An electro-hydraulic hybrid vehicle braking system

Abstract

The present invention discloses an electric-hydraulic hybrid vehicle braking system, including a wheel-end braking module, a hydraulic control module, a first electronic control module and a second electronic control module. The wheel-end braking module includes a hydraulic piston, a motor and a reduction transmission mechanism for converting the rotational motion from the motor into a linear motion for driving the hydraulic piston or the brake friction plate to move forward. The wheel-end braking modules are provided with four, the hydraulic piston is movably provided and can move forward through the brake hydraulic pressure, and the motor of the wheel-end braking module is controlled by the first electronic control module and / or the second electronic control module. The present invention is applied to the vehicle braking system of intelligent driving. By providing four groups of wheel-end control modules with motors and hydraulic control, when the hydraulic control system or the motor control system fails and cannot generate braking force autonomously, the other system can generate braking force autonomously to decelerate the vehicle, improve driving safety, and meet the braking requirements of intelligent driving.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle braking systems, and in particular, relates to an electric-hydraulic hybrid vehicle braking system. Background Art

[0002] With the development of intelligent driving and active safety braking technology, unmanned driving technology has become the current mainstream development direction. Unmanned driving requires that the system be implemented in any case, and deceleration and parking must be performed under the command of the automatic driving controller. The current vehicle's braking system generates hydraulic pressure from the booster and transmits it to the caliper to generate braking force. When implementing active driving functions such as automatic driving, if the hydraulic braking system fails (such as power source failure, hydraulic pipeline leakage, etc.), the vehicle will not be able to generate braking deceleration in time to respond to the braking command of the automatic driving controller. This will cause the problem of being unable to brake.

[0003] Based on the above problems, the improvement plan for the current braking system is completed through two hydraulic braking systems (usually two groups of eBooster and ESP backing up each other). Both systems are hydraulic systems and there is a problem of simultaneous failure. For this reason, auxiliary braking can be performed through the EPB (electronic parking brake system) calipers in the current vehicle. However, since the EPB calipers only act on the front or rear wheels, the deceleration of the whole vehicle cannot reach the maximum value. At the same time, the EPB calipers have the problems of large idle travel and slow action speed, which will cause the deceleration response of the whole vehicle to be slow. Summary of the invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides an electric-hydraulic hybrid vehicle braking system, the purpose of which is to improve vehicle driving safety.

[0005] In order to achieve the above-mentioned purpose, the technical solution adopted by the present invention is: an electro-hydraulic hybrid vehicle braking system, including a wheel-end braking module, a hydraulic control module, a first electronic control module and a second electronic control module, the wheel-end braking module including a hydraulic piston, a motor and a reduction transmission mechanism for converting the rotational motion from the motor into a linear motion for driving the hydraulic piston or the brake friction pad forward, four wheel-end braking modules are arranged, the hydraulic piston is movably arranged and can be advanced by the braking hydraulic pressure, and the motor of the wheel-end braking module is controlled by the first electronic control module and / or the second electronic control module.

[0006] The motor of the wheel-end brake module is electrically connected to the second electronic control module. The second electronic control module has four motor control circuits. Each motor control circuit of the second electronic control module can independently control the motor of a wheel-end brake module to work.

[0007] Among the four wheel-end brake modules, at least two of the wheel-end brake modules have a self-locking function in their reduction transmission mechanisms, and the reduction transmission mechanisms of the remaining wheel-end brake modules are not self-locking; the reduction transmission mechanism with a self-locking function is arranged at the left and right ends of the front axle or the rear axle of the vehicle, and after the driving voltage of the motor of the corresponding wheel-end brake module is turned off, the brake friction pad will maintain elastic deformation and maintain the braking force; after the driving voltage of the motor of the wheel-end brake module where the non-self-locking reduction transmission mechanism is located is turned off, the brake friction pad will resume elastic deformation and the braking force will be reduced.

[0008] The motor of the wheel-end brake module where the reduction transmission mechanism with a self-locking function is located is controlled by the first electronic control module and the second electronic control module, and the first electronic control module and the second electronic control module both have a motor control circuit or a shared motor control circuit; under normal circumstances, the motor of the wheel-end brake module is controlled by the first electronic control module, and when the first electronic control module fails, the motor of the wheel-end brake module is controlled by the second electronic control module.

[0009] The second electronic control module has at least two different communication methods to monitor the status of the first electronic control module, and after both communication methods confirm that the first electronic control module cannot control the motor of the wheel-end brake module, it switches to the second electronic control module to control the motor of the wheel-end brake module.

[0010] The hydraulic control module is used to provide braking hydraulics to the hydraulic piston. The hydraulic control module includes a hydraulic circuit control valve and a hydraulic pump. The hydraulic pump is an electric pump. The hydraulic circuit control valve and the hydraulic pump are electrically connected to the first electronic control module. The first electronic control module controls the braking force of the wheel-end brake module through the hydraulic circuit control valve and the hydraulic pump according to the pressure requirement of the wheel-end brake module.

[0011] When the hydraulic control module is unable to provide brake hydraulic pressure to the hydraulic piston, the motor of the wheel-end brake module operates and the wheel-end brake module generates braking force.

[0012] The motors of the hydraulic control module and the wheel-end brake module can work simultaneously. The hydraulic control module provides brake hydraulic pressure to the hydraulic piston. The reduction transmission mechanism converts the rotational motion from the motor into linear motion to drive the hydraulic piston or brake friction pad forward, thereby jointly generating braking force.

[0013] When the required braking force is within a first setting range, the hydraulic control module provides braking hydraulics to the hydraulic piston to move the hydraulic piston forward; when the required braking force is within a second setting range, the second setting range is greater than the first setting range, the motor of the wheel-end brake module starts working, and the reduction transmission mechanism converts the rotational motion from the motor into a linear motion that drives the hydraulic piston or the brake friction pad forward, thereby driving the brake friction pad forward and generating braking force.

[0014] The first electronic control module and / or the second electronic control module can control the wheel-end brake module to generate different braking forces on the left and right sides of the vehicle or on individual wheels according to the needs of vehicle control, and control the left and right wheels of the vehicle to generate wheel speed difference.

[0015] The present invention is applied to the whole vehicle braking system of intelligent driving. By setting up 4 groups of wheel-end control modules with motors and hydraulic controls, when the hydraulic control system or the motor control system fails and cannot generate braking force autonomously, the other system can generate braking force autonomously to decelerate the vehicle, thereby improving driving safety and meeting the braking needs of intelligent driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] This specification includes the following drawings, which show the following contents:

[0017] This specification includes the following drawings, which show the following contents:

[0018] Figure 1 It is a structural diagram of the electric-hydraulic hybrid vehicle braking system of the present invention;

[0019] Figure 2 It is another structural diagram of the electric-hydraulic hybrid vehicle braking system of the present invention;

[0020] Figure 3 It is a structural schematic diagram of the wheel end brake module;

[0021] Figure 4 is a schematic diagram of the structure of another wheel-end brake module;

[0022] The following are marked in the figure: 1. wheel-end brake module; 2. hydraulic control module; 3. first electronic control module; 4. second electronic control module; 5. communication interface between the first electronic control module and the second electronic control module; 6. wire; 7. motor drive circuit; 8. motor; 9. reduction transmission mechanism; 10. hydraulic piston; 11. hydraulic chamber; 12. brake friction pad; 13. brake disc; 14. caliper body. DETAILED DESCRIPTION

[0023] The specific implementation methods of the present invention are further explained in detail below by describing the embodiments with reference to the accompanying drawings, with the aim of helping those skilled in the art to have a more complete, accurate and in-depth understanding of the concept and technical solution of the present invention and facilitating its implementation.

[0024] like Figures 1 to 4 As shown, the present invention provides an electro-hydraulic hybrid vehicle braking system, comprising a wheel-end braking module 1, a hydraulic control module 2, a first electronic control module 3 and a second electronic control module 4, wherein the wheel-end braking module 1 comprises a hydraulic piston 10, a motor 8 and a reduction transmission mechanism 9 for converting the rotational motion from the motor 8 into a linear motion for driving the hydraulic piston 10 or the brake friction pad 12 forward, wherein four wheel-end braking modules 1 are arranged, wherein the hydraulic piston 10 is movably arranged and can be advanced by the braking hydraulic pressure, and wherein the motor 8 of the wheel-end braking module 1 is controlled by the first electronic control module 3 and / or the second electronic control module 4.

[0025] Specifically, if Figure 1 and Figure 2 As shown, the motor 8 of the wheel-end brake module 1 is electrically connected to the second electronic control module 4, and the motors 8 of the four wheel-end brake modules 1 are respectively connected to the first electronic control module 3 and the second electronic control module 4 through wires. The second electronic control module 4 has four motor 8 control circuits, and each motor control circuit of the second electronic control module 4 can independently control the motor 8 of one wheel-end brake module 1 to work.

[0026] like Figure 1 and 2 As shown, the motors 8 on the four wheel-end brake modules 1 are all connected to the second electronic control module 4. The second electronic control module 4 independently controls the motor 8 of each wheel-end brake module 1 to rotate and generate braking force according to demand.

[0027] like Figure 1 and 2 As shown, among the four wheel-end brake modules 1, the reduction transmission mechanisms 9 of at least two wheel-end brake modules 1 have a self-locking function, and the reduction transmission mechanisms 9 of the remaining wheel-end brake modules 1 are not self-locking and do not have a self-locking function. The reduction transmission mechanism 9 with a self-locking function is arranged at the left and right ends of the front axle or rear axle of the vehicle. After the driving voltage of the motor 8 of the corresponding wheel-end brake module 1 is turned off, the brake friction pad 12 will maintain elastic deformation and maintain the braking force. Moreover, the wheel-end brake module 1 where the reduction transmission mechanism 9 with a self-locking function is located is arranged on the same axle of the vehicle, such as on the front axle or rear axle of the vehicle.

[0028] like Figure 1 and 2As shown, after the driving voltage of the motor 8 of the wheel-end brake module 1 where the non-self-locking reduction transmission mechanism 9 is located is turned off, the brake friction pad 12 will restore its elastic deformation and the braking force will be reduced.

[0029] like Figure 1 As shown, the motor 8 of the wheel-end brake module 1 where the reduction transmission mechanism 9 with a self-locking function is located is controlled by the first electronic control module 3 and the second electronic control module 4, and the first electronic control module 3 and the second electronic control module 4 both have a motor control circuit. Under normal conditions, the motor 8 of the wheel-end brake module 1 is controlled by the first electronic control module 3, that is, when the first electronic control module 3 is not faulty, the motor 8 of the wheel-end brake module 1 is controlled by the first electronic control module 3 to work, and when the first electronic control module 3 fails, the motor 8 of the wheel-end brake module 1 is controlled by the second electronic control module 4. The first electronic control module 3 and the second electronic control module 4 both have two motor control circuits. After the two motor control circuits of the first electronic control module 3 are connected externally in pairs, they are respectively electrically connected to the motors 8 of the two wheel-end brake modules 1, and the reduction transmission mechanism 9 of the wheel-end brake module 1 has a self-locking function. After the two motor control circuits of the second electronic control module 4 are connected externally in pairs, they are respectively electrically connected to the motors 8 of the two wheel-end brake modules 1, and the reduction transmission mechanism 9 of the wheel-end brake module 1 has a self-locking function.

[0030] As a variant implementation scheme, Figure 2 As shown, the motor 8 of the wheel-end brake module 1 where the reduction transmission mechanism 9 with a self-locking function is located is controlled by the first electronic control module 3 and the second electronic control module 4, and the first electronic control module 3 and the second electronic control module 4 share a motor control circuit 7. Under normal circumstances, the motor 8 of the wheel-end brake module 1 is controlled by the first electronic control module 3, that is, when the first electronic control module 3 is not faulty, the motor 8 of the wheel-end brake module 1 is controlled by the first electronic control module 3 to work, and when the first electronic control module 3 fails, the motor 8 of the wheel-end brake module 1 is controlled by the second electronic control module 4. Two motor control circuits 7 are provided, and the two motor control circuits 7 are electrically connected to the motors 8 of the two wheel-end brake modules 1 respectively, and the reduction transmission mechanism 9 of the wheel-end brake module 1 has a self-locking function.

[0031] like Figure 1 and 2 As shown, the second electronic control module 4 has at least two different communication methods to monitor the status of the first electronic control module 3, and after both communication methods confirm that the first electronic control module 3 cannot control the motor 8 of the wheel-end brake module 1, it switches to the second electronic control module 4 controlling the motor 8 of the wheel-end brake module 1.

[0032] like Figure 3As shown, the wheel-end brake module 1 includes a caliper body 14, a hydraulic piston 10, a motor 8, a reduction transmission mechanism 9, a brake friction pad 12 and a brake disc 13. The caliper body 14 has a hydraulic chamber 11 for accommodating the hydraulic piston 10. The hydraulic chamber 11 module is connected to the hydraulic control module 2 through a brake pipeline. The hydraulic piston 10 is movably arranged inside the caliper body 14. When the hydraulic piston 10 moves forward, it can push the brake friction pad 12 to move, so that the brake friction pad 12 clamps the brake disc 13, thereby generating a braking force to achieve braking. The reduction transmission mechanism 9 is used to convert the rotary motion from the motor 8 into a linear motion that drives the hydraulic piston 10 forward, so that the hydraulic piston 10 pushes the brake friction pad 12 to move, and then the brake friction pad 12 clamps the brake disc 13 to generate a braking force; the brake fluid entering the hydraulic chamber 11 can also push the hydraulic piston 10 to drive the brake friction pad 12 to generate a braking force. The power input end of the reduction transmission mechanism 9 is connected to the motor 8, and the power output end of the reduction transmission mechanism 9 is located inside the hydraulic piston 10. During braking, the driving force generated by the motor 8 is transmitted to the hydraulic piston 10 through the reduction transmission mechanism 9, and the hydraulic piston 10 pushes the brake friction pad 12 forward, so that the brake friction pad 12 contacts the brake disc 13, generating braking force. At the same time, the brake hydraulic pressure can also drive the hydraulic piston 10 forward, and the brake hydraulic pressure and the reduction transmission mechanism 9 act together on the hydraulic piston 10, so that the hydraulic piston 10 pushes the brake friction pad 12 forward.

[0033] As a variant implementation scheme, Figure 4 As shown, the caliper body 14 has a hydraulic chamber 11 for accommodating a hydraulic piston 10. The hydraulic chamber 11 module is connected to the hydraulic control module 2 through a brake pipeline. The hydraulic piston 10 is movably arranged inside the caliper body 14. The reduction transmission mechanism 9 is used to convert the rotational motion from the motor 8 into a linear motion that drives one brake friction pad 12 forward. The hydraulic piston 10 is used to push the other brake friction pad 12 forward. The motor 8 and the reduction transmission mechanism 9 are arranged on the caliper body 14. When braking, the driving force generated by the motor 8 is transmitted to the brake friction pad 12 through the reduction transmission mechanism 9, pushing the brake friction pad 12 forward, so that the brake friction pad 12 contacts the brake disc 13, and generates braking force. At the same time, the brake hydraulic pressure drives the hydraulic piston 10 forward, and the hydraulic piston 10 pushes the other brake friction pad 12 forward, so that the brake friction pad 12 contacts the brake disc 13, and generates braking force.

[0034] The hydraulic control module 2 is used to provide braking hydraulics to the hydraulic piston 10. The hydraulic control module 2 includes a hydraulic circuit control valve and a hydraulic pump. The hydraulic circuit control valve is a solenoid valve, and the hydraulic pump is an electric pump. The hydraulic circuit control valve and the hydraulic pump are electrically connected to the first electronic control module 3. The hydraulic circuit control valve and the hydraulic pump are controlled by the first electronic control module 3. The first electronic control module 3 controls the braking force of the wheel-end brake module 1 through the hydraulic circuit control valve and the hydraulic pump according to the pressure requirement of the wheel-end brake module 1 (when the wheel-end brake module 1 has a braking pressure requirement, the first electronic control module 3 will control the hydraulic pump to pump out brake fluid and transmit it to the hydraulic piston 10 of the wheel-end brake module 1 through the hydraulic circuit control valve, thereby pushing the brake friction pad 12 to press the brake disc 13, thereby generating braking force).

[0035] like Figure 1 and Figure 2 As shown, when the hydraulic brake of one or more wheel-end brake modules 1 cannot generate braking force, the motor control module will control the motor 8 of the wheel-end brake module 1 to generate braking force to make up for the loss of hydraulic braking force. If a wheel of the vehicle has a hydraulic leak, the two conventional brake systems of the same circuit will not be able to continue hydraulic braking. At this time, the left and right braking forces are unevenly distributed. The motor 8 of the wheel-end brake module 1 of this patent can continue to generate braking force. Make up for the loss of hydraulic braking and continue to generate braking force. Make the braking force on both sides of the vehicle stable.

[0036] like Figure 1 and Figure 2 As shown, the hydraulic piston 10 and the motor 8 of the wheel-end brake module 1 can work together to generate braking force at the same time, thereby increasing the braking force of the entire vehicle and reducing the system response speed. Or according to the control requirements of the first electronic control module 3 and the second electronic control module 4, the hydraulic piston 10 generates braking force when the braking force is low. The motor 8 drives the high braking force. When the required braking force is within the first setting range, the hydraulic control module 2 provides the hydraulic piston 10 with braking hydraulic pressure, so that the hydraulic piston 10 moves forward and generates braking force; when the required braking force is within the second setting range, the second setting range is greater than the first setting range, and the motor 8 of the wheel-end brake module 1 starts to work, and the reduction transmission mechanism 9 converts the rotational motion from the motor 8 into a linear motion that drives the hydraulic piston 10 or the brake friction pad 12 forward, drives the brake friction pad 12 forward, and generates braking force.

[0037] like Figure 1 and Figure 2 As shown, the first electronic control module 3 and / or the second electronic control module 4 can control the wheel-end brake module 1 to generate different braking forces on the left and right sides of the vehicle or on individual wheels according to the needs of vehicle control, and control the wheel speed difference between the left and right sides of the vehicle to achieve the effect of auxiliary braking.

[0038] like Figure 1 and Figure 2 As shown, the hydraulic control module 2, the first electronic control module 3 and the second electronic control module 4 of the vehicle braking system are designed as the same assembly, such as WCBS (wire control brake system). The hydraulic control module 2 and the first electronic control module 3 can also be set to be integrated, and the second electronic control module 4 can be set to be a single assembly.

[0039] The present invention is described above by way of example in conjunction with the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-mentioned methods. As long as various non-substantial improvements are made using the method concept and technical solution of the present invention; or the above concept and technical solution of the present invention are directly applied to other occasions without improvement, they are all within the protection scope of the present invention.

Claims

1. An electro-hydraulic hybrid vehicle braking system, comprising a wheel-end brake module, a hydraulic control module, a first electronic control module, and a second electronic control module, characterized in that: The wheel-end brake module includes a hydraulic piston, a motor, and a reduction transmission mechanism for converting the rotational motion of the motor into linear motion for driving the hydraulic piston or the brake friction pad forward. Four wheel-end brake modules are provided. The hydraulic piston is movably arranged and can be advanced by the brake hydraulic pressure. The motor of the wheel-end brake module is controlled by the first electronic control module and / or the second electronic control module. Among the four wheel-end brake modules, at least two of the wheel-end brake modules have a self-locking function, and the reduction transmission mechanisms of the remaining wheel-end brake modules are non-self-locking. The reduction transmission mechanisms with a self-locking function are arranged at the left and right ends of the front axle or rear axle of the vehicle. After the driving voltage of the motor of the corresponding wheel-end brake module is turned off, the brake friction pads will maintain elastic deformation and maintain the braking force. After the driving voltage of the motor of the wheel-end brake module where the non-self-locking reduction transmission mechanism is located is turned off, the brake friction pads will resume elastic deformation and the braking force will be reduced. The motor of the wheel-end brake module where the reduction transmission mechanism with a self-locking function is located is controlled by the first electronic control module and the second electronic control module. The first electronic control module and the second electronic control module both have a motor control circuit or a shared motor control circuit. Under normal circumstances, the motor of the wheel-end brake module is controlled by the first electronic control module, and when the first electronic control module fails, the motor of the wheel-end brake module is controlled by the second electronic control module.

2. The electro-hydraulic hybrid vehicle braking system according to claim 1, characterized in that: The motor of the wheel-end brake module is electrically connected to the second electronic control module. The second electronic control module has four motor control circuits. Each motor control circuit of the second electronic control module can independently control the motor of a wheel-end brake module to operate.

3. The electro-hydraulic hybrid vehicle braking system according to claim 1, characterized in that: The second electronic control module has at least two different communication methods to monitor the status of the first electronic control module, and after both communication methods confirm that the first electronic control module cannot control the motor of the wheel-end brake module, it switches to the second electronic control module to control the motor of the wheel-end brake module.

4. The electro-hydraulic hybrid vehicle braking system according to any one of claims 1 to 3, characterized in that: The hydraulic control module is used to provide braking hydraulics to the hydraulic piston. The hydraulic control module includes a hydraulic circuit control valve and a hydraulic pump. The hydraulic pump is an electric pump. The hydraulic circuit control valve and the hydraulic pump are electrically connected to the first electronic control module. The first electronic control module controls the braking force of the wheel-end brake module through the hydraulic circuit control valve and the hydraulic pump according to the pressure requirement of the wheel-end brake module.

5. The electro-hydraulic hybrid vehicle braking system according to any one of claims 1 to 3, characterized in that: When the hydraulic control module is unable to provide brake hydraulic pressure to the hydraulic piston, the motor of the wheel-end brake module operates and the wheel-end brake module generates braking force.

6. The electro-hydraulic hybrid vehicle braking system according to any one of claims 1 to 3, characterized in that: The motors of the hydraulic control module and the wheel-end brake module can work simultaneously. The hydraulic control module provides braking hydraulic pressure to the hydraulic piston. The reduction transmission mechanism converts the rotational motion from the motor into linear motion that drives the hydraulic piston or brake friction pad forward, thereby jointly generating braking force.

7. The electro-hydraulic hybrid vehicle braking system according to any one of claims 1 to 3, characterized in that: When the required braking force is within a first setting range, the hydraulic control module provides braking hydraulic pressure to the hydraulic piston to move the hydraulic piston forward; when the required braking force is within a second setting range, the second setting range is greater than the first setting range, the motor of the wheel-end brake module starts working, and the reduction transmission mechanism converts the rotational motion from the motor into a linear motion that drives the hydraulic piston or the brake friction pad forward, thereby driving the brake friction pad forward and generating braking force.

8. The electro-hydraulic hybrid vehicle braking system according to any one of claims 1 to 3, characterized in that: The first electronic control module and / or the second electronic control module can control the wheel end brake module to generate different braking forces on the left and right sides of the vehicle or on individual wheels according to the needs of vehicle control, and control the wheel speed difference between the left and right sides of the vehicle.

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