Hydraulic device, braking system and vehicle

Abstract

A brake system comprises a brake master cylinder (1), a first pressure booster and a second pressure booster; through the first pressure booster or the second pressure booster, the brake system can realize rich brake functions. Meanwhile, the brake system has a multiple redundancy design, can guarantee that the brake system can still meet the various brake function requirements of the vehicle in the case that the controller or the key electromagnetic valve fails, improve the safety of the brake system, guarantee the pedal feeling of the driver, bring the driver a more stable and comfortable driving experience, and is suitable for vehicles under the intelligent and electric trends. A hydraulic device, a control method, a readable storage medium and a vehicle are also provided.

Description

Technical Field

[0001] This application relates to the field of vehicle braking, and more particularly to a braking system. Background Technology

[0002] Braking systems provide functions such as Automatic Emergency Braking (AEB), Anti-lock Braking System (ABS), Traction Control System (TCS), and Stability Control System (ESC) during vehicle operation. However, with the development of autonomous driving technology, braking systems face challenges including: meeting miniaturization and low cost requirements while maintaining safety and reliability, and increasing system redundancy. Furthermore, when implementing redundancy backups for braking systems, it is necessary to consider how to provide richer braking functions to complement driver assistance features or autonomous driving capabilities, while balancing cost and system complexity. Summary of the Invention

[0003] This application relates to a braking system that meets the redundancy and safety requirements of autonomous vehicles. In response to the challenges faced by current braking systems, such as redundancy backup, cost control, and support for multiple functions, this application proposes an electro-hydraulic braking system with multiple redundancy control.

[0004] This application provides a braking system in a first possible embodiment, comprising: a master cylinder (1), a first booster, a second booster, and at least one first interface. The at least one first interface is used to connect to at least one brake wheel cylinder. The first booster is connected to the at least one first interface via at least one first control valve (31, 32, 33, 34). The master cylinder (1) includes a first main chamber (1i), which is connected to a second control valve (13) via the second booster. The second control valve (13) is connected to the at least one first interface via at least one first control valve (31, 32, 33, 34).

[0005] Optionally, the master cylinder may also include more master cylinder chambers.

[0006] According to a first possible implementation of the first aspect, in a second possible implementation, the braking system further includes a reservoir (5), at least one first interface being connected to the reservoir (5) via at least one third control valve (41, 42, 43, 44).

[0007] Optionally, the number of third control valves can be four or more. When the vehicle includes more than four brake wheel cylinders, the number of third control valves can also be greater than four.

[0008] According to the second possible implementation of the first aspect, in the third possible implementation, the second booster includes a fourth control valve (11), and the first main chamber (1i) is connected to at least one first interface in sequence through the fourth control valve (11), the second control valve (13), and at least one first control valve (31, 32, 33, 34).

[0009] According to the third possible implementation of the first aspect, in the fourth possible implementation, the second booster further includes a first booster pump (203), the output end of which is connected to the pipeline between the fourth control valve (11) and the second control valve (13), and is sequentially connected to at least one first interface through the second control valve (13), at least one first control valve (31, 32, 33, 34).

[0010] Optionally, the interface can be a liquid inlet or a liquid outlet, or include both liquid inlet and liquid outlet, or have the functions of both liquid inlet and liquid outlet.

[0011] According to the fourth possible implementation of the first aspect, in the fifth possible implementation, the input end of the first booster pump (203) is connected to the liquid storage container (5).

[0012] According to the fifth possible implementation of the first aspect, in the sixth possible implementation, the second booster further includes a first check valve (203v), the reservoir (5) is connected to a first end of the first check valve (203v), the second end of the first check valve (203v) is connected to the input end of the first booster pump (203), and the first check valve (203v) is configured to allow brake fluid to flow from the reservoir (5) through the first check valve (203v) to the input end of the first booster pump (203).

[0013] Optionally, a greater number of booster pumps can be included, which allows for faster pressure build-up.

[0014] Optionally, multiple booster pumps can be driven by the same motor or by different motors. Using a single motor reduces costs and simplifies the system. Using more booster pumps increases system redundancy.

[0015] According to the sixth possible implementation of the first aspect, in the seventh possible implementation, according to the fifth possible implementation of the first aspect, in the sixth possible implementation, the second booster further includes a fifth control valve (211), and the liquid storage container (5) is connected to at least one first interface in sequence through the fifth control valve (211), the second control valve (13), and at least one first control valve (31, 32, 33, 34).

[0016] According to the seventh possible implementation of the first aspect, in the eighth possible implementation, the second booster further includes a sixth control valve (213), the first end of which is connected to the first main chamber (1i), and the second end of which is connected to the pipeline between the first check valve (203v) and the first booster pump (203) and is connected to the input end of the first booster pump (203).

[0017] It should be noted that the sixth control valve allows brake fluid from the main brake chamber to enter the first booster pump, providing a certain pedal feel when the driver presses the pedal.

[0018] According to the eighth possible implementation of the first aspect, in the ninth possible implementation, the brake master cylinder (1) further includes a second main chamber (1j), which is connected to at least one first interface in sequence via a seventh control valve (12), an eighth control valve (14), and at least one first control valve (31, 32, 33, 34). The second booster also includes a second booster pump (204), a ninth control valve (212), a second check valve (204v), and a tenth control valve (214), wherein the reservoir (5) is connected to a first end of the second check valve (204v), and a second end of the second check valve (204v) is connected to the input end of the second booster pump (204). The second check valve (204v) is configured to allow brake fluid to flow from the reservoir (5) through the second check valve (204v) to the input end of the second booster pump (204). The output of the second booster pump (204) is connected to at least one first interface via the eighth control valve (14) and at least one first control valve (31, 32, 33, 34) in sequence. The liquid storage container (5) is connected to at least one first interface via the ninth control valve (212), the eighth control valve (14), and at least one first control valve (31, 32, 33, 34) in sequence. The first end of the tenth control valve (214) is connected to the second main chamber (1j), and the second end of the tenth control valve (214) is connected to the pipeline between the second check valve (204v) and the second booster pump (204) and is connected to the input end of the second booster pump (204).

[0019] It should be noted that the second main chamber can be redundant with the first main chamber, thereby improving the reliability of the braking system.

[0020] According to the sixth possible implementation of the first aspect, in the tenth possible implementation, the second booster further includes a fifth control valve (211), the first end of which is connected to the pipeline between the output end of the first booster pump (203) and the second control valve (13), and the second end of which is connected to the pipeline between the input end of the first booster pump (203) and the second end of the first check valve (203v).

[0021] According to the tenth possible implementation of the first aspect, in the eleventh possible implementation, the second booster further includes a sixth control valve (213), and the liquid storage container (5) is connected to at least one first interface in sequence through the sixth control valve (213), the second control valve (13), and at least one first control valve (31, 32, 33, 34).

[0022] According to the fifth possible implementation of the first aspect, in the twelfth possible implementation, the second booster further includes a fifth control valve (211) and a sixth control valve (213), wherein the liquid storage container (5) is also connected to at least one first interface in sequence through the sixth control valve (213), the fifth control valve (211), the second control valve (13), and at least one first control valve (31, 32, 33, 34).

[0023] According to the twelfth possible implementation of the first aspect, in the thirteenth possible implementation, the liquid storage container (5) is also connected to the input of the first booster pump (203) via the sixth control valve (213).

[0024] According to the thirteenth possible implementation of the first aspect, in the fourteenth possible implementation, the brake master cylinder (1) further includes a second main chamber (1j), which is connected to at least one first interface in sequence via a seventh control valve (12), an eighth control valve (14), and at least one first control valve (31, 32, 33, 34). The second booster also includes a second booster pump (204) and a ninth control valve (212), wherein the reservoir (5) is connected to the input end of the second booster pump (204) via a sixth control valve (213), and the reservoir (5) is connected to at least one first interface in sequence via the sixth control valve (213), the ninth control valve (212), the eighth control valve (14), and at least one first control valve (31, 32, 33, 34).

[0025] According to the fourth possible implementation of the first aspect, in the fifteenth possible implementation, the second booster further includes a sixth control valve (213), the first end of which is connected to the pipeline between the fourth control valve (11) and the first main chamber (1i), and the second end of which is connected to the input end of the first booster pump (203).

[0026] According to the second possible implementation of the first aspect, in the sixteenth possible implementation, the first booster includes a first boost chamber (202i), which is connected to a first end of a first boost control valve (21) and a first end of a second boost control valve (22), respectively. The second end of the first boost control valve (21) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34). The second end of the second boost control valve (22) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34).

[0027] According to the sixteenth possible implementation of the first aspect, in the seventeenth possible implementation, the first booster further includes a third booster control valve (23) and a fourth booster control valve (24). The first booster chamber (202i) is connected to the first end of the third booster control valve (23) and the first end of the fourth booster control valve (24), respectively. The second end of the third booster control valve (23) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34). The second end of the fourth booster control valve (24) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34).

[0028] According to the sixteenth possible implementation of the first aspect, in the eighteenth possible implementation, the first booster further includes a second booster chamber (202j), a third booster control valve (23), and a fourth booster control valve (24). The second booster chamber (202j) is connected to the first end of the third booster control valve (23) and the first end of the fourth booster control valve (24), respectively. The second end of the third booster control valve (23) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34). The second end of the fourth booster control valve (24) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34).

[0029] According to the sixteenth possible implementation of the first aspect, in the nineteenth possible implementation, the first booster further includes a second booster chamber (202j) and a fifth booster control valve (25). The first booster chamber (202j) is connected to a first end of the fifth booster control valve (25), and the second end of the fifth booster control valve (25) is connected to a first end of both the first booster control valve (21) and the second booster control valve (22). The second booster chamber (202j) is connected to a first end of both the first booster control valve (21) and the second booster control valve (22). The second end of the first booster control valve (21) is connected to at least one first interface via at least one first control valve (31, 32, 33, 34). The second end of the second booster control valve (22) is connected to at least one first interface via at least one first control valve (31, 32, 33, 34).

[0030] According to the seventeenth possible implementation of the first aspect, in the twentieth possible implementation, the braking system includes a first control unit (92) and a second control unit (93), a second control valve (13) is configured to be jointly controlled by the first control unit (92) and the second control unit (93), a first boost control valve (21) and a second boost control valve (22) are configured to be controlled by the first control unit (92), and a third boost control valve (23) and a fourth boost control valve (24) are configured to be controlled by the second control unit (93).

[0031] According to the eighteenth possible implementation of the first aspect, in the twenty-first possible implementation, the braking system includes a first control unit (92) and a second control unit (93), and a second control valve (13), a first boost control valve (21), a second boost control valve (22), a third boost control valve (23), and a fourth boost control valve (24) are configured to be jointly controlled by the first control unit (92) and the second control unit (93).

[0032] According to the nineteenth possible implementation of the first aspect, in the twenty-second possible implementation, the braking system includes a first control unit (92) and a second control unit (93), a first boost control valve (21), a second boost control valve (22), a fifth boost control valve (25), and a second control valve (13) configured to be controlled by the first control unit (92), and at least one first control valve (31, 32, 33, 34) and at least one third control valve (41, 42, 43, 44) configured to be jointly controlled by the first control unit (92) and the second control unit (93).

[0033] According to the twentieth to twentieth possible implementations of the first aspect, in the twentieth possible implementation, the first booster is configured to be jointly controlled by the first control unit (92) and the second control unit (93).

[0034] According to the second to twenty-third possible implementations of the first aspect, in the twenty-fourth possible implementation, the braking system includes a first subsystem and a second subsystem:

[0035] The first subsystem includes: a brake master cylinder (1), a reservoir (5), a second booster, at least one first interface (8F, 8G), and a second interface (8E). The brake master cylinder (1) is connected to the reservoir (5), and the brake master cylinder (1) is connected to at least one first interface (8F, 8G) through the second booster. The reservoir (5) is connected to the second interface (8E).

[0036] The second subsystem includes: a first booster, at least one second control valve (13, 14), at least one first control valve (31, 32, 33, 34), at least one third control valve (41, 42, 43, 44), at least one fourth port (8f, 8g), a fifth port (8e), and at least one first port. The at least one fourth port (8f, 8g) is connected to the first end of the at least one first control valve (31, 32, 33, 34) via the at least one second control valve (13, 14). The fifth port (8e) is connected to the first booster (2). The first booster (2) is connected to the first end of the at least one first control valve (31, 32, 33, 34). The second end of the at least one first control valve (31, 32, 33, 34) is connected to the at least one first port. The at least one first port is used to connect to at least one brake wheel cylinder. The at least one first port is connected to the fifth port (8e) via the at least one third control valve (41, 42, 43, 44). At least one first interface (8F, 8G) and at least one fourth interface (8f, 8g) are connected in a one-to-one correspondence, and the second interface (8E) is connected to the fifth interface (8e).

[0037] A second aspect of this application provides a hydraulic device. In a first possible embodiment of the second aspect, the hydraulic device includes: a master cylinder (1), a reservoir (5), a second booster, at least one first interface, and a second interface (8E). The master cylinder (1) includes a first main chamber (1i), and the at least one first interface includes a first output interface (8F). The first main chamber (1i) is connected to the first output interface (8F) via the second booster, the reservoir (5) is connected to the first main chamber (1i), and the reservoir (5) is connected to the second interface (8E).

[0038] According to the first possible implementation of the second aspect, in the second possible implementation, the second booster includes a fourth control valve (11), and the first main chamber (1i) is connected to the first output port (8F) through the fourth control valve (11).

[0039] According to the second possible implementation of the second aspect, in the third possible implementation, the second booster further includes a first booster pump (203), the output of which is connected to the pipeline between the fourth control valve (11) and the first output interface (8F).

[0040] According to the third possible implementation of the second aspect, in the fourth possible implementation, the input end of the first booster pump (203) is connected to the liquid storage container (5).

[0041] According to the fourth possible implementation of the second aspect, in the fifth possible implementation, a first check valve (203v) is further included, the reservoir (5) is connected to a first end of the first check valve (203v), the second end of the first check valve (203v) is connected to the input end of the first booster pump (203), and the first check valve (203v) is configured to allow brake fluid to flow from the reservoir (5) through the first check valve (203v) to the input end of the first booster pump (203).

[0042] According to the fifth possible implementation of the second aspect, in the sixth possible implementation, the second booster further includes a fifth control valve (211), and the liquid storage container (5) is connected to the first output interface (8F) through the fifth control valve (211).

[0043] According to the sixth possible implementation of the second aspect, in the seventh possible implementation, the second booster further includes a sixth control valve (213), the first end of which is connected to the first main chamber (1i), and the second end of which is connected to the pipeline between the first check valve (203v) and the first booster pump (203) and is connected to the input end of the first booster pump (203).

[0044] According to the seventh possible implementation of the second aspect, in the eighth possible implementation, the brake master cylinder (1) further includes a second main chamber (1j), which is connected to a second output interface (8G) via a seventh control valve (12). The second booster also includes a second booster pump (204), a ninth control valve (212), a second check valve (204v), and a tenth control valve (214), wherein the reservoir (5) is connected to the first end of the second check valve (204v), the second end of the second check valve (204v) is connected to the input end of the second booster pump (204), and the second check valve (204v) is configured to allow brake fluid to flow from the reservoir (5) through the second check valve (204v) to the input end of the second booster pump (204). The output end of the second booster pump (204) is connected to the pipeline between the seventh control valve (12) and the second output interface (8G). The liquid storage container (5) is connected to the second output interface (8G) in sequence through the ninth control valve (212). The first end of the tenth control valve (214) is connected to the second main chamber (1j), and the second end of the tenth control valve (214) is connected to the pipeline between the second check valve (204v) and the second booster pump (204) and connected to the input end of the second booster pump (204).

[0045] According to the fifth possible implementation of the second aspect, in the ninth possible implementation, the second booster further includes a fifth control valve (211), the first end of which is connected to the pipeline between the output end of the first booster pump (203) and the first output interface (8F), and the second end of which is connected to the pipeline between the input end of the first booster pump (203) and the second end of the first check valve (203v).

[0046] According to the ninth possible implementation of the second aspect, in the tenth possible implementation, the second booster further includes a sixth control valve (213), and the liquid storage container (5) is connected to the first output interface (8F) through the sixth control valve (213).

[0047] According to the fourth possible implementation of the second aspect, in the eleventh possible implementation, the second booster further includes a fifth control valve (211) and a sixth control valve (213), wherein the liquid storage container (5) is also connected to the first output interface (8F) in sequence through the sixth control valve (213) and the fifth control valve (211).

[0048] According to the eleventh possible implementation of the second aspect, in the twelfth possible implementation, the liquid storage container (5) is also connected to the input of the first booster pump (203) via the sixth control valve (213).

[0049] According to the twelfth possible implementation of the second aspect, in the thirteenth possible implementation, the brake master cylinder (1) further includes a second main chamber (1j), which is connected to the second output interface (8G) via a seventh control valve (12). The second booster also includes a second booster pump (204) and a ninth control valve (212), wherein the reservoir (5) is connected to the input end of the second booster pump (204) via a sixth control valve (213), and the reservoir (5) is connected to the second output interface (8G) in sequence via the sixth control valve (213) and the ninth control valve (212).

[0050] According to the third possible implementation of the second aspect, in the fourteenth possible implementation, the second booster according to the second aspect further includes a sixth control valve (213), the first end of the sixth control valve (213) being connected to the pipeline between the fourth control valve (11) and the first main chamber (1i), and the second end of the sixth control valve (213) being connected to the input end of the first booster pump (203).

[0051] A third aspect of this application provides a hydraulic device. In a first possible embodiment of the third aspect, the hydraulic device includes: a first booster, at least one first control valve (31, 32, 33, 34), at least one second control valve (13, 14), at least one third control valve (41, 42, 43, 44), at least one fourth port (8f, 8g), a fifth port (8e), and at least one first port. The at least one fourth port (8f, 8g) is connected to the first end of the at least one first control valve (31, 32, 33, 34) via the at least one second control valve (13, 14). The fifth port (8e) is connected to the first booster (2). The first booster (2) is connected to the first end of the at least one first control valve (31, 32, 33, 34). The second end of the at least one first control valve (31, 32, 33, 34) is connected to the at least one first port. The at least one first port is used to connect to at least one brake wheel cylinder. At least one first interface is connected to a fifth interface (8e) via at least one third control valve (41, 42, 43, 44).

[0052] According to the first possible implementation of the third aspect, in the second possible implementation, the first booster includes a first boost chamber (202i), which is connected to a first end of a first boost control valve (21) and a first end of a second boost control valve (22), respectively. The second end of the first boost control valve (21) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34). The second end of the second boost control valve (22) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34).

[0053] According to the second possible implementation of the third aspect, in the third possible implementation, the first booster further includes a third booster control valve (23) and a fourth booster control valve (24). The first booster chamber (202i) is connected to the first end of the third booster control valve (23) and the first end of the fourth booster control valve (24), respectively. The second end of the third booster control valve (23) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34). The second end of the fourth booster control valve (24) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34).

[0054] According to the second possible implementation of the third aspect, in the fourth possible implementation, the first booster further includes a second booster chamber (202j), a third booster control valve (23), and a fourth booster control valve (24). The second booster chamber (202j) is connected to the first end of the third booster control valve (23) and the first end of the fourth booster control valve (24), respectively. The second end of the third booster control valve (23) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34). The second end of the fourth booster control valve (24) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34).

[0055] According to the second possible implementation of the third aspect, in the fifth possible implementation, the first booster further includes a second booster chamber (202j) and a fifth booster control valve (25). The first booster chamber (202j) is connected to the first end of the fifth booster control valve (25), and the second end of the fifth booster control valve (25) is connected to the first end of the first booster control valve (21) and the first end of the second booster control valve (22), respectively. The second booster chamber (202j) is connected to the first end of the first booster control valve (21) and the first end of the second booster control valve (22), respectively. The second end of the first booster control valve (21) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34). The second end of the second booster control valve (22) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34).

[0056] According to the third possible implementation of the third aspect, in the sixth possible implementation, a first control unit (92) and a second control unit (93) are further included, the second control valve (13) is configured to be jointly controlled by the first control unit (92) and the second control unit (93), the first boost control valve (21) and the second boost control valve (22) are configured to be controlled by the first control unit (92), and the third boost control valve (23) and the fourth boost control valve (24) are configured to be controlled by the second control unit (93).

[0057] According to the fourth possible implementation of the third aspect, in the seventh possible implementation, a first control unit (92) and a second control unit (93) are also included, and the second control valve (13), the first boost control valve (21), the second boost control valve (22), the third boost control valve (23), and the fourth boost control valve (24) are configured to be jointly controlled by the first control unit (92) and the second control unit (93).

[0058] According to the fifth possible implementation of the third aspect, in the eighth possible implementation, a first control unit (92) and a second control unit (93) are further included, a first boost control valve (21), a second boost control valve (22), a fifth boost control valve (25), and a second control valve (13) are configured to be controlled by the first control unit (92), and at least one first control valve (31, 32, 33, 34) and at least one third control valve (41, 42, 43, 44) are configured to be jointly controlled by the first control unit (92) and the second control unit (93).

[0059] According to any one of the first to eighth possible implementations of the third aspect, in the ninth possible implementation, the first booster is configured to be jointly controlled by the first control unit (92) and the second control unit (93).

[0060] This application provides a fourth aspect of a braking system control method. In a first possible embodiment of the fourth aspect, the braking system includes: a brake master cylinder, a first booster, a second booster, and at least one first interface. The at least one first interface is used to connect to at least one brake wheel cylinder. The first booster is connected to the at least one first interface via at least one first control valve (31, 32, 33, 34). The brake master cylinder includes a first main chamber (1i), which is connected to a second control valve (13) via the second booster. The second control valve (13) is connected to the at least one first interface via at least one first control valve (31, 32, 33, 34).

[0061] The method includes: obtaining a first braking demand. When the braking system is in a first state, controlling the second booster to operate. The first state includes at least one of the following: a first booster failure, a second control valve (13) failure, or at least one first control valve (31, 32, 33, 34) failure.

[0062] According to the first possible implementation of the fourth aspect, in the second possible implementation, the braking system includes a first booster pump (203) and a fourth control valve (11), wherein the first main chamber (1i) is sequentially connected to at least one first interface via the fourth control valve (11), a second control valve (13), and at least one first control valve (31, 32, 33, 34). The output end of the first booster pump (203) is connected to the pipeline between the fourth control valve (11) and the second control valve (13), and is sequentially connected to at least one first interface via the second control valve (13) and at least one first control valve (31, 32, 33, 34). The method includes controlling the operation of the second booster by controlling the fourth control valve (11) to be in an open state.

[0063] According to the second possible implementation of the fourth aspect, in the third possible implementation, the braking system further includes a sixth control valve (213), a first end of which is connected to the first main chamber (1i), and a second end of which is connected to the input end of the first booster pump (203). The method includes controlling the operation of the second booster by controlling the sixth control valve (213) to be in an on state.

[0064] According to the second possible implementation of the fourth aspect, in the fourth possible implementation, the braking system includes a reservoir (5) and a fifth control valve (211), wherein the reservoir (5) is connected to the input of a first booster pump (203), and the reservoir (5) is connected to at least one first interface via the fifth control valve (211), a second control valve (13), and at least one first control valve (31, 32, 33, 34). The method includes: obtaining a second braking demand; and controlling the fifth control valve (211) to be in an on state.

[0065] According to the fourth possible implementation of the fourth aspect, in the fifth possible implementation, the method includes: controlling the opening degree or switching frequency of the fifth control valve (211) according to the second braking demand.

[0066] According to a first possible implementation of the fourth aspect, in a sixth possible implementation, the braking system includes a first control unit (91), a second control unit (92), a second booster configured to be controlled by the first control unit (91), and a second control valve (13) and the first booster configured to be controlled by the second control unit (92). The method includes: a first state further includes: a second control unit failure.

[0067] This application provides a hydraulic device in a fifth aspect. In a first possible embodiment of the fifth aspect, the hydraulic device includes: a second booster, at least one first port, a second port (8E), at least one third port, and at least one fourth port. The at least one first port includes a first output port (8F). The at least one third port is used to connect to a brake master cylinder, and the at least one fourth port is used to connect to the fourth port. The third port is connected to the first output port (8F) via the second booster.

[0068] According to the first possible implementation of the fifth aspect, in the second possible implementation, the second booster includes a fourth control valve (11), and the third interface is connected to the first output interface (8F) through the fourth control valve (11).

[0069] According to the second possible implementation of the fifth aspect, in the third possible implementation, the second booster further includes a first booster pump (203), the output of which is connected to the pipeline between the fourth control valve (11) and the first output interface (8F).

[0070] According to the third possible implementation of the fifth aspect, in the fourth possible implementation, the input end of the first booster pump (203) is connected to the fourth interface.

[0071] According to the fourth possible implementation of the fifth aspect, in the fifth possible implementation, a first check valve (203v) is further included, a fourth interface is connected to a first end of the first check valve (203v), a second end of the first check valve (203v) is connected to the input end of the first booster pump (203), and the first check valve (203v) is configured to allow brake fluid to flow from the fourth interface through the first check valve (203v) to the input end of the first booster pump (203).

[0072] According to the fifth possible implementation of the fifth aspect, in the sixth possible implementation, the second booster further includes a fifth control valve (211), and the fourth interface is connected to the first output interface (8F) through the fifth control valve (211).

[0073] According to the sixth possible implementation of the fifth aspect, in the seventh possible implementation, the second booster further includes a sixth control valve (213), the first end of which is connected to the third interface, and the second end of which is connected to the pipeline between the first check valve (203v) and the first booster pump (203) and is connected to the input end of the first booster pump (203).

[0074] According to the seventh possible implementation of the fifth aspect, in the eighth possible implementation, the brake master cylinder (1) further includes a second main chamber (1j), which is connected to a second output port (8G) via a seventh control valve (12). The second booster also includes a second booster pump (204), a ninth control valve (212), a second check valve (204v), and a tenth control valve (214), wherein a fourth port is connected to a first end of the second check valve (204v), and a second end of the second check valve (204v) is connected to an input end of the second booster pump (204). The second check valve (204v) is configured to allow brake fluid to flow from the fourth port through the second check valve (204v) to the input end of the second booster pump (204). The output end of the second booster pump (204) is connected to a pipeline between the seventh control valve (12) and the second output port (8G). The fourth port is connected to the second output port (8G) in sequence via the ninth control valve (212). The first end of the tenth control valve (214) is connected to the second main chamber (1j), and the second end of the tenth control valve (214) is connected to the pipeline between the second check valve (204v) and the second booster pump (204) and is connected to the input end of the second booster pump (204).

[0075] According to the fifth possible implementation of the fifth aspect, in the ninth possible implementation, the second booster further includes a fifth control valve (211), the first end of which is connected to the pipeline between the output end of the first booster pump (203) and the first output interface (8F), and the second end of which is connected to the pipeline between the input end of the first booster pump (203) and the second end of the first check valve (203v).

[0076] According to the ninth possible implementation of the fifth aspect, in the tenth possible implementation, the second booster further includes a sixth control valve (213), and the fourth interface is connected to the first output interface (8F) through the sixth control valve (213).

[0077] According to the fourth possible implementation of the fifth aspect, in the eleventh possible implementation, the second booster further includes a fifth control valve (211) and a sixth control valve (213), wherein the fourth interface is also connected to the first output interface (8F) in sequence through the sixth control valve (213) and the fifth control valve (211).

[0078] According to the eleventh possible implementation of the fifth aspect, in the twelfth possible implementation, the fourth interface is also connected to the input of the first booster pump (203) via the sixth control valve (213).

[0079] According to the twelfth possible implementation of the fifth aspect, in the thirteenth possible implementation, the brake master cylinder (1) further includes a second main chamber (1j), which is connected to a second output interface (8G) via a seventh control valve (12). The second booster also includes a second booster pump (204) and a ninth control valve (212), wherein a fourth interface is connected to the input end of the second booster pump (204) via a sixth control valve (213), and the fourth interface is connected to the second output interface (8G) in sequence via the sixth control valve (213) and the ninth control valve (212).

[0080] According to the third possible implementation of the fifth aspect, in the fourteenth possible implementation, the second booster according to the fifth aspect further includes a sixth control valve (213), the first end of which is connected to the pipeline between the fourth control valve (11) and the third interface, and the second end of which is connected to the input end of the first booster pump (203).

[0081] The sixth aspect of this application provides a readable storage medium storing program instructions that, when executed, perform any of the methods described in the fourth aspect.

[0082] The seventh aspect of this application provides a vehicle that includes a braking system as provided in any of the first aspects, or a hydraulic system as provided in any of the second, third, or fifth aspects.

[0083] The braking system provided in this application has a multi-redundancy design, which ensures that the braking system can still meet the vehicle's various braking function requirements even if the controller or key solenoid valve fails, thereby improving the safety of the braking system, ensuring the driver's pedal feel, and providing the driver with a more stable and comfortable driving experience. Attached Figure Description

[0084] Figure 1 A schematic diagram of a vehicle system architecture provided in this application embodiment;

[0085] Figure 2 This application provides a schematic diagram of the arrangement of a braking system in a vehicle according to an embodiment of the present application.

[0086] Figure 3-a A schematic diagram of a braking system provided in an embodiment of this application;

[0087] Figure 3-bThis is a schematic diagram of the working state of a braking system provided in an embodiment of this application;

[0088] Figure 4 A schematic diagram of another braking system provided in this application embodiment;

[0089] Figure 5 A schematic diagram of another braking system provided in this application embodiment;

[0090] Figure 6-a A schematic diagram of another braking system provided in this application embodiment;

[0091] Figure 6-b A schematic diagram of the working state of another braking system provided in this application embodiment;

[0092] Figure 7 A schematic diagram of another braking system provided in this application embodiment;

[0093] Figure 8 A schematic diagram of another braking system provided in this application embodiment;

[0094] Figure 9 A schematic diagram of another braking system provided in this application embodiment;

[0095] Figure 10 A schematic diagram of another braking system provided in this application embodiment;

[0096] Figure 11 A schematic diagram of another braking system provided in this application embodiment;

[0097] Figure 12 This is a schematic diagram of another braking system architecture provided in an embodiment of this application;

[0098] Figure 13 A schematic diagram of another braking system provided in this application embodiment;

[0099] Figure 14 A schematic diagram of the working state of another braking system provided in this application embodiment;

[0100] Figure 15 A schematic diagram of the working state of another braking system provided in this application embodiment;

[0101] Figure 16 A schematic diagram of the working state of another braking system provided in this application embodiment;

[0102] Figure 17 A schematic diagram of another braking system provided in this application embodiment;

[0103] Figure 18A schematic diagram of another braking system provided in this application embodiment;

[0104] Figure 19 A schematic diagram of another braking system provided in this application embodiment;

[0105] Figure 20 A schematic diagram of another braking system provided in this application embodiment;

[0106] Figure 21 A schematic diagram of another braking system provided in this application embodiment;

[0107] Figure 22 A schematic diagram of another braking system provided in this application embodiment;

[0108] Figure 23 A schematic diagram of another braking system provided in this application embodiment;

[0109] Figure 24 A schematic diagram of another braking system provided in this application embodiment;

[0110] Figure 25 A schematic diagram of another braking system provided in this application embodiment;

[0111] Figure 26 A schematic diagram of another braking system provided in this application embodiment;

[0112] Figure 27 A schematic diagram of another braking system provided in this application embodiment;

[0113] Figure 28 A schematic diagram of another braking system provided in this application embodiment;

[0114] Figure 29 A schematic diagram of another braking system provided in this application embodiment;

[0115] Figure 30 A schematic diagram of another braking system provided in this application embodiment;

[0116] Figure 31 A schematic diagram of another braking system provided in this application embodiment;

[0117] Figure 32 A schematic diagram of another braking system provided in this application embodiment;

[0118] Figure 33 This is a schematic diagram of another braking system provided in an embodiment of this application. Detailed Implementation

[0119] The technical solutions of this application will now be described with reference to the accompanying drawings. Obviously, the described embodiments are merely a part of the embodiments provided in this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0120] To facilitate understanding, this application specification first introduces the relevant terms and concepts that may be involved in the embodiments of this application.

[0121] Integrated brake system (IBS): An electro-hydraulic wire-controlled braking system consisting of an electric linear pump, solenoid valves, and valve bodies, which can realize the braking functions of the vehicle such as ABS / AEB / TCS / ESC.

[0122] Redundant brake unit (RBU): An independent braking module that serves as a backup for the main braking system. When the vehicle's main braking system fails, the RBU module takes over the braking, improving vehicle safety.

[0123] Basic brake function (BBF): In response to braking intent, it performs basic braking functions.

[0124] Anti-lock Braking System (ABS): When a vehicle brakes suddenly or on icy or snowy roads, the wheels tend to lock up. Wheel lock-up leads to increased braking distance and loss of steering intention. The ABS system adjusts the braking force at the wheel that is about to lock up, based on the degree of wheel lock-up, to prevent wheel lock-up.

[0125] Electronic stability control system (ESC): Sensors collect vehicle information to determine the vehicle's instability. When the vehicle tends to become unstable, the ESC system applies braking force to one or some wheels to obtain a yaw moment that stabilizes the wheels, thereby stabilizing the vehicle.

[0126] Traction control system (TCS): When driving on icy or snowy roads, or when one wheel is stuck in mud, the vehicle cannot move normally due to severe wheel slippage. The TCS system reduces the driving force or applies braking force to the slipping wheel according to the wheel slippage situation, thereby reducing wheel slippage and ensuring normal vehicle movement.

[0127] Adaptive cruise control (ACC): This is a system that adds a function to maintain a reasonable distance from the vehicle in front to the cruise control system that controls the cruise at a set speed. Its sub-functions include cruise control, follow cruise, cornering cruise, driving mode selection, intelligent cornering, and intelligent speed limit. It mainly achieves the cruise function by controlling the vehicle speed through the braking system and the drive system.

[0128] Automatic emergency braking (AEB): When a vehicle encounters a sudden dangerous situation or the distance to the vehicle in front or pedestrians is less than a safe distance, it will actively brake to avoid or reduce the occurrence of rear-end collisions and other collision accidents.

[0129] Brake prefill (AEB prefill, ABP): Better prepares for pressure build-up by reducing the distance between the brake disc and the friction pads.

[0130] Adaptive braking assist (ABA): By sensing the speed and distance of other vehicles, ABA adaptively adjusts the braking force of its own vehicle. For example, when a collision may occur and the driver's pedal force is insufficient, ABA actively increases the braking force of the braking system.

[0131] Automatic warning braking (AWB): Provides a warning to the driver with a short braking action before full braking.

[0132] Vehicle longitudinal control (VLC) includes the control of the vehicle's speed, acceleration, etc. in the longitudinal direction.

[0133] Controller Driving Deceleration (CDD): Helps the vehicle transition from braking to a standstill, and also helps the vehicle start comfortably from a standstill.

[0134] Automatic vehicle hold (AVH): The vehicle can automatically maintain the braking state when it is parked and waiting, so the driver does not need to keep the brake pedal pressed for a long time.

[0135] Brake disc washing (BDW): This process involves increasing the pressure in the braking system to bring the brake pads into contact with the brake disc, thereby removing dirt and water stains.

[0136] Hazzard lights (HAZ): When a vehicle is braking suddenly, it sends a warning to other vehicles in the environment by flashing its warning lights.

[0137] Hydraulic brake assist (HBA): During emergency braking, when the driver's pedal force is insufficient, the hydraulic system can quickly increase the braking force.

[0138] Hydraulic fading compensation (HFC): Identifies and compensates for brake system performance degradation caused by overheating of the brake system.

[0139] Hydraulic rear-wheel boost (HRB): Increases the braking force of the rear wheels during emergency braking of a vehicle.

[0140] Hill-start assist system (HAS): Prevents the vehicle from rolling backward when starting on a slope.

[0141] Hill Descent Control (HDC): During descent, the vehicle achieves a smooth descent by automatically controlling the braking system, without the driver needing to use the brake pedal.

[0142] Value-added functions (VAFs) include additional braking functions such as AEB, ABP, ABA, AWB, CDD, VLC, AVH, BDW, HAZ, HBA, HFC, HRB, HAS, and HDC. These can be used to support autonomous driving systems (ADS) or advanced driving assistance systems (ADAS).

[0143] Other terms or concepts used in this application specification include: reservoir level sensor (RLS), test simulation valve (TSV), pedal simulation valve (PSV), pedal travel sensor (PTS), master cylinder pressure sensor (MCPS), brake circuit pressure sensor (BCPS), motor position sensor (MPS), electronic control unit (ECU), dual apply plunger (DAP), etc.

[0144] It should be noted that the above-described terms and concepts are for illustrative purposes only and should not be construed as limiting the embodiments of this application.

[0145] The following description of this application will be combined with Figures 1 to 21 The braking system provided in the embodiments of this application will be described.

[0146] Vehicles are undergoing a transformation towards electrification, connectivity, and intelligence. For vehicles, various systems, including the braking system, are also facing changes and upgrades. The structural changes and functional upgrades of the braking system are closely related to the innovation of the overall vehicle architecture. Specifically, the following will combine... Figure 1 Describe each system of the vehicle.

[0147] Figure 1 This is a schematic diagram of a vehicle 100 provided in an embodiment of this application. The vehicle 100 may include various subsystems, such as an infotainment system 110, a perception system 120, a decision control system 130, a drive system 140, and a computing platform 150. Optionally, the vehicle 100 may include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and component of the vehicle 100 can be interconnected via wired or wireless means.

[0148] For a vehicle, the braking system 135 is one of its most critical systems, directly affecting the vehicle's overall performance and the safety of its occupants. The braking system 135 is used to control the speed of the vehicle 100. The braking system 135 can slow the rotational speed of the wheels 144 through friction. In some embodiments, the braking system 135 may also have a regenerative braking function. Furthermore, the braking system 135 can also control the speed of the vehicle 100 in other ways.

[0149] In regenerative braking, when a vehicle decelerates or brakes, the electric motor converts some of the vehicle's mechanical energy into electrical energy, which is then stored in the battery. This electrical energy is used to generate braking force. When the vehicle accelerates again, the electric motor converts the energy stored in the battery back into kinetic energy. However, regenerative braking faces challenges such as limitations in braking intensity and cannot meet the needs of all braking conditions. Therefore, hydraulic braking systems still have significant application value in new energy vehicles.

[0150] The development of vehicle intelligence has provided more possibilities for the functional development of braking systems. For example... Figure 1 As shown, the vehicle 100 provided in this application embodiment can be configured for fully or partially autonomous driving. For example, the vehicle 100 can acquire environmental information about its surroundings through the perception system 120, and obtain an autonomous driving strategy based on the analysis of the surrounding environmental information to achieve fully autonomous driving, or present the analysis results to the user to achieve partial autonomous driving. In some embodiments, the vehicle 100 can adjust its speed by perceiving its surrounding environment. The surrounding environment may include other vehicles and / or pedestrians and other traffic participants, and may also include roads, infrastructure, or other objects. In some examples, the vehicle 100 can autonomously identify the surrounding environment and determine its speed based on information about objects in the environment (such as speed, acceleration, distance from the vehicle, etc.).

[0151] The increased computing and control resources available to vehicles have provided more options for the design of braking system control methods. For example... Figure 1 As shown, some or all of the functions of the vehicle 100 provided in this application embodiment are controlled by a computing platform 150. The computing platform 150 can control various functions of the vehicle 100 based on inputs received from various subsystems (e.g., drive system 140, perception system 120, and decision control system 130). In particular, for the braking system 135, the computing platform 150 can bring more possibilities to the functional development of the braking system 135. For example, the computing platform 150 can control the braking system 135 according to inputs from the decision control system 130 to avoid collisions with obstacles detected by the perception system 120.

[0152] The following is combined Figure 1 The computing platform 150 is described.

[0153] The computing platform 150 may include at least one processor 151, which can execute instructions 153 stored in a non-transitory computer-readable medium such as memory 152. In some embodiments, the computing platform 150 may also be multiple computing devices that control individual components or subsystems of the vehicle 100 in a distributed manner.

[0154] For example Figure 1 The computing platform 150 shown herein includes a processor 151, which can be any conventional processor, such as a central processing unit (CPU). Alternatively, the processor 151 may also include a graphics processing unit (GPU), a field-programmable gate array (FPGA), a system-on-chip (SoC), an application-specific integrated circuit (ASIC), or a combination thereof. Although Figure 1 The processor, memory, and other components are functionally illustrated; however, those skilled in the art will understand that the processor, computer, or memory may or may not be stored in the same physical housing. For example, memory may be a hard disk drive or other storage medium located in a housing different from that of a computer. Therefore, references to a processor or computer will be understood to include references to a collection of processors or computers or memories that may or may not operate in parallel. Unlike using a single processor to perform the steps described herein, some components, such as steering and braking components, may each have their own processor that performs calculations only related to the component's specific function. In various aspects described herein, the processor may be located remotely from the vehicle and communicate wirelessly with the vehicle. In other aspects, some of the processes described herein are executed on a processor located within the vehicle, while others are executed by a remote processor, including taking steps necessary to perform a single operation. In some embodiments, memory 152 may contain instructions 153, such as program logic. Instructions 153 may be executed by processor 151 to perform various functions of vehicle 100. The memory 152 may also contain additional instructions, including instructions to send data to, receive data from, interact with, and / or control one or more of the infotainment system 110, perception system 120, decision control system 130, and drive system 140. In some embodiments, in addition to instructions 153, the memory 152 may also store data such as road maps, route information, vehicle position, direction, speed, and other such vehicle data, as well as other information. This information can be used by the vehicle 100 and computing platform 150 during autonomous, semi-autonomous, and / or manual operation of the vehicle 100.

[0155] It should be noted that, Figure 1This should not be construed as a limitation on the embodiments of this application. Optionally, one or more of the above-described components may be installed separately from or associated with the vehicle 100. For example, the memory 152 may exist partially or completely separately from the vehicle 100. The above-described components may be communicatively coupled together in a wired and / or wireless manner. Optionally, the above-described components are merely examples; in practical applications, components in the various modules may be added, deleted, or reorganized according to actual needs. Furthermore, the vehicle 100 may be a passenger car, commercial vehicle, motorcycle, special-purpose vehicle (such as a fire truck, ambulance, mining truck, road construction vehicle, etc.), rail vehicle, ship, aircraft, etc., and the embodiments of this application do not impose any particular limitation.

[0156] To facilitate understanding the form of the braking system in the overall vehicle layout, such as Figure 2 As shown, this application specification also provides a schematic diagram of the arrangement of a braking system in a vehicle. In some embodiments, the braking system 135 can be arranged in the vehicle as follows: Figure 2 As shown. In some embodiments, the braking system 135 may include components such as a brake pedal, a master cylinder, a booster, brake lines, and wheel cylinders. When the driver depresses the brake pedal, or when a braking signal is received, the master cylinder or booster provides braking pressure to the wheel cylinders, and further drives the brake actuator to brake the vehicle.

[0157] Of course, besides Figure 2 Besides the one possible arrangement provided, the braking system can also be arranged in other ways in a vehicle. For example, the rear axle wheels can use mechanical brakes; or, when the vehicle has a larger number of wheels, such as six wheels, the braking system can include more brake lines and more brake cylinders. Therefore, it should be noted that... Figure 2 This is merely one possible arrangement of the braking system provided as an embodiment of this application and should not be construed as a limitation on the embodiments of this application.

[0158] Therefore, based on the above description, it can be understood that the development trends of electrification, connectivity, and intelligence have placed higher demands on the reliability and safety of vehicle braking systems, while also bringing more possibilities for the development of braking system functions.

[0159] In the face of these new challenges and opportunities, the braking system provided in this application can ensure that the vehicle can still achieve the vehicle braking function through the redundant controller in the event of failure of the main braking system controller or the key solenoid valve. In some embodiments, it can also meet the braking function requirements of the vehicle such as ABS / AEB / TCS / ESC, which greatly improves the safety and reliability of the vehicle.

[0160] The braking system provided in this application will be described in detail below with reference to specific embodiments.

[0161] First, it should be noted that the names of control valves in the braking system appearing in this application specification do not represent the type of control valve, but only their functions. For example, terms such as "isolation valve," "boost valve," "pressure reducing valve," "solenoid valve driven by two controllers," and "solenoid valve driven independently by a single controller," which may appear in the embodiments of this application, are not limitations on the type of control valve involved. For example, a control valve used to control the connection or disconnection of the inlet line can be called an "inlet valve" or a "boost valve"; a controller used to control the connection or disconnection of the return line can be called an "outlet valve" or a "pressure reducing valve"; a control valve used to isolate two-stage braking subsystems can be called an "isolation valve." These control valves can be valves commonly used in existing braking systems, such as solenoid valves. It should be understood that this application does not limit the types of control valves.

[0162] Furthermore, it should be noted that the braking system provided in some embodiments of this application may also include a one-way valve (31V, 32V, 33V, 34V, 51V, 61V, 202V). The one-way valve may be an independent unit or may be implemented by selecting a control valve that integrates a one-way valve; this application does not impose any limitations on this.

[0163] It should also be noted that the brake lines mentioned in this application specification may be simply referred to as "outlet lines" or "inlet lines," or they may be both "outlet lines" and "inlet lines." For example, during the process of depressurizing the brake cylinders of a car's wheels, the brake lines in the braking system are used to deliver brake fluid from the brake cylinders to the reservoir; in this case, the brake lines can be called "outlet lines." During the process of pressurizing the brake cylinders of a car's wheels, the brake lines are used to provide brake fluid to the car's wheels to provide braking force; in this case, the brake lines can be called "inlet lines."

[0164] Next, it should be noted that the braking system and brake wheel cylinders provided in this application can adopt various connection forms, such as X-type, H-type, and I-type arrangements. An X-type arrangement can have one brake circuit connecting the brake wheel cylinders of the left front wheel (FL) and the right rear wheel (RR), and another brake circuit connecting the brake wheel cylinders of the right front wheel (FR) and the left rear wheel (RL). An H-type arrangement can have one brake circuit connecting the brake wheel cylinders of the left front wheel (FL) and the left rear wheel (RL), and another brake circuit connecting the brake wheel cylinders of the right front wheel (FR) and the right rear wheel (RR). An I-type arrangement can have one brake circuit connecting the brake wheel cylinders of the left front wheel (FL) and the right front wheel (FR), and another brake circuit connecting the brake wheel cylinders of the left rear wheel (RL) and the right rear wheel (RR). It should be understood that although some embodiments provided in this application use an X-type brake circuit as an example, the type of brake circuit in this application is not limited.

[0165] Secondly, it should be noted that in some embodiments provided in this application, the specification does not show the generation process of the motor control signal, and the connection relationship between the control unit and the turbocharger drive device only indicates the control relationship.

[0166] It should also be noted that in this application specification, the first control unit 91 is also referred to as ECU1 in some embodiments, the second control unit 92 is also referred to as ECU2 in some embodiments, and the third control unit 93 is also referred to as ECU3 in some embodiments.

[0167] Additionally, it should be noted that in some embodiments provided in this application, the control unit can be a controller or can be integrated into a controller. The controller at least includes various solenoid valve drives, motor drives, and various signal processing and control output interfaces. The controller receives measurement or detection signals from various sensors, such as environmental conditions, driver input, and braking system status, and controls the braking characteristics of the braking system through calculation and judgment.

[0168] Furthermore, it should be noted that the normally open valve mentioned in this application specification can be understood as a control valve that is in a conducting state under the initial condition of not being energized or not operating, and the normally open valve switches from the conducting state to the closed state when energized or operated; the normally closed valve mentioned in this application specification can be understood as a control valve that is closed under the initial condition of not being energized or not operating, and the normally closed valve switches from the closed state to the conducting state when energized or operated.

[0169] Based on the above description, this application specification will be combined with the appendix. Figure 3-a To be continued Figure 21The embodiments of this application will be described in detail.

[0170] Example 1

[0171] Figure 3-a This is a schematic diagram of a braking system provided in Embodiment 1 of this application. The following is in conjunction with... Figure 3-a The system composition, connection relationship, integration method, interface settings, and control relationship of the braking system provided in Embodiment 1 are described.

[0172] First, the system composition and connections are introduced. For example... Figure 3-a As shown, the braking system provided in Embodiment 1 of this application includes: a master cylinder 1, a booster 2, a first control valve (11, 12), a second control valve (21, 22, 23, 24), a third control valve (31, 32, 33, 34), a fourth control valve (41, 42, 43, 44), a first control unit 91, and a second control unit 92.

[0173] It should be noted that the first control valve (11, 12) mentioned in this application specification can also be referred to as the master cylinder isolation valve; the second control valve (21, 22, 23, 24) can also be referred to as the booster control valve; the third control valve (31, 32, 33, 34) can also be referred to as the booster valve or the wheel cylinder booster valve; the fourth control valve (41, 42, 43, 44) can also be referred to as the pressure reducing valve, the wheel cylinder pressure reducing valve, or the pressure relief valve; in some embodiments provided in this application, the fifth control valve (51) can also be referred to as the test simulation valve (TSV); and the sixth control valve (61) can also be referred to as the pedal simulation valve (PSV). It should be understood that the description of the function of the control valve should not be construed as a limitation on the type of control valve.

[0174] Optionally, in Embodiment 1, the brake master cylinder 1 includes two hydraulic chambers capable of outputting pressure, referred to as the first master chamber 1i and the second master chamber 1j, respectively. The first master chamber 1i and the second master chamber 1j are respectively connected to the wheel cylinder brake pipeline through the first master cylinder isolation valve 11 and the second master cylinder isolation valve 12.

[0175] Optionally, in Embodiment 1, the braking system may further include a master cylinder pressure sensor (MCPS). For example... Figure 3-a As shown, the master cylinder pressure sensor MCPS is connected to the second main chamber 1j of the brake master cylinder.

[0176] Optionally, in Embodiment 1, the braking system may further include a master cylinder push rod 1k. One end of the master cylinder push rod 1k is connected to the master cylinder piston, and the other end is connected to the brake pedal 7. When a pedal force is received, the master cylinder push rod 1k can push the piston of the brake master cylinder 1 to increase the oil pressure in the brake master cylinder 1.

[0177] Optionally, in Embodiment 1, the braking system may further include a pedal travel sensor (PTS). The PTS can be used to acquire the travel signal of the brake pedal 7.

[0178] Optionally, in one possible implementation, the braking system may further include a brake pedal 7. The brake pedal 7 is connected to the master cylinder pushrod of the braking system. Figure 3-a As shown, after the driver depresses the brake pedal 7, the target braking force can be obtained based on the pedal travel signal collected by the pedal travel sensor PTS. Based on this target braking force, the braking system controls the relevant control valves to provide corresponding braking pressure to the brake wheel cylinders.

[0179] Specifically, such as Figure 3-a As shown, the connection relationship between the master cylinder and the wheel cylinders can be described as follows: The first main chamber 1i of the master cylinder 1 is connected to the first wheel cylinder booster valve 31 and the second wheel cylinder booster valve 32 respectively through the first master cylinder isolation valve 11. The first wheel cylinder booster valve 31 is connected to the first wheel cylinder 3a, and the second booster valve 32 is connected to the second wheel cylinder 3b. The second main chamber 1j of the master cylinder 1 is connected to the third wheel cylinder booster valve 33 and the fourth wheel cylinder booster valve 34 respectively through the second master cylinder isolation valve 12. The third wheel cylinder booster valve 33 is connected to the third wheel cylinder 3c, and the fourth wheel cylinder booster valve 34 is connected to the fourth wheel cylinder 3d.

[0180] Optionally, in Embodiment 1, the master cylinder isolation valve 11 and the master cylinder isolation valve 12 are normally open valves.

[0181] Optionally, in Embodiment 1, the booster 2 includes a booster drive motor 201. It should be noted that in the braking system provided in some embodiments of this application, the booster drive motor 201 can be a three-phase motor, a six-phase motor, a twelve-phase motor, etc. For example, it can be a three-phase permanent magnet synchronous motor.

[0182] Optionally, in Embodiment 1, the booster drive motor 201 may further include a motor position sensor (MPS). The motor position sensor MPS is used to acquire motor position signals to achieve motor control or improve motor control accuracy. Specifically, as shown... Figure 3-a As shown, the booster drive motor 201 is configured to be controlled by the second control unit 92.

[0183] Optionally, in Embodiment 1, the booster 2 includes a dual-apply plunger 202, wherein the dual-apply plunger 202 includes a first boosting chamber 202i and a second boosting chamber 202j. The first boosting chamber 202i is connected to the first boosting branch 2i, and the second boosting chamber 202j is connected to the second boosting branch 2j. It should be noted that the dual-apply plunger 202 enables a continuous and stable boosting process, providing good boosting characteristics for the braking system.

[0184] Specifically, such as Figure 3-a As shown, the connection relationship between the bidirectional booster cylinder of the booster 2 and the brake wheel cylinder can be described as follows: The first booster chamber 202i is connected to the first wheel cylinder booster valve 31 and the second wheel cylinder booster valve 32 respectively through the first booster control valve 21 on the first booster branch 2i. The first wheel cylinder booster valve 31 is connected to the first wheel cylinder 3a, and the second wheel cylinder booster valve 32 is connected to the second wheel cylinder 3b. At the same time, the first booster chamber 202i is connected to the third wheel cylinder booster valve 33 and the fourth wheel cylinder booster valve 34 respectively through the second booster control valve 22 on the first booster branch 2i. The third wheel cylinder booster valve 33 is connected to the third wheel cylinder 3c, and the fourth wheel cylinder booster valve 34 is connected to the fourth wheel cylinder 3d. Similarly, the second boosting chamber 202j is connected to the first wheel cylinder boosting valve 31 and the second wheel cylinder boosting valve 32 via the third boosting control valve 23 on the second boosting branch 2i. The first wheel cylinder boosting valve 31 is connected to the first wheel cylinder 3a, and the second boosting valve 32 is connected to the second wheel cylinder 3b. At the same time, the second boosting chamber 202j is connected to the third wheel cylinder boosting valve 33 and the fourth wheel cylinder boosting valve 34 via the fourth boosting control valve 24 on the second boosting branch 2j. The third wheel cylinder boosting valve 33 is connected to the third wheel cylinder 3c, and the fourth wheel cylinder boosting valve 34 is connected to the fourth wheel cylinder 3d.

[0185] like Figure 3-a As shown, in Embodiment 1, the braking system further includes a one-way valve 202v. The first end of the one-way valve 202v is connected to the interface 8e, and the second end of the one-way valve 202v is connected to the first pressure chamber 202i. The one-way valve 202v is configured to allow brake fluid to flow from the interface 8e through the one-way valve 202v to the first pressure chamber 202i under certain conditions.

[0186] Optionally, such as Figure 3-a As shown, in Embodiment 1, the first pressure boosting control valve 21, the second pressure boosting control valve 22, the third pressure boosting control valve 23, and the fourth pressure boosting control valve 24 are normally closed valves.

[0187] Optionally, in Embodiment 1, the braking system may further include a brake circuit pressure sensor (BCPS). One possible implementation is as follows: Figure 3-aAs shown, the connection point of the brake circuit pressure sensor BCPS to the brake circuit is located on the pipeline between the first wheel cylinder booster valve 31 and the second wheel cylinder booster valve 32. It should be understood that the connection location of the brake circuit pressure sensor BCPS in the brake circuit is not limited to this. Figure 3-a The connection position shown can also be set on the pipeline between the third cylinder booster valve 33 and the fourth cylinder booster valve 34. This application does not limit its specific connection position.

[0188] It should be noted that, in Example 1, as Figure 3-a As shown, the first end of the first wheel cylinder booster valve 31 is connected to the first end of the second wheel cylinder booster valve 32. The second end of the first wheel cylinder booster valve 31 is used to connect to the first wheel cylinder 3a, and the second end of the second wheel cylinder booster valve 32 is used to connect to the second wheel cylinder 3b. The first end of the third wheel cylinder booster valve 33 is connected to the first end of the fourth wheel cylinder booster valve 34. The second end of the third wheel cylinder booster valve 33 is used to connect to the third wheel cylinder 3c, and the second end of the fourth wheel cylinder booster valve 34 is used to connect to the fourth wheel cylinder 3d. When the brake circuit pressure sensor BCPS is installed on the pipeline between the first wheel cylinder booster valve 31 and the second wheel cylinder booster valve 32, or on the pipeline between the third wheel cylinder booster valve 33 and the fourth wheel cylinder booster valve 34, the brake pressure sensor BCPS can obtain the oil pressure of the pipeline.

[0189] Optionally, in Embodiment 1, the braking system may further include a liquid reservoir 5.

[0190] Optionally, in Embodiment 1, the braking system may further include a reservoir levels sensor (RLS). For example... Figure 3-a As shown, the oil level sensor RLS can be installed in the reservoir 5 to detect the hydraulic oil level in the reservoir.

[0191] like Figure 3-aAs shown, the first main chamber 1i of the brake master cylinder 1 is connected to the reservoir 5 via the first reservoir pipe 5i, and the second main chamber 2j of the brake master cylinder 1 is connected to the reservoir 5 via the test valve 51. The pipe connecting the second main chamber 2j to the reservoir 5 is the second reservoir pipe 5j. The first boosting chamber 202i of the booster 2 is connected to the reservoir 5 via the third reservoir pipe 5k. The first boosting chamber 202i of the booster 2 is connected to the reservoir 5 via the one-way valve 202v. The one-way valve 202v is configured to allow brake fluid to flow from the third reservoir pipe 202k to the first boosting chamber 202i via the one-way valve 202v under certain conditions. The first end of the pressure reducing valve (41,42,43,44) is connected to the reservoir 5 via the third reservoir pipe, and the second end of the pressure reducing valve (41,42,43,44) is used to connect to the brake wheel cylinders (41,42,43,44) respectively.

[0192] Optionally, in Embodiment 1, the braking system may further include a pedal feel simulator 6 and a pedal simulation valve 61.

[0193] like Figure 3-a As shown, the pedal feel simulator 6 is connected to the second main chamber of the brake master cylinder 1 via a pedal simulation valve 61. The pedal simulation valve 61 is also connected to the second main chamber of the brake master cylinder 1 via a check valve. Between the pedal feel simulator 6 and the second main chamber, the pedal simulation valve 61 and the check valve are connected in parallel, and the check valve 61v is configured to allow brake fluid to flow from the pedal feel simulator 6 to the brake master cylinder 1 via the check valve 61v. In one possible implementation, the pedal feel simulation valve 61 and the check valve are integrated into one unit and can be directly selected.

[0194] Optionally, such as Figure 3-a As shown, one-way valves (31v, 32v, 33v, 34v) can be connected in parallel across the two ends of the wheel cylinder booster valves (31, 32, 33, 34). Each one-way valve (31v, 32v, 33v, 34v) connected in parallel across the wheel cylinder booster valves (31, 32, 33, 34) is configured to allow brake fluid to flow from the brake wheel cylinder through the one-way valve to the brake circuit. In one possible implementation, the one-way valves (31v, 32v, 33v, 34v) connected in parallel across the wheel cylinder booster valves (31, 32, 33, 34) can be integrated into a single unit. In practical implementation, wheel cylinder booster valves (31, 32, 33, 34) with integrated one-way valve functions can be directly selected, simplifying the composition of the braking system.

[0195] Optionally, such as Figure 3-aAs shown, a check valve 51v can be connected in parallel across the test valve 51, and the check valve 51v connected in parallel across the test valve 51 is configured to allow brake fluid to flow from the reservoir 5 through the check valve 51v to the master cylinder 1. In one possible implementation, the check valve 51v connected in parallel across the test valve 51 can be integrated with the test valve 51 and can be directly selected.

[0196] Optionally, such as Figure 3-a As shown, a one-way valve 61v can also be connected in parallel across the pedal simulator valve 61, and the one-way valve 61v connected in parallel across the pedal simulator valve 61 is configured to allow brake fluid to flow from the pedal simulator through the one-way valve 61v to the brake master cylinder 1.

[0197] Optionally, such as Figure 3-a As shown, the booster 2 is connected to the reservoir 5 via a one-way valve 202v, which is configured to allow brake fluid to flow from the reservoir 5 to the booster 2 under certain conditions.

[0198] It should be noted that there may be leaks in the master cylinder 1 or the booster 2, and the solenoid valve may also be stuck or malfunctioning. Therefore, when the above situations occur, fluid can be replenished through a one-way valve: for example, the brake fluid in the reservoir 5 can enter the master cylinder 1 through the one-way valve 51v; or, the brake fluid can enter the booster 2 through 202v.

[0199] It should be noted that the interface described in the embodiments of this application can be a liquid inlet or a liquid outlet, or it can include both a liquid inlet and a liquid outlet.

[0200] Optionally, in Embodiment 1, as Figure 3-a As shown, the braking system may also include a filter. The filter can filter impurities in the hydraulic circuit. The filter can be installed separately in the braking system, or impurities can be filtered by using a control valve with a filter, a reservoir with a filter, or other methods.

[0201] The above describes the system composition and connection relationships of the braking system provided in Embodiment 1. The following, in conjunction with... Figure 3-a The integration method and interface settings of the braking system provided in Embodiment 1 are described.

[0202] like Figure 3-a As shown, the braking system provided in Embodiment 1 of this application includes two subsystems:

[0203] (1) The first subsystem includes: first control unit 91, brake master cylinder 1, reservoir 5, pedal feel simulator 6, first master cylinder isolation valve 11, second master cylinder isolation valve 12, test valve 51, pedal simulation valve 61, pedal stroke sensor PTS, master cylinder pressure sensor MCPS, oil reservoir level sensor RLS, and master cylinder push rod 1k.

[0204] like Figure 3-a As shown, the first subsystem also includes interfaces (8E, 8F, 8G).

[0205] When the test valve 51 and pedal simulation valve 61 in the first subsystem do not include check valves, the first subsystem also includes a fifth check valve 51v and a sixth check valve 61v.

[0206] The first subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter or a liquid storage container 5 with a filter.

[0207] It is worth noting that the first subsystem may include the master cylinder pushrod 1k, but not the brake pedal 7. The first subsystem can be paired with different types of brake pedals 7 to adapt to more vehicle models and provide more possibilities for personalized customization.

[0208] (2) The second subsystem includes: a second control unit 92, a booster drive motor 201, a bidirectional booster cylinder 202, a booster check valve 202v, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder booster valve 31, a second wheel cylinder booster valve 32, a third wheel cylinder booster valve 33, a fourth wheel cylinder booster valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, a fourth wheel cylinder pressure reducing valve 44, and a brake circuit pressure sensor BCPS.

[0209] When the first cylinder booster valve 31, the second cylinder booster valve 32, the third cylinder booster valve 33, and the fourth cylinder booster valve 34 in the second subsystem do not include check valves, the second subsystem also includes the first check valve 31v, the second check valve 32v, the third check valve 33v, and the fourth check valve 34v.

[0210] The second subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter.

[0211] like Figure 3-a As shown, the second subsystem includes a first interface, a second interface (8f, 8g), and a third interface (8e). The first interface is used to connect to the brake wheel cylinders (3a, 3b, 3c, 3d) of the wheel, the second interface (8f, 8g) is used to connect to the brake master cylinder 1, and the third interface (8e) is used to connect to the fluid reservoir 5.

[0212] In Example 1, as Figure 3-a As shown, the second subsystem is connected to the first subsystem via interfaces 8E, 8F, and 8G through interfaces 8e, 8f, and 8g, respectively, and the first and second subsystems form a braking system.

[0213] Specifically, the following combination Figure 3-a The connection relationship of the interface of the braking system provided in Embodiment 1 of this application is described.

[0214] It should be noted that the second subsystem does not include brake wheel cylinders (3a, 3b, 3c, 3d), but has at least one wheel cylinder interface, such as the first interface in Embodiment 1; at least one first interface is used to connect to at least one brake wheel cylinder (3a, 3b, 3c, 3d) and can provide braking pressure to the wheel cylinder.

[0215] like Figure 3-a As shown, the connection relationship between the master cylinder 1 and the wheel cylinders (3a, 3b, 3c, 3d) can be described as follows: The first main chamber 1i of the master cylinder 1 is connected to interface 8F through the first master cylinder isolation valve 11, and is connected to the first wheel cylinder booster valve 31 and the second wheel cylinder booster valve 32 through interface 8f respectively; the first wheel cylinder booster valve 31 is connected to interface 4a, and is connected to the first wheel cylinder 3a through interface 4a; the second booster valve 32 is connected to interface 4b, and is connected to the second wheel cylinder 3b through interface 4b; the second main chamber 1j of the master cylinder 1 is connected to interface 8G through the second master cylinder isolation valve 12, and is connected to the third wheel cylinder booster valve 33 and the fourth wheel cylinder booster valve 34 through interface 8g respectively; the third wheel cylinder booster valve 33 is connected to interface 4c, and is connected to the third wheel cylinder 3c through interface 4c; the fourth wheel cylinder booster valve 34 is connected to interface 4d, and is connected to the fourth wheel cylinder 3d through interface 4d.

[0216] like Figure 3-a As shown, the first boost chamber 202i of the booster 2 is connected to the interface 8e via the one-way valve 202v, and is connected to the reservoir 5 via the interface 8E and the third reservoir line 5k. The one-way valve 202v is configured to allow brake fluid to flow from the booster reservoir line 202k to the first boost chamber 202i through the one-way valve 202v under certain conditions.

[0217] It should be noted that, Figure 3-a The connection line between the second pressurizing chamber 202j of the bidirectional pressurizing cylinder 202 and the liquid storage container 5 only indicates that rapid pressure reduction can be achieved when the piston of the bidirectional pressurizing cylinder returns to the leftmost position, and does not indicate that the pipeline is used for liquid replenishment. Similarly, this description also applies to other embodiments provided in this application specification.

[0218] like Figure 3-aAs shown, the first end of the wheel cylinder pressure reducing valve (41,42,43,44) is connected to the interface 8e, and is connected to the liquid storage container 5 through the interface 8E and the third liquid storage pipeline 5k; the second end of the wheel cylinder pressure reducing valve (41,42,43,44) is connected to the first interface respectively, and the first interface is used to connect to the brake wheel cylinder (41,42,43,44) respectively.

[0219] The above describes the system composition, connection relationships, integration method, and interface settings of the braking system provided in Embodiment 1. The control relationships of the braking system provided in Embodiment 1 are described below. In Embodiment 1, the objects controlled by the first control unit 91 and the second control unit 92 are as follows:

[0220] (1) The objects controlled by the first control unit 91 include: the first master cylinder isolation valve 11, the second master cylinder isolation valve 12, the test valve 51, and the pedal simulation valve 61.

[0221] The first control unit 91 also receives signals from the master cylinder pressure sensor MCPS and the pedal travel sensor PTS.

[0222] (2) The objects controlled by the second control unit 92 include: boost drive motor 201, first boost control valve 21, second boost control valve 22, third boost control valve 23, fourth boost control valve 24, first wheel cylinder boost valve 31, second wheel cylinder boost valve 32, third wheel cylinder boost valve 33, fourth wheel cylinder boost valve 34, first wheel cylinder pressure reducing valve 41, second wheel cylinder pressure reducing valve 42, third wheel cylinder pressure reducing valve 43, and fourth wheel cylinder pressure reducing valve 44.

[0223] The second control unit 92 also receives signals from the brake circuit pressure sensor BCPS and the motor position sensor MPS.

[0224] Optionally, in Embodiment 1, the first control unit 91 and the second control unit 92 can be integrated into the same controller or they can be independent of each other.

[0225] In one possible implementation, the controller of the braking system includes a first control unit 91 and a second control unit 92. The controller also includes at least various solenoid valve drives, motor drives, and various signal processing and control output interfaces. The controller receives measurement or detection signals from various sensors, such as environmental conditions, driver input, and braking system status, and controls the braking characteristics of the braking system through calculation and judgment.

[0226] In another possible implementation, the braking system includes a first controller and a second controller. The first controller includes a first control unit 91, and the second controller includes a second control unit 92. Both the first and second controllers also include at least various solenoid valve drives and various signal processing and control output interfaces. The second controller also includes signal processing and control output interfaces related to motor drives. The controllers can also receive measurement or detection signals from various sensors, such as environmental conditions, driver input, and braking system status, and control the braking characteristics of the braking system through calculation and judgment.

[0227] The above combination Figure 3-a The system composition, connection relationships, integration method, interface settings, and control relationships of the braking system provided in Embodiment 1 are described below. Figure 3-b The operating modes of the braking system provided in Embodiment 1 are described.

[0228] like Figure 3-b As shown, when the driver presses the brake pedal 7, the first control unit 91 of the first subsystem controls the first master cylinder isolation valve 11 and the second master cylinder isolation valve 12 to be energized and closed. The first control unit 91 controls the pedal simulation valve 61 to be energized and opened. The brake pedal 7 pushes the oil in the brake master cylinder 1 into the pedal feel simulator 6 through the pedal simulation valve 61. The first control unit 91 collects the signal of the brake pedal travel sensor PTS, the signal of the master cylinder pressure sensor MCPS, and the signal of the oil reservoir level sensor RLS of the reservoir 5, and transmits the signals to the second control unit through the communication line.

[0229] like Figure 3-b As shown, the second control unit 92 determines the driver's braking intention based on the signals from the pedal travel sensor PTS and the master cylinder pressure sensor MCPS transmitted by the first control unit 91.

[0230] When a braking demand is detected, the conventional pressure build-up process of the braking system provided in Embodiment 1 can be described as follows: The second control unit 92 controls the booster drive motor 201 to push the piston in the bidirectional booster cylinder 202 to the right. The second control unit 92 controls the opening of the first booster control valve 21, the second booster control valve 22, the third booster control valve 23, and the fourth booster control valve 24. Part of the oil in the first booster chamber 202i flows through the first booster control valve 21 and the second booster control valve 22, and then flows into the brake wheel cylinders (3a, 3b, 3c, 3d) through the wheel cylinder booster valves (31, 32, 33, 34) to achieve wheel braking; the other part of the oil flows into the second booster chamber 202j of the bidirectional booster cylinder 202 through the third booster control valve 23 and the fourth booster control valve 24.

[0231] Furthermore, the second control unit 92 determines the piston position within the bidirectional booster cylinder 202 using the motor position sensor (MPS) signal. If the piston position reaches the rightmost side of the bidirectional booster cylinder 202, and the brake wheel cylinder still requires further boosting, the second control unit 92 controls the first booster control valve 21 and the second booster control valve 22 to be closed, and controls the booster drive motor 201 to reverse. The piston in the bidirectional booster cylinder moves to the left, and the brake fluid in the second booster chamber 202j flows into the brake wheel cylinder through the third booster control valve 23, the fourth booster control valve, and the wheel cylinder booster valves (31, 32, 33, 34), thus boosting the wheel pressure. When the piston position reaches the leftmost side of the bidirectional booster cylinder 202 and the system still requires boosting, the principle is similar, and will not be elaborated further here. It should be noted that the bidirectional booster cylinder 202 enables a continuous and stable boosting process, providing excellent boosting characteristics for the braking system.

[0232] When the braking pressure of a certain wheel cylinder is too high, the conventional decompression process of the braking system provided in Embodiment 1 can be described as follows: For example, when the pressure of the brake wheel cylinder 3a is too high, the wheel cylinder pressure boosting valve 31 corresponding to wheel cylinder 3a is closed, and the corresponding wheel cylinder pressure reducing valve 41 is opened. The brake fluid in the wheel cylinder flows into the reservoir 5 through the wheel cylinder pressure reducing valve 41 to achieve pressure reduction.

[0233] Furthermore, when both the first control unit 91 and the second control unit 92 fail, the braking system provided in Embodiment 1 can perform mechanical backup. When the driver depresses the brake pedal, brake fluid can flow from the master cylinder 1 through the first master cylinder isolation valve 11 and the second master cylinder isolation valve 12 to the brake wheel cylinders (4a, 4b, 4c, 4d) to achieve braking. It should be noted that the braking systems provided in the embodiments of this application can all achieve the mechanical backup function as described above.

[0234] The braking system provided in Example 1 adopts a split design, which can significantly improve NVH (noise, vibration, harshness) characteristics, enhance the driving experience, and facilitate vehicle layout.

[0235] Example 2

[0236] Figure 4 This is a schematic diagram of another braking system provided in Embodiment 2 of this application. Figure 4 As shown, the braking system provided in Embodiment 2 is similar to the braking system provided in Embodiment 1. The differences between the braking system provided in Embodiment 2 are described below. For the rest, please refer to the description of the braking system in Embodiment 1. It will not be repeated here.

[0237] like Figure 4 As shown, the braking system provided in Embodiment 2 includes a first subsystem and a second subsystem:

[0238] (1) The first subsystem includes: a first control unit 91, a brake master cylinder 1, a first reservoir 5a, a pedal feel simulator 6, a first master cylinder isolation valve 11, a second master cylinder isolation valve 12, a test valve 51, a pedal simulation valve 61, a pedal stroke sensor PTS, a master cylinder pressure sensor MCPS, an oil reservoir level sensor RLS, and a master cylinder push rod 1k.

[0239] like Figure 4 As shown, the first subsystem also includes interfaces (8F, 8G).

[0240] When the test valve 51 and pedal simulation valve 61 in the first subsystem do not include check valves, the first subsystem also includes a fifth check valve 51v and a sixth check valve 61v.

[0241] The first subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter or a liquid storage container 5 with a filter.

[0242] (2) The second subsystem includes: a second control unit 92, a second liquid storage container 5b, a booster drive motor 201, a bidirectional booster cylinder 202, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder booster valve 31, a second wheel cylinder booster valve 32, a third wheel cylinder booster valve 33, a fourth wheel cylinder booster valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, a fourth wheel cylinder pressure reducing valve 44, a brake circuit pressure sensor BCPS, and a booster check valve 202v.

[0243] When the first cylinder booster valve 31, the second cylinder booster valve 32, the third cylinder booster valve 33, and the fourth cylinder booster valve 34 in the second subsystem do not include check valves, the second subsystem also includes the first check valve 31v, the second check valve 32v, the third check valve 33v, and the fourth check valve 34v.

[0244] The second subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter.

[0245] like Figure 4 As shown, the second subsystem includes a first interface and a second interface (8f, 8g). The first interface is used to connect to the brake wheel cylinders (3a, 3b, 3c, 3d) of the wheel, and the second interface (8f, 8g) is used to connect to the brake master cylinder 1.

[0246] In Example 2, as Figure 4 As shown, the second subsystem is connected to the first subsystem via interfaces 8F and 8G through interfaces 8f and 8g, respectively, and the first and second subsystems form a braking system.

[0247] Unlike the braking system provided in Embodiment 1, the braking system provided in Embodiment 2 further includes a second liquid reservoir 5b. For example... Figure 4 As shown, the first boost chamber 202i of the booster 2 is connected to the second reservoir 5b via a one-way valve 202v. The one-way valve 202v is configured to allow brake fluid to flow from the booster reservoir line 202k to the first boost chamber 202i via the one-way valve 202v under certain conditions; the second boost chamber 202j of the booster 2 is connected to the second reservoir 5b.

[0248] like Figure 4 As shown, the first end of the wheel cylinder pressure reducing valve (41,42,43,44) is connected to the second liquid storage container 5b, and is also connected to the second liquid storage container 5b through interface 8E and the third liquid storage pipeline 5k; the second end of the wheel cylinder pressure reducing valve (41,42,43,44) is connected to the first interface respectively, and the first interface is used to connect to the brake wheel cylinder (41,42,43,44) respectively.

[0249] It should be noted that in the braking system provided in Embodiment 2, the first liquid reservoir 5a and the second liquid reservoir 5b can be connected by pipelines or can be independent of each other.

[0250] Compared with the braking system provided in Embodiment 1, the braking system provided in Embodiment 2 can improve redundancy by adding a second liquid storage container 5b to the second subsystem; and reduces the interface between the first subsystem and the second subsystem, simplifies the connection relationship, and improves reliability.

[0251] For the braking system provided in Embodiment 2, features not described herein can be referred to the relevant descriptions in the braking system provided in Embodiment 1.

[0252] Example 3

[0253] Figure 5 This is a schematic diagram of another braking system provided in Embodiment 3 of this application. Figure 5 As shown, the braking system provided in Embodiment 3 has many similarities with the braking system provided in Embodiment 1. The differences between the braking system provided in Embodiment 3 are described below. For the rest, please refer to the description of the braking system in Embodiment 1. They will not be repeated here.

[0254] like Figure 5 As shown, the braking system provided in Embodiment 3 includes a first subsystem and a second subsystem:

[0255] (1) The first subsystem includes: first control unit 91, brake master cylinder 1, reservoir 5, pedal feel simulator 6, first master cylinder isolation valve 11, second master cylinder isolation valve 12, test valve 51, pedal simulation valve 61, pedal stroke sensor PTS, master cylinder pressure sensor MCPS, oil reservoir level sensor RLS, and master cylinder push rod 1k.

[0256] like Figure 5 As shown, the first subsystem also includes interfaces (8E, 8F, 8G).

[0257] When the test valve 51 and pedal simulation valve 61 in the first subsystem do not include check valves, the first subsystem also includes a fifth check valve 51v and a sixth check valve 61v.

[0258] The first subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter or a liquid storage container 5 with a filter.

[0259] (2) The second subsystem includes: a second control unit 92, a booster drive motor 201, a one-way booster cylinder 202, a booster one-way valve 202v, a first booster control valve 21, a second booster control valve 22, a first wheel cylinder booster valve 31, a second wheel cylinder booster valve 32, a third wheel cylinder booster valve 33, a fourth wheel cylinder booster valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, a fourth wheel cylinder pressure reducing valve 44, and a brake circuit pressure sensor BCPS.

[0260] When the first cylinder booster valve 31, the second cylinder booster valve 32, the third cylinder booster valve 33, and the fourth cylinder booster valve 34 in the second subsystem do not include check valves, the second subsystem also includes the first check valve 31v, the second check valve 32v, the third check valve 33v, and the fourth check valve 34v.

[0261] The second subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter.

[0262] like Figure 5 As shown, the second subsystem includes a first interface, a second interface (8f, 8g), and a third interface (8e). The first interface is used to connect to the brake wheel cylinders (3a, 3b, 3c, 3d) of the wheel, the second interface (8f, 8g) is used to connect to the brake master cylinder 1, and the third interface (8e) is used to connect to the fluid reservoir 5.

[0263] In Example 3, as Figure 5 As shown, the second subsystem is connected to the first subsystem via interfaces 8E, 8F, and 8G through interfaces 8e, 8f, and 8g, respectively, and the first and second subsystems form a braking system.

[0264] Specifically, the following combination Figure 5 The connection relationship of the braking system provided in Embodiment 3 of this application is described.

[0265] like Figure 5 As shown, compared with the braking system provided in Embodiment 1, the second subsystem of the braking system provided in Embodiment 3 adopts a one-way booster cylinder 202, and reduces the third booster control valve 23 and the fourth booster control valve 24.

[0266] In the braking system provided in Embodiment 3, the connection relationship between the one-way booster cylinder 202 of the booster 2 in the second subsystem and the brake wheel cylinder can be described as follows: the one-way booster cylinder 202 is connected to the first wheel cylinder booster valve 31 and the second wheel cylinder booster valve 32 respectively through the first booster control valve 21 on the first booster branch; the first wheel cylinder booster valve 31 is connected to interface 4a and is connected to the first wheel cylinder 3a through interface 4a; the second booster valve 32 is connected to interface 4b and is connected to the second wheel cylinder 3b through interface 4b; at the same time, the one-way booster cylinder 202 is connected to the third wheel cylinder booster valve 33 and the fourth wheel cylinder booster valve 34 respectively through the second booster control valve 22 on the first booster branch; the third wheel cylinder booster valve 33 is connected to interface 4c and is connected to the third wheel cylinder 3c through interface 4c; the fourth wheel cylinder booster valve 34 is connected to interface 4d and is connected to the fourth wheel cylinder 3d through interface 4d.

[0267] In the second subsystem, the brake circuit pressure sensor BCPS is located between the one-way boost cylinder 202 and the first boost control valve 21, or between the one-way boost valve 202 and the second boost control valve 22.

[0268] In addition, the one-way booster cylinder 202 of the booster 2 is connected to the interface 8e via the one-way valve 202v, and is connected to the reservoir 5 via the interface 8E and the third reservoir line 5k. The one-way valve 202v is configured to allow brake fluid to flow from the booster reservoir line 202k to the one-way booster cylinder 202 under certain conditions.

[0269] like Figure 5 As shown, in the braking system provided in Embodiment 3, when the piston of the booster 2 reaches the far right and the system still needs to be boosted, the first booster control valve 21 and the second booster control valve 22 need to be closed, and the booster drive motor 201 moves the piston to the far left before the boosting action is performed.

[0270] like Figure 5As shown, compared with the braking system provided in Embodiment 1, the braking system provided in Embodiment 3 uses a one-way booster cylinder 202 and reduces the number of the third and fourth booster control valves, resulting in a simpler structure and lower cost. For features of the braking system provided in Embodiment 3 not described herein, please refer to the relevant descriptions in the braking system provided in Embodiment 1.

[0271] Example 4

[0272] Figure 6-a This is a schematic diagram of another braking system provided in Embodiment 4 of this application. Figure 6-a As shown, the braking system provided in Embodiment 4 is similar to the braking system provided in Embodiment 1. The differences between the braking system provided in Embodiment 4 are described below. For the rest, please refer to the description of the braking system in Embodiment 1. It will not be repeated here.

[0273] like Figure 6-a As shown, the braking system provided in Embodiment 4 includes a first subsystem and a second subsystem:

[0274] (1) The first subsystem includes: first control unit 91, brake master cylinder 1, reservoir 5, pedal feel simulator 6, pedal stroke sensor PTS, oil reservoir level sensor RLS, and master cylinder push rod 1k.

[0275] like Figure 6-a As shown, the first subsystem also includes interfaces (8F, 8G, 8H, 8I, 8J).

[0276] The first subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter or a liquid storage container 5 with a filter.

[0277] (2) The second subsystem includes: a second control unit 92, a first master cylinder isolation valve 11, a second master cylinder isolation valve 12, a pedal simulation valve 61, a test valve 51, a master cylinder pressure sensor MCPS, a boost drive motor 201, a bidirectional boost cylinder 202, a booster check valve 202v, a first boost control valve 21, a second boost control valve 22, a third boost control valve 23, a fourth boost control valve 24, a first wheel cylinder boost valve 31, a second wheel cylinder boost valve 32, a third wheel cylinder boost valve 33, a fourth wheel cylinder boost valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, a fourth wheel cylinder pressure reducing valve 44, and a brake circuit pressure sensor BCPS.

[0278] When the test valve 51, pedal simulation valve 61, first cylinder booster valve 31, second cylinder booster valve 32, third cylinder booster valve 33, and fourth cylinder booster valve 34 in the second subsystem do not include check valves, the second subsystem also includes a fifth check valve 51v, a sixth check valve 61v, a first check valve 31v, a second check valve 32v, a third check valve 33v, and a fourth check valve 34v.

[0279] The second subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter.

[0280] like Figure 6-a As shown, the second subsystem includes a first interface, a second interface (8f, 8g), and a fourth interface (8h, 8i, 8j). The first interface is used to connect to the brake wheel cylinders (3a, 3b, 3c, 3d) of the wheels, the second interface (8f, 8g) is used to connect to the brake master cylinder 1, and the third interface (8h, 8i, 8j) is used to connect to the fluid reservoir 5 or the pedal feel simulator 6.

[0281] In Example 4, as Figure 6-a As shown, the second subsystem is connected to the first subsystem via interfaces 8F, 8G, 8H, 8I, and 8J through interfaces 8f, 8g, 8h, 8i, and 8j, respectively. The first and second subsystems form a braking system.

[0282] Figure 6-b This provides an operational state of the braking system for Embodiment 4. For example... Figure 6-b As shown, the braking system provided in Embodiment 4 operates on the same principle as the braking system provided in Embodiment 1. The difference lies in that, in the braking system provided in Embodiment 4, the second subsystem further includes a master cylinder pressure sensor (MCPS), a pedal simulation valve (61), and a test valve (51). The second control unit (92) directly receives the signal from the master cylinder pressure sensor (MCPS). The second control unit (92) can also control the pedal simulation valve (61) and the test valve (51). In the braking system provided in Embodiment 4, the first control unit (91) in the first subsystem detects the signal from the pedal travel sensor (PTS) and sends it to the second control unit (92) in the second subsystem. Furthermore, the first control unit (91) can also detect the signal from the oil reservoir level sensor (RLS) and send it to the second control unit (92).

[0283] Compared to the braking system provided in Embodiment 1, the first subsystem in the braking system provided in Embodiment 4 is smaller in size, simpler in structure, and more flexible in arrangement.

[0284] Example 5

[0285] Figure 7This is a schematic diagram of another braking system provided in Embodiment 5 of this application. Figure 7 As shown, the braking system provided in Embodiment 5 is similar to the braking system provided in Embodiment 1. The differences between the braking system provided in Embodiment 5 are described below. For the rest, please refer to the description of the braking system in Embodiment 1. It will not be repeated here.

[0286] like Figure 7 As shown, the braking system provided in Embodiment 5 includes a first subsystem and a second subsystem:

[0287] (1) The first subsystem includes: first control unit 91, brake master cylinder 1, reservoir 5, pedal feel simulator 6, pedal stroke sensor PTS, oil reservoir level sensor RLS, and master cylinder push rod 1k.

[0288] like Figure 6-a As shown, the first subsystem also includes interfaces (8F, 8G, 8H, 8I, 8J).

[0289] The first subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter or a liquid storage container 5 with a filter.

[0290] (2) The second subsystem includes: a second control unit 92, a first master cylinder isolation valve 11, a second master cylinder isolation valve 12, a pedal simulation valve 61, a test valve 51, a master cylinder pressure sensor MCPS, a boost drive motor 201, a one-way boost cylinder 202, a booster one-way valve 202v, a first boost control valve 21, a second boost control valve 22, a first wheel cylinder boost valve 31, a second wheel cylinder boost valve 32, a third wheel cylinder boost valve 33, a fourth wheel cylinder boost valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, a fourth wheel cylinder pressure reducing valve 44, and a brake circuit pressure sensor BCPS.

[0291] When the test valve 51, pedal simulation valve 61, first cylinder booster valve 31, second cylinder booster valve 32, third cylinder booster valve 33, and fourth cylinder booster valve 34 in the second subsystem do not include check valves, the second subsystem also includes a fifth check valve 51v, a sixth check valve 61v, a first check valve 31v, a second check valve 32v, a third check valve 33v, and a fourth check valve 34v.

[0292] The second subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter.

[0293] In the braking system provided in Embodiment 5, the brake circuit pressure sensor BCPS is disposed between the booster 2 and the first boost control valve 21 or between the booster 2 and the second boost control valve 22.

[0294] Compared to the braking system provided in Embodiment 4, the braking system provided in Embodiment 5 employs a one-way booster cylinder 202 and reduces the number of the third booster control valve 23 and the fourth booster control valve 24, resulting in a simpler structure and lower cost. For features of the braking system provided in Embodiment 5 not described herein, please refer to the relevant descriptions in the braking systems provided in Embodiment 1 or Embodiment 4.

[0295] Example 6

[0296] Figure 8 This is a schematic diagram of another braking system provided in Embodiment Six of this application. Figure 8 As shown, the braking system provided in Embodiment 6 is similar to the braking system provided in Embodiment 1. The differences between the braking system provided in Embodiment 6 and the braking system in Embodiment 1 can be referred to for the rest. They will not be repeated here.

[0297] like Figure 8 As shown, the braking system provided in Embodiment Six includes a first subsystem and a second subsystem:

[0298] (1) The first subsystem includes: first control unit 91, brake master cylinder 1, reservoir 5, pedal stroke sensor PTS, oil reservoir level sensor RLS, and master cylinder push rod 1k.

[0299] like Figure 6-a As shown, the first subsystem also includes interfaces (8F, 8G, 8I, 8J).

[0300] The first subsystem can also integrate a filter, or the impurity filtration function can be achieved by selecting a liquid storage container 5 with a filter.

[0301] (2) The second subsystem includes: a second control unit 92, a first master cylinder isolation valve 11, a second master cylinder isolation valve 12, a pedal feel simulator 6, a pedal simulation valve 61, a test valve 51, a master cylinder pressure sensor MCPS, a booster drive motor 201, a bidirectional booster cylinder 202, a booster check valve 202v, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder booster valve 31, a second wheel cylinder booster valve 32, a third wheel cylinder booster valve 33, a fourth wheel cylinder booster valve 34, a first wheel cylinder depressurization valve 41, a second wheel cylinder depressurization valve 42, a third wheel cylinder depressurization valve 43, a fourth wheel cylinder depressurization valve 44, and a brake circuit pressure sensor BCPS.

[0302] When the test valve 51, pedal simulation valve 61, first cylinder booster valve 31, second cylinder booster valve 32, third cylinder booster valve 33, and fourth cylinder booster valve 34 in the second subsystem do not include check valves, the second subsystem also includes a fifth check valve 51v, a sixth check valve 61v, a first check valve 31v, a second check valve 32v, a third check valve 33v, and a fourth check valve 34v.

[0303] The second subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter.

[0304] like Figure 8 As shown, the second subsystem includes a first interface, a second interface (8f, 8g), and a fourth interface (8i, 8j). The first interface is used to connect to the brake wheel cylinders (3a, 3b, 3c, 3d) of the wheel, the second interface (8f, 8g) is used to connect to the brake master cylinder 1, and the third interface (8i, 8j) is used to connect to the reservoir 5 or the brake master cylinder 1.

[0305] In Example 6, as Figure 8 As shown, the second subsystem is connected to the first subsystem via interfaces 8F, 8G, 8I, and 8J through interfaces 8f, 8g, 8i, and 8j, respectively. The first and second subsystems form a braking system.

[0306] The braking system provided in Embodiment Six operates on the same principle as the braking system provided in Embodiment One. The difference lies in that, in the braking system provided in Embodiment Six, the second subsystem further includes a master cylinder pressure sensor (MCPS), a pedal feel simulator (6), a pedal simulation valve (61), and a test valve (51). The second control unit (92) directly receives the signal from the master cylinder pressure sensor (MCPS). The second control unit (92) can also control the pedal simulation valve (61) and the test valve (51). In the braking system provided in Embodiment Six, the first control unit (91) in the first subsystem detects the signal from the pedal travel sensor (PTS) and sends it to the second control unit (92) in the second subsystem. Furthermore, the first control unit (91) can also detect the signal from the oil reservoir level sensor (RLS) and send it to the second control unit (92).

[0307] Compared to the braking system provided in Embodiment 1, the first subsystem in the braking system provided in Embodiment 6 is smaller, simpler in structure, and more flexible in arrangement. Furthermore, compared to the braking system provided in Embodiment 4, the braking system provided in Embodiment 6 has fewer interfaces and simpler connections.

[0308] Example 7

[0309] Figure 9 This is a schematic diagram of another braking system provided in Embodiment Seven of this application. Figure 9 As shown, the braking system provided in Embodiment 7 is similar to the braking system provided in Embodiment 1. The differences between the braking system provided in Embodiment 7 are described below. For the rest, please refer to the description of the braking system in Embodiment 1. It will not be repeated here.

[0310] like Figure 9 As shown, the braking system provided in Embodiment 7 includes a first subsystem and a second subsystem:

[0311] (1) The first subsystem includes: first control unit 91, brake master cylinder 1, reservoir 5, pedal stroke sensor PTS, oil reservoir level sensor RLS, and master cylinder push rod 1k.

[0312] like Figure 6-a As shown, the first subsystem also includes interfaces (8F, 8G, 8I, 8J).

[0313] The first subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter or a liquid storage container 5 with a filter.

[0314] (2) The second subsystem includes: a second control unit 92, a first master cylinder isolation valve 11, a second master cylinder isolation valve 12, a pedal feel simulator 6, a pedal simulation valve 61, a test valve 51, a master cylinder pressure sensor MCPS, a boost drive motor 201, a one-way boost cylinder 202, a booster one-way valve 202v, a first boost control valve 21, a second boost control valve 22, a first wheel cylinder boost valve 31, a second wheel cylinder boost valve 32, a third wheel cylinder boost valve 33, a fourth wheel cylinder boost valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, a fourth wheel cylinder pressure reducing valve 44, and a brake circuit pressure sensor BCPS.

[0315] When the test valve 51, pedal simulation valve 61, first cylinder booster valve 31, second cylinder booster valve 32, third cylinder booster valve 33, and fourth cylinder booster valve 34 in the second subsystem do not include check valves, the second subsystem also includes a fifth check valve 51v, a sixth check valve 61v, a first check valve 31v, a second check valve 32v, a third check valve 33v, and a fourth check valve 34v.

[0316] The second subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter.

[0317] In the braking system provided in Embodiment 7, the brake circuit pressure sensor BCPS is disposed between the booster 2 and the first boost control valve 21 or between the booster 2 and the second boost control valve 22.

[0318] Compared to the braking system provided in Embodiment 1, the braking system provided in Embodiment 7 has a smaller first subsystem, simpler structure, and more flexible arrangement; the second subsystem uses a one-way booster cylinder 202 and reduces the number of the third booster control valve 23 and the fourth booster control valve 24, resulting in a simpler structure and lower cost. For the braking system provided in Embodiment 7, features not described herein can be referred to the relevant descriptions in the braking systems provided in Embodiment 1 or Embodiment 5.

[0319] Example 8

[0320] Figure 10 This is a schematic diagram of another braking system provided in Embodiment 8 of this application. Figure 10 As shown, the braking system provided in Embodiment 8 is similar to the braking system provided in Embodiment 1. The differences between the braking system provided in Embodiment 8 are described below. For the rest, please refer to the description of the braking system in Embodiment 1. It will not be repeated here.

[0321] like Figure 10 As shown, the braking system provided in Embodiment 8 includes a first subsystem and a second subsystem:

[0322] (1) The first subsystem includes: first control unit 91, brake master cylinder 1, reservoir 5, pedal feel simulator 6, test valve 51, pedal simulation valve 61, pedal stroke sensor PTS, master cylinder pressure sensor MCPS, oil reservoir level sensor RLS, and master cylinder push rod 1k.

[0323] like Figure 10 As shown, the first subsystem also includes interfaces (8E, 8F, 8G).

[0324] When the test valve 51 and pedal simulation valve 61 in the first subsystem do not include check valves, the first subsystem also includes a fifth check valve 51v and a sixth check valve 61v.

[0325] The first subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter or a liquid storage container 5 with a filter.

[0326] It is worth noting that the first subsystem may include the master cylinder pushrod 1k, but not the brake pedal 7. The first subsystem can be paired with different types of brake pedals 7 to adapt to more vehicle models and provide more possibilities for personalized customization.

[0327] (2) The second subsystem includes: a second control unit 92, a first master cylinder isolation valve 11, a second master cylinder isolation valve 12, a booster drive motor 201, a bidirectional booster cylinder 202, a booster check valve 202v, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder booster valve 31, a second wheel cylinder booster valve 32, a third wheel cylinder booster valve 33, a fourth wheel cylinder booster valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, a fourth wheel cylinder pressure reducing valve 44, and a brake circuit pressure sensor BCPS.

[0328] When the first cylinder booster valve 31, the second cylinder booster valve 32, the third cylinder booster valve 33, and the fourth cylinder booster valve 34 in the second subsystem do not include check valves, the second subsystem also includes the first check valve 31v, the second check valve 32v, the third check valve 33v, and the fourth check valve 34v.

[0329] The second subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter.

[0330] like Figure 10 As shown, the second subsystem includes a first interface, a second interface (8f, 8g), and a third interface (8e). The first interface is used to connect to the brake wheel cylinders (3a, 3b, 3c, 3d) of the wheel, the second interface (8f, 8g) is used to connect to the brake master cylinder 1, and the third interface (8e) is used to connect to the fluid reservoir 5.

[0331] In Example 8, as Figure 10 As shown, the second subsystem is connected to the first subsystem via interfaces 8E, 8F, and 8G through interfaces 8e, 8f, and 8g, respectively, and the first and second subsystems form a braking system.

[0332] Specifically, the following combination Figure 10 The connection relationship of the interface of the braking system provided in Embodiment 8 of this application is described.

[0333] It should be noted that the second subsystem does not include brake wheel cylinders (3a, 3b, 3c, 3d), but has at least one wheel cylinder interface, such as the first interface in Embodiment 1; at least one first interface is used to connect to at least one brake wheel cylinder (3a, 3b, 3c, 3d) and can provide braking pressure to the wheel cylinder.

[0334] Compared with the braking system provided in Embodiment 1, the braking system provided in Embodiment 8 integrates the first master cylinder isolation valve 11 and the second master cylinder isolation valve 12 into the second subsystem. The first master cylinder isolation valve 11 is connected to the brake master cylinder 1 through interface 8f in the second subsystem and interface 8F in the first subsystem, and the second master cylinder isolation valve 12 is connected to the brake master cylinder 1 through interface 8g in the first subsystem and interface 8G in the second subsystem.

[0335] The principle and other features of the braking system provided in Embodiment 8 of this application can be described with reference to the braking system provided in Embodiment 1.

[0336] Example 9

[0337] Figure 11 This is a schematic diagram of another braking system provided in Embodiment Nine of this application. Compared with the braking system provided in Embodiment Eight, the braking system provided in Embodiment Nine adopts a unidirectional pressurization booster. The changes in its pipeline and connection relationships can be referred to the descriptions of other embodiments, and will not be repeated here.

[0338] Figure 12 This application provides a braking system architecture, which can be used to derive the braking systems of embodiments ten to twenty-seven. The braking system provided in this application can be integrated in various forms. For example, the braking systems provided in embodiments ten to twenty-seven may include a main booster and a redundant booster. The main booster may include an interface connected to a reservoir and an interface connected to the braking circuit. The redundant booster may also include an interface connected to the master cylinder, an interface connected to the reservoir, and an interface connected to the braking circuit. Figure 12 As shown, in the braking systems provided in Embodiments 10 to 27, the main booster and the redundant booster can be independent integrated modules, or the main booster can be integrated with other pipelines and control valves; the redundant booster can also be integrated with the brake master cylinder. This application does not impose any limitations on this.

[0339] Example 10

[0340] Figure 13 A schematic diagram of another braking system provided in Embodiment 10 of this application is shown. Figure 13 As shown, the braking system provided in Embodiment 10 will be described below. For parts not mentioned, please refer to the description of the braking system in Embodiment 1. They will not be repeated here.

[0341] like Figure 13As shown, the braking system provided in Embodiment 10 includes a first subsystem and a second subsystem. Compared with Embodiment 1, both the first and second subsystems are modified in Embodiment 10. Specifically, the first subsystem adds a first booster pump 203, a second booster pump 204, a first booster pump control valve 211, a second booster pump control valve 212, a one-way valve 203v, and a one-way valve 204v; the second subsystem adds a third master cylinder isolation valve 13 and a fourth master cylinder isolation valve 14. The differences of the braking system provided in Embodiment 10 will be described in detail below.

[0342] First, in terms of system composition:

[0343] (1) The first subsystem includes: a first control unit 91, a brake master cylinder 1, a master cylinder push rod 1k, a pedal stroke sensor PTS, a test valve 51, a reservoir 5, an oil reservoir level sensor RLS, a pedal feel simulator 6, a pedal simulation valve 61, a first master cylinder isolation valve 11, a second master cylinder isolation valve 12, a first master cylinder pressure sensor MCPS, a first booster pump 203, a second booster pump 204, a first booster pump control valve 211, a second booster pump control valve 212, a first booster pump check valve 203v, and a second booster pump check valve 204v.

[0344] When the test valve 51 and pedal simulation valve 61 in the first subsystem do not include check valves, the first subsystem also includes a fifth check valve 51v and a sixth check valve 61v.

[0345] The first subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter or a liquid storage container 5 with a filter.

[0346] It is worth noting that the first subsystem may include the master cylinder pushrod 1k, but not the brake pedal 7. The first subsystem can be paired with different types of brake pedals 7 to adapt to more vehicle models and provide more possibilities for personalized customization.

[0347] It should be noted that the first booster pump 203 and the second booster pump 204 can be driven by at least one motor, and this drive motor is in Figure 13 The booster pumps shown in other embodiments provided in this application are also driven by motors, and these motors are not shown in the embodiments.

[0348] (2) The second subsystem includes: a second control unit 92, a third master cylinder isolation valve 13, a fourth master cylinder isolation valve 14, a second master cylinder pressure sensor MCPS, a booster drive motor 201, a bidirectional booster cylinder 202, a booster check valve 202v, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder booster valve 31, a second wheel cylinder booster valve 32, a third wheel cylinder booster valve 33, a fourth wheel cylinder booster valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, a fourth wheel cylinder pressure reducing valve 44, and a brake circuit pressure sensor BCPS.

[0349] When the first cylinder booster valve 31, the second cylinder booster valve 32, the third cylinder booster valve 33, and the fourth cylinder booster valve 34 in the second subsystem do not include check valves, the second subsystem also includes the first check valve 31v, the second check valve 32v, the third check valve 33v, and the fourth check valve 34v.

[0350] The second subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter.

[0351] It should be noted that the default states of each control valve in the braking system are as follows: Figure 13 As shown in the diagram. For example, the first master cylinder isolation valve 11, the second master cylinder isolation valve 12, the third master cylinder isolation valve 13, and the fourth master cylinder isolation valve 14 are normally open valves. In the initial state, the normally open valves connect the pipelines at both ends of the control valve. However, when the normally open valves are energized, they switch to disconnect the pipelines at both ends of the control valve. That is, when the normally open valves are energized and disconnected, the fluid in the pipeline cannot flow from one end of the normally open valve to the other end.

[0352] Similarly, in such Figure 13 In the braking system shown, the normally open valves may include: test valve 51, first master cylinder isolation valve 11, second master cylinder isolation valve 12, third master cylinder isolation valve 13, fourth master cylinder isolation valve 14, first wheel cylinder booster valve 31, second wheel cylinder booster valve 32, third wheel cylinder booster valve 33, and fourth wheel cylinder booster valve 34.

[0353] Similarly, in such Figure 13 In the braking system shown, the normally closed valves may include: a first booster pump control valve 211, a second booster pump control valve 212, a pedal simulation valve 61, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, and a fourth wheel cylinder pressure reducing valve 44.

[0354] Next, the following combination Figure 13The interface settings and connection relationships of the braking system provided in Embodiment 10 of this application are described.

[0355] First, let's introduce the connection relationships of the first subsystem. For example... Figure 13 As shown, the first subsystem includes interface 8E, interface 8F, and interface 8G.

[0356] like Figure 13 As shown, the first main chamber 1i of the brake master cylinder 1 is connected to the interface 8F through the first master cylinder isolation valve 11, and the second main chamber 1j of the brake master cylinder 1 is connected to the interface 8G through the second master cylinder isolation valve 12.

[0357] like Figure 13 As shown, the reservoir 5 is connected to the interface 8E. The first main chamber 1i of the master cylinder 1 is connected to the reservoir 5 via pipe 5i, and the second main chamber 1j of the master cylinder 1 is connected to the reservoir 5 via test valve 51 and pipe 5j. A one-way valve 51v is connected in parallel across the test valve 51. The one-way valve 51v is configured to allow brake fluid to flow from the reservoir 5 to the master cylinder 1 under certain conditions. The master cylinder push rod 1k can push the master cylinder piston under external force. The master cylinder push rod 1k can be connected to the brake pedal 7, and the pedal travel sensor PTS can detect the pedal travel.

[0358] It should be noted that, hereinafter, the input terminal of the first booster pump 203 is referred to as the first terminal of the first booster pump 203, and the output terminal of the first booster pump 203 is referred to as the second terminal of the first booster pump 203. Similarly, the input terminal of the second booster pump 204 is referred to as the first terminal of the second booster pump 204, and the output terminal of the second booster pump 204 is referred to as the second terminal of the second booster pump 204. It should be pointed out that the description of the first or second terminal of the first booster pump 203 or the second booster pump 204 in this application specification should not be construed as limiting the scope of protection of this application. The input terminal of the booster pump can also be referred to as the second terminal, and the output terminal of the booster pump can also be referred to as the first terminal; this application does not impose any limitations on this.

[0359] like Figure 13 As shown, the reservoir 5 is connected to the first end of the first booster pump 203 via a one-way valve 203v. The one-way valve 203v is configured to allow brake fluid to flow from the reservoir 5 to the first end of the first booster pump 203 under certain conditions. The first end of the first booster pump 203 is also connected to interface 8G via a first booster pump control valve 211. The second end of the first booster pump is connected to interface 8F, and the second end of the first booster pump 203 is also connected to the first main chamber 1i of the brake master cylinder 1 via a first master cylinder isolation valve 11.

[0360] like Figure 13As shown, the reservoir 5 is connected to the first end of the second booster pump 204 via a one-way valve 204v. The one-way valve 204v is configured to allow brake fluid to flow from the reservoir 5 to the first end of the second booster pump 204 under certain conditions. The first end of the second booster pump 204 is also connected to the interface 8G via a second booster pump control valve 212. The second end of the second booster pump is also connected to the interface 8G, and is further connected to the second main chamber 2j of the brake master cylinder 1 via a second master cylinder isolation valve 12.

[0361] It should be noted that the connection relationship of the liquid storage container 5 within the first subsystem is only one possible scenario provided in Embodiment Ten, and this application does not limit the number of interfaces on the liquid storage container 5. For example, as Figure 13 As shown, the pipes 5k, 5i, 5j, and 5m connected to the liquid storage container 5 can be connected to the liquid storage container 5 through four liquid storage container interfaces; in one possible implementation, the pipes 5k, 5i, 5j, and 5m connected to the liquid storage container 5 can merge before being connected to the liquid storage container 5 and be connected to the liquid storage container 5 through one interface.

[0362] like Figure 13 As shown, a master cylinder pressure sensor (MCPS) can also be installed between the second main chamber 1j and the second master cylinder isolation valve 12.

[0363] like Figure 13 As shown, the pedal feel simulator 6 is connected to the second main chamber 1j of the brake master cylinder via the pedal simulation valve 61. A one-way valve 61v is also connected in parallel across both ends of the pedal simulation valve 61. It should be noted that when the pedal simulation valve 61 includes a one-way valve function, it is not necessary to connect a one-way valve in parallel across its ends.

[0364] It should be noted that the master cylinder pressure sensor MCPS and the pedal simulator 6 can be connected to the second main chamber 1j of the brake master cylinder 1 or to the first main chamber 1i of the brake master cylinder. This application does not limit this connection.

[0365] Secondly, the connection relationships of the second subsystem are introduced. For example... Figure 13 As shown, the second subsystem includes a first interface, a second interface (8f, 8g), and a third interface (8e). The first interfaces of the second subsystem are used to connect to the brake cylinders (3a, 3b, 3c, 3d) of the wheels.

[0366] like Figure 13As shown, interface 8f is connected to the first end of the third master cylinder isolation valve 13, and the second end of the third master cylinder isolation valve 13 is connected to the first brake line 3i. Specifically, the second end of the third master cylinder isolation valve 13 is connected to the first end of the first wheel cylinder booster valve 31, and the second end of the first wheel cylinder booster valve 31 is connected to interface 4a; the second end of the third master cylinder isolation valve 13 is connected to the first end of the second wheel cylinder booster valve 32, and the second end of the second wheel cylinder booster valve 32 is connected to interface 4b.

[0367] like Figure 13 As shown, interface 8g is connected to the first end of the fourth master cylinder isolation valve 14, and the second end of the fourth master cylinder isolation valve 14 is connected to the second brake line 3j. Specifically, the second end of the fourth master cylinder isolation valve 14 is connected to the first end of the third wheel cylinder boost valve 33, and the second end of the third wheel cylinder boost valve 33 is connected to interface 4c; the second end of the fourth master cylinder isolation valve 14 is connected to the first end of the fourth wheel cylinder boost valve 34, and the second end of the fourth wheel cylinder boost valve 34 is connected to interface 4d.

[0368] like Figure 13 As shown, the first boosting chamber 202i of the bidirectional boosting cylinder 202 is connected to the first end of the first boosting control valve 21 and the first end of the second boosting control valve 22 respectively through the first boosting branch 2i; the second end of the first boosting control valve 21 is connected to the first brake line 3i, specifically, the second end of the first boosting control valve 21 is connected to the first end of the first wheel cylinder boosting valve 31, and the second end of the first boosting control valve 21 is connected to the first end of the second wheel cylinder boosting valve 32; the second end of the second boosting control valve 22 is connected to the second brake line 3j, specifically, the second end of the second boosting control valve 22 is connected to the first end of the third wheel cylinder boosting valve 33, and the second end of the second boosting control valve 22 is connected to the first end of the fourth wheel cylinder boosting valve 34.

[0369] like Figure 13 As shown, the second boosting chamber 202j of the bidirectional boosting cylinder 202 is connected to the first end of the third boosting control valve 23 and the first end of the fourth boosting control valve 24 respectively through the second boosting branch 2j; the second end of the third boosting control valve 23 is connected to the first brake line 3i, specifically, the second end of the third boosting control valve 23 is connected to the first end of the first wheel cylinder boosting valve 31, and the second end of the third boosting control valve 23 is connected to the first end of the second wheel cylinder boosting valve 32; the second end of the fourth boosting control valve 24 is connected to the second brake line 3j, specifically, the second end of the fourth boosting control valve 24 is connected to the first end of the third wheel cylinder boosting valve 33, and the second end of the fourth boosting control valve 24 is connected to the first end of the fourth wheel cylinder boosting valve 34.

[0370] like Figure 13As shown, interface 8e is connected to the first booster chamber 202i of the bidirectional booster cylinder 202 via a one-way valve 202v. The first end of the one-way valve 202v is connected to interface 8e, and the second end of the one-way valve 202v is connected to the first booster chamber 202i. The one-way valve 202v is configured to allow brake fluid to flow from line 202k through the one-way valve 202v into the first booster chamber 202i under certain conditions. That is, the one-way valve 202v allows brake fluid to flow from its first end to its second end under certain conditions.

[0371] It should be noted that, Figure 13 The connection line between the second pressurizing chamber 202j of the bidirectional pressurizing cylinder 202 and the liquid storage container 5 only indicates that rapid pressure reduction can be achieved when the piston of the bidirectional pressurizing cylinder returns to the leftmost position, and does not indicate that the pipeline is used for liquid replenishment. Similarly, this description also applies to other embodiments provided in this application specification.

[0372] like Figure 13 As shown, the brake circuit pressure sensor BCPS is installed at the first brake line 3i, and can collect the pressure at the first wheel cylinder booster valve 31 or the second wheel cylinder booster valve 32. It should be noted that the brake circuit pressure sensor BCPS can also be installed at the second brake line 3j, and can collect the pressure at the third wheel cylinder booster valve 33 or the fourth wheel cylinder booster valve 34. This application does not limit this.

[0373] like Figure 13 As shown, interface 4a is connected to interface 8e through the first cylinder pressure reducing valve 41, interface 4b is connected to interface 8e through the second cylinder pressure reducing valve 42, interface 4c is connected to interface 8e through the third cylinder pressure reducing valve 43, and interface 4d is connected to interface 8e through the fourth cylinder pressure reducing valve 44.

[0374] The first and second subsystems form the braking system. The second subsystem is connected to the first subsystem via interfaces 8E, 8F, and 8G, respectively. Furthermore, the braking system is also connected to the brake wheel cylinders via interfaces 4a, 4b, 4c, and 4d.

[0375] For a braking system composed of the first subsystem and the second subsystem, such as Figure 13As shown, the connection relationship between the master cylinder 1 and the wheel cylinders (3a, 3b, 3c, 3d) can be described as follows: The first main chamber 1i of the master cylinder 1 is connected to interface 8F through the first master cylinder isolation valve 11, and is connected to the third master cylinder isolation valve 13 through interface 8f. The third master cylinder isolation valve 13 is connected to the first brake line 3i. Specifically, the third master cylinder isolation valve 13 is connected to the first wheel cylinder booster valve 31 and the second wheel cylinder booster valve 32, respectively. The first wheel cylinder booster valve 31 is connected to interface 4a, and is connected to the first wheel cylinder 3a through interface 4a. The second booster valve 32 is connected to interface 4b... The brake master cylinder 1 is connected to the second wheel cylinder 3b via interface 4b; the second main chamber 1j of the brake master cylinder 1 is connected to interface 8G via the second master cylinder isolation valve 12, and to the fourth master cylinder isolation valve 14 via interface 8g. The fourth master cylinder isolation valve 14 is connected to the second brake line 3j. Specifically, the fourth master cylinder isolation valve 14 is connected to the third wheel cylinder booster valve 33 and the fourth wheel cylinder booster valve 34 respectively; the third wheel cylinder booster valve 33 is connected to interface 4c, and to the third wheel cylinder 3c via interface 4c; the fourth wheel cylinder booster valve 34 is connected to interface 4d, and to the fourth wheel cylinder 3d via interface 4d.

[0376] Similarly, such as Figure 13 As shown, the output end of the first booster pump 203 is connected to interface 8F and to the third master cylinder isolation valve 13 via interface 8f; the output end of the second booster pump 204 is connected to interface 8G and to the fourth master cylinder isolation valve 14 via interface 8g. The connection relationship between the first booster pump 203 and the second booster pump 204 and the brake wheel cylinders (3a, 3b, 3c, 3d) in the second subsystem can be referenced to the connection relationship between the brake master cylinder 1 and the brake wheel cylinders (3a, 3b, 3c, 3d), and will not be repeated here.

[0377] like Figure 13 As shown, the first boosting chamber 202i of the booster 2 is connected to the interface 8e via the one-way valve 202v, and is connected to the liquid storage container 5 via the interface 8E and the pipeline 5k; the first ends of the wheel cylinder pressure reducing valves (41, 42, 43, 44) are respectively connected to the interface 8e, and are connected to the liquid storage container 5 via the interface 8E and the pipeline 5k.

[0378] The above describes the system composition, connection relationships, integration method, and interface settings of the braking system provided in Embodiment 10. The control relationships of the braking system provided in Embodiment 10 are described below. In Embodiment 10, the objects controlled by the first control unit 91 and the second control unit 92 are as follows:

[0379] (1) The objects controlled by the first control unit 91 include: pedal simulation valve 61, first master cylinder isolation valve 11, second master cylinder isolation valve 12, test valve 51, first booster pump control valve 211, and second booster pump control valve 212.

[0380] The first control unit 91 receives signals from the master cylinder pressure sensor MCPS, the pedal travel sensor PTS, and the oil reservoir level sensor RLS.

[0381] (2) The objects controlled by the second control unit 92 include: boost drive motor 201, third master cylinder isolation valve 13, fourth master cylinder isolation valve 14, first boost control valve 21, second boost control valve 22, third boost control valve 23, fourth boost control valve 24, first wheel cylinder boost valve 31, second wheel cylinder boost valve 32, third wheel cylinder boost valve 33, fourth wheel cylinder boost valve 34, first wheel cylinder pressure reducing valve 41, second wheel cylinder pressure reducing valve 42, third wheel cylinder pressure reducing valve 43, and fourth wheel cylinder pressure reducing valve 44.

[0382] The second control unit 92 receives signals from the brake circuit pressure sensor BCPS and the motor position sensor MPS.

[0383] In one possible implementation, the braking system includes a first controller and a second controller. The first controller includes a first control unit 91, and the second controller includes a second control unit 92. Both the first and second controllers also include at least various solenoid valve actuators and various signal processing and control output interfaces. The second controller also includes signal processing and control output interfaces related to motor drive. The controllers can also receive measurement or detection signals from various sensors, such as environmental conditions, driver input, and braking system status, and control the braking characteristics of the braking system through calculation and judgment.

[0384] The above combination Figure 13 The system composition, connection relationships, integration method, interface settings, and control relationships of the braking system provided in Embodiment 10 are described below. Figure 13 The operating modes of the braking system provided in Embodiment 10 are described.

[0385] The braking intent described in this application specification may include braking intent from the driver and braking intent from the vehicle's active braking.

[0386] Specifically, braking intention can be obtained through the driver's pedal depressing action, by obtaining the driver's braking intention through the signal of the pedal travel sensor (PTS), or by combining the signals of the pedal travel sensor (PTS) and the master cylinder pressure sensor (MCPS).

[0387] Furthermore, braking intent can also be obtained through active braking requests from the Autopilot System (ADS) or the Driver Assistance System (ADAS). For example, an active braking request can be generated by the Autopilot Controller and received by the control unit of the braking system; or, in ACC mode, when the following distance is less than a preset distance, the ACC system issues an active braking request, which is received by the control unit of the braking system, and the corresponding braking action is executed. This application specification does not limit the method of obtaining braking intent.

[0388] Depending on the braking intent, the braking system provided in this application embodiment can provide functions such as ABS, TCS, ESC, BBF, AEB, and ACC. In addition, the braking system can also provide other additional VAF functions, such as AEB, ABP, ABA, AWB, CDD, VLC, AVH, BDW, HAZ, HBA, HFC, HRB, HAS, and HDC.

[0389] The abbreviations and their explanations included in the embodiments provided in this application specification can be found in the introduction at the beginning of the document.

[0390] It should be noted that in this application specification, the first control unit 91 is also referred to as ECU1 in some embodiments, and the second control unit 92 is also referred to as ECU2 in some embodiments.

[0391] After obtaining the braking intention, the braking system has different operating modes under different fault scenarios. The braking system provided in Embodiment 10 of this application includes at least 4 operating modes: (1) ECU1 and ECU2 work together; (2) ECU1 works alone; (3) ECU2 works alone; (4) mechanical backup mode.

[0392] Operating mode 1: Normal braking mode, ECU1 and ECU2 work together.

[0393] like Figure 14 As shown, when the braking system is functioning without any faults, ECU1 and ECU2 work together. In one possible application scenario, when the driver depresses the brake pedal, the master cylinder push rod 1k pushes the brake master cylinder piston, increasing the pressure within the master cylinder. ECU1 controls the first master cylinder isolation valve 11 and the second master cylinder isolation valve 12 to disconnect. ECU1 controls the pedal simulation valve 61 to open, connecting the second main chamber 1j of the brake master cylinder 1 to the pedal feel simulator 6, which then generates pedal feel. At this time, the first booster pump 203 and the second booster pump 204 are not operating. ECU1 also receives signals from the pedal travel sensor PTS and the first master cylinder pressure sensor MCPS, and transmits these signals to ECU2. Furthermore, ECU1 also receives signals from the reservoir level sensor RLS.

[0394] Here, ECU1 transmits signals to ECU2, and communication can be achieved through CAN (Controller Area Network), Ethernet, or other means. This application does not impose any restrictions on this.

[0395] ECU2 determines the driver's braking intention based on the signals from the pedal travel sensor PTS and the master cylinder pressure sensor MCPS transmitted by ECU1.

[0396] Specifically, according to the braking intent, the conventional pressure build-up process of the braking system provided in Embodiment 10 can be described as follows: ECU2 controls the opening of the first boost control valve 21, the second boost control valve 22, the third boost control valve 23, and the fourth boost control valve 24, and controls the boost drive motor 201 to push the piston in the bidirectional boost cylinder 202 to move to the right. Part of the oil in the first boost chamber 202i passes through the first boost control valve 21 and the second boost control valve 22, and flows into the brake wheel cylinders (3a, 3b, 3c, 3d) through the wheel cylinder boost valves (31, 32, 33, 34) respectively, to achieve wheel braking; the other part of the oil flows into the second boost chamber 202j of the bidirectional boost cylinder 202 through the third boost control valve 23 and the fourth boost control valve 24.

[0397] Furthermore, ECU2 determines the piston position within the bidirectional booster cylinder 202 using the MPS signal from the motor position sensor. If the piston reaches the rightmost position of the bidirectional booster cylinder 202, and the brake wheel cylinder still requires further boosting, ECU2 controls the first booster control valve 21 and the second booster control valve 22 to be closed, and controls the booster drive motor 201 to reverse. The piston in the bidirectional booster cylinder moves to the left, and the brake fluid in the second booster chamber 202j flows into the brake wheel cylinder through the third booster control valve 23, the fourth booster control valve, and the wheel cylinder booster valves (31, 32, 33, 34), thus boosting the wheel pressure. When the piston reaches the leftmost position of the bidirectional booster cylinder 202 and the system still requires boosting, the principle is similar, and will not be elaborated here. It should be noted that the bidirectional booster cylinder 202 enables a continuous and stable boosting process, providing excellent boosting characteristics for the braking system.

[0398] When the braking pressure of a certain wheel cylinder is too high, the conventional decompression process of the braking system provided in Embodiment 10 can be described as follows: For example, when the pressure of the brake wheel cylinder 3a is too high, the wheel cylinder pressure boosting valve 31 corresponding to the control wheel cylinder 3a is disconnected, and the corresponding wheel cylinder pressure reducing valve 41 is connected. The brake fluid in the wheel cylinder flows into the reservoir 5 through the wheel cylinder pressure reducing valve 41 to achieve pressure reduction.

[0399] Therefore, based on the sensor signals, ECU2 calculates the control signals for the boost drive motor 201 and each solenoid valve in the second subsystem. ECU2 controls the opening of the first boost control valve 21 and the second boost control valve 22, and the states of the third boost control valve 23 and the fourth boost control valve 24, and controls the boost drive motor 201 to push the booster piston to build pressure. ECU2 controls the pressure of each brake wheel cylinder (3a, 3b, 3c, 3d) by controlling the opening and closing of the wheel cylinder boost valves (31, 32, 33, 34) and the wheel cylinder depressurization valves (41, 42, 43, 44), thereby realizing functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0400] Operating mode 2: Redundant braking mode, ECU1 operates independently.

[0401] like Figure 15 As shown, when ECU2 malfunctions, ECU1 operates independently. Since the third master cylinder isolation valve 13 and the fourth master cylinder isolation valve 14 are normally open valves, the braking pressure generated by the first subsystem can still be transmitted to the brake wheel cylinder through the third master cylinder isolation valve 13 and the fourth master cylinder isolation valve 14 when ECU2 fails and cannot work normally.

[0402] When ECU2 malfunctions, ECU1 controls the first master cylinder isolation valve 11 and the second master cylinder isolation valve 12 to disconnect, and controls the pedal simulation valve 61 to connect. Brake fluid from master cylinder 1 enters the pedal feel simulator 6, which then operates to provide pedal feel. Furthermore, the pressure in the lines boosted by the first booster pump 203 and the second booster pump 204 will not be transmitted back to the master cylinder via the first master cylinder isolation valve 11 or the second master cylinder isolation valve 12, preventing situations where the driver cannot depress the brake pedal or where a sudden increase in pressure in master cylinder 1 could injure the driver.

[0403] ECU1 controls the operation of the first booster pump 203 and the second booster pump 204 to pressurize the brake lines. At this time, brake fluid flows from the reservoir 5 through the one-way valve 203v to the input end of the first booster pump 203, and brake fluid also flows from the reservoir 5 through the one-way valve 204v to the input end of the second booster pump 204.

[0404] ECU1 can pressurize the brake wheel cylinders by controlling the first booster pump 203 and the second booster pump 204, and control the booster pressure of the brake wheel cylinders in conjunction with the first booster pump control valve 211 and the second booster pump control valve 212. Therefore, in the event of a ECU2 failure, ECU1 can achieve braking function by controlling the first subsystem. However, at this time, the system cannot achieve active wheel decompression or individual boosting of all four wheels; therefore, the backup function is weak and can only support simple functions such as service braking.

[0405] Operating mode 3: Redundant braking mode, ECU2 operates independently.

[0406] like Figure 16 As shown, ECU1 malfunctions at this time and cannot collect PTS and MCPS signals. Therefore, ECU2 cannot sense the driver's braking intention through the pedal travel sensor PTS. However, the braking system provided in Embodiment 10 can respond to active braking requests in this mode, such as AEB / ESC / TCS and value added function (VAF) braking requests (the above functions can be triggered without the driver pressing the brake pedal).

[0407] In one possible implementation, when the pedal travel sensor PTS transmits signals to ECU1 and ECU2 respectively, ECU2 can obtain the PTS signal when ECU1 fails. At this time, ECU2 can obtain the braking intention. This application does not limit this.

[0408] ECU2 responds to the braking request by calculating the control signals of the boost drive motor 201 and each solenoid valve in the second subsystem. The working principle of ECU2 working alone is similar to the working mode 1 of ECU1 and ECU2 working together, and will not be described again here.

[0409] In one possible implementation, ECU2 controls the third master cylinder isolation valve 13 and the fourth master cylinder isolation valve 14 to disconnect. ECU2 also controls the boost drive motor 201 to push the booster piston to build pressure, and controls the states of the first boost control valve 21, the second boost control valve 22, the third boost control valve 23, and the fourth boost control valve 24 to boost pressure. Pressure control of each brake wheel cylinder (3a, 3b, 3c, 3d) is achieved by controlling the connection and disconnection of the wheel cylinder boost valves (31, 32, 33, 34) and the wheel cylinder depressurization valves (41, 42, 43, 44), thereby realizing functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0410] Operating Mode 4: Redundant Braking Mode, Mechanical Backup

[0411] Furthermore, when both ECU1 and ECU2 fail, the braking system provided in this embodiment can perform a mechanical backup. When the driver depresses the brake pedal, brake fluid can flow from the master cylinder 1 through the first master cylinder isolation valve 11 and the third master cylinder isolation valve 13 to the first wheel cylinder 3a and the second wheel cylinder 3b, or it can flow from the master cylinder 1 through the second master cylinder isolation valve 12 and the fourth master cylinder isolation valve 14 to the third wheel cylinder 3c and the fourth wheel cylinder 3d to achieve braking.

[0412] Example 11

[0413] Figure 17 A schematic diagram of another braking system provided in Embodiment Eleven of this application.

[0414] like Figure 17 As shown, compared to Embodiment 10, the difference in the braking system provided in Embodiment 11 is that the booster 2 in the second subsystem is a one-way booster device. The one-way booster cylinder 202 of the booster 2 is connected to the first braking circuit 3i through the first booster control valve 21, and the one-way booster cylinder 202 of the booster 2 is connected to the second braking circuit 3j through the second booster control valve 22. In addition, the one-way booster cylinder 202 is also connected to the interface 8e through the booster one-way valve 202v.

[0415] The other system components, connection relationships, interface settings, and working principles under different working modes of the braking system provided in Example 11 can be found in the descriptions of other embodiments in this application specification, and will not be repeated here.

[0416] The braking system provided in Embodiment 11 omits the third boost control valve 23 and the fourth boost control valve 24, resulting in a simpler structure. Therefore, the braking system provided in Embodiment 11 can reduce costs and improve system reliability. However, the system provided in Embodiment 11 cannot achieve bidirectional continuous boosting. When the piston in the booster 2 reaches the far right and the system still needs boosting, the first boost control valve 11 and the second boost control valve 12 must be disconnected to control the boost drive motor 201 to reverse and push the piston of the booster 2 to the left, and then the pressure must be rebuilt. That is, pressure needs to be maintained for a period of time before boosting can continue.

[0417] Example 12

[0418] Figure 18 and Figure 19 These are schematic diagrams of the braking systems provided in Embodiments Twelve and Thirteen of this application, respectively.

[0419] like Figure 18 and Figure 19 As shown, compared with Embodiment 10, Embodiments 12 and 13 provide a braking system with the addition of ECU3, and the booster drive motor 201 is changed from a three-phase motor to a six-phase motor. The six-phase motor includes two sets of three-phase windings, with ECU2 controlling one set of three-phase windings of the booster drive motor 201 and ECU3 controlling the other set of three-phase windings of the booster drive motor 201.

[0420] In such Figure 18 In the braking system provided in Embodiment Twelve, the objects controlled by each control unit are as follows:

[0421] ECU1 controls the pedal simulation valve 61, the first master cylinder isolation valve 11, the second master cylinder isolation valve 12, the test valve 51, the first booster pump control valve 211, and the second booster pump control valve 212. ECU1 receives signals from the master cylinder pressure sensor MCPS, the pedal travel sensor PTS, and the oil reservoir level sensor RLS.

[0422] ECU2 and ECU3 can jointly drive and control the first boost control valve 21, the second boost control valve 22, the third boost control valve 23, the fourth boost control valve 24, the third master cylinder isolation valve 13, and the fourth master cylinder isolation valve 14.

[0423] Simultaneously, ECU2 also controls the boost valves 31, 32, 33, and 34 of the first, second, and third wheel cylinders, as well as the depressurization valves 41, 42, 43, and 44 of the first, second, and third wheel cylinders. ECU2 receives signals from the brake circuit pressure sensor BCPS and the motor position sensor MPS.

[0424] In normal operating mode, ECU1 controls the three-phase motor to drive the piston inside the turbocharger 2 for boosting. ECU2 controls all the solenoid valves in the second subsystem. When the motor power (corresponding to the boost speed) is insufficient to meet the system requirements, ECU3 increases the motor power by controlling the other three-phase windings of the motor.

[0425] On the other hand, when ECU2 or the three-phase winding of the motor corresponding to ECU2 fails, ECU3 can control another set of three-phase windings of the boost drive motor 201 and control the state of the first boost control valve 21, the second boost control valve 22, the third boost control valve 23, the fourth boost control valve 24, the third master cylinder isolation valve 13, and the fourth master cylinder isolation valve 14 to achieve boosting of the wheel cylinder, thereby providing redundant braking backup function for the system.

[0426] When ECU2 or ECU3 or the booster drive motor 201 fails, ECU1 in the first subsystem controls the first booster pump 203 and the second booster pump 204, as well as the first booster pump control valve 203, the second booster pump control valve 204, the first master cylinder isolation valve 11, and the second master cylinder isolation valve 12 to boost the wheel cylinders and complete the braking function backup. Therefore, this system has triple redundancy braking backup characteristics.

[0427] Compared to Example 10, the braking system provided in Example 12 can provide redundant boosting backup for both the first and second subsystems. The booster pump in the first subsystem provides redundant boosting functionality, and the booster motor, first booster control valve 21, second booster control valve 22, third booster control valve 23, fourth booster control valve 24, third master cylinder isolation valve 13, and fourth master cylinder isolation valve 14 in the second subsystem, controlled by ECU3, can also provide redundant boosting functionality. In redundant backup braking mode, the second subsystem can achieve four-wheel low-select ABS function while having faster boosting capability and more precise pressure control accuracy.

[0428] Example 13

[0429] like Figure 19 As shown, Embodiment Thirteen also provides a braking system. Compared to Embodiment Twelve, the booster 2 of the braking system provided in Embodiment Thirteen uses a one-way booster cylinder, and its connection relationship is as follows: Figure 19 As shown. Specifically, the one-way booster cylinder 202 is connected to interface 8e via one-way valve 202v. The one-way booster cylinder 202 is connected to the first booster control valve 21 and the second booster control valve 22 via the first booster branch 2i. The one-way booster cylinder 202 is connected to the third booster control valve 23 and the fourth booster control valve 24 via the second booster branch 2j. The first booster control valve 21 and the third booster control valve 23 are connected to the first brake circuit 3i, and the second booster control valve 22 and the fourth booster control valve 24 are connected to the second brake circuit 3j.

[0430] Specifically, such as Figure 19 As shown, the booster cylinder 202 is connected to the first end of the first booster control valve 21 and the first end of the second booster control valve 22 via the first booster branch 2i. The second end of the first booster control valve 21 is connected to the first brake line 3i. Specifically, the second end of the first booster control valve 21 is connected to the first end of the first wheel cylinder booster valve 31 and the first end of the second wheel cylinder booster valve 32. The second end of the second booster control valve 22 is connected to the second brake line 3j. Specifically, the second end of the second booster control valve 22 is connected to the first end of the third wheel cylinder booster valve 33 and the first end of the fourth wheel cylinder booster valve 34.

[0431] Similarly, such as Figure 19 As shown, the booster cylinder 202 is also connected to the first end of the third booster control valve 23 and the first end of the fourth booster control valve 24 via the second booster branch 2j. The second end of the third booster control valve 23 is connected to the first brake line 3i. Specifically, the second end of the third booster control valve 23 is connected to the first end of the first wheel cylinder booster valve 31 and the first end of the second wheel cylinder booster valve 32. The second end of the fourth booster control valve 24 is connected to the second brake line 3j. Specifically, the second end of the fourth booster control valve 24 is connected to the first end of the third wheel cylinder booster valve 33 and the first end of the fourth wheel cylinder booster valve 34.

[0432] like Figure 19As shown, in the braking system provided in Embodiment Thirteen, ECU2 and ECU3 jointly control the third master cylinder isolation valve 13 and the fourth master cylinder isolation valve 14, ECU3 independently controls the third boost control valve 23 and the fourth boost control valve 24, and ECU2 controls the first boost control valve 21, the second boost control valve 22, the first wheel cylinder boost valve 31, the second wheel cylinder boost valve 32, the third wheel cylinder boost valve 33, the fourth wheel cylinder boost valve 34, the first wheel cylinder depressurization valve 41, the second wheel cylinder depressurization valve 42, the third wheel cylinder depressurization valve 43, and the fourth wheel cylinder depressurization valve 44.

[0433] like Figure 19 As shown, the booster 2 of the braking system provided in Embodiment Thirteen adopts a one-way booster cylinder and reduces the number of solenoid valves driven by both ECU2 and ECU3, which can reduce costs and enable low-selection ABS function in some failure modes.

[0434] In summary, the braking systems provided in Embodiments 13 and 15 can improve the redundancy backup capability of the braking system. Their working modes or other unmentioned parts can be referred to the descriptions of other embodiments of this application, which will not be repeated here.

[0435] Examples 14 and 15

[0436] Figure 20 and Figure 21 These are schematic diagrams of another braking system provided in Embodiments 14 and 15 of this application, respectively.

[0437] like Figure 20 As shown, compared to Embodiment Twelve, in the braking system provided in Embodiment Fourteen, the solenoid valves jointly controlled by ECU2 and ECU3 include a third master cylinder isolation valve 13, a fourth master cylinder isolation valve 14, a first boost control valve 11, a second boost control valve 12, a third boost control valve 13, a fourth boost control valve 14, a first wheel cylinder boost valve 31, a second wheel cylinder boost valve 32, a third wheel cylinder boost valve 33, a fourth wheel cylinder boost valve 34, a first wheel cylinder depressurization valve 41, a second wheel cylinder depressurization valve 42, a third wheel cylinder depressurization valve 43, and a fourth wheel cylinder depressurization valve 44. The braking system provided in Embodiment Fourteen has higher redundancy.

[0438] like Figure 21 As shown, compared to Embodiment Thirteen, in the braking system provided in Embodiment Fifteen, the solenoid valves jointly controlled by ECU2 and ECU3 include a third master cylinder isolation valve 13, a fourth master cylinder isolation valve 14, a first wheel cylinder booster valve 31, a second wheel cylinder booster valve 32, a third wheel cylinder booster valve 33, a fourth wheel cylinder booster valve 34, a first wheel cylinder depressurization valve 41, a second wheel cylinder depressurization valve 42, a third wheel cylinder depressurization valve 43, and a fourth wheel cylinder depressurization valve 44. The braking system provided in Embodiment Fifteen has higher redundancy.

[0439] For the braking system provided in Embodiment Fourteen or Embodiment Fifteen, when ECU2 or the three-phase winding controlled by ECU2 fails, ECU3 can drive and control the three-phase winding and the solenoid valve jointly controlled above to realize all function backup in redundant braking mode, including ABS / TCS / ESC / BBF / VAF and other functions.

[0440] The braking system provided in Example 15 uses a one-way booster cylinder, which has a simpler structure, reduces the number of solenoid valves that drive the system together, lowers costs, and improves the reliability of the braking system.

[0441] In summary, the braking systems provided in Embodiments 14 and 15 can greatly improve the redundancy backup capability of the braking system. The system composition, connection relationship, control relationship, working mode or other unmentioned parts can be referred to the description of other embodiments in this application specification, and will not be repeated here.

[0442] Example 16

[0443] Figure 22 A schematic diagram of another braking system provided in Embodiment Sixteen of this application.

[0444] like Figure 22 As shown, compared with Embodiment 10, the braking system provided in Embodiment 16 adds a third booster pump control valve 213 and a fourth booster pump control valve 214. Specifically, interface 8F is connected to the liquid storage container 5 via the third booster pump control valve 213, and interface 8G is connected to the liquid storage container 5 via the fourth booster pump control valve 214.

[0445] When ECU2 fails, ECU1 operates independently. ECU1 can achieve active pressure reduction by controlling the third booster pump control valve 213 and the fourth booster pump control valve 214. For example, when pressure reduction is required for the brake wheel cylinders (3a, 3b, 3c, 3d), ECU1 controls the third booster pump control valve 213 and the fourth booster pump control valve 214 to connect, allowing the brake wheel cylinders to connect to the reservoir 5, thereby achieving pressure reduction in the wheel cylinders.

[0446] The braking system provided in Example 16 further improves the redundancy backup capability of the braking system. By adding a third booster pump control valve 213 and a fourth booster pump control valve 214, the low-selection ABS function can be realized in the redundancy backup mode.

[0447] Specifically, in one possible implementation, the third booster pump control valve 213 and the fourth booster pump control valve 214 can be solenoid valves capable of providing on and off states. Alternatively, in another possible implementation, the third booster pump control valve 213 and the fourth booster pump control valve 214 are regulating valves, whose opening can be adjusted by a control signal to regulate the circuit pressure. In redundant braking mode, when ECU1 operates alone, if the brake wheel cylinder needs depressurization, ECU1 can control the brake circuit pressure by controlling the opening of the third booster pump control valve 213 and the fourth booster pump control valve 214. This enables low-select ABS functionality.

[0448] Furthermore, in another possible implementation, the booster 2 of the braking system can also employ a one-way booster cylinder and reduce the number of the third booster control valve 23 and the fourth booster control valve 24, thereby reducing costs. The second subsystem of the braking system employing the one-way booster device can be referred to the description in Embodiment Eleven, and will not be repeated here.

[0449] Example 17

[0450] Figure 23 A schematic diagram of another braking system provided in Embodiment Seventeen of this application.

[0451] like Figure 23 As shown, in the braking system provided in Embodiment Seventeen, the system composition, connection relationships, control relationships, and other unmentioned parts of the second subsystem can be referred to in Embodiment Ten, and will not be repeated here. Compared with Embodiment Ten, the differences in the first subsystem of the braking system provided in Embodiment Seventeen are specifically described as follows.

[0452] like Figure 23 As shown, the first subsystem includes: a first control unit 91, a brake master cylinder 1, a master cylinder push rod 1k, a pedal stroke sensor PTS, a test valve 51, a reservoir 5, an oil reservoir level sensor RLS, a pedal feel simulator 6, a pedal simulation valve 61, a first master cylinder isolation valve 11, a second master cylinder isolation valve 12, a first master cylinder pressure sensor MCPS, a first booster pump 203, a second booster pump 204, a first booster pump control valve 211, a second booster pump control valve 212, and a third booster pump control valve 213.

[0453] like Figure 23As shown, the first end of the first booster pump 203 is connected to the reservoir 5 via the third booster pump control valve 213, and the first end of the first booster pump 203 is also connected to the interface 8F via the first booster pump control valve 211. The interface 8F can be connected to the reservoir 5 sequentially via the first booster pump control valve 211 and the third booster pump control valve 213. The second end of the first booster pump 203 is connected to the first main chamber 1i of the brake master cylinder 1 via the first master cylinder isolation valve 11, and the second end of the first booster pump 203 is also connected to the interface 8F.

[0454] Similarly, such as Figure 23 As shown, the first end of the second booster pump 204 is connected to the reservoir 5 via the third booster pump control valve 213, and the first end of the second booster pump 204 is also connected to the interface 8G via the second booster pump control valve 212. The interface 8G can be connected to the reservoir 5 sequentially via the second booster pump control valve 212 and the third booster pump control valve 213. The second end of the second booster pump 204 is connected to the second main chamber 1j of the brake master cylinder 1 via the second master cylinder isolation valve 12, and the second end of the second booster pump 204 is also connected to the interface 8G.

[0455] Therefore, when ECU2 fails and ECU1 operates alone, the first booster pump 203 and the second booster pump 204 can achieve redundant boosting. When it is necessary to depressurize the brake wheel cylinder, ECU1 can connect the first booster pump control valve 211, the second booster pump control valve 212, and the third booster pump control valve 213 to allow the brake fluid in the brake wheel cylinder to flow back to the reservoir 5, thereby depressurizing the brake wheel cylinder.

[0456] In one possible implementation, the first booster pump control valve 211 and the second booster pump control valve 212 are regulating valves, whose opening can be adjusted by a control signal to regulate the circuit pressure. In redundant braking mode, when ECU1 operates alone, if the brake wheel cylinder needs decompression, ECU1 controls the third booster pump control valve 213 to open, and ECU1 can control the pressure of the braking circuit by controlling the opening of the first booster pump control valve 211 and the second booster pump control valve 214. This enables low-select ABS functionality.

[0457] Therefore, the braking system provided in Embodiment 17 can still provide braking functions such as low-select ABS even when the first subsystem is working alone.

[0458] For details regarding the system composition, connection relationships, control relationships, operating modes, or other unmentioned aspects of the braking system provided in Embodiment Seventeen, please refer to the descriptions of other embodiments in this application specification; further details will not be repeated here.

[0459] Example 18

[0460] Figure 24Another braking system provided in Embodiment 18 of this application. For example... Figure 24 As shown, in the braking system provided in Embodiment 18, the system composition, connection relationships, control relationships, and other unmentioned parts of the second subsystem can be referred to Embodiment 10, and will not be repeated here. Compared with Embodiment 10, the first subsystem of the braking system provided in Embodiment 18 is different, as specifically described below.

[0461] like Figure 24 As shown, the first subsystem includes: a first control unit 91, a brake master cylinder 1, a master cylinder push rod 1k, a pedal stroke sensor PTS, a test valve 51, a reservoir 5, an oil reservoir level sensor RLS, a pedal feel simulator 6, a pedal simulation valve 61, a first master cylinder isolation valve 11, a second master cylinder isolation valve 12, a first master cylinder pressure sensor MCPS, a first booster pump 203, a second booster pump 204, a first booster pump control valve 211, a second booster pump control valve 212, a third booster pump control valve 213, and a fourth booster pump control valve 214.

[0462] like Figure 24 As shown, the first end of the first booster pump 203 is connected to the liquid storage container 5. The first end of the first booster pump 203 is also connected to the interface 8F via the third booster pump control valve 213 and the first booster pump control valve 211. The interface 8F is connected to the fifth liquid storage container 5 via the first booster pump control valve 211 and the third booster pump control valve 213. The second end of the first booster pump 203 is connected to the first main chamber 1i of the brake master cylinder 1 via the first master cylinder isolation valve 11. The second end of the first booster pump 203 is also connected to the interface 8F.

[0463] Similarly, such as Figure 24 As shown, the first end of the second booster pump 204 is connected to the liquid storage container 5. The first end of the second booster pump 204 is also connected to the interface 8G via the fourth booster pump control valve 214 and the second booster pump control valve 212. The interface 8G is connected to the fifth liquid storage container 5 via the second booster pump control valve 212 and the fourth booster pump control valve 214. The second end of the second booster pump 204 is connected to the second main chamber 1j of the brake master cylinder 1 via the second master cylinder isolation valve 12. The second end of the second booster pump 204 is also connected to the interface 8G.

[0464] The natural states of each control valve in the braking system provided in Example 18 are as follows: Figure 24 As shown. Among them, as Figure 24 As shown, the first booster pump control valve 211 and the second booster pump control valve 212 are normally open valves, and are in the on state under normal conditions. The third booster pump control valve 213 and the fourth booster pump control valve 214 are normally closed valves, and are in the off state under normal conditions.

[0465] It should be noted that the first booster pump control valve 211 and the second booster pump control valve 212 are regulating valves, and the opening degree of the control valves can be adjusted by the control signal to regulate the circuit pressure.

[0466] In normal braking mode, the third booster pump control valve 213 and the fourth booster pump control valve 214 remain open to prevent brake fluid from flowing to the reservoir 5 via these valves, which would cause a drop in brake circuit pressure. When wheel cylinders require pressure reduction, the ECU2 controls the wheel cylinder pressure reduction valves (41, 42, 43, 44) to activate them.

[0467] In redundant braking mode, when ECU1 operates alone, if the brake wheel cylinder requires increased pressure, ECU1 keeps the third booster pump control valve 213 and the fourth booster pump control valve 214 in the open state, while ECU1 controls the first booster pump 203 and the second booster pump 204 to boost the brake circuit pressure. If the brake wheel cylinder requires depressurization, ECU1 controls the third booster pump control valve 213 and the fourth booster pump control valve 214 to open, and coordinates with the control of the opening of the first booster pump control valve 211 and the second booster pump control valve 212 to achieve pressure control of the brake circuit. This enables low-selection ABS functionality.

[0468] For details regarding the system composition, connection relationships, control relationships, operating modes, or other unmentioned aspects of the braking system provided in Embodiment 18, please refer to the descriptions of other embodiments in this application specification; further details will not be repeated here.

[0469] Example 19

[0470] Figure 25 Another braking system provided in Embodiment Nineteen of this application. For example... Figure 25 As shown, in the braking system provided in Embodiment Nineteen, the system composition, connection relationships, control relationships, and other unmentioned parts of the second subsystem can be referred to Embodiment Ten, and will not be repeated here. Compared with Embodiment Ten, the differences in the first subsystem of the braking system provided in Embodiment Nineteen are specifically described as follows.

[0471] like Figure 25 As shown, the first subsystem includes: a first control unit 91, a brake master cylinder 1, a master cylinder push rod 1k, a pedal stroke sensor PTS, a test valve 51, a reservoir 5, an oil reservoir level sensor RLS, a pedal feel simulator 6, a pedal simulation valve 61, a first master cylinder isolation valve 11, a second master cylinder isolation valve 12, a first master cylinder pressure sensor MCPS, a first booster pump 203, a second booster pump 204, a first booster pump control valve 211, a second booster pump control valve 212, a third booster pump control valve 213, and a fourth booster pump control valve 214.

[0472] like Figure 25 As shown, the first end of the first booster pump 203 is connected to the reservoir 5 via the third booster pump control valve 213, and the first end of the first booster pump 203 is also connected to the interface 8F via the first booster pump control valve. The interface 8F can be connected to the reservoir 5 via the first booster pump control valve 211 and the third booster pump control valve 213. The second end of the first booster pump 203 is connected to the first main chamber 1i of the brake master cylinder 1 via the first master cylinder isolation valve 11, and the second end of the first booster pump 203 is connected to the interface 8F.

[0473] Similarly, such as Figure 25 As shown, the first end of the second booster pump 204 is connected to the reservoir 5 via the fourth booster pump control valve 214, and the first end of the second booster pump 204 is also connected to the interface 8G via the second booster pump control valve 212. The interface 8G can be connected to the reservoir 5 via the second booster pump control valve 212 and the fourth booster pump control valve 214. The second end of the second booster pump 204 is connected to the second main chamber 1j of the brake master cylinder 1 via the second master cylinder isolation valve 12, and the second end of the second booster pump 204 is connected to the interface 8G.

[0474] Therefore, when ECU2 fails and ECU1 operates alone, the first booster pump 203 and the second booster pump 204 can achieve redundant boosting. When it is necessary to depressurize the brake wheel cylinder, ECU1 can connect interface 8F to the reservoir 5 by activating the first booster pump control valve 211 and the third booster pump control valve 213, and connect interface 8G to the reservoir 5 by activating the second booster pump control valve 212 and the fourth booster pump control valve 214. This allows the brake fluid in the brake wheel cylinder to flow back to the reservoir 5, thus depressurizing the brake wheel cylinder. Therefore, the braking system provided in Embodiment Nineteen can still provide braking functions such as low-select ABS even when the first subsystem operates alone.

[0475] Specifically, the natural states of each control valve in the braking system provided in Embodiment Nineteen are as follows: Figure 25 As shown. Among them, as Figure 25 As shown, the first booster pump control valve 211 and the second booster pump control valve 212 are normally open valves, and are in the on state under normal conditions. The third booster pump control valve 213 and the fourth booster pump control valve 214 are normally closed valves, and are in the off state under normal conditions.

[0476] In one possible implementation, the first booster pump control valve 211 and the second booster pump control valve 212 are regulating valves, and the opening degree of the control valves can be adjusted by a control signal to regulate the circuit pressure.

[0477] In one possible implementation, the first booster pump control valve 211 and the second booster pump control valve 212 can also be other solenoid valves, having both on and off states.

[0478] In normal braking mode, the third booster pump control valve 213 and the fourth booster pump control valve 214 remain open to prevent brake fluid from flowing to the reservoir 5 via these valves, which would cause a drop in brake circuit pressure. When wheel cylinders require pressure reduction, the ECU2 controls the wheel cylinder pressure reduction valves (41, 42, 43, 44) to activate them.

[0479] In redundant braking mode, when ECU1 operates alone, if the brake wheel cylinder requires increased pressure, ECU1 controls the third booster pump control valve 213 and the fourth booster pump control valve 214 to activate. ECU1 also controls the first booster pump 203 and the second booster pump 204 to boost the brake circuit pressure. If the brake wheel cylinder requires depressurization, ECU1 controls the third booster pump control valve 213 and the fourth booster pump control valve 214 to activate, and coordinates with the control of the opening of the first booster pump control valve 211 and the second booster pump control valve 212 to achieve pressure control of the brake circuit. This enables low-selection ABS functionality.

[0480] For details regarding the system composition, connection relationships, control relationships, operating modes, or other unmentioned aspects of the braking system provided in Embodiment Nineteen, please refer to the descriptions of other embodiments in this application specification; further details will not be repeated here.

[0481] Example 20

[0482] Figure 26 Another braking system provided in Embodiment 20 of this application. For example... Figure 26 As shown, in the braking system provided in Embodiment 20, the system composition, connection relationships, control relationships, and other unmentioned parts of the second subsystem can be referred to Embodiment 10, and will not be repeated here. Compared with Embodiment 10, the differences in the first subsystem of the braking system provided in Embodiment 20 are specifically described as follows.

[0483] like Figure 26 As shown, the first subsystem includes: a first control unit 91, a brake master cylinder 1, a master cylinder push rod 1k, a pedal stroke sensor PTS, a test valve 51, a reservoir 5, an oil reservoir level sensor RLS, a pedal feel simulator 6, a pedal simulation valve 61, a first master cylinder isolation valve 11, a second master cylinder isolation valve 12, a first master cylinder pressure sensor MCPS, a first booster pump 203, a second booster pump 204, a third booster pump control valve 213, and a fourth booster pump control valve 214.

[0484] like Figure 26As shown, the first end of the first booster pump 203 is connected to the first main chamber 1i of the brake master cylinder 1 through the third booster pump control valve 213. The second end of the first booster pump 203 is connected to the first main chamber 1i of the brake master cylinder 1 through the first master cylinder isolation valve 11, and the second end of the first booster pump 203 is connected to the interface 8F.

[0485] Similarly, such as Figure 26 As shown, the first end of the second booster pump 204 is connected to the second main chamber 1j of the brake master cylinder 1 through the third booster pump control valve 213. The second end of the second booster pump 204 is connected to the second main chamber 1j of the brake master cylinder through the second master cylinder isolation valve 12, and the second end of the second booster pump 204 is connected to the interface 8G.

[0486] When ECU2 fails and ECU1 operates alone, ECU1 controls the first master cylinder isolation valve 11 and the second master cylinder isolation valve 12 to disconnect. ECU1 controls the third booster pump control valve 213 and the fourth booster pump control valve 214 to connect. Brake fluid in master cylinder 1 can enter the input terminal of the first booster pump 203 through the third booster pump control valve 213, and brake fluid in master cylinder 1 can enter the input terminal of the second booster pump 204 through the fourth booster pump control valve 214. ECU1 controls the first booster pump 203 and the second booster pump 204 to increase the pressure in the brake circuit.

[0487] For details regarding the system composition, connection relationships, control relationships, operating modes, or other unmentioned aspects of the braking system provided in Embodiment 20, please refer to the descriptions of other embodiments in this application specification; further details will not be repeated here.

[0488] Example 21

[0489] Figure 27 This is another braking system provided in Embodiment 21 of this application. Hereinafter, in conjunction with... Figure 27 The system composition, connection relationship, integration method, interface settings, and control relationship of the braking system provided in Embodiment 21 of this application are described.

[0490] First, the system composition of the braking system provided in Embodiment 21 will be introduced. For example... Figure 27 As shown, the braking system provided in Embodiment 21 of this application includes two subsystems:

[0491] (1) The first subsystem includes: a first control unit 91, a brake master cylinder 1, a master cylinder push rod 1k, a pedal stroke sensor PTS, a test valve 51, a reservoir 5, an oil reservoir level sensor RLS, a first master cylinder isolation valve 11, a second master cylinder isolation valve 12, a first master cylinder pressure sensor MCPS, a first booster pump 203, a second booster pump 204, a first booster pump control valve 211, a second booster pump control valve 212, a third booster pump control valve 213, a fourth booster pump control valve 214, a first booster pump check valve 203v, and a second booster pump check valve 204v.

[0492] When the test valve 51 in the first subsystem does not include a check valve, the first subsystem also includes a fifth check valve 51v.

[0493] The first subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter or a liquid storage container 5 with a filter.

[0494] It is worth noting that the first subsystem may include the master cylinder pushrod 1k, but not the brake pedal 7. The first subsystem can be paired with different types of brake pedals 7 to adapt to more vehicle models and provide more possibilities for personalized customization.

[0495] (2) The second subsystem includes: a second control unit 92, a third master cylinder isolation valve 13, a fourth master cylinder isolation valve 14, a second master cylinder pressure sensor MCPS, a pedal feel simulator 6, a pedal simulation valve 61, a booster drive motor 201, a bidirectional booster cylinder 202, a booster check valve 202v, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder booster valve 31, a second wheel cylinder booster valve 32, a third wheel cylinder booster valve 33, a fourth wheel cylinder booster valve 34, a first wheel cylinder depressurization valve 41, a second wheel cylinder depressurization valve 42, a third wheel cylinder depressurization valve 43, a fourth wheel cylinder depressurization valve 44, and a brake circuit pressure sensor BCPS.

[0496] When the pedal simulation valve 61, the first wheel cylinder booster valve 31, the second wheel cylinder booster valve 32, the third wheel cylinder booster valve 33, and the fourth wheel cylinder booster valve 34 in the second subsystem do not include check valves, the second subsystem also includes the sixth check valve 61v, the first check valve 31v, the second check valve 32v, the third check valve 33v, and the fourth check valve 34v.

[0497] The second subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter.

[0498] It should be noted that the default states of each control valve in the braking system are as follows: Figure 27As shown in the diagram. For example, the first master cylinder isolation valve 11, the second master cylinder isolation valve 12, the third master cylinder isolation valve 13, and the fourth master cylinder isolation valve 14 are normally open valves. In the initial state, the normally open valves connect the pipelines at both ends of the control valve. However, when the normally open valves are energized, they switch to disconnect the pipelines at both ends of the control valve. That is, when the normally open valves are energized and disconnected, the fluid in the pipeline cannot flow from one end of the normally open valve to the other end.

[0499] Similarly, in such Figure 27 In the braking system shown, the normally open valves may include: test valve 51, first master cylinder isolation valve 11, second master cylinder isolation valve 12, third master cylinder isolation valve 13, fourth master cylinder isolation valve 14, first wheel cylinder booster valve 31, second wheel cylinder booster valve 32, third wheel cylinder booster valve 33, and fourth wheel cylinder booster valve 34.

[0500] Similarly, in such Figure 27 In the braking system shown, the normally closed valves include: a first booster pump control valve 211, a second booster pump control valve 212, a third booster pump control valve 213, a fourth booster pump control valve 214, a pedal simulation valve 61, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, and a fourth wheel cylinder pressure reducing valve 44.

[0501] Next, the following combination Figure 27 The interface settings and connection relationships of the braking system provided in Embodiment 21 of this application are described.

[0502] First, let's introduce the connection relationships of the first subsystem. For example... Figure 27 As shown, the first subsystem includes interface 8E, interface 8F, and interface 8G.

[0503] like Figure 27 As shown, the first main chamber 1i of the brake master cylinder 1 is connected to the interface 8F through the first master cylinder isolation valve 11, and the second main chamber 1j of the brake master cylinder 1 is connected to the interface 8G through the second master cylinder isolation valve 12.

[0504] like Figure 27 As shown, the reservoir 5 is connected to the interface 8E. The first main chamber 1i of the master cylinder 1 is connected to the reservoir 5 via pipe 5i, and the second main chamber 1j of the master cylinder 1 is connected to the reservoir 5 via test valve 51 and pipe 5j. A one-way valve 51v is connected in parallel across the test valve 51. The one-way valve 51v is configured to allow brake fluid to flow from the reservoir 5 to the master cylinder 1 under certain conditions. The master cylinder push rod 1k can push the master cylinder piston under external force. The master cylinder push rod 1k can be connected to the brake pedal 7, and the pedal travel sensor PTS can detect the pedal travel.

[0505] It should be noted that, hereinafter, the input terminal of the first booster pump 203 is referred to as the first terminal of the first booster pump 203, and the output terminal of the first booster pump 203 is referred to as the second terminal of the first booster pump 203. Similarly, the input terminal of the second booster pump 204 is referred to as the first terminal of the second booster pump 204, and the output terminal of the second booster pump 204 is referred to as the second terminal of the second booster pump 204. It should be pointed out that the description of the first or second terminal of the first booster pump 203 or the second booster pump 204 in this application specification should not be construed as limiting the scope of protection of this application. The input terminal of the booster pump can also be referred to as the second terminal, and the output terminal of the booster pump can also be referred to as the first terminal; this application does not impose any limitations on this.

[0506] like Figure 27 As shown, the reservoir 5 is connected to the first end of the first booster pump 203 via a one-way valve 203v. The one-way valve 203v is configured to allow brake fluid to flow from the reservoir 5 to the first end of the first booster pump 203 under certain conditions. The first end of the first booster pump 203 is also connected to the first main chamber 1i of the master cylinder 1 via a third booster pump control valve 213. The second end of the first booster pump is connected to interface 8F, and the second end of the first booster pump 203 is also connected to the first main chamber 1i of the master cylinder 1 via a first master cylinder isolation valve 11. The reservoir 5 is also connected to interface 8F via the first booster pump control valve 211.

[0507] like Figure 27 As shown, the reservoir 5 is connected to the first end of the second booster pump 204 via a one-way valve 204v. The one-way valve 204v is configured to allow brake fluid to flow from the reservoir 5 to the first end of the second booster pump 204 under certain conditions. The first end of the second booster pump 204 is also connected to the second main chamber 1j of the master cylinder 1 via a fourth booster pump control valve 214. The second end of the second booster pump is connected to interface 8G, and the second end of the second booster pump 204 is also connected to the second main chamber 2j of the master cylinder 1 via a second master cylinder isolation valve 12. The reservoir 5 is also connected to interface 8G via the second booster pump control valve 212.

[0508] It should be noted that the connection relationship of the liquid storage container 5 within the first subsystem is only one possible scenario provided in Embodiment 21, and this application does not limit the number of interfaces on the liquid storage container 5. For example, as Figure 27 As shown, the pipes 5k, 5i, 5j, and 5m connected to the liquid storage container 5 can be connected to the liquid storage container 5 through four liquid storage container interfaces; in one possible implementation, the pipes 5k, 5i, 5j, and 5m connected to the liquid storage container 5 can merge before being connected to the liquid storage container 5 and be connected to the liquid storage container 5 through one interface.

[0509] Secondly, the connection relationships of the second subsystem are introduced. For example... Figure 27 As shown, the second subsystem includes a first interface, a second interface (8f, 8g), and a third interface (8e). The first interfaces of the second subsystem are used to connect to the brake cylinders (3a, 3b, 3c, 3d) of the wheels.

[0510] like Figure 27 As shown, interface 8f is connected to the first end of the third master cylinder isolation valve 13, and the second end of the third master cylinder isolation valve 13 is connected to the first brake line 3i. Specifically, the second end of the third master cylinder isolation valve 13 is connected to the first end of the first wheel cylinder booster valve 31, and the second end of the first wheel cylinder booster valve 31 is connected to interface 4a; the second end of the third master cylinder isolation valve 13 is connected to the first end of the second wheel cylinder booster valve 32, and the second end of the second wheel cylinder booster valve 32 is connected to interface 4b.

[0511] like Figure 27 As shown, interface 8g is connected to the first end of the fourth master cylinder isolation valve 14, and the second end of the fourth master cylinder isolation valve 14 is connected to the second brake line 3j. Specifically, the second end of the fourth master cylinder isolation valve 14 is connected to the first end of the third wheel cylinder boost valve 33, and the second end of the third wheel cylinder boost valve 33 is connected to interface 4c; the second end of the fourth master cylinder isolation valve 14 is connected to the first end of the fourth wheel cylinder boost valve 34, and the second end of the fourth wheel cylinder boost valve 34 is connected to interface 4d.

[0512] like Figure 27 As shown, the pedal feel simulator 6 is connected to the interface 8g via the pedal simulation valve 61. A one-way valve 61v is also connected in parallel across both ends of the pedal simulation valve 61. It should be noted that when the pedal simulation valve 61 includes a one-way valve function, it is not necessary to connect a one-way valve in parallel across its ends.

[0513] like Figure 27 As shown, a second master cylinder pressure sensor (MCPS) can also be installed between interface 8g and the fourth master cylinder isolation valve 14.

[0514] like Figure 27 As shown, the first boosting chamber 202i of the bidirectional boosting cylinder 202 is connected to the first end of the first boosting control valve 21 and the first end of the second boosting control valve 22 respectively through the first boosting branch 2i; the second end of the first boosting control valve 21 is connected to the first brake line 3i, specifically, the second end of the first boosting control valve 21 is connected to the first end of the first wheel cylinder boosting valve 31, and the second end of the first boosting control valve 21 is connected to the first end of the second wheel cylinder boosting valve 32; the second end of the second boosting control valve 22 is connected to the second brake line 3j, specifically, the second end of the second boosting control valve 22 is connected to the first end of the third wheel cylinder boosting valve 33, and the second end of the second boosting control valve 22 is connected to the first end of the fourth wheel cylinder boosting valve 34.

[0515] like Figure 27 As shown, the second boosting chamber 202j of the bidirectional boosting cylinder 202 is connected to the first end of the third boosting control valve 23 and the first end of the fourth boosting control valve 24 respectively through the second boosting branch 2j; the second end of the third boosting control valve 23 is connected to the first brake line 3i, specifically, the second end of the third boosting control valve 23 is connected to the first end of the first wheel cylinder boosting valve 31, and the second end of the third boosting control valve 23 is connected to the first end of the second wheel cylinder boosting valve 32; the second end of the fourth boosting control valve 24 is connected to the second brake line 3j, specifically, the second end of the fourth boosting control valve 24 is connected to the first end of the third wheel cylinder boosting valve 33, and the second end of the fourth boosting control valve 24 is connected to the first end of the fourth wheel cylinder boosting valve 34.

[0516] like Figure 27 As shown, interface 8e is connected to the first booster chamber 202i of the bidirectional booster cylinder 202 via a one-way valve 202v. The first end of the one-way valve 202v is connected to interface 8e, and the second end of the one-way valve 202v is connected to the first booster chamber 202i. The one-way valve 202v is configured to allow brake fluid to flow from line 202k through the one-way valve 202v into the first booster chamber 202i under certain conditions. That is, the one-way valve 202v allows brake fluid to flow from its first end to its second end under certain conditions.

[0517] It should be noted that, Figure 27 The connection line between the second pressurizing chamber 202j of the bidirectional pressurizing cylinder 202 and the liquid storage container 5 only indicates that rapid depressurization can be achieved when the piston of the bidirectional pressurizing cylinder returns to the leftmost position. Similarly, this description also applies to other embodiments provided in this application specification.

[0518] like Figure 27 As shown, the brake circuit pressure sensor BCPS is installed at the first brake line 3i, and can collect the pressure at the first wheel cylinder booster valve 31 or the second wheel cylinder booster valve 32. It should be noted that the brake circuit pressure sensor BCPS can also be installed at the second brake line 3j, and can collect the pressure at the third wheel cylinder booster valve 33 or the fourth wheel cylinder booster valve 34. This application does not limit this.

[0519] like Figure 27 As shown, interface 4a is connected to interface 8e through the first cylinder pressure reducing valve 41, interface 4b is connected to interface 8e through the second cylinder pressure reducing valve 42, interface 4c is connected to interface 8e through the third cylinder pressure reducing valve 43, and interface 4d is connected to interface 8e through the fourth cylinder pressure reducing valve 44.

[0520] The first and second subsystems form the braking system. The second subsystem is connected to the first subsystem via interfaces 8E, 8F, and 8G, respectively. Furthermore, the braking system is also connected to the brake wheel cylinders via interfaces 4a, 4b, 4c, and 4d.

[0521] For a braking system composed of the first subsystem and the second subsystem, such as Figure 27 As shown, the connection relationship between the master cylinder 1 and the wheel cylinders (3a, 3b, 3c, 3d) can be described as follows: The first main chamber 1i of the master cylinder 1 is connected to interface 8F through the first master cylinder isolation valve 11, and is connected to the third master cylinder isolation valve 13 through interface 8f. The third master cylinder isolation valve 13 is connected to the first brake line 3i. Specifically, the third master cylinder isolation valve 13 is connected to the first wheel cylinder booster valve 31 and the second wheel cylinder booster valve 32, respectively. The first wheel cylinder booster valve 31 is connected to interface 4a, and is connected to the first wheel cylinder 3a through interface 4a. The second booster valve 32 is connected to interface 4b... The brake master cylinder 1 is connected to the second wheel cylinder 3b via interface 4b; the second main chamber 1j of the brake master cylinder 1 is connected to interface 8G via the second master cylinder isolation valve 12, and to the fourth master cylinder isolation valve 14 via interface 8g. The fourth master cylinder isolation valve 14 is connected to the second brake line 3j. Specifically, the fourth master cylinder isolation valve 14 is connected to the third wheel cylinder booster valve 33 and the fourth wheel cylinder booster valve 34 respectively; the third wheel cylinder booster valve 33 is connected to interface 4c, and to the third wheel cylinder 3c via interface 4c; the fourth wheel cylinder booster valve 34 is connected to interface 4d, and to the fourth wheel cylinder 3d via interface 4d.

[0522] Similarly, such as Figure 27 As shown, the output end of the first booster pump 203 is connected to interface 8F and to the third master cylinder isolation valve 13 via interface 8f; the output end of the second booster pump 204 is connected to interface 8G and to the fourth master cylinder isolation valve 14 via interface 8g. The connection relationship between the first booster pump 203 and the second booster pump 204 and the brake wheel cylinders (3a, 3b, 3c, 3d) in the second subsystem can be referenced to the connection relationship between the brake master cylinder 1 and the brake wheel cylinders (3a, 3b, 3c, 3d), and will not be repeated here.

[0523] like Figure 27 As shown, the first boosting chamber 202i of the booster 2 is connected to the interface 8e via the one-way valve 202v, and is connected to the liquid storage container 5 via the interface 8E and the pipeline 5k; the first ends of the wheel cylinder pressure reducing valves (41, 42, 43, 44) are respectively connected to the interface 8e, and are connected to the liquid storage container 5 via the interface 8E and the pipeline 5k.

[0524] The above describes the system composition, connection relationships, integration method, and interface settings of the braking system provided in Embodiment 21. The control relationships of the braking system provided in Embodiment 21 are described below. In Embodiment 21, the objects controlled by the first control unit 91 and the second control unit 92 are as follows:

[0525] (1) The objects controlled by the first control unit 91 include: the first master cylinder isolation valve 11, the second master cylinder isolation valve 12, the test valve 51, the first booster pump control valve 211, the second booster pump control valve 212, the third booster pump control valve 213, and the fourth booster pump control valve 214.

[0526] The first control unit 91 receives signals from the first master cylinder pressure sensor MCPS, the pedal travel sensor PTS, and the oil reservoir level sensor RLS.

[0527] (2) The objects controlled by the second control unit 92 include: pedal simulation valve 61, boost drive motor 201, third master cylinder isolation valve 13, fourth master cylinder isolation valve 14, first boost control valve 21, second boost control valve 22, third boost control valve 23, fourth boost control valve 24, first wheel cylinder boost valve 31, second wheel cylinder boost valve 32, third wheel cylinder boost valve 33, fourth wheel cylinder boost valve 34, first wheel cylinder pressure reducing valve 41, second wheel cylinder pressure reducing valve 42, third wheel cylinder pressure reducing valve 43, and fourth wheel cylinder pressure reducing valve 44.

[0528] The second control unit 92 receives signals from the second master cylinder pressure sensor MCPS, the brake circuit pressure sensor BCPS, and the motor position sensor MPS.

[0529] In one possible implementation, the braking system includes a first controller and a second controller. The first controller includes a first control unit 91, and the second controller includes a second control unit 92. Both the first and second controllers also include at least various solenoid valve actuators and various signal processing and control output interfaces. The second controller also includes signal processing and control output interfaces related to motor drive. The controllers can also receive measurement or detection signals from various sensors, such as environmental conditions, driver input, and braking system status, and control the braking characteristics of the braking system through calculation and judgment.

[0530] The above combination Figure 27 The system composition, connection relationships, integration method, interface settings, and control relationships of the braking system provided in Embodiment 21 are described below. Figure 27 The operating mode of the braking system provided in Example 21 is described.

[0531] The braking intent described in this application specification may include braking intent from the driver and braking intent from the vehicle's active braking.

[0532] Specifically, braking intention can be obtained through the driver's pedal depressing action, by obtaining the driver's braking intention through the signal of the pedal travel sensor (PTS), or by combining the signals of the pedal travel sensor (PTS) and the master cylinder pressure sensor (MCPS).

[0533] Furthermore, braking intent can also be obtained through active braking requests from the Autopilot System (ADS) or the Driver Assistance System (ADAS). For example, an active braking request can be generated by the Autopilot Controller and received by the control unit of the braking system; or, in ACC mode, when the following distance is less than a preset distance, the ACC system issues an active braking request, which is received by the control unit of the braking system, and the corresponding braking action is executed. This application specification does not limit the method of obtaining braking intent.

[0534] Depending on the braking intent, the braking system provided in this application embodiment can provide functions such as ABS, TCS, ESC, BBF, AEB, and ACC. In addition, the braking system can also provide other additional VAF functions, such as AEB, ABP, ABA, AWB, CDD, VLC, AVH, BDW, HAZ, HBA, HFC, HRB, HAS, and HDC.

[0535] The abbreviations and their explanations included in the embodiments provided in this application specification can be found in the introduction at the beginning of the document.

[0536] It should be noted that in this application specification, the first control unit 91 is also referred to as ECU1 in some embodiments, and the second control unit 92 is also referred to as ECU2 in some embodiments.

[0537] The braking system provided in Embodiment 21 of this application includes at least four operating modes: (1) ECU1 and ECU2 working together; (2) ECU1 working alone; (3) ECU2 working alone; and (4) mechanical backup mode.

[0538] Operating mode 1: Normal braking mode, in which ECU1 and ECU2 work together.

[0539] When there are no faults in the braking system, ECU1 and ECU2 work together.

[0540] In one possible application scenario, when the driver depresses the brake pedal, the master cylinder push rod 1k pushes the brake master cylinder piston, increasing the pressure within the master cylinder. ECU1 controls the first master cylinder isolation valve 11 and the second master cylinder isolation valve 12 to connect, and controls the third master cylinder isolation valve 13 and the fourth master cylinder isolation valve 14 to disconnect. The second main chamber 1j of the brake master cylinder 1 is connected to the pedal feel simulator 6, which generates pedal feel. ECU1 controls the first booster pump control valve 211, the second booster pump control valve 212, the third booster pump control valve 213, and the fourth booster pump control valve 214 to disconnect, at which point the first booster pump 203 and the second booster pump 204 are not working. ECU1 also receives signals from the pedal travel sensor PTS and the first master cylinder pressure sensor MCPS, and transmits these signals to ECU2. ECU2 determines the driver's braking intention based on the signals from the pedal travel sensor PTS and the master cylinder pressure sensor MCPS transmitted by ECU1.

[0541] After obtaining the braking intention, the conventional pressure build-up process of the braking system provided in Example 21 can be described as follows: ECU2 controls the opening of the first boost control valve 21, the second boost control valve 22, the third boost control valve 23, and the fourth boost control valve 24, and controls the boost drive motor 201 to push the piston in the bidirectional boost cylinder 202 to move to the right. Part of the brake fluid in the first boost chamber 202i flows through the first boost control valve 21 and the second boost control valve 22, and flows into the brake wheel cylinders (3a, 3b, 3c, 3d) through the wheel cylinder boost valves (31, 32, 33, 34) respectively, to achieve wheel braking; the other part of the brake fluid flows into the second boost chamber 202j of the bidirectional boost cylinder 202 through the third boost control valve 23 and the fourth boost control valve 24.

[0542] Furthermore, ECU2 determines the piston position within the bidirectional booster cylinder 202 using the MPS signal from the motor position sensor. If the piston reaches the rightmost position of the bidirectional booster cylinder 202, and the brake wheel cylinder still requires further boosting, ECU2 controls the first booster control valve 21 and the second booster control valve 22 to be closed, and controls the booster drive motor 201 to reverse. The piston in the bidirectional booster cylinder moves to the left, and the brake fluid in the second booster chamber 202j flows into the brake wheel cylinder through the third booster control valve 23, the fourth booster control valve 24, and the wheel cylinder booster valves (31, 32, 33, 34), thus boosting the wheel pressure. When the piston reaches the leftmost position of the bidirectional booster cylinder 202 and the system still requires boosting, the principle is similar, and will not be elaborated further here. It should be noted that the bidirectional booster cylinder 202 enables a continuous and stable boosting process, providing excellent boosting characteristics for the braking system.

[0543] When the braking pressure of a certain wheel cylinder is too high, the conventional decompression process of the braking system provided in Embodiment 21 can be described as follows: For example, when the pressure of brake wheel cylinder 3a is too high, the wheel cylinder pressure boosting valve 31 corresponding to control wheel cylinder 3a is disconnected, and the corresponding wheel cylinder pressure reducing valve 41 is connected. The brake fluid in the wheel cylinder flows into the reservoir 5 through the wheel cylinder pressure reducing valve 41, thereby reducing the pressure of brake wheel cylinder 3a without affecting the pressure of other brake wheel cylinders.

[0544] Therefore, ECU2 calculates the control signals for the boost drive motor 201 and each solenoid valve in the second subsystem based on the signals from various sensors. ECU2 controls the states of the first boost control valve 21, the second boost control valve 22, the third boost control valve 23, and the fourth boost control valve 24, and controls the boost drive motor 201 to push the booster piston to increase pressure. ECU2 controls the pressure of each brake wheel cylinder (3a, 3b, 3c, 3d) by controlling the opening and closing of the wheel cylinder boost valves (31, 32, 33, 34) and the wheel cylinder depressurization valves (41, 42, 43, 44), thereby realizing functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0545] Operating mode 2: Redundant braking mode, ECU1 operates independently.

[0546] When ECU2 malfunctions, ECU1 operates independently. Since the third master cylinder isolation valve 13 and the fourth master cylinder isolation valve 14 are normally open valves, the braking pressure of the first subsystem can still be transmitted to the brake wheel cylinder through the third master cylinder isolation valve 13 and the fourth master cylinder isolation valve 14 when ECU2 fails and cannot work normally.

[0547] After receiving the braking intent, when ECU2 malfunctions, ECU1 controls the first booster pump 203 and the second booster pump 204 to operate, pressurizing the brake lines. At this time, brake fluid can flow from the reservoir 5 through the one-way valve 203v to the input terminal of the first booster pump 203, and brake fluid can also flow from the reservoir 5 through the one-way valve 204v to the input terminal of the second booster pump 204.

[0548] ECU1 controls the third booster pump control valve 213 and the fourth booster pump control valve 214 to connect. At this time, the brake fluid in the master cylinder 1 can flow into the brake line through the third booster pump control valve 213 and the fourth booster pump control valve 214 respectively. Specifically, the brake fluid in the master cylinder 1 flows into the input terminal of the first booster pump 203 through the third booster pump control valve 213, and the brake fluid in the master cylinder 1 also flows into the input terminal of the second booster pump 204 through the fourth booster pump control valve 214. This provides a certain pedal feel, ensuring that the driver can press the pedal and avoiding the situation where the driver cannot press the pedal due to excessive master cylinder pressure.

[0549] At the same time, ECU1 controls the first master cylinder isolation valve 11 and the second master cylinder isolation valve 12 to disconnect. The pressure after being boosted by the first booster pump 203 and the second booster pump 204 will not be transmitted back to the brake master cylinder through the first master cylinder isolation valve 11 or the second master cylinder isolation valve 12. This also avoids situations such as the driver being unable to press the brake pedal or the brake master cylinder 1 pressure suddenly increasing, which could injure the driver.

[0550] During the pressurization process, ECU1 controls the first booster pump control valve 211 and the second booster pump control valve 212 to remain in the open state. The pressure generated by the first booster pump 203 and the second booster pump 204 can be transmitted to the brake wheel cylinder through the third master cylinder isolation valve 13 and the fourth master cylinder isolation valve 14, respectively, and through the wheel cylinder booster valves (31, 32, 33, 34).

[0551] When it is necessary to reduce the pressure of the wheel cylinder, ECU1 can control the first booster pump control valve 211 and the second booster pump control valve 212 to turn on, so that the brake fluid in the brake wheel cylinder flows back to the reservoir 5, thereby reducing the pressure of the brake wheel cylinder.

[0552] In one possible implementation, the first booster pump control valve 211 and the second booster pump control valve 212 are regulating valves, whose opening can be adjusted by a control signal to regulate the circuit pressure. In redundant braking mode, when ECU1 operates alone, if the brake wheel cylinder needs decompression, ECU1 can control the pressure of the braking circuit by controlling the opening of the first booster pump control valve 211 and the second booster pump control valve 212. This enables low-select ABS functionality.

[0553] Therefore, ECU1 can pressurize the brake wheel cylinder by controlling the third booster pump control valve 213, the fourth booster pump control valve 214, the first booster pump 203, and the second booster pump 204, and depressurize the brake wheel cylinder by controlling the first booster pump control valve 211 and the second booster pump control valve 212. Thus, even if ECU2 fails, ECU1 can still achieve the braking function by controlling the first subsystem.

[0554] Operating mode 3: Redundant braking mode, ECU2 operates independently.

[0555] When ECU1 malfunctions, ECU2 operates independently. After acquiring the braking intention, ECU2 calculates the control signals for the boost drive motor 201 and each solenoid valve within the second subsystem. In one possible implementation, ECU2 obtains the braking pressure signal from the second master cylinder pressure sensor (MCPS) and determines the driving intention based on that signal. In another possible implementation, ECU2 receives the signal from the pedal travel sensor (PTS) and determines the driving intention based on the signals from both the PTS and the MCPS.

[0556] The working principle of ECU2 working independently is similar to that of ECU1 and ECU2 working together in mode 1, and will not be repeated here. In summary, ECU2 calculates the control signals of the boost drive motor 201 and each solenoid valve in the second subsystem based on the sensor signals. ECU2 controls the boost drive motor 201 to push the booster piston to build up pressure, and controls the states of the first boost control valve 21, the second boost control valve 22, the third boost control valve 23, and the fourth boost control valve 24 to boost the pressure in the braking circuit. At the same time, it controls the pressure of each brake wheel cylinder (3a, 3b, 3c, 3d) by controlling the opening and closing of the wheel cylinder boost valves (31, 32, 33, 34) and the wheel cylinder depressurization valves (41, 42, 43, 44), thereby realizing functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0557] Operating Mode 4: Redundant Braking Mode, Mechanical Backup

[0558] Furthermore, when both ECU1 and ECU2 fail, the braking system provided in this embodiment can perform a mechanical backup. When the driver depresses the brake pedal, brake fluid can flow from the master cylinder 1 through the first master cylinder isolation valve 11 and the third master cylinder isolation valve 13 to the first wheel cylinder 3a and the second wheel cylinder 3b, or it can flow from the master cylinder 1 through the second master cylinder isolation valve 12 and the fourth master cylinder isolation valve 14 to the third wheel cylinder 3c and the fourth wheel cylinder 3d to achieve braking.

[0559] Example 22

[0560] Figure 28 This is another braking system provided in Embodiment 22 of this application. Hereinafter, in conjunction with... Figure 28 The system composition, connection relationship, integration method, interface settings, and control relationship of the braking system provided in Embodiment 22 of this application are described.

[0561] First, the system composition of the braking system provided in Embodiment 22 will be introduced. For example... Figure 28 As shown, the braking system provided in Embodiment 22 of this application includes two subsystems. The first subsystem of the braking system provided in Embodiment 22 is the same as the first subsystem of the braking system provided in Embodiment 21, and will not be described again here. The second subsystem of the braking system provided in Embodiment 22 is described below:

[0562] The second subsystem of the braking system provided in Embodiment 22 includes: a second control unit 92, a third master cylinder isolation valve 13, a fourth master cylinder isolation valve 14, a second master cylinder pressure sensor MCPS, a pedal feel simulator 6, a pedal simulation valve 61, a booster drive motor 201, a one-way booster cylinder 202, a booster one-way valve 202v, a first booster control valve 21, a second booster control valve 22, a first wheel cylinder booster valve 31, a second wheel cylinder booster valve 32, a third wheel cylinder booster valve 33, a fourth wheel cylinder booster valve 34, a first wheel cylinder depressurization valve 41, a second wheel cylinder depressurization valve 42, a third wheel cylinder depressurization valve 43, a fourth wheel cylinder depressurization valve 44, and a brake circuit pressure sensor BCPS.

[0563] When the pedal simulation valve 61, the first wheel cylinder booster valve 31, the second wheel cylinder booster valve 32, the third wheel cylinder booster valve 33, and the fourth wheel cylinder booster valve 34 in the second subsystem do not include check valves, the second subsystem also includes the sixth check valve 61v, the first check valve 31v, the second check valve 32v, the third check valve 33v, and the fourth check valve 34v.

[0564] The second subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter.

[0565] With Figure 27 Compared to the braking system provided in Embodiment 21 shown, in such a way... Figure 28 In the braking system provided in Embodiment 22, the second subsystem employs a one-way booster cylinder 202, and the third booster control valve 23 and the fourth booster control valve 24 are reduced. Furthermore, in the braking system provided in Embodiment 22, as... Figure 28 As shown, the brake circuit pressure sensor BCPS is installed on the first booster branch 2i to obtain the brake pressure of the brake circuit.

[0566] It should be noted that the default states of each control valve in the braking system are as follows: Figure 28 As shown in the diagram. For example, the first master cylinder isolation valve 11, the second master cylinder isolation valve 12, the third master cylinder isolation valve 13, and the fourth master cylinder isolation valve 14 are normally open valves. In the initial state, the normally open valves connect the pipelines at both ends of the control valve. However, when the normally open valves are energized, they switch to disconnect the pipelines at both ends of the control valve. That is, when the normally open valves are energized and disconnected, the fluid in the pipeline cannot flow from one end of the normally open valve to the other end.

[0567] Similarly, in such Figure 28In the braking system shown, the normally open valves may include: test valve 51, first master cylinder isolation valve 11, second master cylinder isolation valve 12, third master cylinder isolation valve 13, fourth master cylinder isolation valve 14, first wheel cylinder booster valve 31, second wheel cylinder booster valve 32, third wheel cylinder booster valve 33, and fourth wheel cylinder booster valve 34.

[0568] Similarly, in such Figure 28 In the braking system shown, the normally closed valves include: a first booster pump control valve 211, a second booster pump control valve 212, a third booster pump control valve 213, a fourth booster pump control valve 214, a pedal simulation valve 61, a first booster control valve 21, a second booster control valve 22, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, and a fourth wheel cylinder pressure reducing valve 44.

[0569] Next, the following combination Figure 28 The interface settings and connection relationships of the braking system provided in Embodiment 22 of this application are described below. The connection relationship of the first subsystem of the braking system provided in Embodiment 22 can be referred to the description of the braking system provided in Embodiment 21, and will not be repeated here.

[0570] The connection relationships of the second subsystem are described below. For example... Figure 28 As shown, the second subsystem includes a first interface, a second interface (8f, 8g), and a third interface (8e). The first interfaces of the second subsystem are used to connect to the brake cylinders (3a, 3b, 3c, 3d) of the wheels.

[0571] like Figure 28 As shown, interface 8f is connected to the first end of the third master cylinder isolation valve 13, and the second end of the third master cylinder isolation valve 13 is connected to the first brake line 3i. Specifically, the second end of the third master cylinder isolation valve 13 is connected to the first end of the first wheel cylinder booster valve 31, and the second end of the first wheel cylinder booster valve 31 is connected to interface 4a; the second end of the third master cylinder isolation valve 13 is connected to the first end of the second wheel cylinder booster valve 32, and the second end of the second wheel cylinder booster valve 32 is connected to interface 4b.

[0572] like Figure 28 As shown, interface 8g is connected to the first end of the fourth master cylinder isolation valve 14, and the second end of the fourth master cylinder isolation valve 14 is connected to the second brake line 3j. Specifically, the second end of the fourth master cylinder isolation valve 14 is connected to the first end of the third wheel cylinder boost valve 33, and the second end of the third wheel cylinder boost valve 33 is connected to interface 4c; the second end of the fourth master cylinder isolation valve 14 is connected to the first end of the fourth wheel cylinder boost valve 34, and the second end of the fourth wheel cylinder boost valve 34 is connected to interface 4d.

[0573] like Figure 28As shown, the pedal feel simulator 6 is connected to the interface 8g via the pedal simulation valve 61. A one-way valve 61v is also connected in parallel across both ends of the pedal simulation valve 61. It should be noted that when the pedal simulation valve 61 includes a one-way valve function, it is not necessary to connect a one-way valve in parallel across its ends.

[0574] like Figure 28 As shown, a second master cylinder pressure sensor (MCPS) can also be installed between interface 8g and the fourth master cylinder isolation valve 14.

[0575] like Figure 28 As shown, the one-way booster cylinder 202 is connected to the first end of the first booster control valve 21 and the first end of the second booster control valve 22 via the first booster branch 2i. The second end of the first booster control valve 21 is connected to the first brake line 3i. Specifically, the second end of the first booster control valve 21 is connected to the first end of the first wheel cylinder booster valve 31 and the first end of the second wheel cylinder booster valve 32. The second end of the second booster control valve 22 is connected to the second brake line 3j. Specifically, the second end of the second booster control valve 22 is connected to the first end of the third wheel cylinder booster valve 33 and the first end of the fourth wheel cylinder booster valve 34.

[0576] like Figure 28 As shown, interface 8e is connected to one-way booster cylinder 202 via one-way valve 202v. The first end of one-way valve 202v is connected to interface 8e, and the second end of one-way valve 202v is connected to one-way booster cylinder 202. One-way valve 202v is configured to allow brake fluid to flow from line 202k into one-way booster cylinder 202 under certain conditions.

[0577] like Figure 28 As shown, the brake circuit pressure sensor BCPS is installed on the first booster branch 2i to obtain the brake pressure of the brake circuit.

[0578] like Figure 28 As shown, interface 4a is connected to interface 8e through the first cylinder pressure reducing valve 41, interface 4b is connected to interface 8e through the second cylinder pressure reducing valve 42, interface 4c is connected to interface 8e through the third cylinder pressure reducing valve 43, and interface 4d is connected to interface 8e through the fourth cylinder pressure reducing valve 44.

[0579] The first and second subsystems form the braking system. The second subsystem is connected to the first subsystem via interfaces 8E, 8F, and 8G, respectively. Furthermore, the braking system is also connected to the brake wheel cylinders via interfaces 4a, 4b, 4c, and 4d.

[0580] For a braking system composed of the first subsystem and the second subsystem, such as Figure 28 As shown, the connection relationship between the master cylinder 1 and the wheel cylinders (3a, 3b, 3c, 3d) can be referred to the description in Embodiment 21, and will not be repeated here.

[0581] like Figure 28 As shown, the one-way booster cylinder 202 of the booster 2 is connected to the interface 8e via the one-way valve 202v, and is connected to the liquid storage container 5 via the interface 8E and the pipeline 5k; the first end of the wheel cylinder pressure reducing valve (41, 42, 43, 44) is connected to the interface 8e respectively, and is connected to the liquid storage container 5 via the interface 8E and the pipeline 5k.

[0582] The above describes the system composition, connection relationships, integration method, and interface settings of the braking system provided in Embodiment 22. The control relationships of the braking system provided in Embodiment 22 are described below. In Embodiment 22, the objects controlled by the first control unit 91 and the second control unit 92 are as follows:

[0583] (1) The objects controlled by the first control unit 91 include: the first master cylinder isolation valve 11, the second master cylinder isolation valve 12, the test valve 51, the first booster pump control valve 211, the second booster pump control valve 212, the third booster pump control valve 213, and the fourth booster pump control valve 214.

[0584] The first control unit 91 receives signals from the first master cylinder pressure sensor MCPS, the pedal travel sensor PTS, and the oil reservoir level sensor RLS.

[0585] It should be noted that when the oil level sensor RLS indicates a low oil level, ECU1 will issue a warning to the entire vehicle, and the control functions of ECU1 and ECU2 will be downgraded, such as limiting the boost target value.

[0586] (2) The objects controlled by the second control unit 92 include: pedal simulation valve 61, boost drive motor 201, third master cylinder isolation valve 13, fourth master cylinder isolation valve 14, first boost control valve 21, second boost control valve 22, first wheel cylinder boost valve 31, second wheel cylinder boost valve 32, third wheel cylinder boost valve 33, fourth wheel cylinder boost valve 34, first wheel cylinder pressure reducing valve 41, second wheel cylinder pressure reducing valve 42, third wheel cylinder pressure reducing valve 43, and fourth wheel cylinder pressure reducing valve 44.

[0587] The second control unit 92 receives signals from the second master cylinder pressure sensor MCPS, the brake circuit pressure sensor BCPS, and the motor position sensor MPS.

[0588] One possible implementation is to independently power the pedal travel sensor PTS and provide pedal travel signals to ECU1 and ECU2 respectively.

[0589] In one possible implementation, the braking system includes a first controller and a second controller. The first controller includes a first control unit 91, and the second controller includes a second control unit 92. Both the first and second controllers also include at least various solenoid valve actuators and various signal processing and control output interfaces. The second controller also includes signal processing and control output interfaces related to motor drive. The controllers can also receive measurement or detection signals from various sensors, such as environmental conditions, driver input, and braking system status, and control the braking characteristics of the braking system through calculation and judgment.

[0590] The above combination Figure 28 The system composition, connection relationships, integration method, interface settings, and control relationships of the braking system provided in Embodiment 22 are described below. Figure 28 The operating mode of the braking system provided in Example 22 is described.

[0591] It should be noted that in this application specification, the first control unit 91 is also referred to as ECU1 in some embodiments, and the second control unit 92 is also referred to as ECU2 in some embodiments.

[0592] The braking system provided in Embodiment 22 of this application includes at least four operating modes: (1) ECU1 and ECU2 working together; (2) ECU1 working alone; (3) ECU2 working alone; and (4) mechanical backup mode.

[0593] Operating mode 1: Normal braking mode, ECU1 and ECU2 work together.

[0594] When the braking system is functioning correctly, ECU1 and ECU2 work together. In one possible scenario, when the driver depresses the brake pedal, the master cylinder push rod 1k pushes the brake master cylinder piston, increasing the pressure within the master cylinder. ECU1 controls the first master cylinder isolation valve 11 and the second master cylinder isolation valve 12 to connect, and controls the third master cylinder isolation valve 13 and the fourth master cylinder isolation valve 14 to disconnect. The second main chamber 1j of the brake master cylinder 1 is connected to the pedal feel simulator 6, which generates pedal feel. ECU1 controls the first booster pump control valve 211, the second booster pump control valve 212, the third booster pump control valve 213, and the fourth booster pump control valve 214 to disconnect; at this time, the first booster pump 203 and the second booster pump 204 are not operating. ECU1 also receives signals from the pedal travel sensor PTS and the first master cylinder pressure sensor MCPS, and transmits the received signals to ECU2.

[0595] ECU2 determines the driver's braking intention based on the signals from the pedal travel sensor PTS and the master cylinder pressure sensor MCPS transmitted by ECU1.

[0596] Specifically, when a braking demand is detected, the conventional pressure build-up process of the braking system provided in Embodiment 22 can be described as follows: ECU2 controls the booster drive motor 201 to push the piston in the one-way booster cylinder 202 to move to the right, and the second control unit 92 controls the opening of the first booster control valve 21 and the second booster control valve 22. A portion of the oil in the first booster chamber 202i passes through the first booster control valve 21 and the second booster control valve 22, and flows into the brake wheel cylinders (3a, 3b, 3c, 3d) through the wheel cylinder booster valves (31, 32, 33, 34) respectively, thereby achieving wheel braking.

[0597] Furthermore, ECU2 determines the position of the piston within the bidirectional booster cylinder 202 using the MPS signal from the motor position sensor. If the piston reaches the rightmost position of the bidirectional booster cylinder 202, and the brake wheel cylinder still needs further pressurization, ECU2 controls the first booster control valve 21 and the second booster control valve 22 to be closed, and controls the booster drive motor 201 to reverse. The piston in the unidirectional booster cylinder 202 moves to the left, and brake fluid flows from the reservoir 5 into the unidirectional booster cylinder 202 through the one-way valve 202v. It should be noted that when the piston in the unidirectional booster cylinder moves to the left, that is, when the booster cylinder piston returns, this process cannot continue to pressurize the brake circuit. Pressurization can only continue when the booster cylinder piston moves to the right again.

[0598] It should be noted that when a one-way booster cylinder is selected for booster 2, the number of control valves in the braking system will decrease, the overall cost will be reduced, and the structure will be simpler and more reliable.

[0599] When the braking pressure of a certain wheel cylinder is too high, the conventional decompression process of the braking system provided in Example 22 can be described as follows: For example, when the pressure of the brake wheel cylinder 3a is too high, the wheel cylinder pressure boosting valve 31 corresponding to the control wheel cylinder 3a is disconnected, and the corresponding wheel cylinder pressure reducing valve 41 is connected. The brake fluid in the wheel cylinder flows into the reservoir 5 through the wheel cylinder pressure reducing valve 41 to achieve pressure reduction.

[0600] Therefore, ECU2 calculates the control signals for the boost drive motor 201 and each solenoid valve in the second subsystem based on the sensor signals. ECU2 controls the state of the first boost control valve 21 and the second boost control valve 22, and controls the boost drive motor 201 to push the booster piston to build up pressure. ECU2 controls the pressure of each brake wheel cylinder (3a, 3b, 3c, 3d) by controlling the opening and closing of the wheel cylinder boost valves (31, 32, 33, 34) and wheel cylinder depressurization valves (41, 42, 43, 44), thereby realizing functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0601] Operating mode 2: Redundant braking mode, ECU1 operates independently.

[0602] This working mode can be referred to the description of Embodiment 21 or other embodiments, and will not be repeated here.

[0603] Operating mode 3: Redundant braking mode, ECU2 operates independently.

[0604] When ECU1 malfunctions, ECU2 operates independently. ECU2 obtains the brake pressure signal from the second master cylinder pressure sensor (MCPS) and determines the driving intention based on this signal. ECU2 calculates the control signals for the boost drive motor 201 and each solenoid valve in the second subsystem.

[0605] The working principle of ECU2 working independently is similar to that of ECU1 and ECU2 working together in mode 1, and will not be repeated here. In summary, ECU2 calculates the control signals for the boost drive motor 201 and each solenoid valve in the second subsystem based on sensor signals. ECU2 controls the states of the first boost control valve 21 and the second boost control valve 22, and controls the boost drive motor 201 to push the booster piston to build pressure. ECU2 controls the pressure of each brake wheel cylinder (3a, 3b, 3c, 3d) by controlling the opening and closing of the wheel cylinder boost valves (31, 32, 33, 34) and wheel cylinder depressurization valves (41, 42, 43, 44), thereby realizing functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0606] Operating Mode 4: Redundant Braking Mode, Mechanical Backup

[0607] Furthermore, when both ECU1 and ECU2 fail, the braking system provided in this embodiment can perform a mechanical backup. When the driver depresses the brake pedal, brake fluid can flow from the master cylinder 1 through the first master cylinder isolation valve 11 and the third master cylinder isolation valve 13 to the first wheel cylinder 3a and the second wheel cylinder 3b, or it can flow from the master cylinder 1 through the second master cylinder isolation valve 12 and the fourth master cylinder isolation valve 14 to the third wheel cylinder 3c and the fourth wheel cylinder 3d to achieve braking.

[0608] Example 23

[0609] Figure 29 This is another braking system provided in Embodiment 23 of this application.

[0610] like Figure 29 As shown, in the braking system provided in Embodiment 23, the system composition, connection relationships, control relationships, and other unmentioned parts of the first subsystem can be referred to in Embodiment 21, and will not be repeated here. Compared with Embodiment 21, the second subsystem of the braking system provided in Embodiment 23 is different, as specifically described below.

[0611] like Figure 29As shown, the second subsystem includes: a second control unit 92, a third master cylinder isolation valve 13, a fourth master cylinder isolation valve 14, a second master cylinder pressure sensor MCPS, a pedal feel simulator 6, a pedal simulation valve 61, a booster drive motor 201, a bidirectional booster cylinder 202, a booster check valve 202v, a first booster control valve 21, a second booster control valve 22, a fifth booster control valve 25, a first wheel cylinder booster valve 31, a second wheel cylinder booster valve 32, a third wheel cylinder booster valve 33, a fourth wheel cylinder booster valve 34, a first wheel cylinder depressurization valve 41, a second wheel cylinder depressurization valve 42, a third wheel cylinder depressurization valve 43, a fourth wheel cylinder depressurization valve 44, and a brake circuit pressure sensor BCPS.

[0612] When the pedal simulation valve 61, the first wheel cylinder booster valve 31, the second wheel cylinder booster valve 32, the third wheel cylinder booster valve 33, and the fourth wheel cylinder booster valve 34 in the second subsystem do not include check valves, the second subsystem also includes the sixth check valve 61v, the first check valve 31v, the second check valve 32v, the third check valve 33v, and the fourth check valve 34v.

[0613] The second subsystem can also integrate a filter, or achieve impurity filtration by selecting a control valve with a filter.

[0614] It should be noted that the default states of each control valve in the braking system are as follows: Figure 29 As shown in the diagram. For example, the first master cylinder isolation valve 11, the second master cylinder isolation valve 12, the third master cylinder isolation valve 13, and the fourth master cylinder isolation valve 14 are normally open valves. In the initial state, the normally open valves connect the pipelines at both ends of the control valve. However, when the normally open valves are energized, they switch to disconnect the pipelines at both ends of the control valve. That is, when the normally open valves are energized and disconnected, the fluid in the pipeline cannot flow from one end of the normally open valve to the other end.

[0615] Similarly, in such Figure 29 In the braking system shown, the normally open valves may include: test valve 51, first master cylinder isolation valve 11, second master cylinder isolation valve 12, third master cylinder isolation valve 13, fourth master cylinder isolation valve 14, first wheel cylinder booster valve 31, second wheel cylinder booster valve 32, third wheel cylinder booster valve 33, and fourth wheel cylinder booster valve 34.

[0616] Similarly, in such Figure 29 In the braking system shown, the normally closed valves include: a first booster pump control valve 211, a second booster pump control valve 212, a third booster pump control valve 213, a fourth booster pump control valve 214, a pedal simulation valve 61, a first booster control valve 21, a second booster control valve 22, a fifth booster control valve 25, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, and a fourth wheel cylinder pressure reducing valve 44.

[0617] The connection relationship of the braking system provided in Embodiment 23 will be described below.

[0618] like Figure 29 As shown, the description of the first subsystem provided in Embodiment 23 can be referred to Embodiment 21 or Embodiment 22.

[0619] like Figure 29 As shown, in the second subsystem provided in Embodiment 23, the booster 2 employs a bidirectional booster cylinder 202. The first booster chamber 202i is connected to the interface 8e via a booster check valve 202v. The booster check valve 202v is configured to allow brake fluid to flow from the line 202k through the booster check valve 202v to the first booster chamber 202i under certain conditions.

[0620] It should be noted that, Figure 29 The connection line between the second pressurizing chamber 202j of the bidirectional pressurizing cylinder 202 and the liquid storage container 5 only indicates that rapid pressure reduction can be achieved when the piston of the bidirectional pressurizing cylinder returns to the leftmost position, and does not indicate that the pipeline is used for liquid replenishment. Similarly, this description also applies to other embodiments provided in this application specification.

[0621] like Figure 29 As shown, in the second subsystem provided in Embodiment 23, the first boosting chamber 202i of the booster 2 is connected to the first end of the fifth boosting control valve 25. The second end of the fifth boosting control valve 25 is connected to the second boosting chamber 202j, and the second end of the fifth boosting control valve 25 is also connected to the first end of the first boosting control valve 21 and the first end of the second boosting control valve 22, respectively. The second end of the first boosting control valve 21 is connected to the first braking circuit 3i. Specifically, the second end of the first boosting control valve 21 is connected to the first end of the first wheel cylinder boosting valve 31 and the first end of the second wheel cylinder boosting valve 32. The second end of the first wheel cylinder boosting valve 31 is connected to interface 4a and is connected to the first wheel cylinder 3a through interface 4a; the second end of the second wheel cylinder boosting valve 32 is connected to interface 4b and is connected to the second wheel cylinder 3b through interface 4b. Similarly, the second end of the second boost control valve 22 is connected to the second brake circuit 3j. Specifically, the second end of the second boost control valve 22 is connected to the first end of the third wheel cylinder boost valve 33 and the first end of the fourth wheel cylinder boost valve 34, respectively. The second end of the third wheel cylinder boost valve 33 is connected to the interface 4c and is connected to the third wheel cylinder 3c through the interface 4c. The second end of the fourth wheel cylinder boost valve 34 is connected to the interface 4d and is connected to the fourth wheel cylinder 3d through the interface 4d.

[0622] In such Figure 29 In the braking system shown, other unmentioned system components or connections can be found in Embodiment 21, and will not be repeated here.

[0623] like Figure 29 As shown, for the braking system provided in Embodiment 23 of this application, the ECU2 determines the position of the piston in the bidirectional booster cylinder 202 through the motor position sensor MPS signal. If the piston position reaches the rightmost side of the bidirectional booster cylinder 202, and the brake wheel cylinder still needs to continue to be pressurized, the ECU2 controls the fifth booster control valve 25 to be in the open state, and controls the booster drive motor 201 to reverse. The piston in the bidirectional booster cylinder moves to the left, and the brake fluid in the second booster chamber 202j flows into the brake wheel cylinder through the first booster control valve 21, the second booster control valve 22, and the wheel cylinder booster valves (31, 32, 33, 34) to achieve wheel pressurization.

[0624] Compared to the braking system provided in Embodiment 21, the braking system provided in Embodiment 23 can reduce the number of solenoid valves, reduce costs, and simplify the braking system.

[0625] In summary, the braking systems provided in Embodiments 1 to 23 of this application have advantages such as high redundancy, high integration and small size, flexible module division and low cost, high reliability and high safety, and can meet the integrated braking function requirements of vehicles such as ABS / BBF / TCS / ESC / AEB / ACC.

[0626] Example 24

[0627] Figure 30 This is a braking system provided in Embodiment 24 of this application. Compared to braking systems provided in other embodiments, such as... Figure 30 As shown, the braking system provided in Embodiment 24 has only one main braking chamber, and the first subsystem includes only one redundant booster line. This application does not limit the number of main chambers in the braking master cylinder of the braking system under the present invention, nor does it limit the number of redundant booster lines in the first subsystem.

[0628] It is understandable that the number of brake master chambers included in brake master cylinder 1 can be one, two or more; it is also understandable that the number of booster pumps in the first subsystem can be one, two or more, and the number of redundant booster lines in the first subsystem can be one, two or more.

[0629] Example 25

[0630] Figure 31This application provides a braking system according to Embodiment 25. Compared to the braking system provided in Embodiment 23, the braking system provided in Embodiment 25 differs in the redundancy design of the control unit. It should be noted that in some embodiments of this application, the first control unit 91 is also referred to as ECU1, the second control unit 92 as ECU2, and the third control unit 93 as ECU3. It should also be noted that ECU is not a limitation of the embodiments of this application; the control unit can also be of other types, such as a domain controller or a centralized controller.

[0631] like Figure 31 As shown, based on the braking system provided in Embodiment 23, the second subsystem Module 2 in the braking system provided in Embodiment 25 includes a second control unit 92 and a third control unit 93. Meanwhile, the braking system provided in Embodiment 25 also includes a first control unit 91. The objects controlled by the first control unit 91, the second control unit 92, and the third control unit 93 in the braking system provided in Embodiment 25 are as follows:

[0632] (1) The objects controlled by the first control unit 91 include: the first master cylinder isolation valve 11, the second master cylinder isolation valve 12, the test valve 51, the first booster pump control valve 211, the second booster pump control valve 212, the third booster pump control valve 213, and the fourth booster pump control valve 214.

[0633] The first control unit 91 receives signals from the first master cylinder pressure sensor MCPS, the pedal travel sensor PTS, and the oil reservoir level sensor RLS.

[0634] It should be noted that when the oil level sensor RLS indicates a low oil level, ECU1 will issue a warning to the entire vehicle, and the control functions of ECU1 and ECU2 will be downgraded, such as limiting the boost target value.

[0635] (2) The objects controlled by the second control unit 92 include: boost drive motor 201, pedal simulation valve 61, third master cylinder isolation valve 13, fourth master cylinder isolation valve 14, first boost control valve 21, second boost control valve 22, fifth boost control valve 25, first wheel cylinder boost valve 31, second wheel cylinder boost valve 32, third wheel cylinder boost valve 33, fourth wheel cylinder boost valve 34, first wheel cylinder pressure reducing valve 41, second wheel cylinder pressure reducing valve 42, third wheel cylinder pressure reducing valve 43, and fourth wheel cylinder pressure reducing valve 44.

[0636] (3) The objects controlled by the third control unit 93 include: booster drive motor 201, first cylinder booster valve 31, second cylinder booster valve 32, third cylinder booster valve 33, fourth cylinder booster valve 34, first cylinder pressure reducing valve 41, second cylinder pressure reducing valve 42, third cylinder pressure reducing valve 43, and fourth cylinder pressure reducing valve 44.

[0637] It should be noted that in the braking system provided in Embodiment 25, the second control unit 92 and the third control unit jointly control the following objects: boost drive motor 201, first wheel cylinder boost valve 31, second wheel cylinder boost valve 32, third wheel cylinder boost valve 33, fourth wheel cylinder boost valve 34, first wheel cylinder depressurization valve 41, second wheel cylinder depressurization valve 42, third wheel cylinder depressurization valve 43, and fourth wheel cylinder depressurization valve 44.

[0638] In one possible implementation, the second control unit 92 and the third control unit 93 receive signals from the second master cylinder pressure sensor MCPS, the brake circuit pressure sensor BCPS, and the motor position sensor MPS.

[0639] One possible implementation is to independently power the pedal travel sensor PTS and provide pedal travel signals to ECU1, ECU2 and ECU3 respectively.

[0640] In one possible implementation, the braking system includes a first controller and a second controller. The first controller includes a first control unit 91, and the second controller includes a second control unit 92 and a third control unit 93. Both the first and second controllers also include at least various solenoid valve actuators and various signal processing and control output interfaces. The second controller also includes signal processing and control output interfaces related to motor drive. The controllers can also receive measurement or detection signals from various sensors, such as environmental conditions, driver input, and braking system status, and control the braking characteristics of the braking system through calculation and judgment.

[0641] The following describes different operating modes of the braking system provided in Embodiment 25 of this application.

[0642] The braking system provided in Embodiment 25 of this application includes at least four working modes: (1) ECU1, ECU2, and ECU3 working together; (2) ECU1 working alone; (3) ECU2 working alone; (4) ECU3 working alone; and (5) mechanical backup mode.

[0643] Operating Mode 1: Normal braking mode, ECU1, ECU2, and ECU3 work together.

[0644] When the braking system is functioning correctly, ECU1, ECU2, and ECU3 work in concert. In one possible scenario, when the driver depresses the brake pedal, the master cylinder push rod 1k pushes the brake master cylinder piston, increasing the pressure within the master cylinder. ECU1 controls the first master cylinder isolation valve 11 and the second master cylinder isolation valve 12 to connect, and controls the third master cylinder isolation valve 13 and the fourth master cylinder isolation valve 14 to disconnect. The second main chamber 1j of the brake master cylinder 1 connects to the pedal feel simulator 6, which generates pedal feel. ECU1 controls the first booster pump control valve 211, the second booster pump control valve 212, the third booster pump control valve 213, and the fourth booster pump control valve 214 to disconnect; at this time, the first booster pump 203 and the second booster pump 204 are not operating. ECU1 also receives signals from the pedal travel sensor PTS and the first master cylinder pressure sensor MCPS, and transmits the received signals to ECU2 and / or ECU3.

[0645] It should be noted that ECU2 and ECU3 can communicate with each other.

[0646] ECU2 and / or ECU3 determine the driver's braking intention based on the signals from the pedal travel sensor PTS and the master cylinder pressure sensor MCPS transmitted by ECU1.

[0647] Specifically, when a braking demand is detected, the conventional pressure build-up process of the braking system provided in Example 25 can be described as follows: ECU2 controls the booster drive motor 201 to push the piston in the one-way booster cylinder 202 to the right. ECU2 controls the opening of the first booster control valve 21, the second booster control valve 22, and the fifth booster control valve 25. A portion of the oil in the first booster chamber 202i passes through the first booster control valve 21 and the second booster control valve 22, and flows into the brake wheel cylinders (3a, 3b, 3c, 3d) through the wheel cylinder booster valves (31, 32, 33, 34) respectively, thereby achieving wheel braking.

[0648] In addition, ECU2 determines the position of the piston in the bidirectional booster cylinder 202 through the motor position sensor MPS signal. If the piston position reaches the rightmost side of the bidirectional booster cylinder 202, and the brake wheel cylinder still needs to continue to be pressurized, ECU2 controls the fifth booster control valve 25 to be closed, while keeping the first booster control valve 21 and the second booster control valve 22 connected, and controls the booster drive motor 201 to reverse, so that the piston in the unidirectional booster cylinder 202 moves to the left, pushing the brake fluid from the second booster chamber 202j to the first booster control valve 21 or the second booster control valve 22.

[0649] When the braking pressure of a certain wheel cylinder is too high, the conventional decompression process of the braking system provided in Example 25 can be described as follows: For example, when the pressure of the brake wheel cylinder 3a is too high, the wheel cylinder pressure boosting valve 31 corresponding to the control wheel cylinder 3a is disconnected, and the corresponding wheel cylinder pressure reducing valve 41 is connected. The brake fluid in the wheel cylinder flows into the reservoir 5 through the wheel cylinder pressure reducing valve 41 to achieve pressure reduction.

[0650] Therefore, ECU2 calculates the control signals for the boost drive motor 201 and each solenoid valve in the second subsystem based on the sensor signals. ECU2 controls the states of the first boost control valve 21, the second boost control valve 22, and the fifth boost control valve 25, and controls the boost drive motor 201 to push the booster piston to build up pressure. ECU2 controls the pressure of each brake wheel cylinder (3a, 3b, 3c, 3d) by controlling the opening and closing of the wheel cylinder boost valves (31, 32, 33, 34) and the wheel cylinder depressurization valves (41, 42, 43, 44), thereby realizing functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0651] Operating mode 2: Redundant braking mode, ECU1 operates independently.

[0652] This working mode can be referred to the description of Embodiment 21 or other embodiments, and will not be repeated here.

[0653] Operating mode 3: Redundant braking mode, ECU2 operates independently.

[0654] When ECU1 malfunctions, ECU2 operates independently. ECU2 obtains the brake pressure signal from the second master cylinder pressure sensor (MCPS) and determines the driving intention based on this signal. ECU2 calculates the control signals for the boost drive motor 201 and each solenoid valve in the second subsystem.

[0655] The working principle of ECU2 working independently is similar to that of ECU1 and ECU2 working together in mode 1, and will not be repeated here. In summary, ECU2 calculates the control signals for the boost drive motor 201 and each solenoid valve in the second subsystem based on sensor signals. ECU2 controls the states of the first boost control valve 21 and the second boost control valve 22, and controls the boost drive motor 201 to push the booster piston to build pressure. ECU2 controls the pressure of each brake wheel cylinder (3a, 3b, 3c, 3d) by controlling the opening and closing of the wheel cylinder boost valves (31, 32, 33, 34) and wheel cylinder depressurization valves (41, 42, 43, 44), thereby realizing functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0656] Operating mode 4: Redundant braking mode, ECU3 operates independently.

[0657] In the braking system provided in Example 25, ECU3 performs redundant control of the wheel cylinder booster valve and the wheel cylinder depressurizer valve. When ECU2 fails, ECU3, together with ECU1 in Module 1, can achieve independent control of the wheel cylinder pressure of each wheel, realizing most of the braking control functions.

[0658] Operating Mode 5: Redundant Braking Mode, Mechanical Backup

[0659] Furthermore, when ECU1, ECU2, and ECU3 all fail, the braking system provided in Example 25 can perform a mechanical backup. When the driver depresses the brake pedal, brake fluid can flow from the master cylinder 1 through the first master cylinder isolation valve 11 and the third master cylinder isolation valve 13 to the first wheel cylinder 3a and the second wheel cylinder 3b, or it can flow from the master cylinder 1 through the second master cylinder isolation valve 12 and the fourth master cylinder isolation valve 14 to the third wheel cylinder 3c and the fourth wheel cylinder 3d to achieve braking.

[0660] Example 26

[0661] Figure 32 The braking system provided in Embodiment 26 of this application.

[0662] like Figure 32 As shown in the braking system provided in Embodiment 26, Module 1 does not contain an ECU. The PTS sensor and solenoid valve are connected to Module 2 via wiring harnesses. The ECU2 in Module 2 performs sensor signal processing and solenoid valve control. The solution is simple, low-cost, and suitable for low-end vehicles.

[0663] Example 27

[0664] Figure 33 The braking system provided in Embodiment 27 of this application.

[0665] like Figure 33 As shown, in the braking system provided in Embodiment 27, ECU3 performs redundant control of all control valves, and ECU2 and ECU3 jointly control the booster drive motor 201. For example, in one possible implementation, ECU2 can control one set of windings of the booster drive motor 201, and ECU3 can control the other set of windings of the booster drive motor 201. When ECU2 fails, ECU3 performs the same function as ECU2, achieving full functional backup. The PTS sensor and TSV in the first subsystem Module 1 are connected to ECU2 and / or ECU3 via wiring harnesses, providing more comprehensive functionality.

[0666] Furthermore, it should be noted that the braking system provided in this application includes multiple first subsystems and multiple second subsystems. Provided the interface correspondence is satisfied, the first and second subsystems provided in different embodiments can be recombined to form new braking systems, and this application does not impose any limitations in this regard. For example, Figure 13 , Figures 22 to 26 Six different first subsystems were provided. Figure 13 , Figures 17 to 21 Six different second subsystems are provided. Any one of the six first subsystems can be connected via its interfaces 8E, 8F, and 8G to corresponding interfaces 8e, 8f, and 8g of any one of the six second subsystems to form a new braking system. For example, this application... Figure 27 and Figure 28 The provided second subsystem can also be replaced by any of the following second subsystems: in such Figure 13 , Figures 17 to 21 Based on the six second subsystems provided respectively, add, for example Figure 27 The second subsystem shown is formed by the pedal feel simulator and the master cylinder pressure sensor. For example, as... Figure 29 The second subsystem of the braking system shown can also be combined with other first subsystems provided in the embodiments of this application to form a new braking system.

[0667] Therefore, the braking system provided in this application specification can be flexibly combined and adjusted in terms of redundancy, cost, structural complexity, system reliability, and other characteristics to meet the needs of different vehicle types and application scenarios.

[0668] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art based on the disclosure of this application should be included within the scope of protection of this application.

Claims

1. A braking system, characterized in that, The braking system includes: a master cylinder (1), a reservoir (5), a first booster, a second booster, and at least one first interface; The first booster is connected to the at least one first interface via at least one first control valve (31, 32, 33, 34); The second booster also includes a first booster pump (203) and a second booster pump (204); The brake master cylinder (1) includes a first main chamber (1i), which is connected to a second control valve (13) via the first booster pump (203). The second control valve (13) is connected to at least one first interface via at least one first control valve (31, 32, 33, 34). The liquid storage container (5) is connected to the input end of the first booster pump (203); the first main chamber (1i) is connected to the input end of the first booster pump (203); The brake master cylinder (1) further includes a second main chamber (1j), which is connected to an eighth control valve (14) via the second booster pump (204). The eighth control valve (14) is connected to at least one first interface via at least one first control valve (31, 32, 33, 34).

2. The braking system according to claim 1, characterized in that, The at least one first interface is connected to the liquid storage container (5) via at least one third control valve (41, 42, 43, 44).

3. The braking system according to claim 2, characterized in that, The second booster includes a fourth control valve (11), and the first main chamber (1i) is connected to the at least one first interface in sequence through the fourth control valve (11), the second control valve (13), and the at least one first control valve (31, 32, 33, 34).

4. The braking system according to claim 3, characterized in that, The output end of the first booster pump (203) is connected to the pipeline between the fourth control valve (11) and the second control valve (13), and is connected to the at least one first interface in sequence through the second control valve (13), the at least one first control valve (31, 32, 33, 34).

5. The braking system according to claim 4, characterized in that, The second booster also includes a first check valve (203v), the reservoir (5) is connected to a first end of the first check valve (203v), the second end of the first check valve (203v) is connected to the input end of the first booster pump (203), and the first check valve (203v) is configured to allow brake fluid to flow from the reservoir (5) through the first check valve (203v) to the input end of the first booster pump (203).

6. The braking system according to claim 5, characterized in that, The second booster also includes a fifth control valve (211), and the liquid storage container (5) is connected to the at least one first interface in sequence through the fifth control valve (211), the second control valve (13), and the at least one first control valve (31, 32, 33, 34).

7. The braking system according to claim 6, characterized in that, The second booster also includes a sixth control valve (213), the first end of which is connected to the first main chamber (1i), and the second end of which is connected to the pipeline between the first check valve (203v) and the first booster pump (203) and the input end of the first booster pump (203).

8. The braking system according to claim 7, characterized in that, The second main chamber (1j) is connected to the at least one first interface in sequence through the seventh control valve (12), the eighth control valve (14), and the at least one first control valve (31, 32, 33, 34); The second booster also includes a second booster pump (204), a ninth control valve (212), a second check valve (204v), and a tenth control valve (214), wherein, The reservoir (5) is connected to the first end of the second check valve (204v), and the second end of the second check valve (204v) is connected to the input end of the second booster pump (204). The second check valve (204v) is configured to allow brake fluid to flow from the reservoir (5) through the second check valve (204v) to the input end of the second booster pump (204). The output end of the second booster pump (204) is connected to the at least one first interface in sequence through the eighth control valve (14), the at least one first control valve (31, 32, 33, 34). The liquid storage container (5) is connected to at least one first interface in sequence through the ninth control valve (212), the eighth control valve (14), and at least one first control valve (31, 32, 33, 34); The first end of the tenth control valve (214) is connected to the second main chamber (1j), and the second end of the tenth control valve (214) is connected to the pipeline between the second check valve (204v) and the second booster pump (204) and is connected to the input end of the second booster pump (204).

9. The braking system according to claim 5, characterized in that, The second booster also includes a fifth control valve (211), the first end of which is connected to the pipeline between the output end of the first booster pump (203) and the second control valve (13), and the second end of which is connected to the pipeline between the input end of the first booster pump (203) and the second end of the first check valve (203v).

10. The braking system according to claim 9, characterized in that, The second booster also includes a sixth control valve (213), and the liquid storage container (5) is connected to the at least one first interface in sequence through the sixth control valve (213), the second control valve (13), and the at least one first control valve (31, 32, 33, 34).

11. The braking system according to claim 1, characterized in that, The second booster also includes a fifth control valve (211) and a sixth control valve (213), wherein the liquid storage container (5) is connected to the at least one first interface in sequence through the sixth control valve (213), the fifth control valve (211), the second control valve (13), and the at least one first control valve (31, 32, 33, 34).

12. The braking system according to claim 11, characterized in that, The liquid storage container (5) is also connected to the input end of the first booster pump (203) via the sixth control valve (213).

13. The braking system according to claim 12, characterized in that, The second main chamber (1j) is connected to the at least one first interface in sequence through the seventh control valve (12), the eighth control valve (14), and the at least one first control valve (31, 32, 33, 34); The second booster also includes a second booster pump (204), a ninth control valve (212), and a tenth control valve (214). The liquid storage container (5) is connected to the input end of the second booster pump (204) through the tenth control valve (214). The liquid storage container (5) is connected to the at least one first interface in sequence through the tenth control valve (214), the ninth control valve (212), the eighth control valve (14), and the at least one first control valve (31, 32, 33, 34).

14. The braking system according to claim 4, characterized in that, The second booster also includes a sixth control valve (213), the first end of which is connected to the pipeline between the fourth control valve (11) and the first main chamber (1i), and the second end of which is connected to the input end of the first booster pump (203).

15. The braking system according to claim 2, characterized in that, The first booster includes a first boost chamber (202i), which is connected to the first end of a first boost control valve (21) and the first end of a second boost control valve (22). The second end of the first boost control valve (21) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34). The second end of the second boost control valve (22) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34).

16. The braking system according to claim 15, characterized in that, The first booster also includes a third booster control valve (23) and a fourth booster control valve (24). The first booster chamber (202i) is connected to the first end of the third booster control valve (23) and the first end of the fourth booster control valve (24), respectively. The second end of the third booster control valve (23) is connected to the at least one first interface through the at least one first control valve (31, 32, 33, 34). The second end of the fourth booster control valve (24) is connected to the at least one first interface through the at least one first control valve (31, 32, 33, 34).

17. The braking system according to claim 15, characterized in that, The first booster also includes a second boost chamber (202j), a third boost control valve (23), and a fourth boost control valve (24). The second boost chamber (202j) is connected to the first end of the third boost control valve (23) and the first end of the fourth boost control valve (24), respectively. The second end of the third boost control valve (23) is connected to the at least one first interface through the at least one first control valve (31, 32, 33, 34). The second end of the fourth boost control valve (24) is connected to the at least one first interface through the at least one first control valve (31, 32, 33, 34).

18. The braking system according to claim 15, characterized in that, The first booster also includes a second boost chamber (202j) and a fifth boost control valve (25). The first boost chamber (202i) is connected to the first end of the fifth boost control valve (25), and the second end of the fifth boost control valve (25) is connected to the first end of the first boost control valve (21) and the first end of the second boost control valve (22), respectively. The second pressurization chamber (202j) is connected to the first end of the first pressurization control valve (21) and the first end of the second pressurization control valve (22), respectively; The second end of the first booster control valve (21) is connected to the at least one first interface through the at least one first control valve (31, 32, 33, 34); the second end of the second booster control valve (22) is connected to the at least one first interface through the at least one first control valve (31, 32, 33, 34).

19. The braking system according to claim 16, characterized in that, The braking system includes a first control unit (92) and a second control unit (93), the second control valve (13) is configured to be jointly controlled by the first control unit (92) and the second control unit (93), the first boost control valve (21) and the second boost control valve (22) are configured to be controlled by the first control unit (92), and the third boost control valve (23) and the fourth boost control valve (24) are configured to be controlled by the second control unit (93).

20. The braking system according to claim 17, characterized in that, The braking system includes a first control unit (92) and a second control unit (93), wherein the second control valve (13), the first boost control valve (21), the second boost control valve (22), the third boost control valve (23), and the fourth boost control valve (24) are configured to be jointly controlled by the first control unit (92) and the second control unit (93).

21. The braking system according to claim 18, characterized in that, The braking system includes a first control unit (92) and a second control unit (93), wherein the first boost control valve (21), the second boost control valve (22), the fifth boost control valve (25), and the second control valve (13) are configured to be controlled by the first control unit (92), and at least one first control valve (31, 32, 33, 34) and at least one third control valve (41, 42, 43, 44) are configured to be jointly controlled by the first control unit (92) and the second control unit (93).

22. The braking system according to any one of claims 19 to 21, characterized in that, The first booster is configured to be jointly controlled by the first control unit (92) and the second control unit (93).

23. The braking system according to claim 2, characterized in that, The braking system includes a first subsystem and a second subsystem: The first subsystem includes: the brake master cylinder (1), the reservoir (5), the second booster, at least one second interface (8F, 8G), and a third interface (8E). Wherein, the brake master cylinder (1) is connected to the reservoir (5), the brake master cylinder (1) is connected to at least one second interface (8F, 8G) through the second booster, and the reservoir (5) is connected to the third interface (8E); The second subsystem includes: the first booster, at least one second control valve (13, 14), the at least one first control valve (31, 32, 33, 34), the at least one third control valve (41, 42, 43, 44), at least one fourth port (8f, 8g), a fifth port (8e), and at least one first port; Wherein, the at least one fourth interface (8f, 8g) is connected to the first end of the at least one first control valve (31, 32, 33, 34) through the at least one second control valve (13, 14), the fifth interface (8e) is connected to the first booster (2), the first booster (2) is connected to the first end of the at least one first control valve (31, 32, 33, 34), the second end of the at least one first control valve (31, 32, 33, 34) is connected to the at least one first interface, and the at least one first interface is used to connect to at least one brake wheel cylinder; The at least one first interface is connected to the fifth interface (8e) via the at least one third control valve (41, 42, 43, 44); The at least one second interface (8F, 8G) and the at least one fourth interface (8f, 8g) are connected in a one-to-one correspondence, and the third interface (8E) is connected to the fifth interface (8e).

24. A hydraulic device, characterized in that, The hydraulic device includes: a master brake cylinder (1), a reservoir (5), a second booster, at least one second port, and a third port (8E), wherein: The second booster also includes a first booster pump (203) and a second booster pump (204); The brake master cylinder (1) includes a first main chamber (1i), and the at least one second interface includes a first output interface (8F). The first main chamber (1i) is connected to the first output interface (8F) via the first booster pump (203); The liquid storage container (5) is connected to the input end of the first booster pump (203); the first main chamber (1i) is connected to the input end of the first booster pump (203); The brake master cylinder (1) also includes a second main chamber (1j), and the at least one second interface includes a second output interface (8G). The second main chamber (1j) is connected to the second output interface (8G) via the second booster pump (204); The liquid storage container (5) is connected to the first main cavity (1i), and the liquid storage container (5) is connected to the third interface (8E).

25. The hydraulic device according to claim 24, characterized in that, The second booster includes a fourth control valve (11), and the first main chamber (1i) is connected to the first output port (8F) through the fourth control valve (11).

26. The hydraulic device according to claim 25, characterized in that, The output end of the first booster pump (203) is connected to the pipeline between the fourth control valve (11) and the first output interface (8F).

27. The hydraulic device according to claim 26, characterized in that, It also includes a first check valve (203v), the reservoir (5) is connected to a first end of the first check valve (203v), the second end of the first check valve (203v) is connected to the input end of the first booster pump (203), and the first check valve (203v) is configured to allow brake fluid to flow from the reservoir (5) through the first check valve (203v) to the input end of the first booster pump (203).

28. The hydraulic device according to claim 27, characterized in that, The second booster also includes a fifth control valve (211), through which the liquid storage container (5) is connected to the first output port (8F).

29. The hydraulic device according to claim 28, characterized in that, The second booster also includes a sixth control valve (213), the first end of which is connected to the first main chamber (1i), and the second end of which is connected to the pipeline between the first check valve (203v) and the first booster pump (203) and the input end of the first booster pump (203).

30. The hydraulic device according to claim 29, characterized in that, The second main chamber (1j) is connected to the second output interface (8G) via the seventh control valve (12); The second booster also includes a second booster pump (204), a ninth control valve (212), a second check valve (204v), and a tenth control valve (214), wherein, The reservoir (5) is connected to the first end of the second check valve (204v), the second end of the second check valve (204v) is connected to the input end of the second booster pump (204), and the second check valve (204v) is configured to allow brake fluid to flow from the reservoir (5) through the second check valve (204v) to the input end of the second booster pump (204); the output end of the second booster pump (204) is connected to the pipeline between the seventh control valve (12) and the second output interface (8G); The liquid storage container (5) is connected to the second output interface (8G) in sequence through the ninth control valve (212); The first end of the tenth control valve (214) is connected to the second main chamber (1j), and the second end of the tenth control valve (214) is connected to the pipeline between the second check valve (204v) and the second booster pump (204) and is connected to the input end of the second booster pump (204).

31. The hydraulic device according to claim 27, characterized in that, The second booster also includes a fifth control valve (211), the first end of which is connected to the pipeline between the output end of the first booster pump (203) and the first output interface (8F), and the second end of which is connected to the pipeline between the input end of the first booster pump (203) and the second end of the first check valve (203v).

32. The hydraulic device according to claim 31, characterized in that, The second booster also includes a sixth control valve (213), through which the liquid storage container (5) is connected to the first output port (8F).

33. The hydraulic device according to claim 24, characterized in that, The second booster also includes a fifth control valve (211) and a sixth control valve (213), wherein the liquid storage container (5) is connected to the first output interface (8F) in sequence through the sixth control valve (213) and the fifth control valve (211).

34. The hydraulic device according to claim 33, characterized in that, The liquid storage container (5) is also connected to the input end of the first booster pump (203) via the sixth control valve (213).

35. The hydraulic device according to claim 34, characterized in that, The second main chamber (1j) is connected to the second output interface (8G) via the seventh control valve (12); The second booster also includes a second booster pump (204), a ninth control valve (212), and a tenth control valve (214). The liquid storage container (5) is connected to the input end of the second booster pump (204) through the tenth control valve (214), and the liquid storage container (5) is connected to the second output interface (8G) in sequence through the tenth control valve (214) and the ninth control valve (212).

36. The hydraulic device according to claim 26, characterized in that, The second booster also includes a sixth control valve (213), the first end of which is connected to the pipeline between the fourth control valve (11) and the first main chamber (1i), and the second end of which is connected to the input end of the first booster pump (203).

37. A hydraulic device, characterized in that, The hydraulic device includes: a first booster, at least one first control valve (31, 32, 33, 34), at least one second control valve (13, 14), at least one third control valve (41, 42, 43, 44), at least one fourth port (8f, 8g), a fifth port (8e), and at least one first port; Wherein, the at least one fourth interface (8f, 8g) is connected to the first end of the at least one first control valve (31, 32, 33, 34) through the at least one second control valve (13, 14), the fifth interface (8e) is connected to the first booster (2), the first booster (2) is connected to the first end of the at least one first control valve (31, 32, 33, 34), the second end of the at least one first control valve (31, 32, 33, 34) is connected to the at least one first interface, and the at least one first interface is used to connect to at least one brake wheel cylinder; The first booster includes a first booster chamber (202i) and a second booster chamber (202j); the first booster chamber (202i) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34); the second booster chamber (202j) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34). The at least one first interface is connected to the fifth interface (8e) via the at least one third control valve (41, 42, 43, 44).

38. The hydraulic device according to claim 37, characterized in that, The first boosting chamber (202i) is connected to the first end of the first boosting control valve (21) and the first end of the second boosting control valve (22), respectively. The second end of the first boosting control valve (21) is connected to the at least one first interface through the at least one first control valve (31, 32, 33, 34). The second end of the second boosting control valve (22) is connected to the at least one first interface through the at least one first control valve (31, 32, 33, 34).

39. The hydraulic device according to claim 38, characterized in that, The first booster also includes a third booster control valve (23) and a fourth booster control valve (24). The first booster chamber (202i) is connected to the first end of the third booster control valve (23) and the first end of the fourth booster control valve (24), respectively. The second end of the third booster control valve (23) is connected to the at least one first interface through the at least one first control valve (31, 32, 33, 34). The second end of the fourth booster control valve (24) is connected to the at least one first interface through the at least one first control valve (31, 32, 33, 34).

40. The hydraulic device according to claim 38, characterized in that, The first booster also includes a third booster control valve (23) and a fourth booster control valve (24). The second booster chamber (202j) is connected to the first end of the third booster control valve (23) and the first end of the fourth booster control valve (24), respectively. The second end of the third booster control valve (23) is connected to the at least one first interface through the at least one first control valve (31, 32, 33, 34). The second end of the fourth booster control valve (24) is connected to the at least one first interface through the at least one first control valve (31, 32, 33, 34).

41. The hydraulic device according to claim 38, characterized in that, The first booster also includes a fifth booster control valve (25), the first booster chamber (202i) is connected to the first end of the fifth booster control valve (25), and the second end of the fifth booster control valve (25) is connected to the first end of the first booster control valve (21) and the first end of the second booster control valve (22), respectively. The second pressurization chamber (202j) is connected to the first end of the first pressurization control valve (21) and the first end of the second pressurization control valve (22), respectively; The second end of the first booster control valve (21) is connected to the at least one first interface through the at least one first control valve (31, 32, 33, 34); the second end of the second booster control valve (22) is connected to the at least one first interface through the at least one first control valve (31, 32, 33, 34).

42. The hydraulic device according to claim 39, characterized in that, It also includes a first control unit (92) and a second control unit (93), the second control valve (13) being configured to be jointly controlled by the first control unit (92) and the second control unit (93), the first boost control valve (21) and the second boost control valve (22) being configured to be controlled by the first control unit (92), and the third boost control valve (23) and the fourth boost control valve (24) being configured to be controlled by the second control unit (93).

43. The hydraulic device according to claim 40, characterized in that, It also includes a first control unit (92) and a second control unit (93), wherein the second control valve (13), the first boost control valve (21), the second boost control valve (22), the third boost control valve (23), and the fourth boost control valve (24) are configured to be jointly controlled by the first control unit (92) and the second control unit (93).

44. The hydraulic device according to claim 41, characterized in that, It also includes a first control unit (92) and a second control unit (93), wherein the first boost control valve (21), the second boost control valve (22), the fifth boost control valve (25), and the second control valve (13) are configured to be controlled by the first control unit (92), and the at least one first control valve (31, 32, 33, 34) and the at least one third control valve (41, 42, 43, 44) are configured to be jointly controlled by the first control unit (92) and the second control unit (93).

45. The hydraulic device according to any one of claims 37 to 44, characterized in that, The first booster is configured to be jointly controlled by the first control unit (92) and the second control unit (93).

46. ​​A control method for a braking system, characterized in that, The braking system includes: a master cylinder, a first booster, a second booster, and at least one first port; the first booster is connected to the at least one first port via at least one first control valve (31, 32, 33, 34); the second booster further includes a first booster pump (203) and a second booster pump (204); the master cylinder includes a first main chamber (1i), the first main chamber (1i) is connected to a second control valve (13) via the first booster pump (203), and the second control valve (13) is connected to the at least one first control valve (31, 32, 33, 34). 34) Connected to at least one first interface; the liquid storage container (5) is connected to the input end of the first booster pump (203); the first main chamber (1i) is connected to the input end of the first booster pump (203); the brake master cylinder (1) further includes a second main chamber (1j), the second main chamber (1j) is connected to an eighth control valve (14) through the second booster pump (204), and the eighth control valve (14) is connected to at least one first interface through at least one first control valve (31, 32, 33, 34); The method includes: Obtain the first braking requirement; When the braking system is in the first state, the second booster is controlled to operate; The first state includes at least one of the following: the first booster failure, the second control valve (13) failure, and the at least one first control valve (31, 32, 33, 34) failure.

47. The method according to claim 46, characterized in that, The braking system further includes a fourth control valve (11), wherein the first main chamber (1i) is connected to at least one first interface in sequence through the fourth control valve (11), the second control valve (13), and at least one first control valve (31, 32, 33, 34); the output end of the first booster pump (203) is connected to the pipeline between the fourth control valve (11) and the second control valve (13), and is connected to at least one first interface in sequence through the second control valve (13), the at least one first control valve (31, 32, 33, 34); The method includes: The control of the second booster includes: controlling the fourth control valve (11) to be in the off state.

48. The method according to claim 47, characterized in that, The braking system also includes a sixth control valve (213), the first end of which is connected to the first main chamber (1i), and the second end of which is connected to the input end of the first booster pump (203); The method includes: The control of the second booster includes: controlling the sixth control valve (213) to be in the on state.

49. The method according to claim 47, characterized in that, The braking system includes a fifth control valve (211), wherein the liquid reservoir (5) is connected to the at least one first interface via the fifth control valve (211), the second control valve (13), and the at least one first control valve (31, 32, 33, 34); The method includes: Obtain the second braking requirement; The fifth control valve (211) is controlled to be in the on state.

50. The method according to claim 49, characterized in that, The method includes controlling the opening degree or switching frequency of the fifth control valve (211) according to the second braking requirement.

51. The method according to claim 47, characterized in that, The braking system includes a first control unit (92) and a second control unit (93), wherein the second booster is configured to be controlled by the first control unit (92), and the second control valve (13) and the first booster are configured to be controlled by the second control unit (93); The method includes: The first state also includes: the second control unit malfunctions.

52. A readable storage medium, characterized in that, The readable storage medium stores program instructions that, when executed, perform the method as described in any one of claims 46 to 51.

53. A vehicle, characterized in that, The vehicle includes a braking system as described in any one of claims 1 to 23, or the vehicle includes a hydraulic system as described in any one of claims 24 to 45.

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