cylinder in a transitional supply mode) or a third supply scheme STR3 (supplying fluid from the hydraulic cylinder to the brake wheel cylinder in a transitional supply mode). The method will be based on a comparison between the required pressure calculated based on the braking request and the preset warning pressure value and limit pressure value for the hydraulic cylinder.

[0010] The second fluid supply scheme of this application has advantages. At this time, the demand pressure is between the warning pressure value and the limit pressure value. When the hydraulic cylinder can provide the demand pressure, the ESP module is still activated to draw brake fluid from the reservoir to supply the main section of the fluid supply line. The purpose is to be ready to deal with the situation where the demand pressure exceeds the limit pressure value of the hydraulic cylinder, so that once the situation occurs, the vehicle braking process can transition to the ESP fluid supply mode in a timely and smooth manner.

[0011] The third fluid supply scheme of this application also has advantages. On the one hand, setting a transitional fluid supply mode can effectively overcome the disadvantages of large net pressure increase and long response time that occur during the transition from the hydraulic cylinder fluid supply mode with fast boost speed but low maximum boost pressure to the ESP fluid supply mode with high maximum boost pressure but slow boost speed. On the other hand, based on the comparison between the real-time hydraulic cylinder pressure measured by the hydraulic cylinder sensor and the hydraulic cylinder's limit pressure value and warning pressure value, it is possible to determine when to activate the pump motor of the ESP module to start and end the transitional fluid supply mode, and during the final ESP fluid supply mode, control or regulation of the pump outlet pressure (i.e., the pressure on the main section of the fluid supply line of the ESP module) is performed based on the comparison between the real-time pump pressure measured by the pump sensor and the pump target pressure, or the comparison between the real-time deceleration measured by the deceleration sensor and the vehicle target deceleration. Attached Figure Description

[0012] The foregoing and other features and advantages of this application will be readily understood upon reading the following detailed description with reference to the accompanying drawings.

[0013] Figure 1 This is a hydraulic wiring diagram of a vehicle braking system in master cylinder supply mode (M0) according to a first exemplary configuration of this application.

[0014] Figure 2 This is a hydraulic wiring diagram of a vehicle braking system in master cylinder supply mode (M0) according to a second exemplary configuration of this application.

[0015] Figure 3 This is a hydraulic circuit diagram of a vehicle braking system in master cylinder supply mode (M0) according to a third exemplary configuration of this application.

[0016] Figure 4 This is a hydraulic wiring diagram of a vehicle braking system in master cylinder supply mode (M0) according to the fourth exemplary configuration of this application.

[0017] Figure 5 Show Figure 1 Hydraulic circuit diagram of the vehicle braking system in hydraulic cylinder supply mode (M1) or transitional supply mode (M2).

[0018] Figure 6 The diagram shows the hydraulic circuitry of the vehicle braking system in ESP fluid supply mode (M3) and the control of the pump outlet pressure of the ESP module (i.e., the pressure on the main section of the fluid supply line of the ESP module) in either the boost (M30.2) or the pressure holding operation (M30.1) of the control cycle (M30).

[0019] Figure 7The diagram shows the hydraulic circuitry when the vehicle braking system is in ESP fluid supply mode (M3) and the control of the pump outlet pressure of the ESP module is in either the decompression operation (M30.3) or another form of pressure holding operation (M30.1) of the control cycle (M30).

[0020] Figure 8 The diagram shows the hydraulic circuitry for resetting the piston of a hydraulic cylinder that is not in its initial position before activating the ESP fluid supply mode (M3) when the DPB module of the vehicle braking system is in a normal state of control over the individual solenoid valves but in an abnormal state of control over the hydraulic cylinder motor.

[0021] Figure 9 The diagram shows the hydraulic circuit diagram in which the ESP fluid supply mode (M3) is activated when the DPB module of the vehicle braking system is malfunctioning in controlling the individual solenoid valves, and the control of the pump outlet pressure of the ESP module (i.e. the pressure on the main section of the fluid supply line of the ESP module) is in either the boost (M30.2) or the pressure holding operation (M30.1) of the control cycle (M30).

[0022] Figure 10 The diagram shows the hydraulic circuitry when the DPB module of the vehicle braking system malfunctions in controlling the individual solenoid valves, enabling the ESP fluid supply mode (M3) and controlling the pump outlet pressure of the ESP module in either the pressure reduction operation (M30.3) of the control cycle (M30) or another form of pressure holding operation (M30.1).

[0023] Figure 11 A flowchart of a vehicle braking method performed using the vehicle braking system of this application.

[0024] Figure 12 for Figure 11 The steps of the first case in the third step of the vehicle braking method.

[0025] Figure 13a In order to be in Figure 12 The flowchart of the fourth sub-step S318 in which the vehicle braking system executes the first pressure control cycle (M10) in the hydraulic cylinder supply mode (M1).

[0026] Figure 13b In order to be in Figure 12 The flowchart of the seventh sub-step S315, in which the vehicle braking system executes the first pressure control cycle (M10) or the second pressure control cycle (M20) with the second fluid supply scheme (STR2) consisting of the hydraulic cylinder fluid supply mode (M1) plus the transition fluid supply mode (M2).

[0027] Figure 13c for Figure 12 The flowchart of the ninth sub-step S319.

[0028] Figure 14 for Figure 11 The steps of the second case in the third step of the vehicle braking method.

[0029] Figure 15 For the vehicle braking system of this application to perform Figure 11 The steps of the third case in the third step of the vehicle braking method. Detailed Implementation

[0030] Appendix Figure 1-4 Four exemplary configurations of the vehicle braking system of this application are illustrated. Generally, the vehicle braking system of this application includes a brake pedal (hereinafter referred to as BP), a decoupled power braking (hereinafter referred to as DPB) module 100 mechanically connected to the brake pedal BP, and an electronic stability program (hereinafter referred to as ESP) module 200 connected to both the DPB module 100 and the respective brake wheel cylinders WC1 / 2 / 3 / 4 of the vehicle to enable fluid communication between the two.

[0031] The following is a reference to the appendix. Figure 1 The first exemplary configuration of the vehicle braking system described in this application is described in detail.

[0032] The DPB module 100 mainly includes: a accumulator RSV that may, but may not, define two reservoirs RSV1 and RSV2; a dual-chamber master cylinder MC (TMC) comprising two pistons H1 and H2 and two master cylinder chambers MC1 and MC2; a hydraulic cylinder HM; a pedal feel simulator PFS; and a hydraulic cylinder motor DM that drives the hydraulic cylinder HM. The first piston H1 of the master cylinder TMC is coupled to the brake pedal BP, and the two chambers MC1 and MC2 of the master cylinder TMC are respectively connected to the two reservoirs RSV1 and RSV2 of the accumulator RSV to receive brake fluid from them. The hydraulic cylinder HM includes a hydraulic chamber having two low-pressure inlets and one high-pressure outlet, wherein the first inlet is directly connected to the accumulator RSV (e.g., the first reservoir RSV1), and the second inlet is connected to the first reservoir RSV1 of the accumulator RSV via a one-way compensating valve PRV that unidirectionally flows from the accumulator RSV toward the hydraulic cylinder HM, thereby enabling the accumulator RSV to supply or replenish brake fluid to the hydraulic cylinder HM.

[0033] The DPB module 100 includes two output ports Pt_MC1 / 2 and two return ports Pt_RSV1 / 2. The master cylinder MC (specifically its two chambers MC1 and MC2) is connected to the output port Pt_MC1 / 2 (or the output line C_Output1 / 2 shown in the figure) via a master cylinder line C_MC1 / 2 equipped with a normally open master cylinder isolation valve CSV1 / 2. The hydraulic cylinders HM are connected to the output port Pt_MC1 / 2 via a hydraulic cylinder line C_HM equipped with a normally closed hydraulic cylinder isolation valve PSV1 / 2. Thus, either the master cylinder MC or the hydraulic cylinder HM is selectively connected to the output port Pt_MC1 / 2. The first and second storage spaces RSV1 / 2 are connected to the first and second return ports Pt_RSV1 / 2, respectively. In addition, the DPB module 100 is equipped with a simulator circuit C_PFS, which starts from the brake master cylinder TMC (e.g., the first chamber MC1), receives high-pressure brake fluid from it, guides the brake fluid through the normally closed simulator isolation valve SSV after being energized and the simulator PFS, and returns to the accumulator RSV (e.g., the second accumulator space RSV2).

[0034] The figure also shows that the DPB module 100 is equipped with, but is not limited to: a pedal travel sensor PTS for detecting the travel of the brake pedal BP when it is depressed; a hydraulic cylinder (pressure) sensor PS_HM for measuring the brake fluid pressure (i.e., the outlet or output pressure of the hydraulic cylinder HM) in the hydraulic cylinder line C_HM; a master cylinder (pressure) sensor PS_MC (e.g., located on C_MC2) for measuring the brake fluid pressure (i.e., the outlet or output pressure of the master cylinder TMC) in the master cylinder line C_MC1 / 2; and a rotor position sensor RPS for measuring the rotor position of the hydraulic cylinder motor DM that drives the hydraulic cylinder HM.

[0035] The ESP module 200 of the vehicle braking system includes eight ports disposed on the module housing: two drain ports Pt_PE1 / 2, two inlet ports Pt_SC1 / 2, and four wheel cylinder ports Pt_WC1 / 2 / 3 / 4 for connection to the four wheel cylinders WC1 / 2 / 3 / 4 of the vehicle. The two inlet ports Pt_SC1 / 2 are connected, for example, to the output port Pt_MC1 / 2 of the DPB module 100 via external piping T_MC1 / 2, and to the inlet valves IV1 / 2 / 3 / 4 of the four wheel cylinder ports Pt_WC1 / 2 / 3 / 4 via internal fluid supply lines within the ESP module 200, thereby supplying brake fluid received from the master cylinder TMC or hydraulic cylinder HM of the DPB module 100 to the wheel cylinders WC1 / 2 / 3 / 4. The two drain ports Pt_PE1 / 2 are connected, for example, to the return port Pt_RSV1 / 2 of the DPB module 100 via external pipeline T_RSV1 / 2, and to the outlet valves OV1 / 2 / 3 / 4 of the four wheel cylinder ports Pt_WC1 / 2 / 3 / 4 via the drain line C_PE1 / 2 inside the ESP module 200, thereby allowing the brake fluid released from the brake wheel cylinders WC1 / 2 / 3 / 4 to be discharged into the accumulator RSV of the DPB module 100.

[0036] The fluid supply line is equipped with a system pressure valve SC1 / 2, thus dividing it into a system segment C_SC1 / 2 between the inlet port Pt_SC1 / 2 and the system pressure valve SC1 / 2, and a main segment C_Pri1 / 2 between the system pressure valve SC1 / 2 and the inlet valves IV1 / 2 / 3 / 4. Pump PE1 / 2, driven by pump motor PM, allows unidirectional connection between the drain line and the main segment C_Pri1 / 2 of the supply line, forming a compensation line that allows brake fluid from the drain line to compensate for brake fluid in the supply line, but prohibits brake fluid from the supply line from entering the drain line. The inlet of pump PE1 / 2 is connected to the drain line, and thus to the reservoir RSV (specifically, the two pumps are connected to two reservoirs RSV1 and RSV2 respectively) located above pump PE1 / 2, from which brake fluid can be drawn and pressurized before being supplied to the main segment C_Pri1 / 2 of the supply line. The ESP module 200 may also include a pressure sensor PS_PE located on the main section C_Pri1 / 2 of the fluid supply line. In the ESP fluid supply mode described below, the pressure measured by this pressure sensor is equal to the pressure at the outlet side of pump PE1 / 2, i.e., the output pressure of the pump. Therefore, this sensor is also called a pump sensor. It also includes a system (pressure) sensor PS_SC (e.g., located on C_SC2) for measuring the brake fluid pressure (i.e., the system pressure at the inlet or upstream side of system pressure valve SC1 / 2) on the system section C_SC1 / 2 of the fluid supply line. Since the system section C_SC1 / 2 of the fluid supply line is connected to the output line C_Output1 / 2 of the DPB module 100, in the hydraulic cylinder fluid supply mode described below, the pressure measured by the hydraulic cylinder sensor PS_HM is equal to the brake fluid pressure on the system section C_SC1 / 2 of the fluid supply line measured by the system (pressure) sensor PS_SC.

[0037] The DPB module 100 and ESP module 200 of the vehicle braking system of this application are further provided with DPB module control unit ECU1 and ESP module control unit ECU2 (hereinafter referred to as first ECU1 and second ECU2), respectively. They may each have a power supply battery, and the two are communicatively connected to each other. Both are communicatively and electrically connected to wheel speed sensors WSS1 / 2 / 3 / 4 mounted on the wheels. One of the first ECU1 and second ECU2 (e.g., second ECU2) is also provided with a deceleration sensor aS, and the other of the first ECU1 and second ECU2 is communicatively connected to the deceleration sensor aS.

[0038] As a variation, Figure 2 The second exemplary configuration differs from Figure 1 The first exemplary configuration is only in Figure 2 The ESP module 200 in the system does not set the pump sensor PS_PE. Figure 3 and 4The third and fourth exemplary configurations differ from Figure 1 and 2 The first and second exemplary configurations are characterized in that a single-chamber brake master cylinder MC, comprising only one master cylinder chamber, is used instead of... Figure 1 and 2 The dual-chamber brake master cylinder TMC.

[0039] The vehicle braking system of this application can not only receive manual braking requests by pressing the brake pedal BP, thereby triggering the pedal travel sensor PTS, master cylinder pressure sensor PS_MC, and system pressure sensor PS_SC to generate electrical signals, but also receive braking requests in the form of electrical signals from other systems (such as vehicle driver assistance systems). When the vehicle is not ignited, or when the vehicle is ignited (all electrical components are powered), but neither the hydraulic cylinder motor DM nor the pump motor PM is functioning properly, or when the control of the hydraulic cylinder motor DM and the pump motor PM by the first ECU1 and the second ECU2 fails, the vehicle braking system of this application only responds to the manual braking request of the brake pedal BP being pressed by executing the master cylinder fluid supply mode M0 (or the manual braking process). Figures 1 to 4 All of these display the vehicle braking system in this mode for the corresponding exemplary configuration.

[0040] Specifically, in master cylinder fluid supply mode M0, all electrical components are either de-energized or both the hydraulic cylinder motor DM and the pump motor PM are malfunctioning (either due to their own failure or control failure). The brake master cylinder TMC is connected to the output port Pt_MC1 / 2 via the normally open (power-off connected) master cylinder isolation valve CSV1 / 2, and the normally closed (power-off disconnected) hydraulic cylinder isolation valve PSV1 / 2 disconnects the hydraulic cylinder HM from the output port Pt_MC1 / 2. At this time, braking demand can only be input by pressing the brake pedal BP. The brake fluid pressurized in the brake master cylinder TMC (chamber MC1 / 2) is supplied to each brake wheel cylinder WC1 / 2 / 3 / 4 via the master cylinder line C_MC1 / 2, the output port Pt_MC1 / 2, the external pipeline T_MC1 / 2, and the fluid supply line (C_SC1 / 2+C_Pri1 / 2) of the ESP module 200, providing braking pressure to each brake wheel cylinder. When the brake pedal BP is released, the brake fluid in each brake wheel cylinder returns to the master cylinder TMC via the original route.

[0041] When the vehicle is already ignited or in normal driving condition, and at least one of the hydraulic cylinder motor DM of the DPB module 100 and the pump motor PM of the ESP module 200 is functioning normally, the vehicle braking system of this application can not only respond to the aforementioned manual braking request to perform braking, but also respond to the first ECU1 and / or the second ECU2 receiving an electrical signal braking request to perform braking. In this case, the vehicle braking system will supply brake fluid via the wheel cylinder port to the brake wheel cylinders in a mode that supplies brake fluid from the hydraulic cylinder HM and / or from the reservoir to the main section C_Pri1 / 2 of the fluid supply line to the ESP module to perform the braking process. The braking process may include increasing, maintaining, and decreasing the brake fluid pressure in the brake wheel cylinders using the brake fluid supplied from the ESP module 200 via the wheel cylinder port. The braking process that repeatedly performs the wheel cylinder pressurization operation, wheel cylinder pressure holding operation, and wheel cylinder depressurization operation, including the wheel cylinder pressurization operation, wheel cylinder pressure holding operation, and wheel cylinder depressurization operation, constitutes the anti-lock braking process.

[0042] Using the vehicle braking system described in this application, during the wheel cylinder decompression operation of the braking cycle, the brake fluid with pressure fluctuations in the brake wheel cylinder is discharged back to the accumulator RSV via the drain line of the ESP module 200, instead of the hydraulic cylinder HM. This provides higher vehicle NVH performance, offering a better driving experience for the driver, while reducing the load on the DPB module 100 and improving its reliability and economy. The ESP module 200 of the vehicle braking system of this application does not require a low-pressure accumulator, a normally closed high-pressure switching valve (HSV), or other hydraulic components, simplifying the configuration of the compensation fluid supply line of the ESP module 200, saving costs to some extent, and eliminating related noise.

[0043] The following will refer to Figure 1 The first exemplary configuration describes in detail other possible liquid supply modes besides the master cylinder liquid supply mode M0, and the pressure control mode corresponding to each liquid supply mode. Figure 5-10 In the hydraulic circuit diagram, the bold solid lines indicate the parts related to the text description.

[0044] When all components of the vehicle's braking system are functioning normally, for example, under anti-lock braking (ABS) conditions, the braking process is first executed in hydraulic cylinder supply mode M1, such as... Figure 5 As shown. In particular, the hydraulic cylinder supply mode M1 is used when the real-time hydraulic cylinder pressure P_act_HM measured by the hydraulic cylinder sensor PS_HM is less than the preset warning pressure value P_alt_HM of the hydraulic cylinder HM.

[0045] Specifically, when the first ECU1 of the DPB module 100 receives a braking request in the form of a manual or electrical signal, it controls the hydraulic cylinder motor DM to rotate, which in turn drives the piston Pis_HM of the hydraulic cylinder HM to move forward. The brake fluid pressurized in the hydraulic cylinder HM is supplied to the wheel cylinder port Pt_WC1 / 2 / 3 / 4 (inlet valve IV1 / 2 / 3 / 4) of the ESP module 200 via the hydraulic cylinder line C_HM, output line C_Output1 / 2, external pipeline T_MC1 / 2, and the fluid supply line (C_SC1 / 2+C_Pri1 / 2) of the ESP module 200, and finally supplied to the brake wheel cylinder WC1 / 2 / 3 / 4, establishing or maintaining braking pressure in the brake wheel cylinder.

[0046] During the supply of fluid to the main section C_Pri1 / 2 of the fluid supply line of the ESP module 200 in the hydraulic cylinder supply mode M1, the first ECU1 of the DPB module 100 controls the pressure in the hydraulic cylinder line C_HM by controlling the hydraulic cylinder motor DM. This pressure is equal to the hydraulic cylinder output pressure measured by the hydraulic cylinder sensor PS_HM and equal to the brake fluid pressure on the fluid supply line of the ESP module 200.

[0047] The control of pressure in hydraulic cylinder circuit C_HM executed by the first ECU1 of DPB module 100 includes repeatedly executing a "control cycle" consisting of a pressurization operation M10.2 that increases the pressure in hydraulic cylinder circuit C_HM, a pressure holding operation M10.1 that maintains the pressure in hydraulic cylinder circuit C_HM, and a pressure reduction operation M10.3 that decreases the pressure in hydraulic cylinder circuit C_HM. Specifically, the pressure boosting operation M10.2 is achieved by controlling the hydraulic cylinder motor DM to rotate forward (clockwise or counterclockwise) through the first ECU1, thereby moving the piston Pis_HM of the hydraulic cylinder HM forward (increasing the brake fluid pressure in the hydraulic cylinder chamber); the pressure holding operation M10.1 is achieved by controlling the hydraulic cylinder motor DM to stop rotating through the first ECU1, thereby preventing the piston Pis_HM of the hydraulic cylinder HM from moving; and the pressure reducing operation M10.3 is achieved by controlling the hydraulic cylinder motor DM to rotate in the reverse direction (counterclockwise or counterclockwise) through the first ECU1, thereby moving the piston Pis_HM of the hydraulic cylinder HM backward (reducing the brake fluid pressure in the hydraulic cylinder chamber).

[0048] The process of executing this pressure control cycle is called the first pressure control cycle M10, such as... Figure 5As shown. During this process, the second ECU2 of the ESP module 200 and the pump motor PM are not working, and all electrical components of the ESP module 200 (such as the system pressure valves SC1 / 2 in the fluid supply line) remain de-energized. Therefore, in addition to the case where all modules / components of the entire system are working normally, this hydraulic cylinder fluid supply mode M1 and this first pressure control cycle M10 can also be performed in the event of ESP module 200 failure (e.g., failure of pump motor PM and / or failure of the second ECU2 to control pump motor PM).

[0049] The vehicle braking system of this application also provides a transitional fluid supply mode M2 ​​for use during the period when the real-time pressure P_act_HM of the hydraulic cylinder is between the aforementioned warning pressure value P_alt_HM and a preset limit pressure value P_lmt_HM greater than the warning pressure value P_alt_HM. The hydraulic circuit diagram remains the same. Figure 5 .

[0050] In the transitional fluid supply mode M2, on one hand, the first ECU1 of the DPB module 100 controls the hydraulic cylinder motor DM to rotate forward, and the brake fluid pressurized in the hydraulic cylinder HM is supplied to the main section C_Pri1 / 2 of the fluid supply line via the system pressure valve SC1 / 2 of the ESP module 200; on the other hand, the second ECU2 of the ESP module 200 controls the pump motor PM to rotate, and the pump PE1 / 2 draws brake fluid from the reservoir RSV and supplies it to the main section C_Pri1 / 2 of the fluid supply line after pressurization. Both portions of brake fluid are simultaneously supplied to the brake wheel cylinders WC1 / 2 / 3 / 4 via the wheel cylinder ports Pt_WC1 / 2 / 3 / 4. During this mode M2, the control of the hydraulic cylinder motor DM by the first ECU1 of the DPB module 100 and the control of the pump motor PM by the second ECU2 of the ESP module 200 are carried out simultaneously and in coordination, jointly executing the second pressure control cycle M20 to control the pressure in the main section C_Pri1 / 2 of the fluid supply line of the ESP module 200. The second pressure control cycle M20 includes: a pressure boosting operation M20.2, in which the first ECU1 controls the hydraulic cylinder motor DM to rotate forward or stop rotating, thereby driving the piston of the hydraulic cylinder to move forward or stop to increase or maintain the pressure in the hydraulic cylinder line C_HM; simultaneously, the second ECU2 controls the pump motor PM to rotate, thereby driving the pump PE1 / 2 to draw brake fluid from the reservoir RSV, pressurize it, and replenish it to the main section C_Pri1 / 2 of the fluid supply line to increase the pressure in the main section C_Pri1 / 2; and a pressure holding operation M20.1, in which the first ECU1 controls the hydraulic cylinder motor DM to rotate in the reverse direction... At a fixed angle, the piston of the hydraulic cylinder retracts a certain distance to reduce a certain pressure in the hydraulic cylinder circuit C_HM. At the same time, the second ECU2 controls the pump motor PM to rotate, thereby driving the pump PE1 / 2 to compensate for the pressure loss in the main section C_Pri1 / 2 (due to the reduction of pressure in the hydraulic cylinder circuit C_HM). Pressure reduction operation M20.3, in which the second ECU2 controls the pump motor PM to keep or stop rotating, thereby making the pump PE1 / 2 work or not work. At the same time, the first ECU1 controls the hydraulic cylinder motor DM to rotate in the opposite direction, thereby causing the piston of the hydraulic cylinder to retract to reduce the pressure in the main section C_Pri1 / 2.

[0051] The vehicle braking system of this application also provides an ESP fluid supply mode M3, which occurs when the real-time pressure P_act_HM of the hydraulic cylinder has reached the limit pressure value P_lmt_HM, but is still insufficient to provide the required pressure to meet the braking demand, and is therefore executed after the transition fluid supply mode M2.

[0052] At this point, the real-time pressure P_act_HM of the hydraulic cylinder has reached the limit pressure value P_lmt_HM. The first ECU1 controls the hydraulic cylinder motor DM to stop rotating, and the hydraulic cylinder HM can no longer supply brake fluid. At this time, the second ECU2 of the ESP module 200 continues to control the system pressure valve SC1 / 2 to disconnect and controls the pump motor PM and pump PE1 / 2 to continue working. That is, in ESP fluid supply mode M3, the braking process transitions to only pressurizing and supplying brake fluid drawn from the reservoir RSV to the main section C_Pri1 / 2 of the fluid supply line.

[0053] At this time, the second ECU2 of the ESP module 200 controls the output pressure of pump PE1 / 2, i.e., the pressure on the main section C_Pri1 / 2 of the fluid supply line, by controlling the rotation of the pump motor PM. If a pump sensor PS_PE is present, this pressure is the pressure measured by the pump sensor PS_PE.

[0054] refer to Figure 6 and 7 During ESP fluid supply mode M3, the second ECU2 of ESP module 200 performs a pressurization operation M30.2, which includes increasing the pump output pressure (the pressure on the main section C_Pri1 / 2 of the fluid supply line). Figure 6 As shown), the pressure holding operation M30.1 maintains the pump output pressure (as shown). Figure 6 or Figure 7 As shown), the pressure reduction operation M30.3 reduces the pump output pressure (as shown). Figure 7 The third pressure control cycle M30 is constituted as shown. Specifically, the boosting operation M30.2 is achieved by the second ECU2 controlling the system pressure valve SC1 / 2 to be energized and disconnected, and controlling the pump motor PM to rotate, so that the pump PE1 / 2 draws brake fluid from the reservoir RSV, pressurizes it, and supplies it to the main section C_Pri1 / 2 of the fluid supply line; the pressure holding operation M30.1 is achieved by the second ECU2 controlling the system pressure valve SC1 / 2 to have a certain opening degree in a pulse width modulation manner (as shown). Figure 7 ) or power on / off ( Figure 6 And control the pump motor PM to rotate or stop rotating, thereby driving or stopping the pump PE1 / 2 to compensate (such as Figure 7 (As shown) Pressure loss in the main road section C_Pri1 / 2 (due to the certain opening of the system pressure valve SC1 / 2) or maintenance (such as...) Figure 6 (As shown) The pressure in the main road section C_Pri1 / 2 is reduced; the pressure reduction operation M30.3 controls the system pressure valve SC1 / 2 to a certain opening degree through the second ECU2 in pulse width modulation mode, and controls the pump motor PM to rotate or stop rotating, thereby driving or stopping the pump PE1 / 2 to reduce the pressure in the main road section C_Pri1 / 2.

[0055] During the third pressure control cycle M30, neither the first ECU1 of the DPB module 100 nor the hydraulic cylinder motor DM works. Therefore, this ESP fluid supply mode M3 and this third pressure control cycle M30 can also be executed if the hydraulic cylinder motor DM of the DPB module 100 and / or the control of the hydraulic cylinder motor DM by the first ECU1 fails.

[0056] The above reference Figure 1 The first exemplary configuration describes various fluid supply modes that the vehicle braking system of this application can provide and the pressure control cycles corresponding to each fluid supply mode. Specifically, it includes: a master cylinder fluid supply mode M0 in which the master cylinder TMC of the DPB module 100 supplies brake fluid to the wheel cylinders alone, wherein the driver controls the pressure on the fluid supply line (C_SC1 / 2+C_Pri1 / 2) by the depth of pressing the brake pedal BP to ultimately regulate the output pressure of the brake fluid output from the wheel cylinder port of the ESP module 200; and a hydraulic cylinder fluid supply mode M1 in which the hydraulic cylinder HM of the DPB module 100 supplies brake fluid to the wheel cylinders alone, wherein the first ECU of the DPB module 100 executes a first pressure control operation to control the pressure on the hydraulic cylinder line C_HM by controlling the hydraulic cylinder motor DM (to ultimately regulate the output pressure of the brake fluid output from the wheel cylinder port of the ESP module 200). The system comprises three ESP supply modes: M10, a transitional supply mode M2 ​​where the hydraulic cylinder HM and the accumulator RSV jointly supply brake fluid to the wheel cylinders, wherein the first ECU1 of the DPB module 100 controls the hydraulic cylinder motor DM and the second ECU2 of the ESP module 200 controls the pump motor PM to coordinate and jointly regulate the pressure of the ESP module 200's supply line, thereby regulating the brake fluid pressure output from the wheel cylinder port of the ESP module 200 (to the wheel cylinder); and M3, an ESP supply mode M3 where the accumulator RSV of the DPB module 100 alone supplies brake fluid to the wheel cylinders, wherein the second ECU2 of the ESP module 200 executes a third pressure control cycle M30, which controls the pressure on the main segment C_Pri1 / 2 of the ESP module 200's supply line by controlling the pump motor PM (to ultimately regulate the output pressure of the brake fluid output from the wheel cylinder port of the ESP module 200). It should be understood that the above description of the supply modes and pressure control cycles for the first exemplary configuration also applies to... Figure 2-4 The second to fourth exemplary configurations.

[0057] The present application's vehicle braking system advantageously incorporates a transitional fluid supply mode M2, coordinated by the first ECU of the DPB module 100 and the second ECU2 of the ESP module 200, between the hydraulic cylinder fluid supply mode M1 and the ESP fluid supply mode M3. This transitional fluid supply mode effectively solves the problems of large net pressure increase and long response time that occur during the transition from the hydraulic cylinder fluid supply mode (fast boost speed but low maximum boost pressure) to the ESP fluid supply mode (high maximum boost pressure but slow boost speed). Figure 6 and Figure 7 As shown, even when the DPB module 100's control of the hydraulic cylinder motor DM is in an abnormal state, the vehicle braking system can still supply brake fluid to the brake wheel cylinders through the ESP fluid supply mode (M3) to perform a braking cycle including wheel cylinder pressure holding operation, wheel cylinder pressure increasing operation, and wheel cylinder pressure reducing operation to achieve the braking process. This does not affect the driver's brake pedal feel, which is a significant advantage.

[0058] As mentioned above, Figure 7 The hydraulic circuit diagram shows that the vehicle braking system is in ESP fluid supply mode M3, and the second EUC2 of ESP module 200 controls the pump outlet pressure during the pressure holding operation M30.1 or pressure reducing operation M30.3 of the third pressure control cycle M30.

[0059] Figure 8 Another scenario is illustrated where the first ECU1 of the DPB module 100 controls the solenoid valves of the module normally, but cannot properly control the hydraulic cylinder motor DM. Simultaneously, the piston Pis_HM of the hydraulic cylinder HM is not in its initial position, or is at least partially extended. In this case, the vehicle braking system can only execute the braking process through ESP fluid supply mode M3 when it receives a braking request. Figure 8 The diagram illustrates the wheel cylinder pressure holding operation during a specific braking cycle (both the inlet valves IV1 / 2 / 3 / 4 and outlet valves OV1 / 2 / 3 / 4 of the wheel cylinder port Pt_WC1 / 2 / 3 / 4 are in the off state). The state shown indicates that the second ECU2 is executing the pressure holding operation M30.1 or pressure reduction operation M30.3 of the third pressure regulation cycle M30 by controlling the rotation or cessation of the pump motor PM. The second ECU2 controls the system pressure valve SC1 / 2 to be at least partially closed, and the first ECU1 controls the hydraulic cylinder isolation valve PSV1 / 2 to be energized, causing the brake fluid in the ESP module 200's supply line to return to the hydraulic cylinder HM via the hydraulic cylinder line C_HM. The pressure of the returning brake fluid resets the piston Pis_HM of the hydraulic cylinder HM.

[0060] Figure 9In this scenario, the DPB module 100 of the vehicle braking system is malfunctioning, controlling the solenoid valves of each module abnormally. The solenoid valves of the DPB module 100 are de-energized (master cylinder isolation valve CSV1 / 2 is on, hydraulic cylinder isolation valve PSV1 / 2 is off). The vehicle braking system is supplying fluid to the brake wheel cylinders via ESP fluid supply mode M3 to execute the braking process, specifically during the wheel cylinder pressurization operation of a certain wheel cylinder braking cycle (the inlet valve at the wheel cylinder port is on, and the outlet valve is off). The second ECU2 of the ESP module 200 controls the pump outlet pressure (i.e., the pressure on the main section of the ESP module's fluid supply line) in either the pressurization operation M30.2 or the pressure holding operation M30.1 of the third pressure control cycle M30. This situation is similar to the above reference. Figure 6 The description above differs from the previous one in that: Figure 6 The description states that all electrical components of the DBP module 100 and ESP module 200 are functioning normally, while Figure 9 All solenoid valves in the DPB module 100 are in an abnormal, de-energized state, so the driver does not have a normal brake pedal feel.

[0061] Figure 10 The situation and Figure 9 They are basically the same, with the only difference being: Figure 10 During the third pressure control cycle M30, either pressure reduction operation M30.3 or pressure holding operation M30.1 is in progress. Since all the solenoid valves of the DPB module 100 are also de-energized, the driver does not experience normal brake pedal feel. Figure 7 The pressure reduction operation M30.3 or the pressure holding operation M30.1 shown in the diagram are different. Figure 10 Brake fluid that flows back from ESP module 200 to DPB module 100 enters the master cylinder TMC instead of the brake fluid. Figure 7 The hydraulic cylinder HM.

[0062] The following is for reference. Figure 11-15This application describes the braking process of a vehicle braking method performed by the vehicle braking system of this application. Generally, the braking process of this application first determines the brake fluid supply scheme (“supply scheme”) to be executed based on the received braking request, and then actually executes the supply scheme. When both the hydraulic cylinder motor DM and the pump motor PM are normally controllable and operational, this application provides the following supply schemes for selection: when the required pressure P_req_br corresponding to the braking request is less than the preset warning pressure value P_alt_HM for the hydraulic cylinder HM, the first supply scheme STR1, which only includes the hydraulic cylinder supply mode M1, is executed (this supply scheme is also applicable when only the hydraulic cylinder motor DM can be normally controlled and operated among the hydraulic cylinder motor DM and the pump motor PM); when the required pressure P_req_br corresponding to the braking request is less than the preset warning pressure value P_alt_HM for the hydraulic cylinder HM, the first supply scheme STR1, which only includes the hydraulic cylinder supply mode M1, is executed (this supply scheme is also applicable when only the hydraulic cylinder motor DM can be normally controllable and operational ..., the first supply scheme STR1, which When the pressure r is between the preset warning pressure value P_alt_HM and the limit pressure value P_lmt_HM of the hydraulic cylinder HM, the second fluid supply scheme STR2(M1+M2) is executed, which first follows the hydraulic cylinder fluid supply mode M1 and then the transition fluid supply mode M2; when the required pressure P_req_br corresponding to the braking request is greater than the limit pressure value P_lmt_HM of the hydraulic cylinder HM, the third fluid supply scheme STR3(M1+M2+M3) is executed, which first follows the hydraulic cylinder fluid supply mode M1, then the transition fluid supply mode M2, and finally the ESP fluid supply mode M3. In the second fluid supply scheme STR2, even when the hydraulic cylinder is sufficient to provide the required pressure P_req_br corresponding to the braking request, the ESP module 200's pump PE1 / 2 is still activated to supplement fluid supply to the main road section C_Pri1 / 2. The purpose is to be prepared to handle situations where the required pressure P_req_br exceeds the hydraulic cylinder HM's limit pressure value P_lmt_HM (and therefore the hydraulic cylinder HM itself can no longer meet the braking demand). This ensures that if such a situation occurs, the vehicle braking process can smoothly and promptly transition to the ESP fluid supply mode M3. Optionally, the warning pressure value P_alt_HM and the limit pressure value P_lmt_HM can be dynamically set to different values ​​based on the different adhesion coefficients of different road surfaces. These different adhesion coefficients can be obtained according to existing technologies. A detailed description is provided below with reference to the flowchart. The vehicle braking system of this application also includes: when the hydraulic cylinder motor DM of the DPB module 100 and the pump motor PM of the ESP module 200 and their control are both in an abnormal state, executing a main cylinder fluid supply scheme STR0 that only includes the main cylinder fluid supply mode M0; and when only the pump motor PM among the hydraulic cylinder motor DM and the pump motor PM can be controlled and operated normally, executing a fourth fluid supply scheme STR4 that only includes the ESP fluid supply mode M3.

[0063] refer to Figure 11 The braking process of the vehicle braking system in any exemplary configuration of this application begins with the first step S1 upon receiving a braking request.

[0064] In the second step S2, the system obtains status information on whether the control of the hydraulic cylinder motor DM and various solenoid valves by the first ECU1 of the DPB module 100 is normal, and the status information on whether the control of the pump motor PM and various solenoid valves by the second ECU2 of the ESP module 200 is normal. After the second step S2, the first ECU1 and the second ECU2 execute a judgment step S25 to determine whether both the hydraulic cylinder motor DM of the DPB module 100 and the pump motor PM of the ESP module 200 are in an abnormal working state. If both the hydraulic cylinder motor DM and the pump motor PM are not working properly (including the case where both the hydraulic cylinder motor DM and the pump motor PM are faulty; the case where the control of both the hydraulic cylinder motor DM and the pump motor PM is abnormal; and the case where the vehicle is in a non-ignition state and the braking request is a manual braking request where the brake pedal BP is depressed), the vehicle braking system executes step S10 to supply brake fluid to the brake wheel cylinders in master cylinder supply mode M0 to achieve braking. The details of master cylinder supply mode M0 will not be repeated. Otherwise, the braking process executes the third step S3.

[0065] In the third step S3, based on the status information of whether the control of the hydraulic cylinder motor DM and each solenoid valve by the first ECU1 and the control of the pump motor PM and each solenoid valve by the second ECU2 are normal, an appropriate fluid supply scheme is selected to supply brake fluid to the main section of the fluid supply line of the ESP module 200 and the pressure of the fluid supply line is adjusted accordingly to adjust the pressure of the brake fluid output at the wheel cylinder port. This third step S3 includes several scenarios: the first scenario S31, where the control of each solenoid valve of the hydraulic cylinder motor DM and DPB by the first ECU1 and the control of each solenoid valve of the pump motor PM and ESP by the second ECU2 are both in a normal state; the second scenario S32, where the control of the hydraulic cylinder motor DM and each solenoid valve by the first ECU1 is in a normal state, but the control of the pump motor PM by the second ECU2 is in an abnormal (or abnormal) working state; the third scenario S33, where the control of each solenoid valve of the pump motor PM and ESP by the second ECU2 and the control of each solenoid valve of the DPB by the first ECU1 are in a normal state, but the control of the hydraulic cylinder motor DM by the first ECU1 is in an abnormal state; and the fourth scenario S34, where the control of each solenoid valve of the pump motor PM and ESP by the second ECU2 is in a normal state, but the control of each solenoid valve of the DPB by the first ECU1 is in an abnormal state.

[0066] Next, the braking process executes the fourth step, S4. In the fourth step, S4, brake fluid from the main section of the fluid supply line of the ESP module 200 in the third step, S3, is supplied to the brake wheel cylinder to establish braking pressure within the brake wheel cylinder. Optionally, if the second ECU2 is controlling the solenoid valve of this module normally, the fourth step, S4, also includes a wheel cylinder pressure-holding operation that de-energizes the inlet valve at the wheel cylinder port to maintain brake fluid pressure in the brake wheel cylinder, and a wheel cylinder depressurization operation that de-energizes the inlet valve at the wheel cylinder port and energizes the outlet valve to release brake fluid from the brake wheel cylinder and allows the released brake fluid to return to the accumulator via the drain line.

[0067] After step S4, this process may also include an optional fifth step S5: whether the braking request signal still exists. If the braking request signal still exists, this process returns to step S2; otherwise, it ends at step S20.

[0068] Figure 12 The steps of the first case S31 are illustrated. In this case, the control of the hydraulic cylinder motor DM and the various solenoid valves of DPB by the first ECU1 of DPB module 100 and the control of the pump motor PM and the various solenoid valves of ESP by the second ECU2 of ESP module 200 are both normal.

[0069] In the first sub-step S312 of the first case S31, the first ECU1 or the second ECU1 calculates the required pressure P_req_br (i.e., the brake fluid pressure at the main segment C_Pri1 / 2 of the ESP module 200's fluid supply line or at the wheel cylinder port) and the corresponding vehicle required deceleration a_req_veh (a non-negative value) based on the received braking request. The required pressure P_req_br can be calculated using one or more of the following algorithms known in the art: pedal travel measured by the pedal travel sensor PTS, real-time master cylinder pressure measured by the master cylinder pressure sensor PS_MC, and real-time deceleration value measured by the deceleration sensor aS. Details are omitted here.

[0070] In the second sub-step S314, it is determined whether the required pressure P_req_br is less than the warning pressure value P_alt_HM of the hydraulic cylinder.

[0071] If the required pressure P_req_br is less than the warning pressure value P_alt_HM, it means that the hydraulic cylinder is sufficient to provide the required pressure P_req_br corresponding to the braking request. In this application, the first fluid supply scheme STR1, which only includes the hydraulic cylinder fluid supply mode M1, will be adopted. The third sub-step S316 of the braking process execution assignment is as follows: the required pressure P_req_br is assigned to the parameter hydraulic cylinder target pressure P_tgt_HM (the pressure that the hydraulic cylinder ultimately needs to provide) and the parameter pump target pressure P_tgt_PE is set to 0 (that is, the pump PE1 / 2 of the ESP module 200 does not need to work).

[0072] Then, the braking process enters the fourth sub-step S318, in which brake fluid is supplied to the fluid supply line of the ESP module 200 via a hydraulic cylinder, and the pressure of the wheel cylinder port of the fluid supply line of the ESP module 200 is controlled (or regulated) by controlling the pressure on the hydraulic cylinder line C_HM with the first pressure control cycle M10.

[0073] Specifically, see attached document. Figure 13a The fourth sub-step S318 may include: a first sub-step S3182, which measures the real-time hydraulic cylinder pressure P_act_HM on the hydraulic cylinder line C_HM using the hydraulic cylinder sensor PS_HM, and a second sub-step S3184, which selectively performs the specific operation of the first pressure control cycle M10 based on the real-time hydraulic cylinder pressure P_act_HM and the target hydraulic cylinder pressure P_tgt_HM (assigned in the third sub-step S316). Specifically, the second sub-step S3184 includes: a pressure boosting operation M10.2 when the difference (in absolute value form) between the real-time pressure P_act_HM and the target pressure P_tgt_HM of the hydraulic cylinder is outside a preset range and P_act_HM is less than P_tgt_HM, the first ECU1 controls the hydraulic cylinder motor DM to rotate forward, thereby driving the piston of the hydraulic cylinder to move forward to increase the pressure in the hydraulic cylinder line C_HM; a pressure holding operation M10.1 when the difference is within the preset range, the first ECU1 controls the hydraulic cylinder motor DM to stop rotating to maintain the pressure in the hydraulic cylinder line C_HM; and a pressure reducing operation M10.3 when the difference is outside the preset range and P_act_HM is greater than P_tgt_HM, the first ECU1 controls the hydraulic cylinder motor DM to rotate in the reverse direction, thereby the actuator AM controls the piston of the hydraulic cylinder to retract to reduce the pressure in the hydraulic cylinder line C_HM.

[0074] Conversely, if it is determined in the second sub-step S314 that the required pressure P_req_br is not less than the warning pressure value P_alt_HM of the hydraulic cylinder HM, this braking process proceeds to the fifth sub-step S311: determining whether the required pressure P_req_br is less than the limit pressure value P_lmt_HM of the hydraulic cylinder.

[0075] If so, it indicates that the hydraulic cylinder is still sufficient to provide the required pressure P_req_br corresponding to the braking request. However, this application will adopt a second fluid supply scheme STR2(M1+M2) consisting of a hydraulic cylinder fluid supply mode M1 followed by a transitional fluid supply mode M2. The braking process enters the sixth sub-step S313 of the assignment: the required pressure P_req_br is simultaneously assigned to the parameter hydraulic cylinder target pressure P_tgt_HM (the pressure ultimately provided by the hydraulic cylinder) and the parameter pump target pressure P_tgt_PE. This indicates that in addition to the hydraulic cylinder HM of the DPB module 100 supplying fluid to the main road section C_Pri1 / 2, the pump PE1 / 2 of the ESP module 200 will also be activated to supplement the fluid supply to the main road section C_Pri1 / 2.

[0076] Then, the braking process proceeds to the seventh sub-step S315 of the second fluid supply scheme STR2, which begins actual execution. (Refer to Appendix) Figure 13b This sub-step S315 may include:

[0077] The first sub-step S3152 involves measuring the real-time hydraulic cylinder pressure P_act_HM on the hydraulic cylinder circuit C_HM using the hydraulic cylinder sensor PS_HM; the second sub-step S3154 involves determining whether the real-time hydraulic cylinder pressure P_act_HM is less than the warning pressure value P_alt_HM of the hydraulic cylinder HM; and the third sub-step S3156 involves executing the hydraulic cylinder supply mode M1 and the first pressure control cycle M10, which is executed by the first ECU1 to adjust the pressure in the hydraulic cylinder circuit C_HM, when the real-time hydraulic cylinder pressure P_act_HM is still less than the warning pressure value P_alt_HM. (Specific operations are the same as...) The second sub-step S3184 is the same as above; and when the real-time hydraulic cylinder pressure P_act_HM is not less than the warning pressure value P_alt_HM, the transition fluid supply mode M2 ​​is executed and the pressure in the hydraulic cylinder circuit C_HM and the main section C_Pri1 / 2 is controlled by the first ECU1 and the second ECU2 respectively in the second pressure control cycle M20. This sub-step is based on the real-time hydraulic cylinder pressure P_act_HM and the target hydraulic cylinder pressure P_tgt_HM and / or based on the real-time pump pressure P_act_PE and the target pump pressure P_tgt_PE (only applicable to...). Figure 1 First exemplary configuration and Figure 3 The third exemplary configuration) is executed.

[0078] Specifically, the fourth sub-step S3158 includes: performing a pressure boosting operation M20.2 when the difference (absolute value form) between the real-time hydraulic cylinder pressure P_act_HM and the target hydraulic cylinder pressure P_tgt_HM is outside a preset range and P_act_HM is less than P_tgt_HM, wherein the first ECU1 controls the hydraulic cylinder motor DM to rotate forward or stop rotating, thereby driving the piston of the hydraulic cylinder to move forward or stop to increase or maintain the pressure in the hydraulic cylinder line C_HM, while the second ECU2 controls the pump motor PM to rotate, thereby driving the pump PE1 / 2 to draw brake fluid from the accumulator RSV, pressurize it, and replenish it to the main section C_Pri1 / 2 of the fluid supply line to increase the pressure in the main section C_Pri1 / 2; and performing a pressure holding operation M20.1 when the difference is within the preset range ... rotating, thereby driving the piston of the hydraulic cylinder to move forward or stop rotating, thereby increasing or maintaining the pressure in the main section C_Pri1 / 2. ECU1 controls the hydraulic cylinder motor DM to rotate in the opposite direction by a certain angle, thereby controlling the piston of the hydraulic cylinder to retract a certain distance to reduce a certain pressure in the hydraulic cylinder circuit C_HM. At the same time, ECU2 controls the pump motor PM to rotate, thereby driving the pump PE1 / 2 to compensate for the pressure loss in the main circuit C_Pri1 / 2 (due to the reduction of pressure in the hydraulic cylinder circuit C_HM). When the difference is outside the preset range and P_act_HM is greater than P_tgt_HM, a pressure reduction operation M20.3 is performed, wherein the second ECU2 controls the pump motor PM to keep or stop rotating, thereby making the pump PE1 / 2 work or not work, while the first ECU1 controls the hydraulic cylinder motor DM to rotate in the opposite direction, thereby controlling the piston of the hydraulic cylinder to retract to reduce the pressure in the hydraulic cylinder circuit C_HM and the main circuit C_Pri1 / 2.

[0079] Conversely, if it is determined in the fifth sub-step S311 that the required pressure P_req_br is not less than the limit pressure value P_lmt_HM of the hydraulic cylinder HM, it indicates that the hydraulic cylinder HM is insufficient to provide the required pressure P_req_br corresponding to the braking request. In this case, this application adopts the third fluid supply scheme STR3(M1+M2+M3). At this time, the braking process enters the eighth (assignment) sub-step S317 and the actual execution sub-step S319.

[0080] In step S317: the ultimate pressure value P_lmt_HM is assigned to the target pressure P_tgt_HM of the hydraulic cylinder (the pressure ultimately provided by the hydraulic cylinder), and the required pressure P_req_br is assigned to the target pressure P_tgt_PE of the pump. This means that firstly, the hydraulic cylinder HM of the DPB module 100 provides brake fluid to the main road section C_Pri1 / 2 until the ultimate pressure value P_lmt_HM is reached, and the pump PE1 / 2 of the ESP module 200 provides additional pressure to the main road section C_Pri1 / 2, which is approximately the difference between P_req_br and P_lmt_HM.

[0081] The details of the actual execution of step S319 differ slightly for the vehicle braking systems of the first and third exemplary configurations including the pump sensor PS_PE and the second and fourth exemplary configurations excluding the pump sensor PS_PE. (Refer to...) Figure 13c .

[0082] The actual execution of step S319 may include: a first sub-step S3191, measuring the real-time hydraulic cylinder pressure P_act_HM on the hydraulic cylinder circuit C_HM using the hydraulic cylinder sensor PS_HM; a second sub-step S3192, determining whether the real-time hydraulic cylinder pressure P_act_HM is less than the warning pressure value P_alt_HM of the hydraulic cylinder HM; a third sub-step S3193, executing the hydraulic cylinder supply mode M1 and adjusting the pressure in the hydraulic cylinder circuit C_HM by the first ECU1 using the first pressure control cycle M10 when the real-time hydraulic cylinder pressure P_act_HM is less than the warning pressure value P_alt_HM; and a fourth sub-step S3194, further determining whether the real-time hydraulic cylinder pressure P_act_HM is less than the limit pressure value P_lmt_HM of the hydraulic cylinder HM; when the real-time hydraulic cylinder pressure P_act_HM is less than the warning pressure value P_alt_HM, executing the hydraulic cylinder supply mode M1 and adjusting the pressure in the hydraulic cylinder circuit C_HM by the first ECU1 using the first pressure control cycle M10 (the specific operation is the same as the second sub-step S3184 above); and a fourth sub-step S3194, further determining whether the real-time hydraulic cylinder pressure P_act_HM is less than the limit pressure value P_lmt_HM of the hydraulic cylinder HM; when the real-time hydraulic cylinder pressure P_act_HM is less than the warning pressure value P_lmt_HM, executing the hydraulic cylinder supply mode M1 and adjusting the pressure in the hydraulic cylinder circuit C_HM by the first ECU1 using the first pressure control cycle M10. When HM is between the warning pressure value P_alt_HM and the limit pressure value P_lmt_HM, the fifth sub-step S3195 will be executed: the transition fluid supply mode M2 ​​will be adopted, in which the hydraulic cylinder HM and the pump PE1 / 2 will jointly supply brake fluid to the fluid supply line of the ESP module 200, and the first ECU1 and the second ECU2 will control the pressure in the hydraulic cylinder line C_HM and the main section C_Pri1 / 2 with the second pressure control cycle M20. The specific operation is the same as the fourth sub-step S3158 above; and when the real-time pressure P_act_HM of the hydraulic cylinder is not less than the limit pressure value P_lmt_HM, the sixth sub-step S3196 will be executed: the ESP fluid supply mode M3 will be adopted, in which the pump PE1 / 2 of the ESP module 200 will supply brake fluid to the fluid supply line of the ESP module 200, and the second ECU2 will control the pressure in the main section C_Pri1 / 2 with the third pressure control cycle M30.

[0083] For a vehicle braking system including a pump sensor PS_PE, the sixth sub-step S3196 may include: a first operation of measuring the real-time pump pressure P_act_PE on the main section C_Pri1 / 2 of the fluid supply line using the pump sensor PS_PE; and a second operation, wherein one of the boosting operation M30.2, the holding operation M30.1, and the depressurization operation M30.3 in the third pressure control cycle M30 is selectively executed based on the real-time pump pressure P_act_PE. Specifically, in the second operation: the boosting operation M30.2 is executed when the difference (in absolute value form) between the real-time pump pressure P_act_PE measured by the pump sensor PS_PE and the target pump pressure P_tgt_PE is outside a preset range and P_act_PE is less than P_tgt_PE. Figure 6 The second ECU2 controls the pressure valve SC1 / 2 to open and close, and controls the pump motor PM to rotate, thereby driving the pump PE1 / 2 to draw brake fluid from the reservoir RSV, pressurize it, and replenish it to the main section C_Pri1 / 2 of the fluid supply line to increase the pressure in the main section C_Pri1 / 2; when the difference is within the preset range, the pressure holding operation M30.1 is performed. Figure 6 Or 7), the second ECU2 controls the system pressure valve SC1 / 2 to have a certain opening degree through pulse width modulation. Figure 7 ) or power on / off ( Figure 6 And control the pump motor PM to rotate or stop rotating, thereby driving or stopping the pump PE1 / 2 to compensate for the pressure loss in the main section C_Pri1 / 2 (due to the certain opening of the system pressure valve SC1 / 2) or to maintain the pressure in the main section C_Pri1 / 2; and perform pressure reduction operation M30.3 when the difference is outside the preset range and P_act_PE is greater than P_tgt_PE. Figure 7 In this system, the second ECU2 controls the system pressure valve SC1 / 2 to a certain opening degree through pulse width modulation and controls the pump motor PM to rotate or stop rotating, thereby driving or stopping the pump PE1 / 2 to reduce the pressure in the main road section C_Pri1 / 2.

[0084] For a vehicle braking system that does not include the pump sensor PS_PE, the sixth sub-step S3196 may include: a first operation of measuring the real-time vehicle deceleration a_act_veh using the deceleration sensor aS; and a second operation, wherein one of the boost operation M30.2, the pressure holding operation M30.1, and the depressurization operation M30.3 in the third pressure control cycle M30 is selectively executed based on the real-time vehicle deceleration a_act_veh. Specifically, in the second operation: the boost operation M30.2 is executed when the difference (in absolute value form) between the real-time vehicle deceleration a_act_veh and the target vehicle deceleration a_tgt_veh calculated based on braking demand is outside a preset range and a_act_veh is less than a_tgt_veh. Figure 6 Same as above; when the difference is within the preset range, perform pressure holding operation M30.1. Figure 6 Or 7), same as above; and when the difference is outside the preset range and a_act_veh is greater than a_tgt_veh, perform decompression operation M30.3b. Figure 7 ), same as above.

[0085] Optionally, for a vehicle braking system excluding the pump sensor PS_PE, the second sub-step S3192 and the fourth sub-step S3194 can be modified as follows: determining whether the real-time vehicle deceleration a_act_veh is less than the vehicle warning deceleration value a_alt_veh (a preset non-negative value) corresponding to the warning pressure value P_alt_HM of the hydraulic cylinder HM, and determining whether the real-time vehicle deceleration a_act_veh is less than the vehicle limit deceleration value a_lmt_veh (a preset non-negative value) corresponding to the limit pressure value P_lmt_HM of the hydraulic cylinder HM. Everything else remains unchanged.

[0086] Figure 14 The steps of the second scenario S32 are shown. In this case, the first ECU1 controls the solenoid valves of the hydraulic cylinder motors DM and DPB normally, while the second ECU2 malfunctions in its control of the pump motor PM. Under these circumstances, only the hydraulic cylinder supply mode M1 (or the fourth supply scheme STR4) can supply fluid to the ESP module's supply line, which in turn supplies fluid to the brake wheel cylinder. Furthermore, only the first ECU1 can execute the first pressure control operation M10 to ultimately regulate the brake fluid output pressure at the wheel cylinder port of the ESP module 200's supply line.

[0087] In the first sub-step S322, the first ECU1 of the DPB module 100 (or the second ECU2 when the ESP module 200 is functioning normally) calculates the required pressure P_req_br that the brake wheel cylinder needs to provide based on the received braking request. This step is the same as... Figure 12 The first step, S312.

[0088] In the second sub-step S324, the maximum locking pressure of each brake wheel cylinder WC1 / 2 / 3 / 4 on different road surfaces is calculated using methods known in the art, and the smallest one is assigned as the parameter wheel cylinder minimum locking pressure P_lock_min_WC.

[0089] In the third sub-step S326, the smaller of the required pressure P_tgt_br obtained in the first sub-step S322 and the minimum locking pressure P_lock_min_WC of the wheel cylinder obtained in the second step S324 is assigned to the parameter hydraulic cylinder target pressure P_tgt_HM.

[0090] Next, in the fourth sub-step S328, the first ECU1 controls the pressure in the hydraulic cylinder circuit C_HM using the first pressure control operation M10, and supplies brake fluid to the brake fluid supply circuit of the ESP module 200 in hydraulic cylinder supply mode M1. This step is the same as... Figure 12 The fourth sub-step S318 will not be described in detail here.

[0091] In the third scenario S33, the second ECU2's control of the solenoid valves of the pump motor PM and ESP, and the first ECU1's control of the solenoid valves of the DPB, are in normal operation. However, the first ECU1's control of the hydraulic cylinder motor DM is malfunctioning. In this case, the ESP fluid supply mode M3 and the third pressure control operation M30 are executed.

[0092] For vehicle braking systems that include the pump sensor PS_PE, refer to Figure 15 In this case, the following steps will be performed in sequence:

[0093] The first sub-step S331, which determines whether the piston of the hydraulic cylinder HM is in the initial position, can be determined by one or more of the rotor position sensor RPS, the hydraulic cylinder sensor PS_HM, and the system pressure sensor PS_SC.

[0094] If the piston of hydraulic cylinder HM is not in its initial position, perform the second sub-step S332 (refer to) to reset the piston of hydraulic cylinder HM to its initial position. Figure 8In this step, the main cylinder isolation valve CSV1 / 2 of the DPB module 100 is disconnected after being energized, while the hydraulic cylinder isolation valve PSV1 / 2 and the simulator isolation valve SSV are connected after being energized. The second ECU2 of the ESP module 200 controls the inlet valve IV1 / 2 / 3 / 4 to disconnect after being energized (the outlet valve IVV1 / 2 / 3 / 4 is in the off state) and controls the pump motor PM to operate, so that the brake fluid is drawn from the reservoir RSV by the pump PE1 / 2 and pressurized, and then passes through the supply line (C_SC1 / 2+C_Pri1 / 2), the external pipeline T_MC1 / 2, the output line C_Output1 / 2 and the hydraulic cylinder line C_HM before returning to the hydraulic cylinder HM, pushing the piston Pis_HM back to the initial position.

[0095] With the piston of the hydraulic cylinder HM in its initial position, or after proceeding to the second sub-step S332, the following will be performed for the vehicle braking system, including the pump sensor PS_PE:

[0096] The third sub-step S334a (as described above) calculates the required pressure P_req_br that the brake wheel cylinder needs to provide based on the braking request. Figure 12 Step S312 is the same as above; the fourth sub-step S336a assigns the smaller of the required pressure P_req_br and the preset maximum pressure value P_max_PE that the pump PE1 / 2 can provide to the parameter pump target pressure P_tgt_PE; and the fifth sub-step S338a (same as above) executes ESP liquid supply mode M3 and the third pressure control cycle M30. Figure 13c Sub-step S3196).

[0097] With the piston of the hydraulic cylinder HM in its initial position, or after proceeding to the second sub-step S332, for the vehicle braking system excluding the pump sensor PS_PE, the following will be performed:

[0098] The third sub-step S334b calculates the vehicle demand deceleration a_req_veh based on the braking request; the fourth sub-step S336b assigns the smaller of the vehicle demand deceleration a_req_veh and the maximum deceleration a_max_PE corresponding to the maximum pressure value P_max_PE that the preset pump PE1 / 2 can provide as the parameter vehicle target deceleration a_tgt_veh; and the fifth sub-step S338b executes the ESP fluid supply mode M3 and the third pressure control operation M30 (same as above). Figure 13c Sub-step S3196).

[0099] In the fourth scenario, S34, the second ECU2 controls the solenoid valves of the pump motor PM and ESP normally, but the first ECU1 controls the solenoid valves of the DPB abnormally. In this case, refer to... Figure 9 and Figure 10 Execute ESP fluid supply mode M3 and third pressure control operation M30. This case differs from the third case S33 only in that: in this case, the first sub-step S331, which determines whether the piston of the hydraulic cylinder HM is in the initial position, and the reset step S332, which is performed when the piston of the hydraulic cylinder HM is not in the initial position, are no longer executed; the rest is the same as before.

[0100] The accompanying drawings describe in detail several situations or modes that the vehicle braking system of this application can provide for supplying brake fluid to the ESP module 200 and for controlling or adjusting the hydraulic pressure supplied to the ESP module 200. When a braking request is received and vehicle braking is performed during normal vehicle operation, the vehicle braking system provides a transitional supply mode M2 ​​between the hydraulic cylinder supply mode M1 and the ESP supply mode M3. This overcomes the disadvantages of large net pressure increase and long response time that occur during the transition from the hydraulic cylinder supply mode with a fast boost speed but low maximum boost pressure to the ESP supply mode with a high maximum boost pressure but slow boost speed. This application also provides detailed steps for selecting these modes, namely, comparing the real-time hydraulic cylinder pressure measured by the hydraulic cylinder sensor with preset warning pressure and limit pressure values ​​for the hydraulic cylinder, and comparing the real-time pump pressure measured by the pump sensor with the pump target pressure, or comparing the real-time deceleration measured by the deceleration sensor with the vehicle target deceleration corresponding to the limit pressure value. In particular, this application provides a control method for adjusting the supply pressure of the ESP module using a second pressure control cycle in the transitional supply mode.

[0101] The principles of this application have been described in detail above with reference to the exemplary configurations shown in the accompanying drawings. The drawings and the foregoing description are for illustrative purposes only and do not constitute a limitation on this application. Those skilled in the art, after understanding the essence and principles of this application, can make any modifications, additions, deletions, or substitutions to the structural details, and the resulting new embodiments all fall within the protection scope of this application.

Claims

1. A vehicle braking system, comprising a DPB module (100) and an ESP module (200), The DPB module (100) comprises: The system includes a accumulator (RSV), a master cylinder (MC, TMC) connected to and in communication with the vehicle's brake pedal, a hydraulic cylinder (HM) in communication with the accumulator, an output port (Pt_MC1 / 2) selectively connected to one of the master cylinder and the hydraulic cylinder, a return port (Pt_RSV1 / 2) in communication with the accumulator, a hydraulic cylinder motor (DM) driving the hydraulic cylinder, a hydraulic cylinder sensor (PS_HM) for measuring the real-time pressure of the hydraulic cylinder, and a first control unit (ECU1) for controlling the hydraulic cylinder motor of the DPB module (100). The ESP module (200) includes: a wheel cylinder port (Pt_WC1 / 2 / 3 / 4) for connecting to the brake wheel cylinders of the vehicle; an inlet port (Pt_SC1 / 2) connected to the output port; a drain port (Pt_PE1 / 2) connected to the return port; a fluid supply line (C_SCI / 2+C_Pri1 / 2) connecting the inlet valve of the wheel cylinder port and the inlet port and equipped with a system pressure valve (SC1 / 2); and an outlet valve connecting the wheel cylinder port and the drain port. The port has a drain line (C_PE1 / 2) that connects the main section (C_Pri1 / 2) of the supply line located between the system pressure valve (SC1 / 2) and the inlet valve to the drain line and has a replenishment line that allows brake fluid to flow from the drain line to the main section only. The pump motor (PM) drives the pump, and a second control unit (ECU2) is used to control the pump motor of the ESP module (200) and is communicatively connected to the first control unit.

2. The vehicle brake system of claim 1, wherein, The first control unit and the second control unit are configured to: in the first case where both the hydraulic cylinder motor of the DPB module and the pump motor of the ESP module are working normally, when the real-time pressure of the hydraulic cylinder is between a preset warning pressure value and a limit pressure value, execute a transitional fluid supply mode (M2) that simultaneously supplies brake fluid from the hydraulic cylinder and brake fluid from the reservoir to the main road section (C_Pri1 / 2); and execute an ESP fluid supply mode (M3) that supplies only brake fluid from the reservoir to the main road section when the real-time pressure of the hydraulic cylinder is greater than the limit pressure value.

3. The vehicle braking system according to claim 2, wherein, In the transitional fluid supply mode (M2), the required pressure calculated based on the braking request is greater than the warning pressure value.

4. The vehicle braking method according to claim 3, wherein, The second control unit is configured to execute the ESP fluid supply mode (M3) even in a second situation where the hydraulic cylinder motor is not working properly, but the pump motor of the ESP module is working properly.

5. The vehicle braking system according to claim 4, wherein, The first control unit is configured to, in the second case, control the hydraulic cylinder isolation valve (PSV1 / 2) of the DPB module to connect the hydraulic cylinder to the output port when the solenoid valves of the DPB module are functioning normally but the piston of the hydraulic cylinder is not in the initial position.

6. The vehicle braking system according to claim 5, wherein, The first control unit and the second control unit are configured to: in the transition fluid supply mode (M2), perform a second pressure control cycle (M20) by coordinating the control of the hydraulic cylinder motor and the pump motor, respectively, to perform pressurization operations, pressure holding operations, and pressure reduction operations on the main road section; and / or The second control unit is configured to, in the ESP fluid supply mode (M3), execute a third pressure control cycle (M30) by controlling the system pressure valve and pump motor, including pressurization operation, pressure holding operation and pressure reduction operation, which includes increasing, maintaining and decreasing the pressure on the main road section.

7. The vehicle braking system according to claim 6, wherein, When pump sensors are installed on the main road sections, the pressurization, pressure holding, and pressure reduction operations of the third pressure control cycle are selected based on the real-time pump pressure measured by the pump sensors; or In the case where no pump sensor is installed on the main road section, but the first control unit or the second control unit includes a deceleration sensor, the pressurization operation, pressure holding operation and depressurization operation of the third pressure control cycle are selected based on the real-time deceleration measured by the deceleration sensor.

8. The vehicle braking system according to any one of claims 1-7, wherein: The brake master cylinder includes two master cylinder chambers or one master cylinder chamber; and / or The ESP module (200) may or may not include a pump sensor (PS_PE) installed on the main road section for measuring the real-time pump pressure of the pump.

9. A vehicle braking method performed using a vehicle braking system according to any one of claims 1-8, comprising: The first step in obtaining braking demand (S1); The second step (S2) is to obtain information on whether the hydraulic cylinder motor (DM) of the DPB module is working properly and whether the pump motor (PM) of the ESP module is working properly. If at least one of the hydraulic cylinder motor (DM) of the DPB module and the pump motor (PM) of the ESP module is functioning normally, the third step (S3) involves selecting an appropriate fluid supply scheme based on the information obtained in the second step to supply brake fluid to the main section of the fluid supply line of the ESP module. The fourth step (S4) involves supplying brake fluid from the ESP module's supply line to the brake wheel cylinder in the third step to increase the brake fluid pressure in the brake wheel cylinder. The fourth step includes: if the solenoid valves of the ESP module are functioning normally, performing a wheel cylinder decompression operation to discharge the brake fluid from the brake wheel cylinder to the accumulator of the DPB module via the ESP module's drain line.

10. The vehicle braking method according to claim 9, wherein, In the third step, in the first case where the information in the second step shows that both the hydraulic cylinder motor of the DPB module and the pump motor of the ESP module are working normally, when the real-time pressure of the hydraulic cylinder is between the warning pressure value and the limit pressure value, a transitional fluid supply mode (M2) is executed, which simultaneously supplies brake fluid from the hydraulic cylinder and brake fluid from the reservoir to the main road section. And when the real-time pressure of the hydraulic cylinder is greater than the limit pressure value, an ESP fluid supply mode (M3) is executed, which supplies only brake fluid from the reservoir to the main road section.

11. The vehicle braking method according to claim 10, wherein, In the third step, the ESP fluid supply mode (M3) is executed in the second case where the information in the second step shows that the hydraulic cylinder motor is not working properly, but the pump motor of the ESP module is working properly.

12. The vehicle braking system according to claim 11, wherein, In the third step, in the second case where the solenoid valves of the DPB module are functioning normally but the piston of the hydraulic cylinder is not in its initial position, the first control unit controls the hydraulic cylinder isolation valve of the DPB module to connect the hydraulic cylinder to the output port.

13. The vehicle braking system according to claim 12, wherein, In the transitional fluid supply mode (M2), the first control unit and the second control unit respectively control the hydraulic cylinder motor and the pump motor in a coordinated manner to perform a second pressure control cycle (M20) including pressurization operation, pressure holding operation, and pressure reduction operation, which includes increasing, maintaining, and decreasing the pressure on the main road section; and / or In the ESP fluid supply mode (M3), the second control unit performs a third pressure control cycle (M30) by controlling the system pressure valve and pump motor, which includes pressurization, pressure holding and pressure reduction operations on the main road section.

14. The vehicle braking system according to claim 13, wherein, When pump sensors are installed on the main road sections, the pressurization, pressure holding, and pressure reduction operations of the third pressure control cycle are selected based on the real-time pump pressure measured by the pump sensors; or In the case where no pump sensor is installed on the main road section, but the first control unit or the second control unit includes a deceleration sensor, the pressurization operation, pressure holding operation and depressurization operation of the third pressure control cycle are selected based on the real-time deceleration measured by the deceleration sensor.

15. The vehicle braking method according to claim 14, wherein, When pump sensors are installed on the main road sections, the pressurization operation of the third pressure control cycle (M30) is performed when the first difference between the real-time pump pressure measured by the pump sensor and the target pump pressure is outside a first preset range and the former is less than the latter; the pressure holding operation is performed when the first difference is within the first preset range; and the pressure reduction operation is performed when the first difference is outside the first preset range and the former is greater than the latter, or In the case where the vehicle braking system does not have a pump sensor, but the first control unit or the second control unit includes a deceleration sensor, the boosting operation of the third pressure control operation (M30) is performed when the second difference between the real-time deceleration measured by the deceleration sensor and the vehicle target deceleration calculated based on the braking request is outside a second preset range and the former is less than the latter. The pressure holding operation is performed when the second difference is within the second preset range; The decompression operation is performed when the second difference is outside the second preset range and the former is greater than the latter.

16. A DPB module (100) for a vehicle braking system according to any one of claims 1-8, comprising a module housing and disposed on the module housing: two output ports (Pt_MC1 / 2), and one or two return ports (Pt_RSV1 / 2) in communication with one or two of the accumulator spaces. in, The accumulator (RSV), the master cylinder (MC, TMC), the hydraulic cylinder (HM), and the hydraulic cylinder motor (DM) are all housed within the module housing.

17. An ESP module (200) for a vehicle braking system according to any one of claims 1-8, comprising a module housing and disposed on the module housing: four wheel cylinder ports (Pt_WC1 / 2 / 3 / 4), two fluid inlet ports (Pt_SC1 / 2), and one or two fluid drain ports (Pt_PE1 / 2). in, The liquid supply line (C_SC1 / 2+C_Pri1 / 2), the liquid drainage line (C_PE1 / 2), the liquid replenishment line, the pump (PE1 / 2), and the pump motor (PM) are all located inside the module housing.

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