A dual-redundant wire-controlled air-hydraulic brake system

Abstract

The present invention discloses a dual-redundant wire-controlled pneumatic-hydraulic brake system, comprising a first power-assisting module; an active safety module integrated into the first power-assisting module; the first power-assisting module comprising a fluid reservoir, a motor, a dual-chamber series master cylinder, a servo cylinder, a pedal simulator, and an ECU; and a positive-pressure booster, wherein the positive-pressure booster comprises a servo chamber and a piston chamber isolated from each other; the piston in the servo chamber is axially connected in series with the piston in the dual-chamber series master cylinder; a first one-way valve is provided on the pipeline between the piston chamber and the servo chamber; the piston in the servo chamber is simultaneously connected to the brake pedal via a ball-end push rod; the servo chamber is connected to an air suspension module via a pipeline; and the gas delivery pipeline inside the air suspension module is connected to the servo chamber and the piston chamber via a first air valve and a second air valve, respectively. The present invention can solve the problem of functional redundancy backup in various braking system failure situations.

Description

Technical Field

[0001] The present invention relates to the field of automobile braking systems, in particular to a dual-redundancy wire-controlled pneumatic-hydraulic braking system. Background Art

[0002] With the advancement of automotive industrialization, information technology, and artificial intelligence, vehicles are becoming increasingly intelligent and automated. Autonomous driving technology integrates multiple sensors to perceive the road environment, combines high-precision maps with high-precision positioning to achieve path planning, and then controls vehicle movement based on decision-making. Autonomous driving technology can improve road traffic efficiency, reduce traffic accidents and casualties, enhance vehicle operating efficiency, reduce driver workload, lower energy consumption and emissions, and enhance travel comfort. Innovations in intelligent driving and chassis architecture are driving increasing end-user demand for safety, comfort, and user experience. Currently, smart cars must achieve four key advancements: electrification, automation, connectivity, and personalization. The most fundamental of these is electrification. The advent of the electric vehicle era has spurred the development of autonomous driving. As autonomous driving progresses, safety becomes paramount. If an actuator fails in the system, redundant backups must be available to take over and resume functionality within a short period of time. At the vehicle hardware level, a highly secure chassis actuator system is paramount. Within the chassis system, the braking system is central to ensuring the safety of intelligent vehicles, whether at the intelligent assisted driving level or autonomous driving. The reliability of drive-by-wire is closely linked to the functional safety of subsequent intelligent driving. High-level autonomous driving places even higher demands on vehicle braking safety, requiring the braking system to have sufficient failover redundancy. For advanced intelligent driving braking systems, backup operations previously performed by the driver now need to be handled by the vehicle control system, posing new challenges for the vehicle's braking system.

[0003] The braking systems currently used in smart cars are essentially all hydraulic brake-by-wire systems. These systems can be categorized into two types based on their configuration. The first, typically characterized by a "MC master cylinder + pedal simulator + high-pressure accumulator + electronic control unit (ECU)," can be used for Level 2 intelligent assisted driving. However, this configuration is limited to a single high-voltage source, the accumulator. In the event of a pressure failure in the high-pressure accumulator, the braking power source must rely solely on manual braking by the driver. This approach is unsuitable for high-level autonomous driving and lacks sufficient safety redundancy. The second, typically characterized by a "brushless DC motor + ball screw auxiliary drive servo cylinder + solenoid valve hydraulic adjustment unit," features independent braking functions in the brushless DC motor, servo cylinder, and solenoid valve hydraulic adjustment unit. While this brake-by-wire system can be used for Level 3 autonomous driving, it can still experience significant braking performance degradation in the event of a main braking system failure (e.g., servo cylinder failure, brushless DC motor failure, or power supply voltage failure). This inadequate braking system maintains safe braking and fails to meet the requirements for redundant backup for multiple failure conditions, resulting in insufficient safety redundancy. Therefore, it still cannot meet the braking safety requirements of high-level autonomous driving vehicles.

[0004] In summary, existing hydraulic brake-by-wire systems all suffer from insufficient braking redundancy, failing to provide safe and reliable braking support for advanced autonomous driving technologies. Therefore, there is an urgent need for a brake-by-wire system for advanced intelligent vehicles that can provide redundant braking support to address a variety of braking system failure scenarios. Summary of the Invention

[0005] The present invention provides a dual-redundant wire-controlled pneumatic-hydraulic brake system, which can solve the problem of functional redundancy backup in various brake system failure situations.

[0006] To achieve the above-mentioned objectives, the present invention provides the following technical solutions: a dual-redundant wire-controlled pneumatic-hydraulic brake system, comprising a first power-assisting module; an active safety module integrated in the first power-assisting module; the first power-assisting module comprising a fluid reservoir, a motor, a dual-chamber series master cylinder, a servo cylinder, a pedal simulator, and an ECU; the fluid in the first chamber of the master cylinder of the dual-chamber series master cylinder is connected to the second and third pipes of the active safety module via a first pipeline; the fluid in the second chamber of the master cylinder of the dual-chamber series master cylinder is connected to the fifth and sixth pipes of the active safety module via a fourth pipeline; a first isolation valve is provided on the first pipeline, and a second isolation valve is provided on the fourth pipeline; the first and second chambers of the master cylinder are both connected to the fluid reservoir;

[0007] The low-pressure chamber of the pedal simulator is connected to the fluid reservoir via a pipeline, the high-pressure chamber of the pedal simulator is connected to the first chamber of the master cylinder via a seventh pipeline, the motor is used to drive the servo cylinder, the servo cylinder is connected to the fluid reservoir via an eighth pipeline, and the servo cylinder is further connected to the third pipeline and the fifth pipeline via a ninth pipeline and a tenth pipeline, respectively. The ninth pipeline and the tenth pipeline are respectively provided with a first control valve and a second control valve;

[0008] It also includes a positive pressure booster, which has a servo chamber and a piston chamber isolated from each other. The piston in the servo chamber is connected to the first piston of the double-chamber series master cylinder through a push rod. A first one-way valve is arranged between the piston chamber and the servo chamber. The movable parts in the piston chamber are also connected to the brake pedal through a ball push rod. The servo chamber is connected to the air suspension module through a pipeline. The gas delivery pipeline inside the air suspension module is connected to the servo chamber and the piston chamber respectively through the first air valve and the second air valve. The first air valve and the second air valve control the opening or closing of the air pipeline.

[0009] When the system is in normal braking mode but has not yet braked, the pedal simulator valve is energized, the valve port is opened, and the oil path from the first chamber of the master cylinder to the pedal simulator is connected, so that the brake pedal and the wheel cylinder are always kept decoupled; the first control valve and the second control valve are energized, and the valve port is opened.

[0010] When the vehicle is powered on, the ECU controls the two first control valves and the second control valve and one pedal simulator valve to be powered on, and the valve ports are opened; when the driver steps on the brake pedal, the pedal displacement sensor and the first pressure sensor detect the braking intention and transmit the signal to the MCU main chip. The ECU controls the first isolation valve and the second isolation valve to be powered on, and the valve ports are closed; as the pedal moves forward, the primary chamber of the brake master cylinder builds pressure, and the brake fluid continuously enters the pedal simulator through the pedal simulator valve. The pressure in the pedal simulator increases, giving the driver a brake pedal feel and ensuring the decoupling of the brake pedal and the wheel cylinder.

[0011] When the ECU controls the first and second isolation valves to be powered on, the ECU controls the operation of the brushless DC motor, drives the servo cylinder piston forward through the ball screw assembly, builds pressure in the servo cylinder, and builds pressure in the front and rear wheel cylinders through the first and second control valves to achieve brake assist output. The brushless DC motor adjusts the motor assist according to the pedal displacement sensor and the second pressure sensor.

[0012] During active redundant braking, the air suspension module's ECU is powered on, opening the first air valve. Air from the air suspension module enters the servo chamber of the positive pressure booster. A built-in first check valve between the servo chamber and the piston chamber prevents air from entering the piston chamber. The air pushes the piston in the servo chamber forward, pushing the dual-chamber master cylinder forward. The first and second chambers of the master cylinder compress the brake fluid, building pressure in the front and rear wheel cylinders. The positive pressure booster precisely regulates pressure via the first air valve, amplifying braking force exponentially through air pressure.

[0013] Preferably, the active safety module includes four boost valves respectively installed on the second pipeline, the third pipeline, the fifth pipeline and the sixth pipeline, the four boost valves are connected to four wheels respectively, and the four wheels are also connected to four pressure reducing valves respectively, the four pressure reducing valves are connected to the liquid storage tank through the eleventh pipeline, and one pressure reducing valve and one boost valve jointly control one wheel.

[0014] Preferably, the first chamber of the master cylinder is integrated with a displacement sensor for detecting the displacement of the brake pedal, and the second chamber of the master cylinder is integrated with a first pressure sensor for real-time detection of the chamber pressure of the pedal simulator. When the driver steps on the brake pedal, the displacement sensor and the first pressure sensor can detect the braking intention and transmit the signal to the ECU. The ECU controls the first isolation valve and the second isolation valve to power on and close the valve port.

[0015] Preferably, a second pressure sensor is integrated into the oil outlet pipeline of the servo cylinder, and the second pressure sensor is used to detect the pressure of the servo cylinder.

[0016] Preferably, a second one-way valve and a pedal simulator control valve are arranged in parallel on the seventh pipeline. The pedal simulator control valve is used to control the passage between the pedal simulator and the first chamber of the master cylinder to realize the control of the operation of the pedal simulator. The pedal simulator control valve is synchronously controlled with the first control valve and the second control valve.

[0017] Preferably, the servo cavity is connected to the exhaust control valve in the air suspension module through a pipeline, or is externally connected to a spare exhaust control valve, so that the air in the servo cavity can be quickly discharged.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] By combining the air suspension module of an existing car with a positive pressure booster, and setting the positive pressure booster in the existing brake booster module, active redundant braking can be achieved by using the air source in the air suspension module as the boost source, forming a wire-controlled air-hydraulic brake system with a high-redundancy failure redundant backup function. It can be used in high-level autonomous driving cars above L3, and solves the functional redundant backup problem of various brake system failure situations. In addition, the brake system of the present invention has the advantages of low cost, long durability, better NVH, and reduced brake fluid contamination. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the overall system module of the present invention;

[0021] Figure 2 This is a schematic diagram of the first power-boosting module of the present invention.

[0022] Reference numerals:

[0023] A. First power-assisting module, B. Active safety module, C. Air suspension module, 1. Positive pressure booster, 2. Brake pedal, 4. First one-way valve, 5. Pedal simulator, 6. Dual-chamber series master cylinder, 61. First chamber of master cylinder, 62. Second chamber of master cylinder, 7. Fluid reservoir, 8. Servo cylinder, 9. Motor, 11. Piston chamber, 12. Servo chamber, 13. Second one-way valve, a1. First pipeline, a2. Second pipeline, a3. Third pipeline, a4. Fourth pipeline, a5. Fifth pipeline, a6. Sixth pipeline, a7. Seventh pipeline, a8 , eighth pipeline, a9, ninth pipeline, a10, tenth pipeline, a11, eleventh pipeline, ISO-1, first isolation valve, ISO-2, second isolation valve, CV-1, first control valve, CV-2, second control valve, AV-5, first air valve, AV-6, second air valve, ISV1 / ISV2 / ISV3 / ISV4, boost valve, OSV1 / OSV2 / OSV3 / OSV4, pressure reducing valve, PSV, pedal simulator control valve, EV, exhaust control valve, EV1, spare exhaust control valve. DETAILED DESCRIPTION

[0024] The technical solutions in the embodiments of the present invention will be described clearly and completely below with reference to the accompanying drawings in the embodiments of the present invention.

[0025] Existing wire-controlled hydraulic brake systems all have the brake pedal directly connected to the MC series master cylinder, which cannot meet the L3 redundant braking requirements. In order to meet the high requirements of existing smart cars for redundant braking, the present invention provides the following technical solutions:

[0026] like Figure 1-2As shown, a dual-redundant wire-controlled pneumatic-hydraulic brake system includes a first power-assisting module A; an active safety module B, which is integrated in the first power-assisting module A; the first power-assisting module A includes a fluid reservoir 7, a motor 9, a dual-chamber series master cylinder 6, a servo cylinder 8, a pedal simulator 5, and an ECU; the fluid in the first master cylinder chamber 61 of the dual-chamber series master cylinder 6 is connected to the second pipe a2 and the third pipe a3 of the active safety module B via a first pipeline a1; the fluid in the second master cylinder chamber 62 of the dual-chamber series master cylinder 6 is connected to the fifth pipe a5 and the sixth pipe a6 of the active safety module B via a fourth pipeline a4; the first pipeline a1 is provided with a first isolation valve ISO-1, and the fourth pipeline a4 is provided with a second isolation valve ISO-2; the first master cylinder chamber 61 and the second master cylinder chamber 62 are both connected to the fluid reservoir 7;

[0027] The low-pressure chamber of the pedal simulator 5 is connected to the fluid reservoir 7 via a pipeline, and the high-pressure chamber of the pedal simulator 5 is connected to the first chamber 61 of the master cylinder via a seventh pipeline a7. The motor 9 is used to drive the servo cylinder 8, which is connected to the fluid reservoir 7 via an eighth pipeline a8. The servo cylinder 8 is also connected to the third pipeline a3 and the fifth pipeline a5 via a ninth pipeline a9 and a tenth pipeline a10, respectively. The ninth pipeline a9 and the tenth pipeline a10 are respectively provided with a first control valve CV-1 and a second control valve CV-2.

[0028] It also includes a positive pressure booster 1, which has a servo chamber 12 and a piston chamber 11 that are isolated from each other. The piston in the servo chamber 12 is connected to the piston inside the dual-chamber series master cylinder 6 through a push rod. A first one-way valve 4 is provided on the pipeline between the piston chamber 11 and the servo chamber 12. The movable parts in the piston chamber 11 are connected to the brake pedal 2 through a ball push rod at the same time. The servo chamber 12 is connected to the air suspension module C through a pipeline. The gas delivery pipeline inside the air suspension module C is connected to the servo chamber 12 and the piston chamber 11 respectively through the first air valve AV-5 and the second air valve AV-6.

[0029] When the system is in normal braking mode but has not yet applied the brakes, the pedal simulator control valve PSV is energized, the valve port opens, and the oil circuit from the master cylinder's first chamber 61 to the pedal simulator 5 is connected, maintaining the decoupling state between the brake pedal 2 and the wheel cylinder. The first control valve CV-1 and the second control valve CV-2 are energized, and the valve ports open. When the vehicle is powered on, the ECU controls the two first control valves CV-1 and CV-2 and the pedal simulator control valve PSV to energize and open. When the driver presses the brake pedal, the pedal displacement sensor and the first pressure sensor detect the braking intention and transmit the signal to the MCU main chip. The ECU controls the first isolation valve ISO-1 and the second isolation valve ISO-2 to energize and close the valve ports. As the brake pedal 2 moves forward, the pressure in the master cylinder's first chamber 61 builds, and brake fluid continuously enters the pedal simulator 5. The pressure in the pedal simulator 5 increases, giving the driver a braking pedal feel and ensuring the decoupling of the brake pedal 2 from the wheel cylinder.

[0030] When the ECU controls the first isolation valve ISO-1 and the second isolation valve ISO-2 to be powered on, the ECU controls the brushless DC motor 9 to operate, drives the piston of the servo cylinder 8 forward through the ball screw assembly, builds pressure in the servo cylinder 8, and builds pressure in the wheel cylinder through the first control valve CV-1 and the second control valve CV-2, thereby realizing the output of brake assist.

[0031] When the intelligent braking system receives an active braking command from the vehicle, it can automatically brake. This active redundant braking function serves as a redundant backup for automatic braking. When the ECU of the air suspension module C is powered on, the first air valve AV-5 is activated and opened. Air from the air suspension module C enters the servo chamber 12 of the positive pressure booster 1. Because of the built-in first check valve 4 between the servo chamber 12 and the piston chamber 11, air in the servo chamber 12 is prevented from entering the piston chamber 11. The air acts on the servo piston in the servo chamber 12, pushing the dual-chamber tandem master cylinder 6 forward. The first and second chambers 61 and 62 of the master cylinder compress the brake fluid, building pressure in the front and rear wheel cylinders. The positive pressure booster 1 precisely regulates pressure through the first air valve AV-5, multiplying the braking force through air pressure. For autonomous vehicles above Level 3, the intervention of the air suspension module C provides a power source for active braking without pedaling, meeting the requirements of autonomous vehicles above Level 3.

[0032] During normal braking, the driver steps on the brake pedal 2, the displacement sensor and the first pressure sensor can detect the driver's braking intention and transmit the signal to the ECU. The ECU controls the second air valve AV-6 to open, and the air source of the air suspension module C can enter the piston chamber 11 of the positive pressure booster 1 through the second air valve AV-6, and together with the brake pedal 2 and the ball head push rod, push the movable parts in the piston chamber 11 to move axially. The movable parts here can be pistons, guide sleeves, etc. The movable parts can squeeze the gas in the piston chamber 11 into the servo chamber 12, so that the servo piston is pushed forward by the air to drive the dual-chamber series master cylinder 6. The air entering the piston chamber 11 from the second air valve AV-6 can be assisted by air pressure to multiply the braking force.

[0033] Preferably, the active safety module B includes four boost valves ISV1 / ISV2 / ISV3 / ISV4 respectively installed on the second pipeline a2, the third pipeline a3, the fifth pipeline a5 and the sixth pipeline a6, the four boost valves ISV1 / ISV2 / ISV3 / ISV4 are connected to four wheels respectively, and the four wheels are also connected to four pressure reducing valves OSV1 / OSV2 / OSV3 / OSV4 respectively, the four pressure reducing valves OSV1 / OSV2 / OSV3 / OSV4 are connected to the fluid storage tank 7 through the eleventh pipeline a11, one pressure reducing valve and one boost valve jointly control one wheel, and the opening adjustment of the pressure reducing valve and the boost valve can adjust the hydraulic pressure delivered to each wheel, thereby adjusting the braking force, wherein the four boost valves ISV1 / ISV2 / ISV3 / ISV4 are connected to the four wheels respectively, and the four pressure reducing valves OSV1 / OSV2 / OSV3 / OSV4 are connected to the fluid storage tank 7 through the eleventh pipeline a11, V2 / ISV3 / ISV4 can adopt a two-position, two-position normally open linear solenoid valve, and the four pressure reducing valves OSV1 / OSV2 / OSV3 / OSV4 adopt a two-position, two-position normally closed linear solenoid valve. Specifically, the input end of each pressure reducing valve OSV1 / OSV2 / OSV3 / OSV4 is connected to the first output port of the corresponding first isolation valve ISO-1 or the second isolation valve ISO-2, the input end of each boosting valve ISV1 / ISV2 / ISV3 / ISV4 is connected to the second output port of the corresponding first control valve CV-1 or the second control valve CV-2, and the output ends of each pressure reducing valve OSV1 / OSV2 / OSV3 / OSV4 and each boosting valve ISV1 / ISV2 / ISV3 / ISV4 are respectively connected to the four-wheel brakes of the vehicle.

[0034] During normal braking, the fluid outlet of the first chamber 61 of the master cylinder is connected to the wheel end FL / RR through the pipeline and the first control valve CV-1, the boost valve ISV1 / ISV2, and the pressure reducing valve OSV1 / OSV2; the fluid outlet of the second chamber 62 of the master cylinder is connected to the wheel end FR / RL through the pipeline and the second control valve CV-2, the boost valve ISV3 / ISV4, and the pressure reducing valve OSV3 / OSV4.

[0035] In this embodiment, the master cylinder's first chamber 61 integrates a displacement sensor for detecting the displacement of brake pedal 2. The master cylinder's second chamber 62 integrates a first pressure sensor for real-time monitoring of the chamber pressure of pedal simulator 5. When the driver depresses the brake pedal, the displacement sensor and first pressure sensor detect the braking intention and transmit a signal to the ECU, which then energizes and closes the first and second isolation valves ISO-1 and ISO-2. Furthermore, a second pressure sensor is integrated into the oil outlet line of the servo cylinder 8 to detect the servo cylinder pressure.

[0036] In this embodiment, a second one-way valve 13 and a pedal simulator control valve PSV are arranged in parallel on the seventh pipeline a7. The pedal simulator control valve PSV is used to control the passage between the pedal simulator 5 and the first chamber 61 of the master cylinder to realize the control of the operation of the pedal simulator 5. The pedal simulator control valve PSV is synchronously controlled with the first control valve CV-1 and the second control valve CV-2.

[0037] In this embodiment, the servo cavity 12 is connected to the exhaust control valve EV in the air suspension module C through a pipeline, or is externally connected to a spare exhaust control valve EV1, so that the air in the servo cavity 12 can be quickly discharged.

[0038] It should be noted that all directional indications in the embodiments of the present invention (such as up, down, left, right, front, back, etc.) are only used to explain the relative position relationship, movement status, etc. between the various components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0039] In addition, the terms "first," "second," and so on, used in this disclosure are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being described. Thus, a feature specified as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of this disclosure, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0040] In the present invention, unless otherwise specified or limited, the terms "connection" and "fixation" should be understood in a broad sense. For example, "fixation" can mean fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. Those skilled in the art will be able to understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0041] In addition, the technical solutions between the various embodiments of the present invention can be combined with each other, but it must be based on the fact that ordinary technicians in this field can implement it. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

Claims

1. A dual-redundant, wire-controlled pneumatic-hydraulic brake system comprising: A first power-assisting module (A); Active safety module (B), integrated into the first power-assist module (A); The first power-assisting module (A) comprises a liquid storage tank (7), a motor (9), a dual-chamber series master cylinder (6), a servo cylinder (8), a pedal simulator (5) and an ECU; the liquid in the first chamber (61) of the master cylinder of the dual-chamber series master cylinder (6) is connected to the second pipe (a2) and the third pipe (a3) of the active safety module (B) via a first pipe (a1); the liquid in the second chamber (62) of the master cylinder of the dual-chamber series master cylinder (6) is connected to the fifth pipe (a5) and the sixth pipe (a6) of the active safety module (B) via a fourth pipe (a4); a first isolation valve (ISO-1) is provided on the first pipe (a1); a second isolation valve (ISO-2) is provided on the fourth pipe (a4); and the first chamber (61) and the second chamber (62) of the master cylinder are both connected to the liquid storage tank (7); The low-pressure chamber of the pedal simulator (5) is connected to the liquid storage tank (7) through a pipeline, and the high-pressure chamber of the pedal simulator (5) is connected to the second chamber (62) of the master cylinder through a seventh pipeline (a7). The motor (9) is used to drive the servo cylinder (8) to operate. The servo cylinder (8) is connected to the liquid storage tank (7) through an eighth pipeline (a8). The servo cylinder (8) is also connected to the third pipeline (a3) and the fifth pipeline (a5) through a ninth pipeline (a9) and a tenth pipeline (a10), respectively. The ninth pipeline (a9) and the tenth pipeline (a10) are respectively provided with a first control valve (CV-1) and a second control valve (CV-2), characterized in that: It also includes a positive pressure booster (1), the positive pressure booster (1) having a servo chamber (12) and a piston chamber (11) isolated from each other, the piston in the servo chamber (12) being axially connected in series with the piston in the dual-chamber series master cylinder (6), a first one-way valve (4) being provided on the pipeline between the piston chamber (11) and the servo chamber (12), the movable part in the piston chamber (11) being connected to the brake pedal (2) via a ball head push rod, and the gas delivery pipeline in the air suspension module (C) being connected to the servo chamber (12) and the piston chamber (11) via a first air valve (AV-5) and a second air valve (AV-6) respectively; During active braking, the first air valve (AV-5) is opened, and air is introduced into the servo chamber (12) through the first air valve (AV-5). The first one-way valve (4) prevents the air in the servo chamber (12) from entering the piston chamber (11), and the servo piston in the servo chamber (12) is pushed forward by the air. During conventional braking, the second air valve (AV-6) is opened, and the air introduced into the piston chamber (11) through the second air valve (AV-6) together with the brake pedal (2) and the ball push rod push the movable part in the piston chamber (11) to move axially. The movable part squeezes the gas in the piston chamber (11) into the servo chamber (12), so that the servo piston is pushed forward by the air to move the dual-chamber series master cylinder (6).

2. The dual-redundant wire-controlled air-hydraulic brake system according to claim 1, characterized in that: The active safety module (B) includes four boost valves (ISV1 / ISV2 / ISV3 / ISV4) respectively installed on the second pipeline (a2), the third pipeline (a3), the fifth pipeline (a5) and the sixth pipeline (a6). The four boost valves (ISV1 / ISV2 / ISV3 / ISV4) are connected to four wheels respectively. The four wheels are also connected to four pressure reducing valves (OSV1 / OSV2 / OSV3 / OSV4) respectively. The four pressure reducing valves (OSV1 / OSV2 / OSV3 / OSV4) are connected to the liquid storage tank (7) through the eleventh pipeline (a11).

3. The dual-redundant wire-controlled air-hydraulic brake system according to claim 1, characterized in that: The first chamber (61) of the master cylinder is integrated with a displacement sensor for detecting the displacement of the brake pedal (2), and the second chamber (62) of the master cylinder is integrated with a first pressure sensor for detecting the chamber pressure of the pedal simulator (5) in real time.

4. The dual-redundant wire-controlled air-hydraulic brake system according to claim 3, characterized in that: A second pressure sensor is integrated on the oil outlet pipeline of the servo cylinder (8).

5. The dual-redundant wire-controlled air-hydraulic brake system according to claim 1, characterized in that: The seventh pipeline (a7) is provided with a second one-way valve (13) and a pedal simulator control valve (PSV) in parallel.

6. The dual-redundant, wire-controlled air-hydraulic brake system according to claim 1, characterized in that: The servo chamber (12) is connected to an exhaust control valve (EV) in an air suspension module (C) through a pipeline, or is externally connected to a spare exhaust control valve (EV1).

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