Pedal feel simulation system, hydraulic adjustment unit and control method

Abstract

A pedal feeling simulation system, a hydraulic adjusting unit (500, 600), a brake system (700, 800) and a control method, wherein the pedal feeling simulation system comprises: a pedal feeling simulator (10), brake fluid in a first hydraulic cavity (15) of the pedal feeling simulator (10) applies a first pushing force to a first piston (14) to push the first piston (14) to move along an inner wall of the first hydraulic cavity (15); a driving device (9) is connected with the first piston (14), and the driving device (9) applies a second pushing force to the first piston (14), the second pushing force increases or reduces the first pushing force, and the size of the force fed back by the pedal feeling simulator (10) to a brake pedal (1) is adjusted.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of braking, and more particularly, to a pedal feel simulation system, a hydraulic regulating unit, a braking system, a vehicle and a control method. BACKGROUND

[0002] The braking system of a vehicle is a system that exerts a certain braking force on the wheels of the vehicle to forcibly brake the vehicle to a certain extent. The braking system functions to forcibly decelerate or even stop a vehicle in motion according to the requirements of the driver or controller, or to stably park a vehicle that has stopped on various road conditions (e.g., on a slope), or to keep the speed of a vehicle traveling downhill stable. The more popular braking system at present is the Electro-Hydraulic Brake (EHB).

[0003] In the EHB, when the driver steps on the brake pedal to trigger the braking of the vehicle, the braking system usually sets a pedal feel simulator (also known as a pedal stroke simulator) in the braking system to timely feedback the pedal feel of the brake pedal to the driver. At present, the mainstream pedal feel simulator mainly includes passive pedal feel simulators and active pedal feel simulators. The pedal feel (also known as feedback force) feedback to the driver by the passive pedal feel simulator is constant and unadjustable, which cannot meet the driving requirements of different drivers. The active pedal feel simulator can adjust the feedback pedal feel based on the requirements of the driver, that is, even if the stroke of the brake pedal triggered by the driver stepping on the brake pedal is the same, the active pedal feel simulator can feedback different pedal feels to different drivers based on preset parameters.

[0004] The traditional active pedal feeling simulator is a pedal feeling simulator combined with a motor and a plunger pump. Specifically, the driver can select the working mode of the pedal based on the driving demand, and the pedal feeling is different in different working modes. After selecting the appropriate working mode, when the driver steps on the brake pedal to input the brake pedal force into the brake master cylinder, the motor drives the plunger pump to rotate, and the brake fluid is extracted from the liquid storage device. The extracted brake fluid becomes high-pressure brake fluid through the one-way valve and the plunger pump, and then the high-pressure brake fluid is input into the hydraulic cylinder of the pedal feeling simulator through the brake pipeline 1 provided with a pressure sensor. When the pressure sensor senses that the pressure of the brake fluid in the brake pipeline 1 is higher than the preset value, the controller controls the control valve on the brake pipeline 2 to be in the on state to connect the brake pipeline 2, so that part of the high-pressure brake fluid in the brake pipeline 1 can flow back to the liquid storage device through the brake pipeline 2 to achieve overflow pressure reduction. Correspondingly, when the pressure sensor senses that the pressure of the brake fluid in the brake pipeline 1 is too low, the control valve on the brake pipeline 2 is in the off state, and the plunger pump can continuously pressurize the brake fluid, so that the pressure in the hydraulic cavity of the pedal feeling simulator is maintained at the pedal feeling corresponding to the above working mode. However, in the above traditional active pedal feeling simulator, a large number of devices are required to realize the hydraulic pressure regulation function, at least including a motor, a plunger pump, a control valve, a one-way valve, etc., so that the connection mode between the devices required to realize the hydraulic pressure regulation function in the pedal feeling simulator is complex. SUMMARY

[0005] The present application provides a pedal feeling simulation system, a hydraulic pressure regulation unit, a brake system and a control method to simplify the connection mode between the devices required to realize the hydraulic pressure regulation function in the pedal feeling simulator.

[0006] In a first aspect, a pedal feeling simulation system is provided, comprising: a pedal feeling simulator 10, brake fluid in a first hydraulic cavity 15 of the pedal feeling simulator 10 applies a first pushing force to a first piston 14 to push the first piston 14 to move along the inner wall of the first hydraulic cavity 15; a driving device 9 connected to the first piston 14, the driving device 9 applies a second pushing force to the first piston 14, the second pushing force increases or decreases the first pushing force, and adjusts the size of the force fed back by the pedal feeling simulator 10 to the brake pedal.

[0007] In the embodiments of the present application, the driving device 9 applies a second pushing force to the first piston 14, the second pushing force increases or decreases the first pushing force, and adjusts the size of the force fed back by the pedal feeling simulator 10 to the brake pedal, which avoids the traditional plunger pump-based active pedal feeling simulator, which requires a large number of devices to realize the hydraulic pressure regulation function, and is beneficial to simplify the connection mode between the devices required to realize the hydraulic pressure regulation function in the pedal feeling simulator, and reduce the cost of the pedal feeling simulation system.

[0008] In a possible implementation, the first hydraulic cavity 15 is provided with an outlet 36, and the brake fluid in the first hydraulic cavity 15 provides brake force for the hydraulic adjusting unit where the pedal feeling simulation system is located through the outlet 36.

[0009] In the embodiment of the present application, the first hydraulic cavity 15 in the pedal feeling simulator 10 can also provide brake force for the hydraulic adjusting unit through the outlet 36, so as to improve the redundancy performance of the hydraulic adjusting unit in the brake system.

[0010] In a possible implementation, the brake pedal simulator 10 further comprises a second hydraulic cavity 12, the second hydraulic cavity 12 is connected in series with the first hydraulic cavity 15, and the second piston 11 in the second hydraulic cavity 12 is connected with the first piston 14 through the first spring 13b; the driving device 9 is connected with the first piston 14 through the second piston 11.

[0011] In the embodiment of the present application, the pedal feeling simulator 10 can further comprise the second hydraulic cavity 12, so as to assist the driving device 9 to provide the second thrust through the pressure of the brake fluid in the second hydraulic cavity 12, so as to reduce the power consumption required by the driving device 9 to provide the second thrust.

[0012] In a possible implementation, the second hydraulic cavity 12 is provided with an inlet 37, and the brake fluid flows into the second hydraulic cavity 12 through the inlet 37 to increase the pressure of the brake fluid in the first hydraulic cavity 15.

[0013] In the embodiment of the present application, the brake fluid can flow into the second hydraulic cavity 12 through the inlet 37 to assist the driving device 9 to provide the second thrust, so as to reduce the power consumption required by the driving device 9 to provide the second thrust.

[0014] In a second aspect, a hydraulic adjusting unit is provided, comprising: the brake fluid in the brake master cylinder 3 is pressed into the first hydraulic cavity 15 of the brake pedal simulator 10 through the first brake pipeline 110; the brake fluid in the first hydraulic cavity 15 applies a first thrust to the first piston 14 to push the first piston 14 to move along the inner wall of the first hydraulic cavity 15; the driving device 9 is connected with the first piston 14, and the driving device 9 applies a second thrust to the first piston 14 to increase or decrease the first thrust, so as to adjust the size of the force fed back to the brake pedal of the vehicle by the brake pedal simulator 10.

[0015] In the embodiment of the present application, the driving device 9 applies the second thrust to the first piston 14 to increase or decrease the first thrust, so as to adjust the size of the force fed back to the brake pedal by the pedal feeling simulator 10, which avoids the situation that in the traditional active pedal feeling simulator based on the plunger pump, a large number of devices are required to realize the hydraulic adjusting function, and is beneficial to simplify the connection mode between the devices required to realize the hydraulic adjusting function in the pedal feeling simulator and reduce the cost of the pedal feeling simulation system.

[0016] Optionally, the brake fluid in the first hydraulic cavity 15 applies a first pushing force to the first piston 14 to push the first piston 14 to move along the inner wall of the first hydraulic cavity 15 to a first position, and the driving device 9 applies a second pushing force to the first piston 14 to adjust the position of the first piston 14 relative to the inner wall from the first position to a second position to adjust the size of the force fed back by the brake pedal simulator 10 to the brake pedal of the vehicle.

[0017] In a possible implementation, the first hydraulic cavity 15 is connected to the third brake pipeline 130 of the hydraulic regulating unit to provide brake force for a first group of brake wheel cylinders in the brake system, and the first group of brake wheel cylinders includes all or part of the brake wheel cylinders in the brake system.

[0018] In the embodiment of the present application, the first hydraulic cavity 15 in the pedal feeling simulator 10 can also provide brake force through the liquid outlet 36 of the hydraulic regulating unit to improve the redundancy performance of the hydraulic regulating unit in the brake system.

[0019] In a possible implementation, the first group of brake wheel cylinders is part of the brake wheel cylinders 31, 32 in the brake system, and the brake system further includes a second group of brake wheel cylinders 33, 34, the first hydraulic cavity 15 is connected to the third brake pipeline 130 of the hydraulic regulating unit to provide brake force for the first group of brake wheel cylinders 31, 32, and / or the first hydraulic cavity 15 is connected to the third brake pipeline 130 to provide brake force for the second group of brake wheel cylinders 33, 34.

[0020] In the embodiment of the present application, the pedal feeling simulator 10 can provide brake force for the first group of brake wheel cylinders 31, 32 and / or the second group of brake wheel cylinders 33, 34 through the first hydraulic cavity 15 to improve the flexibility of the pedal feeling simulator 10 in providing brake force for the brake wheel cylinders.

[0021] In a possible implementation, the brake pedal simulator 10 further includes a second hydraulic cavity 12, the second hydraulic cavity 12 is connected in series with the first hydraulic cavity 15, a second piston 11 in the second hydraulic cavity 12 is connected to the first piston 14 through a first spring 13, and the driving device 9 is connected to the first piston 14 through the second piston 11.

[0022] In the embodiment of the present application, the pedal feeling simulator 10 can further include a second hydraulic cavity 12 to assist the driving device 9 to provide a second pushing force through the pressure of the brake fluid in the second hydraulic cavity 12 to reduce the power consumption required by the driving device 9 to provide the second pushing force.

[0023] In a possible implementation, if the first hydraulic cavity 15 is connected with the third brake pipe 130 of the hydraulic adjusting unit to provide brake force for the first group of brake cylinders 31, 32, the second hydraulic cavity 12 is connected with the fourth brake pipe 140 of the hydraulic adjusting unit to provide brake force for the second group of brake cylinders 33, 34.

[0024] In the embodiment of the present application, the pedal feeling simulator 10 can provide brake force for different brake cylinders through the second hydraulic cavity 12 and the first hydraulic cavity 15 through the fourth brake pipe 140 and the second brake pipe 130 respectively, and the two hydraulic cavities are arranged in series, which is beneficial to balance the pressure of brake fluid in the fourth brake pipe 140 and the second brake pipe 130, and improve the stability of the pedal feeling simulator 10.

[0025] In a third aspect, a brake system is provided, comprising: brake fluid in a brake master cylinder 3 is pressed into a first hydraulic cavity 15 of a brake pedal simulator 10 through a first brake pipe 110; brake fluid in the first hydraulic cavity 15 applies a first pushing force to a first piston 14 to push the first piston 14 to move along an inner wall of the first hydraulic cavity 15; a driving device 9 is connected with the first piston 14, and the driving device 9 applies a second pushing force to the first piston 14 to increase or decrease the first pushing force, so as to adjust the size of force fed back to a brake pedal by the brake pedal simulator 10.

[0026] In the embodiment of the present application, the driving device 9 applies the second pushing force to the first piston 14 to increase or decrease the first pushing force, so as to adjust the size of force fed back to the brake pedal by the brake pedal simulator 10, which avoids the traditional active pedal feeling simulator based on a plunger pump, and the number of devices required to realize the hydraulic adjusting function is large, which is beneficial to simplify the connection mode between the devices required to realize the hydraulic adjusting function in the pedal feeling simulator, and reduce the cost of the pedal feeling simulation system.

[0027] In a possible implementation, the first hydraulic cavity (15) is connected with a third brake pipe (130) of the brake system and a first group of brake cylinders (31, 32) of the brake system through the third brake pipe (130) to provide brake force for the first group of brake cylinders (31, 32), and / or the first hydraulic cavity (15) is connected with a fourth brake pipe (140) of the brake system and a second group of brake cylinders (33, 34) of the brake system through the fourth brake pipe (140) to provide brake force for the second group of brake cylinders (33, 34).

[0028] In the embodiment of the present application, the pedal feeling simulator 10 can provide brake force for the first group of brake cylinders 31, 32 and / or the second group of brake cylinders 33, 34 through the first hydraulic cavity 15, so as to improve the flexibility of the pedal feeling simulator 10 in providing brake force for the brake cylinders.

[0029] In a possible implementation, the brake pedal simulator 10 further comprises a second hydraulic cavity 12, the second hydraulic cavity 12 is connected in series with the first hydraulic cavity 15, a second piston 11 in the second hydraulic cavity 12 is connected with the first piston 14 through the first spring 13; the driving device 9 is connected with the first piston 14 through the second piston 11.

[0030] In the embodiment, the brake pedal simulator 10 can further comprise a second hydraulic cavity 12, so that the driving device 9 provides a second thrust by the pressure of brake fluid in the second hydraulic cavity 12, thereby reducing the power consumption required for the driving device 9 to provide the second thrust.

[0031] In a possible implementation, if the first hydraulic cavity 15 provides brake force for the first group of brake cylinders 31 and 32, the second hydraulic cavity 12 is connected with the second group of brake cylinders 33 and 34 through the fourth brake pipeline 140 of the brake system, so as to provide brake force for the second group of brake cylinders 33 and 34.

[0032] In the embodiment, the brake pedal simulator 10 can provide brake force for different brake cylinders through the second hydraulic cavity 12 and the first hydraulic cavity 15 through the fourth brake pipeline 140 and the second brake pipeline 130 respectively, and the two hydraulic cavities are connected in series, which is conducive to balancing the pressure of brake fluid in the fourth brake pipeline 140 and the second brake pipeline 130, and improving the stability of the brake pedal simulator 10.

[0033] In a fourth aspect, a control method for a brake system is provided, the brake system comprising: brake fluid in a brake master cylinder 3 is pressed into a first hydraulic cavity 15 of a brake pedal simulator 10 through a first brake pipeline 110; brake fluid in the first hydraulic cavity 15 applies a first thrust to a first piston 14, so as to push the first piston 14 to move along the inner wall of the first hydraulic cavity 15; a driving device 9 is connected with the first piston 14, the driving device 9 applies a second thrust to the first piston 14, and the second thrust increases or reduces the first thrust, so as to adjust the size of the force fed back by the brake pedal simulator 10 to the brake pedal of a vehicle; the control method comprises: a controller determines a torque corresponding to the second thrust required by the driving device 9; and the controller sends a control instruction to the driving device 9, the control instruction being used to instruct the driving device 9 to generate the torque.

[0034] In the embodiment of the present application, the driving device 9 applies a second thrust force to the first piston 14, the second thrust force increases or decreases the first thrust force, the size of the force fed back to the brake pedal by the brake pedal feel simulator 10 is adjusted, the number of devices required to realize the hydraulic adjustment function in the traditional active brake pedal feel simulator based on the plunger pump is avoided, the connection mode between the devices required to realize the hydraulic adjustment function in the brake pedal feel simulator is simplified, and the cost of the brake pedal feel simulation system is reduced.

[0035] In a possible implementation, the brake system further includes a third brake pipeline 130, the third brake pipeline 130 communicates the first hydraulic cavity 15 with part or all of the brake wheel cylinders in the brake system, the third brake pipeline 130 is provided with the first booster valve 7 to control the on-off of the third brake pipeline 130, and the method further includes: in the case where the brake pedal feel simulator 10 is used to provide the brake force for the brake system, the controller controls the first booster valve 7 to be in the on state, so as to communicate the first hydraulic cavity 15 with part or all of the brake wheel cylinders through the third brake pipeline 130, and provide the brake force for part or all of the brake wheel cylinders in the brake system.

[0036] In the embodiment of the present application, in the case where the brake pedal feel simulator 10 is used to provide the brake force for the brake system, the controller controls the first booster valve 7 to be in the on state, so as to communicate the first hydraulic cavity 15 with part or all of the brake wheel cylinders through the third brake pipeline 130, and provide the brake force for part or all of the brake wheel cylinders in the brake system, which is beneficial to improve the redundancy performance of the brake system.

[0037] In a possible implementation, the first brake pipeline 110 is provided with the first control valve 6 to control the on-off of the first brake pipeline 110, the controller controls the first booster valve 7 to be in the on state to communicate the first hydraulic cavity 15 with part or all of the brake wheel cylinders through the third brake pipeline 130, and the method further includes: in the case where the brake pedal feel simulator 10 is used to provide the brake force for the brake system, the controller controls the first booster valve 7 to be in the on state, and controls the first control valve 6 to be in the off state, so as to communicate the first hydraulic cavity 15 with part or all of the brake wheel cylinders through the third brake pipeline 130.

[0038] In the embodiment of the present application, in the case where the brake pedal feel simulator 10 is used to provide the brake force for the brake system, the first booster valve 7 is controlled to be in the on state, and the first control valve 6 is controlled to be in the off state, so as to cooperate with the brake pedal feel simulator 10 to provide the brake force for part or all of the brake wheel cylinders through the third brake pipeline 130, which is beneficial to improve the redundancy performance of the brake system.

[0039] In a possible implementation, the pedal feeling simulator 10 further comprises a second hydraulic cavity 12 connected in series with the first hydraulic cavity 15, a second piston 11 in the second hydraulic cavity 12 connected with the first piston 14 through the first spring 13, and the driving device 9 connected with the first piston 14 through the second piston 11. The brake system further comprises a fourth brake pipeline 140 for connecting the second hydraulic cavity 12 with the second set of brake wheel cylinders 33, 34. The fourth brake pipeline 140 is provided with a second booster valve 410 for controlling the opening and closing of the fourth brake pipeline 140. If the third brake pipeline 130 is used to provide the brake force for the first set of brake wheel cylinders 31, 32, the method further comprises: the controller controls the second booster valve 410 to be in the conducting state, so as to connect the second hydraulic cavity 12 with the second set of brake wheel cylinders 33, 34 through the fourth brake pipeline 140, and provide the brake force for the second set of brake wheel cylinders 33, 34 of the vehicle.

[0040] In the embodiment of the application, the second booster valve 410 can be controlled to be in the conducting state, so as to deliver the brake fluid in the second hydraulic cavity 12 to the second set of brake wheel cylinders 33, 34 through the fourth brake pipeline 140, and provide the brake force by the second set of brake wheel cylinders 33, 34, which is beneficial to improve the redundancy performance of the brake system.

[0041] In a possible implementation, the method further comprises: the controller determines that the boosting efficiency in the brake system is lower than a preset boosting efficiency, and the controller determines that the pedal feeling simulator 10 is used to provide the brake force for the brake system.

[0042] In the embodiment of the application, the pedal feeling simulator 10 is used to provide the brake force for the brake system when the boosting efficiency of the brake system is low, so as to improve the brake performance of the brake system.

[0043] In a possible implementation, the method further comprises: the controller determines that the boosting device 20 in the brake system and / or the brake master cylinder 3 in the brake system is faulty, and the controller determines that the pedal feeling simulator 10 is used to provide the brake force for the brake system.

[0044] In the embodiment of the application, the pedal feeling simulator 10 is used to provide the brake force for the brake system when the boosting device 20 in the brake system and / or the brake master cylinder 3 in the brake system is faulty, so as to improve the redundancy performance of the brake system.

[0045] In a fifth aspect, a vehicle is provided, which comprises the hydraulic adjusting unit in any possible implementation of the second aspect. The hydraulic adjusting unit adjusts the pressure of the brake fluid in the brake pipeline in the brake system, so as to control the size of the brake force applied to the brake wheel cylinder in the brake system.

[0046] In a sixth aspect, a control device is provided, which includes a processing unit and a storage unit, wherein the storage unit is configured to store instructions, and the processing unit is configured to execute the instructions stored in the storage unit, so that the control device performs any possible method in the fourth aspect.

[0047] Optionally, the control device can be a controller in the vehicle, or a chip with control function in the vehicle. The processing unit can be a processor, and the storage unit can be a memory, which can be a storage unit (e.g., a register, a cache, etc.) in the chip, or a storage unit (e.g., a read-only memory, a random access memory, etc.) outside the chip in the vehicle.

[0048] It should be noted that the memory in the controller is coupled with the processor. The memory coupled with the processor can mean that the memory is inside the processor, or the memory is outside the processor, so as to be independent of the processor.

[0049] In a seventh aspect, a computer program product is provided, which includes computer program code, when the computer program code is executed on a computer, so that the computer executes the method in the aspects.

[0050] It should be noted that the computer program code can be stored on a first storage medium in whole or in part, wherein the first storage medium can be packaged with the processor, or packaged separately from the processor, and the embodiments of the present application do not make a specific limitation.

[0051] In an eighth aspect, a computer readable medium is provided, which stores program code, when the computer program code is executed on a computer, so that the computer executes the method in the aspects. BRIEF DESCRIPTION OF DRAWINGS

[0052] Figure 1 is a schematic diagram of the connection mode between devices required for realizing the hydraulic adjustment function in a conventional active pedal feeling simulator.

[0053] Figure 2 is a schematic diagram of a hydraulic adjustment unit of a pedal feeling simulation system according to an embodiment of the present application.

[0054] Figure 3 is a schematic diagram of a pedal feeling simulation system according to another embodiment of the present application.

[0055] Figure 4 is a schematic diagram of a hydraulic adjustment unit according to another embodiment of the present application.

[0056] Figure 5is a schematic diagram of a pressurization process of the brake system 700 in a normal brake-by-wire mode according to an embodiment of the present application.

[0057] Figure 6 is a schematic diagram of a pressurization process of the brake system 700 in a high response rate brake-by-wire mode according to an embodiment of the present application.

[0058] Figure 7 is a schematic diagram of a pressurization process of the brake system 700 in a redundant brake-by-wire mode according to an embodiment of the present application.

[0059] Figure 8 is a schematic diagram of a pressurization process of the brake system 800 in a normal brake-by-wire mode according to an embodiment of the present application.

[0060] Figure 9 is a schematic diagram of a pressurization process of the brake system 800 in a high response rate brake-by-wire mode according to an embodiment of the present application.

[0061] Figure 10 is a schematic diagram of a pressurization process of the brake system 800 in a redundant brake-by-wire mode according to an embodiment of the present application.

[0062] Figure 11 is a schematic flowchart of a control method according to an embodiment of the present application.

[0063] Figure 12 is a schematic flowchart of a control method according to another embodiment of the present application.

[0064] Figure 13 is a schematic diagram of a control device according to an embodiment of the present application.

[0065] Figure 14 is a schematic block diagram of a controller according to another embodiment of the present application. DETAILED DESCRIPTION

[0066] The technical solutions in the present application will be described below with reference to the accompanying drawings.

[0067] For the convenience of understanding, first, a conventional active pedal feel simulator will be introduced. Figure 1 The conventional active pedal feel simulator is introduced. Figure 1 is a schematic diagram of the connection between devices required to realize the hydraulic adjustment function in the conventional active pedal feel simulator. Figure 1 The active pedal feel simulator 10 shown includes a motor 26, a plunger pump 25, a check valve 23, a pedal feel simulator K3, a control valve 30, and a pressure sensor 28.

[0068] Referring to Figure 1The active pedal feeling simulator 100 shown in the figure, the driver can select the working mode of the pedal based on the driving demand, and the pedal feeling feedback is different in different working modes. After selecting the appropriate working mode, the brake pedal feeling simulator needs to feedback the pedal feeling constant.

[0069] When the driver steps on the brake pedal to input the brake pedal force into the brake master cylinder, the motor 26 drives the plunger pump 25 to rotate, and the brake fluid is extracted from the liquid storage device. The extracted brake fluid becomes high-pressure brake fluid through the one-way valve 23 and the plunger pump 25, and then the high-pressure brake fluid is input into the hydraulic cylinder of the pedal feeling simulator K3 through the brake pipeline 11 provided with a pressure sensor. When the pressure sensor senses that the pressure of the brake fluid in the brake pipeline 11 is higher than the preset value, the control valve 30 on the brake pipeline 12 is controlled by the controller to be in the on state to connect the brake pipeline 12, so that part of the high-pressure brake fluid in the brake pipeline 11 can flow back to the liquid storage device through the brake pipeline 12 to realize overflow pressure reduction. Correspondingly, when the pressure sensor senses that the pressure of the brake fluid in the brake pipeline 11 is too low, the control valve 30 on the brake pipeline 12 is in the off state, and the plunger pump 25 can continuously pressurize the brake fluid, so that the pressure in the hydraulic cavity of the pedal feeling simulator K3 is maintained at the pedal feeling corresponding to the working mode.

[0070] However, the number of devices required to realize the hydraulic pressure regulation function in the above-mentioned conventional active pedal feeling simulator K3 is large, at least including a motor 26, a plunger pump 25, a control valve 30, a one-way valve 23, etc., so that the connection mode between the devices required to realize the hydraulic pressure regulation function in the pedal feeling simulator K3 is complex.

[0071] In order to avoid the above-mentioned problems, the present application provides a new pedal simulator system, which adopts a pedal simulator based on a driving device and a hydraulic cylinder. Based on the demand of the driver for the pedal feeling, the position of the piston in the hydraulic cylinder is adjusted by the driving device to adjust the brake fluid pressure in the hydraulic cylinder, so as to adjust the force feedback to the brake pedal by the pedal simulator.

[0072] The following will be described in combination with Figure 2 The pedal feeling simulator system of the embodiment of the present application is introduced. Figure 2 The figure is a schematic diagram of the hydraulic pressure regulation unit of the pedal feeling simulator system of the embodiment of the present application. Figure 2 The pedal feeling simulator system 200 shown in the figure includes a pedal feeling simulator 10, a first hydraulic cavity 15, a first piston 14, and a driving device 9.

[0073] The pedal feeling simulator 10, the brake fluid in the first hydraulic cavity 15 of the pedal feeling simulator 10 applies a first thrust to the first piston 14 to drive the first piston 14 to move along the inner wall of the first hydraulic cavity 15.

[0074] The driving device 9 is connected with the first piston 14, and the driving device 9 applies a second thrust to the first piston 14, and the second thrust increases or decreases the first thrust, so as to adjust the size of the force fed back to the brake pedal of the vehicle by the pedal feeling simulator 10.

[0075] The first thrust can be understood as the force applied to the piston 14 due to the fact that the driver steps on the brake pedal to press the brake fluid in the brake master cylinder 3 into the first hydraulic cavity 15 of the hydraulic cylinder 10 through the brake pipeline 110, or in other words, the first thrust is the pressure of the brake fluid in the first hydraulic cavity 15.

[0076] The second thrust can be understood as the force used to increase or decrease the first thrust, and the second thrust can be provided by the driving device 9 based on the pedal feeling demand of the driver. For example, when the pedal feeling demand of the driver is that the force fed back by the pedal feeling simulator is large, the driving device 9 needs to provide a large second thrust, so that the pressure of the brake fluid in the first hydraulic cavity 15 is maintained at a high value. For another example, when the pedal feeling demand of the driver is that the force fed back by the pedal feeling simulator is small, the driving device 9 needs to provide a small second thrust, so that the pressure of the brake fluid in the first hydraulic cavity 15 is maintained at a low value.

[0077] Since the force fed back to the brake pedal by the pedal feeling simulator 10 mainly depends on the pressure of the brake fluid in the first hydraulic cavity 15, the first hydraulic cavity 15 is also called “feedback cavity”.

[0078] It should be noted that the above-mentioned control of the size of the second thrust provided by the driving device 9 based on the pedal feeling demand of the driver can be performed by a controller in the vehicle. That is, the controller can find the corresponding relationship between the feedback force and the second thrust based on the pedal feeling demand of the driver, and instruct the driving device 9 to provide the found second thrust to meet the brake pedal demand of the driver.

[0079] Optionally, the driving device 9 can be a driving motor or other power providing device, and the embodiments of the present application do not make specific limitations thereto.

[0080] When the driving device 9 is a driving motor, in order to convert the rotary motion of the driving motor into the linear motion of the first piston 14, the driving device 9 and the first piston 14 can be connected through a reduction mechanism or a conversion mechanism, that is, the rotary motion output by the driving device 9 is converted into linear motion through the reduction mechanism or the conversion mechanism, and the first piston 14 is pushed to move by the piston push rod. The specific connection mode between the driving device 9 and the first piston 14 is not limited in the embodiments of the present application.

[0081] If the second thrust is entirely provided by the drive unit 9, then the energy consumption required by the drive unit 9 is relatively high. Therefore, in order to reduce the energy consumption required by the drive unit 9 to provide the second thrust, a second brake line 120 can be provided between the reservoir 2 and the rod chamber (i.e., the hydraulic chamber where the piston rod is located) of the pedal feel simulator 10. In this way, the brake fluid in the reservoir 2 can flow into the rod chamber through the second brake line 120 to reduce the pressure difference of the brake fluid between the first hydraulic chamber 15 and the rod chamber.

[0082] Accordingly, a control valve 8 can be installed on the second brake line 120 to control the opening and closing of the second brake line 120. When the control valve 8 is in the open state, the brake fluid in the reservoir 2 can flow into the rod chamber through the second brake line 120. When the control valve 8 is in the closed state, the brake fluid in the reservoir 2 is blocked by the control valve 8 and cannot flow into the rod chamber.

[0083] It should be noted that brake fluid needs to be stored in the rod chamber to prevent the rod chamber from being in a vacuum state, which would prevent the piston from moving. The brake fluid in the rod chamber can flow into the rod chamber through the second brake line 120, or it can flow into the rod chamber through other brake lines, or it can be pre-stored in the rod chamber. This application embodiment does not limit this.

[0084] It should also be noted that the aforementioned "rod chamber" can be understood as the second hydraulic chamber 12 mentioned below, which is formed by the piston 14 separating the hydraulic chamber of the pedal feel simulator 10.

[0085] The controller can determine the magnitude of the second thrust required by the drive unit 9 based on the pedal travel of the brake pedal 1 and / or the pressure of the brake fluid in the brake line 110. Therefore, in order to sense the force applied by the driver to the brake pedal and the pressure of the brake fluid in the brake line 110, a pedal travel sensor 4 and a pressure sensor 5 can also be provided, wherein the pedal travel sensor 4 is used to detect the travel of the brake pedal and the pressure sensor 5 is used to detect the pressure of the brake fluid in the brake line 110.

[0086] The aforementioned pedal feel simulator 10 can be Figure 2 The single-chamber hydraulic cylinder shown can also be a series-connected double-chamber hydraulic cylinder, or it can be other forms of multi-chamber hydraulic cylinders. This application does not limit the specific type of hydraulic cylinder described in the embodiments. The following description, in conjunction with... Figure 3 This paper introduces a pedal feel simulation system based on a tandem dual-chamber hydraulic cylinder to provide pedal feel. It should be understood that... Figure 3 The components in the pedal feel simulation system 300 that have the same function as those in the pedal feel simulation system 200 use the same numbering system. For the sake of brevity, they will not be described in detail below.

[0087] Figure 3is a schematic view of a pedal feel simulation system according to another embodiment of the present application. Figure 3 The pedal feel simulation system 300 shown comprises a pedal feel simulator 10 and a driving device 9, wherein the hydraulic cylinder of the pedal feel simulator 10 comprises two first and second hydraulic chambers 15 and 12 in series, which are separated by a first and second piston 14 and 11.

[0088] When the brake fluid flows into the first hydraulic chamber 15 through the brake pipeline 110, a first pushing force is applied to the first piston 14, which in turn applies a pushing force to the second piston 11 by pressing the spring 13b. Correspondingly, in order to feedback the force selected based on the driver's demand for pedal feel to the brake pedal, the driving device 9 needs to apply a second pushing force to the second piston 11, which adjusts the displacement of the second piston 11 in the hydraulic cylinder and the displacement of the first piston 14 in the hydraulic cylinder through the spring 13b, so as to finally adjust the force feedback by the pedal feel simulator 10.

[0089] Alternatively, the second brake pipeline 120 can be connected to the second hydraulic chamber 12 to allow the brake fluid in the reservoir 2 to flow into the second hydraulic chamber 12, so as to assist in adjusting the force feedback by the pedal feel simulator 10 to the brake pedal 1.

[0090] Correspondingly, the second brake pipeline 120 can also be provided with a control valve 8 to control the on-off of the second brake pipeline 120. When the control valve 8 is in the on state, the brake fluid in the reservoir 2 can flow into the second hydraulic chamber 12 through the second brake pipeline 120, at which time the pushing force of the brake fluid in the second hydraulic chamber 12 to the first piston 14 can be increased; when the control valve 8 is in the off state, the brake fluid in the reservoir 2 is blocked by the control valve 8 and cannot flow into the second hydraulic chamber 12, at which time the pushing force of the brake fluid in the second hydraulic chamber 12 to the first piston 14 is smaller.

[0091] It should be noted that the second hydraulic chamber 12 needs to store brake fluid to avoid the situation that the piston cannot move due to the vacuum state of the second hydraulic chamber 12. The brake fluid in the second hydraulic chamber 12 can flow into the second hydraulic chamber 12 through the second brake pipeline 120, or can flow into the second hydraulic chamber 12 from other brake pipelines, or can be pre-stored in the second hydraulic chamber 12, which is not limited by the embodiments of the present application.

[0092] How to improve the redundancy performance of the brake system is also one of the important issues concerned by the industry. The pedal feel simulation system provided by the embodiments of the present application can also act as a pressure boosting device in the brake system to improve the redundancy performance of the brake system. Next, the pedal feel simulation system provided by the embodiments of the present application will be described in combination with the pressure boosting device. Figure 2 and Figure 3The shown pedal feeling simulation system introduces the connection mode of the pedal feeling simulator 10 in the brake system.

[0093] Referring to Figure 2 or Figure 3 It can be seen that the first hydraulic cylinder 15 is provided with a liquid outlet 36, and the brake fluid in the first hydraulic cylinder 15 can provide braking force for the vehicle through the liquid outlet 36. The specific brake pipe connection mode can be seen in the following description.

[0094] It should be further explained that in the pedal feeling simulator 10 described above, a spring 13a can be arranged between the first piston 14 and the cavity of the first hydraulic cavity 15, for resetting the first piston 14 after displacement.

[0095] The pedal feeling simulation system of the embodiments of the present application is introduced above Figure 2 and Figure 3 The hydraulic regulating unit of the embodiments of the present application is introduced below Figure 2 and Figure 3 It should be understood that the hydraulic regulating unit of the embodiments of the present application can include any one of the pedal feeling simulation systems introduced above.

[0096] Referring to Figure 2 , Figure 2 The hydraulic regulating unit 500 shown in the figure has the same function as the elements in the pedal feeling simulation system 200. The hydraulic regulating unit 500 includes a brake master cylinder 3, a first brake pipe 110, and a pedal feeling simulation system 200.

[0097] The brake fluid in the brake master cylinder 3 is pressed into the first hydraulic cavity 15 of the pedal feeling simulator 10 through the first brake pipe 110;

[0098] The brake fluid in the first hydraulic cavity 15 applies a first pushing force to the first piston 14 to push the first piston 14 to move along the inner wall of the first hydraulic cavity 15;

[0099] The driving device 9 is connected to the first piston 14, and the driving device 9 applies a second pushing force to the first piston 14 to increase or decrease the first pushing force, so as to adjust the size of the force feedback to the brake pedal of the vehicle by the pedal feeling simulator 10.

[0100] When the driver steps on the brake pedal 1 in the brake system, the piston in the brake master cylinder 3 is pushed by the brake pedal 1 to press the brake fluid in the brake master cylinder 3 into the first brake pipe 110, and then the brake fluid enters the pedal feeling simulator 10 through the first brake pipe 110.

[0101] In order to improve the redundancy performance of the hydraulic adjusting unit, the pedal feeling simulator 10 can also serve as a pressure increasing device in the brake system to provide brake force for the brake wheel cylinders in the brake system. That is, the first hydraulic cavity 15 is connected with the third brake pipeline 130 of the hydraulic adjusting unit to provide brake force for the first group of brake wheel cylinders in the brake system, wherein the first group of brake wheel cylinders includes all or part of the brake wheel cylinders in the brake system.

[0102] As described above, the pedal feeling simulator 10 can serve as both a feedback pedal feeling device and a pressure increasing device. In order to enable the pedal feeling simulator 10 to switch between the two functions, a control valve can be arranged on the first brake pipeline 110 and the third brake pipeline 130 to isolate the two functions so that the pedal feeling simulator 10 does not affect each other when respectively implementing the two functions.

[0103] That is, the control valve 6 is arranged on the first brake pipeline 110 to control the on-off state of the first brake pipeline 110. The first pressure increasing valve 7 is arranged on the third brake pipeline 130 to control the on-off state of the third brake pipeline 130. In this way, when the pedal feeling simulator 10 is used as a feedback pedal feeling device, the first pressure increasing valve 7 can be controlled to be in an off state, and the control valve 6 can be controlled to be in a connected state. At this time, the first brake pipeline 110 is in a conductive state, and the third brake pipeline 130 is in an off state. When the pedal feeling simulator 10 serves as a pressure increasing device, the control valve 6 can be controlled to be in an off state, and the first pressure increasing valve 7 can be controlled to be in a connected state. At this time, the first brake pipeline 110 is in an off state, and the third brake pipeline 130 is in a conductive state.

[0104] It should be noted that, Figure 3 The arrangement of the brake pipelines in the hydraulic adjusting unit 600 shown is similar to that in the hydraulic adjusting unit 500, and elements with the same function use the same number. For brevity, the following will not be described in detail.

[0105] The hydraulic adjusting unit 200 or the hydraulic adjusting unit 300 introduced above can be applied to a distributed brake system or a double-circuit brake system, and the embodiments of the present application do not limit this. For ease of understanding, the following will be described in combination with the hydraulic adjusting unit 300 applied to a double-circuit brake system. Figure 4 The hydraulic adjusting unit 300 applied to a double-circuit brake system will be described by way of example.

[0106] Figure 4 is a schematic diagram of the hydraulic adjusting unit of another embodiment of the present application. It should be understood that, Figure 4 Elements with the same function in the pedal feeling simulation system 400 shown as in the pedal feeling simulation system 300 use the same number, and for brevity, the following will not be described in detail.

[0107] As Figure 4As shown, the first hydraulic chamber 15 of the pedal feeling simulator 10 is connected with the third brake pipeline 130, or the first hydraulic chamber 15 is connected with the third brake pipeline 130 through the oil outlet 36, wherein the third brake pipeline 130 is used to provide brake force for the first group of brake wheel cylinders 32, 33.

[0108] The second hydraulic chamber 12 of the pedal feeling simulator 10 is connected with the fourth brake pipeline 140, or the second hydraulic chamber 12 is connected with the fourth brake pipeline 140 through the oil outlet 37, wherein the fourth brake pipeline 140 is used to provide brake force for the second group of brake wheel cylinders 34, 35.

[0109] The first group of brake wheel cylinders 32, 33 and the second group of brake wheel cylinders 34, 35 can refer to different brake wheel cylinders in the brake system. For example, the first group of brake wheel cylinders 32, 33 can include the brake wheel cylinder of the right front wheel and the brake wheel cylinder of the left front wheel in the brake system, and correspondingly, the second group of brake wheel cylinders 34, 35 can include the brake wheel cylinder of the right rear wheel and the brake wheel cylinder of the left rear wheel. For another example, the first group of brake wheel cylinders 32, 33 can include the brake wheel cylinder of the right front wheel and the brake wheel cylinder of the left rear wheel in the brake system, and correspondingly, the second group of brake wheel cylinders 34, 35 can include the brake wheel cylinder of the right rear wheel and the brake wheel cylinder of the left front wheel.

[0110] Optionally, the fourth brake pipeline 140 can be further provided with a second booster valve 401 to control the on-off of the fourth brake pipeline 140. In this way, the second booster valve 401 can be combined with the first booster valve 7 to realize the independent boosting of a brake pipeline in a certain circuit of a double-circuit brake system. For example, the second booster valve 401 is controlled to be in an off state, and the first booster valve 7 is controlled to be in an on state, so that the pedal feeling simulator 10 can provide brake force for the first group of brake wheel cylinders only through the third brake pipeline 130. For another example, the first booster valve 7 is controlled to be in an off state, and the second booster valve 401 is controlled to be in an on state, so that the pedal feeling simulator 10 can provide brake force for the second group of brake wheel cylinders only through the fourth brake pipeline 140.

[0111] Of course, when the first booster valve 7 and the second booster valve 401 are both in an on state, the pedal feeling simulator 10 can pressurize brake fluid into the third brake pipeline 130 through the first hydraulic chamber 15 to provide brake force for the first group of brake wheel cylinders 32, 33, and the pedal feeling simulator 10 can also pressurize brake fluid into the fourth brake pipeline 140 through the second hydraulic chamber 16 to provide brake force for the second group of brake wheel cylinders 34, 35.

[0112] The above describes the pedal feeling simulation system and the hydraulic pressure adjusting system provided by the embodiments of the present application. Figure 2 to Figure 4 The pedal feeling simulation system and the hydraulic pressure adjusting system provided by the embodiments of the present application are introduced above, and the pedal feeling simulation system and the hydraulic pressure adjusting system provided by the embodiments of the present application are introduced below. Figure 5 to Figure 7The brake-by-wire mode of the brake system of the embodiments of the present application is introduced. For the convenience of understanding, the brake system 700 containing the pedal feel simulator 300 is taken as an example for introduction in the following, the brake-by-wire mode of the brake system containing the pedal feel simulator 200 is the same as the brake-by-wire mode of the brake system 700 described above, for the sake of brevity, the following will not be described again.

[0113] In the brake system containing the pedal feel simulator 300 described above, the brake-by-wire mode can be divided into three working modes, namely the normal brake-by-wire mode, the high response rate brake-by-wire mode and the redundant brake-by-wire mode.

[0114] Figure 5 is a schematic diagram of the pressure boosting process of the brake system 700 in the normal brake-by-wire mode of the embodiments of the present application. It is assumed that the control valves 6, 8, 21, 22 and the oil inlet valves 23, 24, 25, 26 in the brake system 700 are in the on state; the control valves 16, 17, the first pressure boosting valve 7 and the oil outlet valves 27, 28, 29, 30 are in the off state.

[0115] In the normal brake-by-wire mode, the driver steps on the brake pedal 1 to push the piston in the brake master cylinder 3 to pressurize the brake fluid into the first brake pipeline 110. Since the control valves 16, 17 are in the off state, the brake fluid in the brake master cylinder 3 cannot flow to the brake wheel cylinders (23, 24, 25, 26) of the brake system.

[0116] The brake fluid in the first brake pipeline 110 described above flows into the pedal feel simulator 10 through the control valve 6, pushes the first piston 14 to move to the right, and the brake fluid in the second hydraulic chamber 12 can flow into the fluid storage device 2 through the second brake pipeline 120. The second piston 11 is stationary at a preset position under the drive of the driving device 9 and feeds back a pushing force to the first piston 14 through the spring 13b, and finally feeds back the pushing force to the brake pedal 1 through the pressure of the brake fluid in the first brake pipeline 110.

[0117] It should be noted that the controller can calculate the driving intention and pedal feel force of the driver according to the feedback of the pedal displacement sensor 4 and the pressure sensor 5, and actively adjust the force fed back by the pedal feel simulator 10. For example, in the case that the brake fluid pressure in the second hydraulic chamber 12 is fixed, the second piston 11 is driven by the driving device 9 to move to the left to compress the spring 13b to increase the force fed back by the pedal feel simulator 10. For another example, in the case that the brake fluid pressure in the second hydraulic chamber 12 is fixed, the second piston 11 is driven by the driving device 9 to move to the right to stretch the spring 13b to reduce the force fed back by the pedal feel simulator 10.

[0118] The controller can control the driving device of the pressure boosting device to drive the piston in the pressure boosting device 20 to press brake fluid into the seventh brake pipe 170 through the control valve 21 to provide brake force for the first group of brake wheel cylinders 31, 32 based on the driver input brake demand. The driving device drives the piston in the pressure boosting device 20 to press brake fluid into the fifth brake pipe 150 through the control valve 22 to provide brake force for the second group of brake wheel cylinders 33, 34.

[0119] The driver input brake demand described above can be obtained by the pressure sensor 5 arranged on the first brake pipe 110, by the pedal stroke sensor 4 arranged on the brake master cylinder 3, or by a combination of the pressure sensor 5 and the pedal stroke sensor 4. The present application does not limit the driver input brake demand.

[0120] Optionally, the brake fluid in the pressure boosting device 20 can be input from the reservoir device 2 through the brake pipe 160, and the brake fluid in the pressure boosting device 20 can be discharged from the pressure boosting device 20 through the brake pipe 161.

[0121] Figure 6 is a schematic diagram of the pressure boosting process of the brake system 700 in the high response rate brake-by-wire mode of the present application. It is assumed that the first pressure boosting valve 7, the control valve 21, the control valve 22, and the oil inlet valves 23, 24, 25, and 26 in the brake system 700 are in the on state; the control valve 16, the control valve 17, the control valve 6, the control valve 8, the oil outlet valves 27, 28, 29, and 30 are in the off state. In the high response rate brake-by-wire mode, the brake pedal feel simulator 10 does not need to feedback the brake pedal feel to the driver.

[0122] The controller can control the driving device 9 to drive the brake pedal feel simulator 10 to move the second piston 11 to the left based on the driver input brake demand, so as to push the first piston 14 to the left through the brake fluid in the second hydraulic chamber 12, and finally press the brake fluid in the first hydraulic chamber 15 into the third brake pipe 130. Since the control valve 6 is in the off state, the brake fluid in the first hydraulic chamber 15 cannot flow into the brake master cylinder 3 through the first brake pipe 110.

[0123] Correspondingly, the brake fluid in the third brake pipe 130 can flow into the seventh brake pipe 170 and the fifth brake pipe 150, respectively, wherein the seventh brake pipe 170 is used to provide brake force for the first group of brake wheel cylinders 31, 32, and the fifth brake pipe 150 is used to provide brake force for the second group of brake wheel cylinders 33, 34.

[0124] On the other hand, the controller can also control the driving device of the pressure boosting device to drive the piston in the pressure boosting device 20 to press brake fluid into the seventh brake pipeline 170 through the control valve 21 to provide brake force for the first group of brake wheel cylinders 31, 32 based on the brake demand input by the driver. The driving device drives the piston in the pressure boosting device 20 to press brake fluid into the fifth brake pipeline 150 through the control valve 22 to provide brake force for the second group of brake wheel cylinders 33, 34.

[0125] The above-mentioned brake demand input by the driver can be obtained by the pressure sensor 5 arranged on the first brake pipeline 110, can also be obtained by the pedal stroke sensor 4 arranged on the brake master cylinder 3, and of course, can also be obtained by comprehensively using the pressure sensor 5 and the pedal stroke sensor 4, and the embodiments of the present application are not limited in this regard.

[0126] Optionally, the brake fluid in the pressure boosting device 20 can be input by the liquid storage device 2 through the brake pipeline 160, and the brake fluid in the pressure boosting device 20 can be discharged from the pressure boosting device 20 through the brake pipeline 161.

[0127] In the embodiments of the present application, the brake system is provided with brake force by the pedal feeling simulation system 10 and the pressure boosting device 20 at the same time, which is beneficial to improve the brake response efficiency of the brake system.

[0128] Figure 7 is a schematic diagram of the pressure boosting process of the brake system 700 in the redundant brake-by-wire mode of the embodiments of the present application. It is assumed that the brake master cylinder 3 and / or the pressure boosting device 10 fail, and the first pressure boosting valve 7 and the oil inlet valves 23, 24, 25, 26 in the brake system 700 are in the on state; the control valves 16, 17, 6, 8, 21, 22, the oil outlet valves 27, 28, 29, 30 are in the off state. It should be noted that in the redundant brake-by-wire mode, the pedal feeling simulator 10 does not need to feedback the pedal feeling to the driver.

[0129] The controller can control the driving device 9 to drive the second piston 11 of the pedal feeling simulator 10 to move to the left to push the first piston 14 in the second hydraulic chamber 12 to the left, and finally press the brake fluid in the first hydraulic chamber 15 into the third brake pipeline 130. Since the control valve 6 is in the off state, the brake fluid in the first hydraulic chamber 15 cannot flow into the brake master cylinder 3 through the first brake pipeline 110.

[0130] Correspondingly, the brake fluid in the third brake pipeline 130 can flow into the seventh brake pipeline 170 and the fifth brake pipeline 150, respectively, wherein the seventh brake pipeline 170 is used to provide brake force for the first group of brake wheel cylinders 31, 32, and the fifth brake pipeline 150 is used to provide brake force for the second group of brake wheel cylinders 33, 34.

[0131] In the case that the pressure boosting device 20 fails and the brake master cylinder 3 works normally, the controller can control the driving device 9 to drive the second piston 11 to move according to the driver input brake demand, which can be obtained by the pressure sensor 5 arranged on the first brake pipeline 110, the pedal stroke sensor 4 arranged on the brake master cylinder 3, or a combination of the pressure sensor 5 and the pedal stroke sensor 4. The present application does not limit the driver input brake demand.

[0132] In the case that the pressure boosting device 20 fails and the brake master cylinder 3 fails, the controller can control the driving device 9 to drive the second piston 11 to move according to the road state, obstacle and other information of the vehicle obtained by the radar and other sensors, which can be obtained by the pressure sensor 5 arranged on the first brake pipeline 110, the pedal stroke sensor 4 arranged on the brake master cylinder 3, or a combination of the pressure sensor 5 and the pedal stroke sensor 4. The present application does not limit the driver input brake demand.

[0133] The three brake-by-wire modes of the brake system 700 of the present application are introduced above. Figure 5 to Figure 7 The three brake-by-wire modes of the brake system 800 of another embodiment of the present application are introduced below. Figure 8 to Figure 10 The three brake-by-wire modes of the brake system 800 of another embodiment of the present application are introduced below.

[0134] In the brake system 800, the brake-by-wire mode can be divided into three working modes, i.e., the conventional brake-by-wire mode, the high response rate brake-by-wire mode and the redundant brake-by-wire mode.

[0135] Figure 8 FIG. 6 is a schematic diagram of the pressure boosting process of the brake system 800 in the conventional brake-by-wire mode of the present application. It is assumed that the control valves 6, 8, 21, 22 and the oil inlet valves 23, 24, 25, 26 in the brake system 800 are in the conducting state, and the control valves 16, 17, the first pressure boosting valve 7 and the second pressure boosting valve 401, the oil outlet valves 27, 28, 29, 30 are in the disconnected state.

[0136] In the conventional brake-by-wire mode, the driver steps on the brake pedal 1 to push the piston in the brake master cylinder 3 to pressurize the brake fluid into the first brake pipeline 110. Since the control valves 16, 17 are in the disconnected state, the brake fluid in the brake master cylinder 3 cannot flow to the brake wheel cylinders 31, 32, 33, 34 of the brake system.

[0137] The brake fluid in the first brake pipe 110 flows into the pedal feel simulator 10 through the control valve 6, pushes the first piston 14 to move right, and the brake fluid in the second hydraulic chamber 12 can flow into the reservoir device 2 through the second brake pipe 120. The second piston 11 is stationary at a preset position under the drive of the driving device 9, and pushes the first piston 14 back through the spring 13b, and finally the feedback force is fed back to the brake pedal 1 through the brake fluid pressure in the first brake pipe 110.

[0138] It should be noted that the controller can calculate the driving intention and pedal feel force of the driver according to the feedback of the pedal displacement sensor 4 and the pressure sensor 5, and actively adjust the force fed back by the pedal feel simulator 10. For example, in the case that the brake fluid pressure in the second hydraulic chamber 12 is fixed, the second piston 11 is driven to move left by the driving device 9 to compress the spring 13b, so as to increase the force fed back by the pedal feel simulator 10. For another example, in the case that the brake fluid pressure in the second hydraulic chamber 12 is fixed, the second piston 11 is driven to move right by the driving device 9 to stretch the spring 13b, so as to reduce the force fed back by the pedal feel simulator 10.

[0139] The controller can control the driving device of the pressure boosting device to drive the piston in the pressure boosting device 20 to press the brake fluid into the seventh brake pipe 170 through the control valve 21, so as to provide brake force for the first group of brake wheel cylinders 31 and 32 based on the brake demand input by the driver. The driving device drives the piston in the pressure boosting device 20 to press the brake fluid into the fifth brake pipe 150 through the control valve 22, so as to provide brake force for the second group of brake wheel cylinders 33 and 34.

[0140] The brake demand input by the driver can be obtained by the pressure sensor 5 arranged on the first brake pipe 110, and can also be obtained by the pedal stroke sensor 4 arranged on the brake master cylinder 3, of course, the pressure sensor 5 and the pedal stroke sensor 4 can be combined, and the embodiments of the present application are not limited thereto.

[0141] Optionally, the brake fluid in the pressure boosting device 20 can be input from the reservoir device 2 through the brake pipe 160, and the brake fluid in the pressure boosting device 20 can be discharged from the pressure boosting device 20 through the brake pipe 161.

[0142] Figure 9 is a schematic diagram of the pressure boosting process of the brake system 800 in the high response rate brake-by-wire mode of the embodiments of the present application. It is assumed that the first pressure boosting valve 7, the control valve 21, the control valve 22, the second pressure boosting valve 401 and the oil inlet valves 23, 24, 25 and 26 in the brake system 800 are in the on state; the control valve 16, the control valve 17, the control valve 6, the control valve 8, the oil outlet valves 27, 28, 29 and 30 are in the off state. And in the high response rate brake-by-wire mode, the pedal feel simulator 10 does not need to feed back the pedal feel to the driver.

[0143] The controller can control the second piston 11 of the drive pedal feel simulator 10 to move left to pressurize the brake fluid in the second hydraulic chamber 12 into the fourth brake line 140 based on the brake demand input by the driver. Correspondingly, the first piston 14 is pushed left by the spring 13b to pressurize the brake fluid in the first hydraulic chamber 15 into the third brake line 130. Since the control valve 6 is in the off state, the brake fluid in the first hydraulic chamber 15 cannot flow into the brake master cylinder 3 through the first brake line 110. The third brake line 130 is in communication with the seventh brake line 170 for providing brake force to the first group of brake wheel cylinders 31, 32. The fourth brake line 140 is in communication with the fifth brake line 150 for providing brake force to the second group of brake wheel cylinders 33, 34.

[0144] On the other hand, the controller can also control the drive device of the pressure boosting device to drive the piston in the pressure boosting device 20 to pressurize the brake fluid into the seventh brake line 170 through the control valve 21 to provide brake force to the first group of brake wheel cylinders 31, 32 based on the brake demand input by the driver. The drive device of the pressure boosting device drives the piston in the pressure boosting device 20 to pressurize the brake fluid into the fifth brake line 150 through the control valve 22 to provide brake force to the second group of brake wheel cylinders 33, 34.

[0145] The brake demand input by the driver can be obtained by the pressure sensor 5 arranged on the first brake line 110, can also be obtained by the pedal stroke sensor 4 arranged on the brake master cylinder 3, or can be obtained by the combination of the pressure sensor 5 and the pedal stroke sensor 4, which is not limited in the embodiments of the present application.

[0146] Optionally, the brake fluid in the pressure boosting device 20 can be input by the reservoir 2 through the brake line 160, and the brake fluid in the pressure boosting device 20 can be discharged from the pressure boosting device 20 through the brake line 161.

[0147] In the embodiments of the present application, the pedal feel simulator 10 and the pressure boosting device 20 are used to provide brake force to the brake system at the same time, which is beneficial to improve the brake response efficiency of the brake system.

[0148] Figure 10 is a schematic diagram of the pressure boosting process of the brake system 800 in the redundancy brake-by-wire mode of the embodiments of the present application. It is assumed that the brake master cylinder 3 and / or the pressure boosting device 10 fail, and the first pressure boosting valve 7, the second pressure boosting valve 401, and the oil inlet valves 23, 24, 25, 26 in the brake system 800 are in the on state; the control valve 16, the control valve 17, the control valve 6, the control valve 8, the control valve 21, the control valve 22, the oil outlet valves 27, 28, 29, 30 are in the off state. It should be noted that in the redundancy brake-by-wire mode, the pedal feel simulator 10 does not need to feedback pedal feel to the driver.

[0149] The controller can control the driving device 9 to drive the brake pedal feel simulator 10 to move the second piston 11 to the left to pressurize the brake fluid in the second hydraulic chamber 12 into the fourth brake pipeline 140. Correspondingly, the first piston 14 is pushed to move to the left by the spring 13b to pressurize the brake fluid in the first hydraulic chamber 15 into the third brake pipeline 130. Since the control valve 6 is in the off state, the brake fluid in the first hydraulic chamber 15 cannot flow into the brake master cylinder 3 through the first brake pipeline 110.

[0150] The third brake pipeline 130 is in communication with the seventh brake pipeline 170, and is configured to provide brake force for the first group of brake wheel cylinders 31 and 32. The fourth brake pipeline 140 is in communication with the fifth brake pipeline 150, and is configured to provide brake force for the second group of brake wheel cylinders 33 and 34.

[0151] In the case where the pressure boosting device 20 fails and the brake master cylinder 3 works normally, the controller can control the driving device 9 to drive the second piston 11 to move based on the driver input brake demand, which can be obtained by the pressure sensor 5 arranged on the first brake pipeline 110, or by the pedal stroke sensor 4 arranged on the brake master cylinder 3, or by both the pressure sensor 5 and the pedal stroke sensor 4.

[0152] In the case where the pressure boosting device 20 fails and the brake master cylinder 3 fails, the controller can control the driving device 9 to drive the second piston 11 to move based on the road state, obstacles and other information of the vehicle traveled road obtained by radar and other sensors, wherein the driver input brake demand can be obtained by the pressure sensor 5 arranged on the first brake pipeline 110, or by the pedal stroke sensor 4 arranged on the brake master cylinder 3, or by both the pressure sensor 5 and the pedal stroke sensor 4.

[0153] The above combination Figure 2 to Figure 10 The device of the embodiment of the application is introduced, and the following Figure 11 and Figure 12 The control method of the embodiment of the application is introduced, and it should be noted that the control method of the embodiment of the application can be used in combination with any one of the devices in the above.

[0154] Figure 11 is a schematic flowchart of the control method of the embodiment of the application, Figure 11 The method shown in the figure includes steps 1110 and 1120.

[0155] 1110, the controller determines that the driving device 9 needs to provide a torque corresponding to the second thrust.

[0156] 1120, the controller sends a control instruction to the driving device 9, the control instruction being used to instruct the driving device 9 to generate a torque.

[0157] Optionally, as an embodiment, the brake system further comprises a third brake pipe 130, the third brake pipe 130 being connected to the first hydraulic chamber 15 and part or all of the brake cylinders in the brake system, the third brake pipe 130 being provided with the first booster valve 7 to control the opening and closing of the third brake pipe 130, and the method further comprises: when the pedal feel simulator 10 is used to provide braking force for the brake system, the controller controls the first booster valve 7 to be in the conducting state, so as to connect the first hydraulic chamber 15 and part or all of the brake cylinders through the third brake pipe 130, and provide braking force for part or all of the brake cylinders in the brake system.

[0158] Optionally, as an embodiment, the first brake pipe 110 is provided with the first control valve 6 to control the opening and closing of the first brake pipe 110, and the controller controls the first booster valve 7 to be in the conducting state to connect the first hydraulic chamber 15 and part or all of the brake cylinders through the third brake pipe 130, and the method further comprises: when the pedal feel simulator 10 is used to provide braking force for the brake system, the controller controls the first booster valve 7 to be in the conducting state and controls the first control valve 6 to be in the off state, so as to connect the first hydraulic chamber 15 and part or all of the brake cylinders through the third brake pipe 130.

[0159] Optionally, as an embodiment, the pedal feel simulator 10 further comprises a second hydraulic chamber 12, the second hydraulic chamber 12 being connected in series with the first hydraulic chamber 15, a second piston 11 in the second hydraulic chamber 12 being connected with the first piston 14 through the first spring 13, the driving device 9 being connected with the first piston 14 through the second piston 11, and the brake system further comprises a seventh brake pipe 170, the seventh brake pipe 170 being used to connect the second hydraulic chamber 12 and a second group of brake cylinders 33, 34, the seventh brake pipe 170 being provided with a second booster valve 410 to control the opening and closing of the seventh brake pipe 170, and if the third brake pipe 130 is used to provide braking force for the first group of brake cylinders 31, 32, the method further comprises: the controller controls the second booster valve 410 to be in the conducting state to connect the second hydraulic chamber 12 and the second group of brake cylinders 33, 34 through the seventh brake pipe 170, and provide braking force for the second group of brake cylinders 33, 34 of the vehicle.

[0160] Optionally, as an embodiment, the method further comprises: the controller determines that the boosting efficiency in the brake system is lower than a preset boosting efficiency, and the controller determines that the pedal feel simulator 10 is used to provide braking force for the brake system.

[0161] It should be noted that the above-mentioned boosting efficiency can be determined by the controller based on the pressure increase of the brake fluid in the brake cylinder per unit time.

[0162] Optionally, as an embodiment, the method further comprises: the controller determines that the pressure booster 20 in the brake system and / or the brake master cylinder 3 in the brake system is faulty, and the controller determines that the pedal feel simulator 10 is used to provide braking force for the brake system.

[0163] For ease of understanding, the following describes the control method of the present application in conjunction with Figure 12 The control method of the present application is described. Figure 12 is a schematic flow chart of the control method of another embodiment of the present application. Figure 12 The control method shown includes steps 1210 to step 12.

[0164] 1210, the controller determines whether the driver has a braking demand. If there is a braking demand, step 1211 is performed, and if there is no braking demand, step 1212 is performed.

[0165] 1211, the controller determines whether the pedal feel simulator 10 is faulty. If the pedal feel simulator 10 is faulty, step 1213 is performed. If the pedal feel simulator 10 is not faulty, step 1214 is performed.

[0166] 1213, the controller prompts the pedal feel simulator 10 to fail.

[0167] 1214, the controller determines whether the pressure booster 20 is faulty. If the pressure booster 20 is faulty, step 1215 is performed. If the pressure booster 20 is not faulty, step 1216 is performed.

[0168] 1215, the controller prompts the brake system to enter the manual braking mode, and can prompt the driver that the pressure booster 20 is faulty, and then step 1217 is performed.

[0169] It should be noted that the controller prompting the brake system to enter the manual braking mode can include the controller sending control information indicating that the pressure booster 20 is faulty, and accordingly, the driver can be prompted by the instrument panel or other vehicle display device to enter the manual braking mode.

[0170] 1216, the controller controls the pressure booster 20 to participate in the braking process, and step 1217 is performed. Wherein, the pressure booster 20 participating in the braking process can be understood as the conventional linear braking mode described above.

[0171] 1212, the controller determines whether there is an auxiliary braking demand. If there is an auxiliary braking demand, step 1218 is performed. If there is no auxiliary braking demand, the braking process ends.

[0172] 1218, the controller determines whether the pressure increasing device 20 is failed. If the pressure increasing device 20 is failed, step 1219 is performed. If the pressure increasing device 20 is not failed, step 1220 is performed.

[0173] 1219, the controller determines whether the pedal feeling simulator 10 is failed. If the pedal feeling simulator 10 is failed, step 1221 is performed. If the pedal feeling simulator 10 is not failed, step 1222 is performed.

[0174] 1221, the controller prompts the brake system to enter the manual brake mode, and can prompt the driver that the pressure increasing device 20 and the pedal feeling simulator 10 are failed, and then step 1217 is performed.

[0175] 1222, the controller controls the pedal feeling simulator 10 to participate in the braking process, and prompts that the pressure increasing device 20 is failed.

[0176] 1220, the controller determines whether the pedal feeling simulator 10 is failed. If the pedal feeling simulator 10 is failed, step 1216 is performed. If the pedal feeling simulator 10 is not failed, step 1223 is performed.

[0177] 1223, the controller controls the pressure increasing device 20 and the pedal feeling simulator 10 to participate in the braking process cooperatively, and step 1217 is performed. The braking process in which the pressure increasing device 20 and the pedal feeling simulator 10 participate cooperatively can be understood as the high response rate braking mode described above.

[0178] 1217, the controller controls the brake system to enter the pressure increasing mode, and step 1218 is performed.

[0179] 1218, the controller controls the brake system to enter the pressure maintaining mode, and step 1219 is performed.

[0180] 1219, the controller controls the brake system to enter the pressure decreasing mode.

[0181] The above describes the control method of the embodiment of the application, and the following describes the control device for performing the control method described above. Figure 11 to Figure 12 The above describes the control method of the embodiment of the application, and the following describes the control device for performing the control method described above. Figure 13 to Figure 14 The above describes the control method of the embodiment of the application, and the following describes the control device for performing the control method described above.

[0182] Figure 13 is a schematic diagram of the control device of the embodiment of the application, Figure 13 The control device 1300 shown in the figure includes a processing unit 1310 and a sending unit 1320.

[0183] The processing unit 1310 is configured to determine a torque corresponding to the second thrust required by the driving device 9.

[0184] The sending unit 1320 is configured to send a control instruction to the driving device 9, where the control instruction is used to instruct the driving device 9 to generate the torque.

[0185] In the embodiment of the present application, the driving device 9 applies the second thrust to the first piston 14, and the size of the force fed back to the brake pedal by the brake pedal feel simulator 10 is adjusted by increasing or decreasing the first thrust through the second thrust, which avoids the large number of devices required for realizing the hydraulic adjustment function in the traditional active brake pedal feel simulator based on the plunger pump, is beneficial to simplifying the connection mode between the devices required for realizing the hydraulic adjustment function in the brake pedal feel simulator, and reduces the cost of the brake pedal feel simulation system.

[0186] Optionally, as an embodiment, the brake system further comprises a third brake pipeline 130, the third brake pipeline 130 is connected to the first hydraulic chamber 15 and part or all of the brake cylinders in the brake system, and the third brake pipeline 130 is provided with the first booster valve 7 to control the on-off of the third brake pipeline 130. In the case where the brake pedal feel simulator 10 is used to provide braking force for the brake system, the processing unit 1310 is configured to control the first booster valve 7 to be in the on state, so as to connect the first hydraulic chamber 15 and part or all of the brake cylinders through the third brake pipeline 130, and provide braking force for part or all of the brake cylinders in the brake system.

[0187] In the embodiment of the present application, in the case where the brake pedal feel simulator 10 is used to provide braking force for the brake system, the controller controls the first booster valve 7 to be in the on state, so as to connect the first hydraulic chamber 15 and part or all of the brake cylinders through the third brake pipeline 130, and provide braking force for part or all of the brake cylinders in the brake system, which is beneficial to improving the redundancy performance of the brake system.

[0188] Optionally, as an embodiment, the first brake pipeline 110 is provided with the first control valve 6 to control the on-off of the first brake pipeline 110, and the controller controls the first booster valve 7 to be in the on state, so as to connect the first hydraulic chamber 15 and part or all of the brake cylinders through the third brake pipeline 130. In the case where the brake pedal feel simulator 10 is used to provide braking force for the brake system, the processing unit 1310 is configured to control the first booster valve 7 to be in the on state, and control the first control valve 6 to be in the off state, so as to connect the first hydraulic chamber 15 and part or all of the brake cylinders through the third brake pipeline 130.

[0189] In the embodiment of the present application, when the pedal feeling simulator 10 is used to provide braking force for the braking system, by controlling the first booster valve 7 to be in the on state and the first control valve 6 to be in the off state, the pedal feeling simulator 10 is used to provide braking force for part or all of the brake cylinders through the third brake pipeline 130, which is beneficial to improve the redundancy performance of the braking system.

[0190] Optionally, as an embodiment, the pedal feeling simulator 10 further comprises a second hydraulic cavity 12, the second hydraulic cavity 12 is connected in series with the first hydraulic cavity 15, a second piston 11 in the second hydraulic cavity 12 is connected with the first piston 14 through the first spring 13, the driving device 9 is connected with the first piston 14 through the second piston 11, and the braking system further comprises a fourth brake pipeline 140, the fourth brake pipeline 140 is used to connect the second hydraulic cavity 12 with a second group of brake cylinders 33, 34, the fourth brake pipeline 140 is provided with a second booster valve 410 to control the on-off of the fourth brake pipeline 140, and if the third brake pipeline 130 is used to provide braking force for the first group of brake cylinders 31, 32, the processing unit 1310 is used to control the second booster valve 410 to be in the on state, so as to connect the second hydraulic cavity 12 with the second group of brake cylinders 33, 34 through the fourth brake pipeline 140, and provide braking force for the second group of brake cylinders 33, 34 of the vehicle.

[0191] In the embodiment of the present application, the second booster valve 410 can also be controlled to be in the on state, so as to deliver the brake fluid in the second hydraulic cavity 12 to the second group of brake cylinders 33, 34 through the fourth brake pipeline 140, and the second group of brake cylinders 33, 34 provide braking force, which is beneficial to improve the redundancy performance of the braking system.

[0192] In a possible implementation manner, the processing unit 1310 is further used to determine that the boosting efficiency in the braking system is lower than a preset boosting efficiency, and the controller determines that the pedal feeling simulator 10 is used to provide braking force for the braking system.

[0193] In the embodiment of the present application, when the boosting efficiency of the braking system is low, the pedal feeling simulator 10 is used to provide braking force for the braking system, so as to improve the braking performance of the braking system.

[0194] In a possible implementation manner, the processing unit 1310 is further used to determine that the boosting device 20 in the braking system and / or the brake master cylinder 3 in the braking system fails, and the controller determines that the pedal feeling simulator 10 is used to provide braking force for the braking system.

[0195] In the embodiment of the present application, when the boosting device 20 in the braking system and / or the brake master cylinder 3 in the braking system fails, the pedal feeling simulator 10 is used to provide braking force for the braking system, so as to improve the redundancy performance of the braking system. In a possible implementation manner, the processing unit 1310 is further used to determine that the boosting device 20 in the braking system and / or the brake master cylinder 3 in the braking system fails, and the controller determines that the pedal feeling simulator 10 is used to provide braking force for the braking system.

[0196] In an optional embodiment, the processing unit 1310 described above can be a processor 1420, and the sending unit 1320 described above can be a communication interface 1430. The specific structure of the controller is shown in Figure 14 .

[0197] Figure 14 is a schematic block diagram of the controller of another embodiment of the present application. Figure 14 The controller 1400 shown in the figure can include a memory 1410, a processor 1420, and a communication interface 1430. The memory 1410, the processor 1420, and the communication interface 1430 are connected through an internal connection path. The memory 1410 is used to store instructions, and the processor 1420 is used to execute the instructions stored in the memory 1420 to control the communication interface 1430 to receive / send information. Optionally, the memory 1410 can be coupled to the processor 1420 through an interface, or the memory 1410 and the processor 1420 can be integrated together.

[0198] It should be noted that the communication interface 1430 uses a device such as but not limited to an input / output interface to realize the communication between the controller 1400 and other devices or communication networks.

[0199] In the implementation process, each step of the above method can be completed by the integrated logic circuit of hardware in the processor 1420 or the instructions in the form of software. The method disclosed in combination with the embodiments of the present application can be directly embodied as a hardware processor for execution, or a combination of hardware and software modules in the processor for execution. The software module can be located in a mature storage medium in the field, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, register, etc. The storage medium is located in the memory 1410, and the processor 1420 reads the information in the memory 1410 and combines the hardware to complete the steps of the above method. To avoid repetition, it will not be described in detail here.

[0200] It should be appreciated that in embodiments of the present application, the processor can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field programmable gate arrays (FPGA) or other programmable logic devices, discrete gates or transistor logic components, discrete hardware components, etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor.

[0201] It should also be understood that in embodiments of the present application, the memory can include read-only memory and random access memory, and provide instructions and data to the processor. Part of the processor can also include non-volatile random access memory. For example, the processor can also store device type information.

[0202] It should be noted that the "liquid outlet pipeline" and "liquid inlet pipeline" involved in the present application can correspond to different brake pipelines, or can correspond to the same brake pipeline. The "liquid outlet pipeline" and "liquid inlet pipeline" are only distinguished based on the function of the brake pipeline in the brake system. For example, when the "liquid outlet pipeline" and "liquid inlet pipeline" correspond to the same brake pipeline 1, it can be understood that, in the process of reducing the pressure of the wheels of the vehicle, the brake pipeline 1 in the brake system is used to deliver brake fluid in the brake wheel cylinder to the liquid storage device, at this time, the brake pipeline 1 can be called "liquid outlet pipeline". In the process of increasing the pressure of the wheels of the vehicle, the brake pipeline 1 is used to provide brake fluid for the wheels of the vehicle to provide braking force for the wheels of the vehicle, at this time, the brake pipeline 1 can be called "liquid inlet pipeline".

[0203] In addition, the "liquid inlet valve" and "liquid outlet valve" involved in the present application are only distinguished based on the function of the control valve in the brake system. The control valve for controlling the communication or disconnection of the liquid inlet pipeline can be called "liquid inlet valve" or "pressure increasing valve". The control valve for controlling the communication or disconnection of the liquid return pipeline can be called "liquid outlet valve" or "pressure reducing valve". The control valve for isolating two-stage brake subsystems can be called "isolation valve". Among them, the above-mentioned control valve can be a commonly used valve in the existing brake system, for example, a solenoid valve, etc., and embodiments of the present application do not make specific limitations thereto.

[0204] In addition, when the control valve is connected to the brake pipe, the connection port of the control valve and the brake pipe can be represented by the first end and the second end, and the application does not limit the flow direction of the brake fluid between the first end and the second end. For example, when the control valve is in the on state, the brake fluid can flow from the first end of the control valve to the second end of the control valve, or when the control valve is in the off state, the brake fluid can flow from the second end of the control valve to the first end of the control valve.

[0205] In addition, the "first brake pipe 110", "third brake pipe 130", "fourth brake pipe 140", "fifth brake pipe 150" and other brake pipes mentioned in the application can be understood as one or more sections of brake pipes that realize a certain function. For example, the fourth brake pipe 140 is a plurality of brake pipes for the second hydraulic chamber 12 and the brake wheel cylinders 33, 34.

[0206] In addition, when introducing the architecture of the brake system, vehicle, etc. in combination with the drawings, the drawings will schematically show two working states (off or connected) that each control valve can realize, and the current working state of the control valve is not limited as shown in the drawings.

[0207] In addition, when introducing the architecture of the hydraulic regulating unit, brake system, vehicle, etc. in combination with the drawings, the same components in the corresponding drawings of each embodiment use the same number, and for the sake of brevity, the functions of each component will not be described in each embodiment, and can be referred to the introduction of the functions of each component throughout the text.

[0208] In addition, the hydraulic regulating unit in the application can be a unit for regulating brake hydraulic pressure in the brake system, including one or more brake pipes mentioned above, and elements such as control valves and check valves in the brake pipes. Alternatively, the above-mentioned hydraulic regulating unit can also include elements such as hydraulic cylinders, pistons, push rods, etc. in the hydraulic regulating device. When the above-mentioned hydraulic regulating unit is installed in the brake system, the brake system can include elements such as the hydraulic regulating unit, the brake wheel cylinder, the liquid storage device, the brake pedal, etc.

[0209] Those skilled in the art can realize that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be realized by electronic hardware or a combination of computer software and electronic hardware. Whether the functions are realized in hardware or software depends on the specific application and design constraints of the technical solution. A person skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the application.

[0210] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the above-described system, device and unit can refer to the corresponding process in the foregoing method embodiments, which will not be described here.

[0211] In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented in other manners. For example, the described device embodiments are merely schematic. For example, the division of the units is only a logical function division. There can be another division manner for the actual implementation, for example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections can be indirect couplings or communication connections through some interfaces, devices or units, and can be in electrical, mechanical or other forms.

[0212] The units described as separate components can or can not be physically separate, and the components displayed as units can or can not be physical units, i.e., can be located in one place, or can be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purposes of the embodiments.

[0213] In addition, each functional unit in the embodiments of the present application can be integrated into a processing unit, or each unit can exist physically, or two or more units can be integrated into one unit.

[0214] If the functions are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application can be embodied in the form of a software product, and the computer software product is stored in a storage medium, and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the embodiments of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various program codes that can be stored in the medium.

[0215] The above is merely specific embodiments of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A hydraulic regulating unit, characterized in that, Comprising: a brake master cylinder (3); brake fluid in the brake master cylinder (3) is pressed into a first hydraulic chamber (15) of a brake pedal simulator (10) through a first brake pipeline (110), the first brake pipeline (110) is provided with a first control valve (6) to control the opening and closing of the first brake pipeline (110); brake fluid in the first hydraulic chamber (15) applies a first thrust to a first piston (14) to push the first piston (14) to move along the inner wall of the first hydraulic chamber (15); the first hydraulic chamber (15) is connected with a third brake pipeline (130) of the hydraulic regulating unit to provide brake force for a first group of brake wheel cylinders in the brake system, the first group of brake wheel cylinders includes part of the brake wheel cylinders in the brake system, the third brake pipeline (130) is provided with a first booster valve (7) to control the opening and closing of the third brake pipeline (130); the brake pedal simulator (10) further comprises a second hydraulic chamber (12), the second hydraulic chamber (12) is connected in series with the first hydraulic chamber (15), a second piston (11) in the second hydraulic chamber (12) is connected with the first piston (14) through a first spring (13), the second hydraulic chamber (12) is connected with a liquid storage device (2) through a second brake pipeline (120), the second brake pipeline (120) is provided with a control valve (8) to control the opening and closing of the second brake pipeline (120); a driving device (9) is connected with the first piston (14), the driving device (9) applies a second thrust to the first piston (14), the second thrust increases or reduces the first thrust to adjust the size of the force fed back to the brake pedal by the brake pedal simulator (10); the driving device (9) is connected with the first piston (14) through the second piston (11); if the first group of brake wheel cylinders is part of the brake wheel cylinders (31, 32) in the brake system, the brake system further includes a second group of brake wheel cylinders (33, 34), the first hydraulic chamber (15) is connected with the third brake pipeline (130) to provide brake force for the first group of brake wheel cylinders (31, 32), the second hydraulic chamber (12) is connected with a fourth brake pipeline (140) of the hydraulic regulating unit to provide brake force for the second group of brake wheel cylinders (33, 34) of the hydraulic regulating unit.

2. A brake system characterized by, Comprising: a brake master cylinder (3); brake fluid in the brake master cylinder (3) is pressed into a first hydraulic chamber (15) of a brake pedal simulator (10) through a first brake pipeline (110), the first brake pipeline (110) is provided with a first control valve (6) to control the opening and closing of the first brake pipeline (110); The brake fluid in the first hydraulic cavity (15) applies a first pushing force to the first piston (14) to push the first piston (14) to move along the inner wall of the first hydraulic cavity (15); the first hydraulic cavity (15) is connected with the first group of brake cylinder (31, 32) of the brake system through the third brake pipeline (130) of the brake system to provide brake force for the first group of brake cylinder (31, 32), and the third brake pipeline (130) is provided with a first booster valve (7) to control the on-off of the third brake pipeline (130); The brake pedal simulator (10) further comprises a second hydraulic cavity (12) connected in series with the first hydraulic cavity (15), a second piston (11) in the second hydraulic cavity (12) is connected with the first piston (14) through a first spring (13), the second hydraulic cavity (12) is connected with the second group of brake cylinder (33, 34) of the brake system through the fourth brake pipeline (140) of the brake system to provide brake force for the second group of brake cylinder (33, 34), and the second hydraulic cavity (12) is connected with the liquid storage device (2) through a second brake pipeline (120), and the second brake pipeline (120) is provided with a control valve (8) to control the on-off of the second brake pipeline (120); A driving device (9) is connected with the first piston (14), the driving device (9) applies a second pushing force to the first piston (14), and the first pushing force is increased or decreased through the second pushing force to adjust the force size of the brake pedal simulator (10) feedback to the brake pedal; the driving device (9) is connected with the first piston (14) through the second piston (11).

3. A control method in a brake system, characterized by, The brake system comprises a brake master cylinder (3); The brake fluid in the brake master cylinder (3) is pressed into the first hydraulic cavity (15) of the brake pedal simulator (10) through the first brake pipeline (110); The brake fluid in the first hydraulic cavity (15) applies a first pushing force to the first piston (14) to push the first piston (14) to move along the inner wall of the first hydraulic cavity (15); The brake system further comprises a third brake pipeline (130) connecting the first hydraulic cavity (15) with part of brake cylinder in the brake system, and the third brake pipeline (130) is provided with a first booster valve (7) to control the on-off of the third brake pipeline (130), The first brake pipeline (110) is provided with a first control valve (6) to control the on-off of the first brake pipeline (110), the controller controls the first booster valve (7) to be in the on state to connect the first hydraulic cavity (15) with the part of brake cylinder through the third brake pipeline (130), and further comprising: In the case that the brake pedal simulator (10) is used to provide braking force for the brake system, the controller controls the first pressure increasing valve (7) to be in the on state, and controls the first control valve (6) to be in the off state, so as to connect the first hydraulic cavity (15) and the partial brake wheel cylinder through the third brake pipeline (130); The driving device (9) is connected with the first piston (14), and the driving device (9) applies a second thrust to the first piston (14), and the second thrust is used to increase or decrease the first thrust, so as to adjust the force feedback to the brake pedal by the brake pedal simulator (10); The brake pedal simulator (10) further comprises a second hydraulic cavity (12), the second hydraulic cavity (12) is connected with the first hydraulic cavity (15) in series, a second piston (11) in the second hydraulic cavity (12) is connected with the first piston (14) through a first spring (13), the driving device (9) is connected with the first piston (14) through the second piston (11), and the brake system further comprises a fourth brake pipeline (140), the fourth brake pipeline (140) is used to connect the second hydraulic cavity (12) and a second group of brake wheel cylinders (33, 34), the fourth brake pipeline (140) is provided with a second pressure increasing valve (410) to control the opening and closing of the fourth brake pipeline (140), and the second hydraulic cavity (12) is connected with a liquid storage device (2) through a second brake pipeline (120), the second brake pipeline (120) is provided with a control valve (8) to control the opening and closing of the second brake pipeline (120); The control method comprises: The controller determines the torque corresponding to the second thrust required by the driving device (9); The controller sends a control instruction to the driving device (9), and the control instruction is used to instruct the driving device (9) to generate the torque; The method further comprises: In the case that the brake pedal simulator (10) is used to provide braking force for the brake system, the controller controls the first pressure increasing valve (7) to be in the on state, so as to connect the first hydraulic cavity (15) and the partial brake wheel cylinder through the third brake pipeline (130), and provide braking force for the partial brake wheel cylinder in the brake system; If the third brake pipeline (130) connects the first hydraulic cavity (15) and a first group of brake wheel cylinders (31, 32) of the brake system, the method further comprises: The controller controls the second pressure increasing valve (410) to be in the on state, so as to connect the second hydraulic cavity (12) and the second group of brake wheel cylinders (33, 34) through the fourth brake pipeline (140), and provide braking force for the second group of brake wheel cylinders (33, 34).

4. The method of claim 3, wherein, The method further comprises: The controller determines that the pressure increasing efficiency of the brake system is lower than a preset pressure increasing efficiency, and the controller determines that the brake pedal simulator (10) is used to provide braking force for the brake system.

5. The method of claim 3 or 4, wherein, The method further comprises: The controller determines a malfunction of a pressure intensifier (20) in the brake system and / or a master cylinder (3) in the brake system, and the controller determines that the brake pedal simulator (10) is used to provide a braking force for the brake system.

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