A braking system and a vehicle

Abstract

This article discloses a braking system and vehicle. The manual master cylinder in the braking system includes a master cylinder body, a brake push rod, a first piston, and a second piston; the first end of the brake push rod extends into the accommodating chamber; the first piston abuts the first end of the brake push rod; the first end of the second piston abuts the first piston; the first piston and part of the master cylinder body enclose a brake chamber, which is located on the side of the first piston away from the second piston; the second piston and part of the master cylinder body enclose a power chamber; the master cylinder body is provided with a brake chamber outlet and a power chamber inlet; the brake push rod pushes the first piston to compress the brake chamber, and the brake fluid in the brake chamber is discharged through the brake chamber outlet, and / or the brake fluid entering the power chamber through the power chamber inlet pushes the second piston, and the second piston pushes the first piston to compress the brake chamber, and the brake fluid in the brake chamber is discharged through the brake chamber outlet. The braking system has a simple structure, reliable braking, and a good driving experience for users.

Description

Technical Field

[0001] The present application relates to, but is not limited to, hydraulic braking technology, and in particular to a braking system and a vehicle. Background Art

[0002] Currently, most braking systems on the market are configured separately, including ABS (Antilock Brake System), EBD (Electronic Brake Force Distribution), ESP (Electronic Stability Program), TCS (Traction Control System), and ACC (Adaptive Cruise Control). These braking systems have many components, a complex structure, and low reliability.

[0003] In addition, there are also some integrated ONE BOX solutions that integrate the aforementioned ABS and other systems. However, even this integrated braking system includes many components, such as the hydraulic block, reservoir, manual master cylinder, electric master cylinder, foot feel simulator, controller, valve block, position sensor, motor angle sensor, etc. The foot feel simulator in particular is complex and heavy, and the output foot feel simulation curve is simple, resulting in a poor user experience. Summary of the Invention

[0004] The embodiments of the present application provide a braking system and a vehicle with a simple structure, reliable braking, and a good driving experience for users.

[0005] The embodiment of the present application provides a braking system, the braking system includes a manual master cylinder, the manual master cylinder includes a master cylinder body, a brake push rod, a first piston and a second piston;

[0006] The master cylinder body is provided with an accommodating chamber, the first end of the brake push rod extends into the accommodating chamber; the first piston is located in the accommodating chamber and abuts against the first end of the brake push rod; the second piston is located in the accommodating chamber, and the first end abuts against the first piston;

[0007] The first piston and a portion of the master cylinder body enclose a brake chamber, which is located on a side of the first piston facing away from the second piston; the second piston and a portion of the master cylinder body enclose a power chamber, which is located on a side of the second piston facing away from the first piston; the master cylinder body is provided with a brake chamber fluid outlet communicating with the brake chamber, and a power chamber fluid inlet communicating with the power chamber;

[0008] The brake push rod pushes the first piston to compress the brake chamber, and the brake fluid in the brake chamber is discharged through the brake chamber liquid outlet. At the same time, the brake fluid that enters the power chamber through the power chamber liquid inlet pushes the second piston, and the second piston pushes the first piston to compress the brake chamber, and the brake fluid in the brake chamber is discharged through the brake chamber liquid outlet.

[0009] A power chamber liquid return port communicating with the power chamber is provided on the master cylinder body; the power chamber liquid inlet and the power chamber liquid return port cooperate to adjust the hydraulic pressure in the power chamber;

[0010] By adjusting the pressure provided by the brake fluid in the power chamber, the thrust of the brake push rod can be adjusted, so that the user can feel different resistances when stepping on the pedal to the same height, thereby simulating a variety of different foot feelings.

[0011] Further, the braking system further includes a third piston, and the third piston is disposed in the brake chamber and divides the brake chamber into a first cavity and a second cavity; a first cavity liquid outlet communicating with the first cavity and a second cavity liquid outlet communicating with the second cavity are provided on the master cylinder body;

[0012] The first cavity liquid outlet is connected to the end braking device through a first pipeline, and the second cavity liquid outlet is connected to the end braking device through a second pipeline;

[0013] The brake chamber liquid outlet includes the first cavity liquid outlet and the second cavity liquid outlet.

[0014] Further, a first cavity liquid inlet communicating with the first cavity and a second cavity liquid inlet communicating with the second cavity are provided on the master cylinder body;

[0015] In the direction of the movement of the brake push rod pushing the first piston, the first cavity liquid inlet is located upstream of the first cavity liquid outlet, and the second cavity liquid inlet is located upstream of the second cavity liquid outlet; the third piston can close the first cavity liquid inlet during the movement process, and the second piston can close the second cavity liquid inlet during the movement process, so that the first cavity liquid inlet and the second cavity liquid inlet are closed during braking.

[0016] Further, a solenoid valve is provided on the pipeline communicating with the power chamber liquid return port to open or close the power chamber liquid return port.

[0017] Further, the braking system further includes an electric master cylinder. The first liquid outlet of the electric master cylinder is connected to the first pipeline through a third pipeline, the first liquid outlet of the electric master cylinder is connected to the second pipeline through a fourth pipeline, and the first liquid outlet of the electric master cylinder is connected to the liquid inlet of the power chamber through a fifth pipeline;

[0018] Solenoid valves are provided on each of the third pipeline, the fourth pipeline and the fifth pipeline.

[0019] Further, the end face area of the second piston contacting the brake fluid in the power chamber is larger than the end face areas of the first piston and the third piston contacting the brake fluid in the brake chamber, so that the second piston can push the first piston and the third piston to move under the pressure of the brake fluid.

[0020] Further, the second piston includes an abutting section and a pressure-bearing end connected to each other. The pressure-bearing end and a part of the master cylinder body enclose to form the power chamber, and the abutting section abuts against the first piston.

[0021] Further, an annular chamber is formed between the outer peripheral surface of the abutting section and the inner wall surface of the accommodating chamber, and the pressure-bearing end moves to change the axial length of the annular chamber;

[0022] A communication hole communicating with the annular chamber is formed on the master cylinder body, and the annular chamber is communicated with the external environment or the liquid storage tank through the communication hole.

[0023] Further, the braking system further includes a pressure sensor or a first displacement sensor, and the pressure sensor or the first displacement sensor is configured to detect the thrust of the brake push rod;

[0024] The pressure sensor or the first displacement sensor is arranged between the brake push rod and the first piston, or the pressure sensor or the first displacement sensor is arranged between the brake push rod and the brake pedal.

[0025] Further, the braking system further includes a second displacement sensor arranged in the accommodating chamber, and the second displacement sensor is configured to detect the displacement amount of the first piston.

[0026] An embodiment of the present application further provides a vehicle, and the vehicle includes the foregoing braking system.

[0027] Compared with some technologies, the present application has the following beneficial effects:

[0028] The braking system provided by the embodiments of the present application enables the user to step on the pedal to drive the brake push rod for braking. Meanwhile, the pressure provided by the brake fluid in the power chamber, the thrust of the brake push rod, and the pressure in the brake chamber are balanced to simulate the foot feeling and provide a suitable braking foot feeling for the user. The pressure provided by the brake fluid in the power chamber can be adjusted through the control center to achieve different foot feeling curves, which are applied to different scenarios and meet different needs of users. By means of the above pressure balance method, the braking system provided by the embodiments of the present application eliminates the physical foot feeling simulator component, simplifies the structure of the braking system, improves the working reliability of the braking system, improves the foot feeling simulation effect of the braking system, and enriches the foot feeling simulation curve of the braking system.

[0029] The vehicle provided by the embodiments of the present application has the aforementioned braking system, which can provide a suitable braking foot feeling for the user and improve the driving experience of the user.

[0030] Other features and advantages of the present application will be described in the subsequent specification. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The drawings are used to provide a further understanding of the technical solutions of the present application, and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the technical solutions of the present application, and do not constitute a limitation to the technical solutions of the present application.

[0032] Figure 1 Structural schematic of the braking system described in the embodiments of the present application Figure 1 ;

[0033] Figure 2 Structural schematic of the braking system described in the embodiments of the present application Figure 2 ;

[0034] Figure 3 Structural schematic of the braking system described in the embodiments of the present application Figure 3 ;

[0035] Figure 4 Structural schematic of the braking system described in the embodiments of the present application Figure 4 ;

[0036] Figure 5 Structural schematic of the manual master cylinder described in the embodiments of the present application Figure 1 ;

[0037] Figure 6 Structural schematic of the manual master cylinder described in the embodiments of the present application Figure 2 .

[0038] Illustration:

[0039] 1-manpower master cylinder, 11-master cylinder body, 111-first cavity, 112-second cavity, 113-power cavity, 114-first cavity liquid outlet, 115-first cavity liquid inlet, 116-second cavity liquid outlet, 117-second cavity liquid inlet, 118-power cavity liquid return port, 119-power cavity liquid inlet, 12-brake push rod, 13-first piston, 14-second piston, 141-pressure-bearing end, 142-butt section, 15-third piston, 16-annular cavity, 17-connecting hole, 2 1-first pipeline, 22-second pipeline, 23-third pipeline, 24-fourth pipeline, 25-fifth pipeline, 31-pressure sensor, 32-second displacement sensor, 33-pedal, 34-fluid reservoir, 35-electric master cylinder, 36-motor assembly, 41-first leather cup, 42-second leather cup, 43-third leather cup, 44-fourth leather cup, 45-fifth leather cup, 46-sixth leather cup, 47-seventh leather cup, 48-eighth leather cup, 49-ninth leather cup, 50-tenth leather cup, 6-check valve. DETAILED DESCRIPTION

[0040] To make the purpose, technical solutions and advantages of this application more clear, the embodiments of this application will be described in detail below with reference to the accompanying drawings. It should be noted that, unless there is a conflict, the embodiments and features in the embodiments of this application can be combined with each other in any way.

[0041] The embodiment of the present application provides a braking system, such as Figures 1 to 6 As shown, the braking system includes a manual master cylinder 1, which includes a master cylinder body 11, a brake push rod 12, a first piston 13 and a second piston 14; an accommodating chamber is provided in the master cylinder body 11, and the first end of the brake push rod 12 extends into the accommodating chamber; the first piston 13 is located in the accommodating chamber and abuts against the first end of the brake push rod 12; the second piston 14 is located in the accommodating chamber, and the first end abuts against the first piston 13; the first piston 13 and part of the master cylinder body 11 are surrounded to form a brake chamber, and the brake chamber is located on the side of the first piston 13 away from the second piston 14; the second piston 14 and part of the master cylinder body 11 are surrounded by a brake chamber. A power chamber 113 is formed and located on the side of the second piston 14 away from the first piston 13; the master cylinder body 11 is provided with a brake chamber outlet connected to the brake chamber, and a power chamber inlet 119 connected to the power chamber 113; the brake push rod 12 pushes the first piston 13 to compress the brake chamber, and the brake fluid in the brake chamber is discharged through the brake chamber outlet, and / or the brake fluid entering the power chamber 113 through the power chamber inlet 119 pushes the second piston 14, and the second piston 14 pushes the first piston 13 to compress the brake chamber, and the brake fluid in the brake chamber is discharged through the brake chamber outlet.

[0042] When the user steps on the pedal 33, the pedal 33 pushes the brake push rod 12, and the brake push rod 12 pushes the first piston 13 to compress the brake chamber. The brake fluid in the brake chamber is discharged through the brake chamber liquid outlet. When the electric master cylinder 35 provides pressure, a part of the brake fluid with a larger pressure generated by the electric master cylinder enters the power chamber 113 through the power chamber liquid inlet 119 and pushes the second piston 14. The second piston 14 pushes the first piston 13 to compress the brake chamber, and the brake fluid in the brake chamber is discharged through the brake chamber liquid outlet. In other words, both the brake push rod 12 and the second piston 14 can push the first piston 13 to axially move the first piston 13. The second piston 14 can be set as a hollow structure. The brake push rod 12 first passes through the end face of the main rod body and then passes through the second piston 14 to abut against the first piston 13.

[0043] The braking system provided by the embodiment of the present application can realize the function of simulating the foot feeling: when the driver steps on the pedal 33, the brake push rod 12 axially moves to push the first piston 13, and the brake fluid in the power chamber 113 can be pressurized to push the first piston 13 through the second piston 14, so as to adjust the thrust required for the brake push rod 12 to reach the braking position, and then simulate the resistance during braking to realize the simulation of the foot feeling.

[0044] Specifically, when the user steps on the pedal 33 to drive the brake push rod 12 to move, at the same time, the thrust of the brake push rod 12, the pressure provided by the brake fluid in the power chamber 113, and the pressure of the brake chamber are balanced, so that the brake push rod 12 stops at the braking position. By adjusting the pressure provided by the brake fluid in the power chamber 113, the thrust of the brake push rod 12 can be changed, that is, the resistance when the user steps on the pedal 33 is changed, and then different foot feelings can be simulated.

[0045] Take Figure 1 as an example to illustrate. The thrust direction of the brake push rod 12 is to the left, the pressure direction provided by the brake fluid in the power chamber 113 is to the left, and the pressure direction provided by the brake fluid in the brake chamber is to the right. The relationship among the three forces is: the thrust of the brake push rod 12 + the pressure provided by the brake fluid in the power chamber 113 = the pressure provided by the brake fluid in the brake chamber. Among them, the thrust of the brake push rod 12 is generated by the user stepping on the pedal 33 to push the brake push rod 12, and the magnitude of the thrust of the brake push rod 12 is the same as the resistance (i.e., the foot feeling) received by the user. Due to the pressure provided by the brake fluid in the power chamber 113, the thrust of the brake push rod 12 (the force when the user steps on the pedal 33) can be a smaller value, that is, it is more labor-saving when the user steps on the pedal 33; by adjusting the pressure provided by the brake fluid in the power chamber 113, the thrust of the brake push rod 12 (the force when the user steps on the pedal 33) can be adjusted, and then the user can feel different resistances (foot feelings) when stepping on the pedal 33 to the same height, and multiple different foot feeling curves can be simulated.

[0046] In an exemplary embodiment, such as Figure 5As shown, the braking system further includes a third piston 15 disposed in the braking chamber, which divides the braking chamber into a first chamber 111 and a second chamber 112; on the main cylinder body 11, there are a first chamber liquid outlet 114 communicating with the first chamber 111 and a second chamber liquid outlet 116 communicating with the second chamber 112; the first chamber liquid outlet 114 is connected to the end braking device through a first pipeline 21, and the second chamber liquid outlet 116 is connected to the end braking device through a second pipeline 22; the braking chamber liquid outlet includes the first chamber liquid outlet 114 and the second chamber liquid outlet 116.

[0047] The braking chamber is divided into a first chamber 111 and a second chamber 112. The first chamber 111 is connected to the end braking device (brake caliper) through a first pipeline 21, and the second chamber 112 is connected to the end braking device through a second pipeline 22. The brake push rod 12 or the second piston 14 pushes the first piston 13 to compress the braking chamber. After the brake fluid in the braking chamber is discharged through the braking chamber liquid outlet, it enters the end braking device to provide part of the braking force. That is, the brake fluid in the first chamber 111 enters the end braking device through the first pipeline 21, and the brake fluid in the second chamber 112 enters the end braking device through the second pipeline 22 to provide part of the braking force.

[0048] A spring can be arranged between the third piston 15 and the bottom of the accommodating chamber. The spring provides a restoring force when the third piston 15 returns to its original position, and the spring can provide a certain elastic force. In Figure 1 it, the direction of the elastic force is to the right. Another spring can also be arranged between the third piston 15 and the first piston 13, which has a similar function to the aforementioned spring and will not be elaborated here. After setting the spring, the aforementioned force balance formula becomes: the thrust of the brake push rod 12 + the pressure provided by the brake fluid in the power chamber 113 = the pressure provided by the brake fluid in the braking chamber + the elastic force of the spring.

[0049] As Figure 1 shown, the end braking devices are arranged at the positions of the four wheels; it should be understood that Figure 1 the first pipeline 21 and the second pipeline 22 on

[0050] are shown as being connected to the four wheels, which is a schematic representation. Substantially, the ends of the first pipeline 21 and the second pipeline 22 are connected to the brake calipers at the four wheels, and the four brake calipers correspond to the four wheels respectively. Among them, FL represents the left front wheel, FR represents the right front wheel, RL represents the left rear wheel, and RR represents the right rear wheel.

[0051] The first cavity liquid inlet 115 and the second cavity liquid inlet 117 are connected through a pipeline and then connected to the brake calipers at the four wheels. Correspondingly, a solenoid valve is provided on this pipeline to control the on / off of each branch.

[0052] In an exemplary embodiment, as Figure 5 shown, the master cylinder body 11 is provided with a first cavity liquid inlet 115 communicating with the first cavity 111, and a second cavity liquid inlet 117 communicating with the second cavity 112; in the direction of the brake push rod 12 pushing the first piston 13 to move, the first cavity liquid inlet 115 is located upstream of the first cavity liquid outlet 114, and the second cavity liquid inlet 117 is located upstream of the second cavity liquid outlet 116; the third piston 15 can close the first cavity liquid inlet 115 during the movement process, and the second piston 14 can close the second cavity liquid inlet 117 during the movement process, so that the first cavity liquid inlet 115 and the second cavity liquid inlet 117 are closed during braking.

[0053] During the axial movement of the first piston 13 and the third piston 15, the first cavity liquid inlet 115 and the second cavity liquid inlet 117 will be closed to close the pipeline connected to the first cavity liquid inlet 115 and the second cavity liquid inlet 117, so that the brake fluid enters the end brake device through the first pipeline 21 and the second pipeline 22, improving the braking effect.

[0054] In practical applications, the first leather cup 41 and the second leather cup 42 can be provided on the outer peripheral surface of the third piston 15 as seals. After the first leather cup 41 passes through the second cavity liquid inlet 117, the second cavity liquid inlet 117 will be closed. Moreover, the first leather cup 41 and the second leather cup 42 can improve the sealing performance of the second cavity 112.

[0055] As Figure 6 shown, the third leather cup 43 and the fourth leather cup 44 can be provided on the outer peripheral surface of the first piston 13 as seals. After the third leather cup 43 passes through the first cavity liquid inlet 115, the first cavity liquid inlet 115 will be closed. Moreover, the third leather cup 43 and the fourth leather cup 44 can improve the sealing performance between the first cavity 111 and the second cavity 112.

[0056] The fifth leather cup 45 and the sixth leather cup 46 can be provided on the inner wall of the second piston iva>14, the seventh leather cup 47 and the eighth leather cup 48 can be provided on the outer peripheral surface (the outer peripheral surface of the pressure-bearing end 141) of the second piston 14, and the ninth leather cup 49 and the tenth leather cup 50 can be provided at the opening of the accommodation cavity.

[0057] In an exemplary embodiment, as Figure 5As shown, a power chamber liquid return port 118 communicating with the power chamber 113 is provided on the master cylinder body 11, and a solenoid valve (12) is provided on the pipeline communicating with the power chamber liquid return port 118 to open or close the power chamber liquid return port 118; the power chamber liquid inlet 119 and the power chamber liquid return port 118 cooperate to adjust the hydraulic pressure in the power chamber 113.

[0058] Brake fluid enters the power chamber 113, and the brake fluid pushes the second piston 14. By adjusting the power chamber liquid inlet 119 and the power chamber liquid return port 118, the brake fluid in the power chamber 113 is increased or decreased to adjust the pressure of the brake fluid in the power chamber 113, and further adjust the pressure provided by the brake fluid in the power chamber 113.

[0059] In actual operation, when the pressure provided by the brake fluid in the power chamber 113 needs to be reduced, the power chamber liquid return port 118 is opened to discharge part of the brake fluid, so as to reduce the brake fluid pressure in the power chamber 113 and reduce the pressure provided by the brake fluid in the power chamber 113.

[0060] It should be understood that the power chamber liquid inlet 119 and the power chamber liquid return port 118 can both be kept open, and the pressure of the brake fluid in the power chamber 113 can be dynamically adjusted by adjusting the opening degrees of the two. For example, when the power chamber liquid inlet 119 and the power chamber liquid return port 118 are both open and have the same opening degree, the achieved effect is equivalent to that when the power chamber liquid inlet 119 and the power chamber liquid return port 118 are both closed.

[0061] In an exemplary embodiment, as Figure 1 shown, the braking system further includes an electric master cylinder 35. The first liquid outlet of the electric master cylinder 35 is connected to the first pipeline 21 through the third pipeline 23, the first liquid outlet of the electric master cylinder 35 is connected to the second pipeline 22 through the fourth pipeline 24, and the first liquid outlet of the electric master cylinder 35 is connected to the power chamber liquid inlet 119 through the fifth pipeline 25; solenoid valves are provided on the third pipeline 23, the fourth pipeline 24 and the fifth pipeline 25.

[0062] The electric master cylinder 35 provides the brake fluid and the power for the flow of the brake fluid. The electric master cylinder 35 presses the brake fluid into the power chamber 113, the first chamber 111 and the second chamber 112.

[0063] The third pipeline 23 is connected to the first pipeline 21. In addition to pressing the brake fluid into the first chamber 111, the brake fluid can also be transported to the end braking device through the first pipeline 21 to provide braking force; the fourth pipeline 24 is connected to the second pipeline 22. In addition to pressing the brake fluid into the second chamber 112, the brake fluid can also be transported to the end braking device through the second pipeline 22 to provide braking force.

[0064] It should be understood that the third pipeline 23, the fourth pipeline 24, and the fifth pipeline 25 here can share part of the pipeline to simplify the pipeline, such as Figure 1 as shown

[0065] In an exemplary embodiment, the end face area of the second piston 14 contacting the brake fluid in the power chamber 113 is larger than the end face areas of the first piston 13 and the third piston 15 contacting the brake fluid in the brake chamber, so that the second piston 14 can push the first piston 13 and the third piston 15 to move under the pressure of the brake fluid.

[0066] As Figure 5 and Figure 6 shown, the area on the right side of the second piston 14 is larger than the area on the left side. Under the same pressure, the leftward thrust exerted by the brake fluid on the right side will be greater than the thrust exerted by the brake fluid on the left side, thereby causing the second piston 14 to move leftward and push the first piston 13 and the third piston 15 to move leftward.

[0067] After the brake push rod 12 moves to the set position, the opening degrees of the power chamber liquid inlet 119 and the power chamber liquid return port 118 can be adjusted to reduce the pressure of the brake fluid in the power chamber 113 so that the brake push rod 12 is fixed at the set position.

[0068] In an exemplary embodiment, as Figure 5 shown, the second piston 14 includes an abutting section 142 and a pressure-bearing end 141 connected together. The pressure-bearing end 141 and part of the master cylinder body 11 enclose to form the power chamber 113, and the abutting section 142 abuts against the first piston 13.

[0069] The pressure-bearing end 141, as the larger end, contacts the brake fluid in the power chamber 113 and bears a large pressure to cause the second piston 14 to move leftward. The abutting section 142 is used to abut against the first piston 13 to push the first piston 13 to move leftward.

[0070] In an exemplary embodiment, as Figure 5 shown, an annular cavity 16 is formed between the outer peripheral surface of the abutting section 142 and the inner wall surface of the accommodating cavity. The pressure-bearing end 141 moves to change the axial length of the annular cavity 16; a communication hole 17 communicating with the annular cavity 16 is opened on the master cylinder body 11, and the annular cavity 16 is communicated with the external environment or the liquid storage tank through the communication hole 17.

[0071] The annular cavity 16 can be an atmospheric pressure cavity, that is, the annular cavity 16 is communicated with the external environment through the communication hole 17 and keeps the same air pressure as the external environment. When the volume of the annular cavity 16 changes, the internal pressure is always the same as the external environment, avoiding resistance to the sliding of the second piston 14.

[0072] In addition, the annular chamber 16 can also be connected to the liquid storage tank 34. In other words, the annular chamber 16 is filled with brake fluid, but the pressure of the brake fluid in the annular chamber 16 is relatively low. When the volume of the annular chamber 16 changes, the pressure in the annular chamber 16 always remains consistent with the pressure in the liquid storage tank 34, avoiding resistance to the sliding of the second piston 14. Connecting the annular chamber 16 to the liquid storage tank 34 reduces the sealing requirement at the second piston 14. Even if the sealing performance at the second piston 14 is relatively low, after a small amount of brake fluid flows into the annular chamber 16, it is still connected to the liquid storage tank 34, and there will be no oil leakage in the manual master cylinder.

[0073] In an exemplary embodiment, as Figure 5 shown, the braking system further includes a pressure sensor 31 or a first displacement sensor. The pressure sensor 31 or the first displacement sensor is configured to detect the thrust of the brake push rod 12; the pressure sensor 31 or the first displacement sensor is disposed between the brake push rod 12 and the first piston 13, or the pressure sensor 31 or the first displacement sensor is disposed between the brake push rod 12 and the brake pedal 33.

[0074] A pressure sensor 31 is disposed between the abutting section 142 and the first piston 13. The pressure sensor 31 can detect the magnitude of the force applied by the user stepping on the pedal 33, and then determine the stop position corresponding to the brake push rod 12 to form a foot feeling matching the force applied by the user.

[0075] In addition, the pressure sensor 31 here can also be replaced by a high-precision displacement sensor, that is, the aforementioned first displacement sensor. The thrust transmitted by the brake push rod 12 is indirectly obtained by detecting the displacement of the displacement rod in the displacement sensor. The installation position of the pressure sensor 31 can also be adjusted, for example: disposed between the brake push rod 12 and the brake pedal 33.

[0076] In an exemplary embodiment, as Figure 5 shown, the braking system further includes a second displacement sensor 32 disposed in the accommodation cavity. The second displacement sensor 32 is configured to detect the displacement of the first piston 13.

[0077] The second displacement sensor 32 is used to detect the displacement of the first piston 13 and is further used as a basis for determining the on / off of subsequent pipelines. It should be noted that Figure 5 the reference numeral 32 shown in Figure 5 indicates the installation position of the second displacement sensor 32. For clarity of illustration,

[0078] In addition, the braking system provided by the embodiment of the present application may further include:

[0079] A liquid storage tank 34 to replenish brake fluid into the braking system when needed; a pedal 33 that a user steps on to push a brake push rod 12; a motor assembly 36 connected to an electric master cylinder 35 to provide power for the operation of the electric master cylinder 35; a brake caliper assembly (not shown in the figure) for decelerating the vehicle to achieve braking.

[0080] The solenoid valves (1), (2), (3), (4), (9), (10), (12) are normally closed solenoid valves when powered off, and the solenoid valves (5), (6), (7), (8), (11) are normally open solenoid valves when powered off.

[0081] The following takes several working conditions of the braking system as examples to illustrate the operation mode of the braking system:

[0082] I. Normal braking:

[0083] The driver steps on the brake pedal 33 to push the brake push rod 12, compress the pressure sensor 31, and push the third piston 15 and the first piston 13, and compress the first piston spring and the second piston spring, so that the second piston 14 moves to close the liquid inlet 117 of the second cavity, and the first piston 13 moves to close the liquid inlet 115 of the first cavity. The pressure signal detected by the pressure sensor 31 is transmitted to the control center, and the control center outputs a signal to control the operation of the electric master cylinder 35, so that the electric master cylinder 35 reaches the braking fluid pressure required during calibration. The flow pipeline of the braking fluid in this step is as Figure 2 shown.

[0084] At the same time, the solenoid valves (1), (2), (3), (4), (12) are in the closed state, and the solenoid valves (5), (6), (7), (8), (9), (10), (11) are in the open state. The flow pipeline of the braking fluid is as Figure 3 shown. The braking fluid generated by the electric master cylinder 35 enters the first cavity 111 from the liquid outlet 114 of the first cavity, enters the second cavity 112 from the liquid outlet 116 of the second cavity, and enters the power cavity 113 from the liquid inlet 119 of the power cavity. Since the pressure surface of the second piston 14 (on the side of the third pressure cavity) is larger than the pressure surfaces of the first piston 13 and the third piston 15, and the pressures of the first cavity 111, the second cavity 112, and the power cavity 113 are the same, P = F / S, so the force of the second piston 14 acting in the direction of the first piston 13 is greater than the force of the first piston 13 acting in the direction of the second piston 14; the second piston 14 will move in the direction of the first piston 13 to compress the first and second cavities 112. The second displacement sensor 32 detects the displacement of the movement of the first piston 13. When it reaches the preset position, the solenoid valve (11) is closed (or can be opened to a certain extent appropriately), and the control center adjusts the braking fluid pressure in the power cavity 113 by controlling the opening and closing of the solenoid valve (12), so that the first piston 13 stays at the theoretical position of the pressure sensor 31 during calibration (i.e., this preset position).

[0085] The pressure signal detected by the pressure sensor 31 is transmitted to the control center. The control center outputs a signal to control the operation of the electric master cylinder 35 until the braking fluid pressure required during calibration is reached. The control center realizes functions such as ABS, EBD, and ESP by controlling the on and off of the electromagnetic valves (1), (2), (3), (4), (5), (6), (7), and (8), which will not be elaborated here.

[0086] In addition, the control center can directly control the motor assembly 36 and the control of all valves without the driver stepping on the brake pedal 33, thereby realizing the functions of TCS and ACC. That is, without the user stepping on the brake, when the vehicle detects an obstacle through a radar or a sensor, it can control the electric master cylinder 35 to achieve automatic braking. For example: The controller controls the electric master cylinder 35 to generate the required braking force. Close the electromagnetic valves (1), (2), (3), (4), (9), (10), and (12), open the electromagnetic valves (5), (6), (7), (8), and (11). The braking fluid enters the power chamber 113 through the liquid inlet 119 of the power chamber, pushes the second piston 14, and then pushes the first piston 13 and the second piston 14, causing the third piston 15 to move to close the liquid inlet 115 of the first cavity and the first piston 13 to move to close the liquid inlet 117 of the second cavity; two liquid pressure sensors 31 can be used to determine whether the liquid inlets of the first and second cavities are closed. Then the controller opens the electromagnetic valves (9) and (10), and then controls the electromagnetic valves (1), (2), (3), (4) and (5), (6), (7), (8), thereby realizing the required functions.

[0087] II. Normal braking - pressure maintaining condition (for example: stepping on the pedal 33 for a long time to brake):

[0088] After the braking fluid pressure decreases due to realizing the functions of ABS, EBD, and ESP and controlling the opening and closing of each valve (caused by the insufficient closing of the electromagnetic valves (5), (6), (7), and (8), or when the electric master cylinder has reached its full stroke and further braking is required), the braking fluid needs to be pressurized again. The normal braking process is the same as the "normal braking" in the first item above.

[0089] The pressure maintaining function is realized as follows: Close the electromagnetic valves (9) and (10) (the electromagnetic valve (11) is for simulating the foot feeling and has been closed). The control center controls the motor assembly 36 to rotate in reverse, and then repeats the pressure building condition to pressurize the braking fluid; then open the electromagnetic valves (9) and (10) to achieve a closed loop; of course, when the electric master cylinder has not reached its full stroke, the control center can control the motor assembly 36 to continue rotating to pressurize to compensate for the reduced hydraulic pressure mentioned above.

[0090] III. Failure mode braking (or braking when the vehicle has no power):

[0091] When in standby or in the vehicle power-off failure mode, the solenoid valves (1), (2), (3), (4), (9), (10) are in the closed state, the solenoid valves (5), (6), (7), (8) are open, and the solenoid valves (11), (12) can be either open or closed (they do not function in this operating condition). The driver steps on the brake pedal 33, pushing the brake push rod 12, compressing the pressure sensor 31, and pushing the third piston 15 and the first piston 13, and compressing the first piston spring and the second piston spring, causing the first piston 13 to move to close the liquid inlet 117 of the second cavity and causing the third piston 15 to move to close the liquid inlet 115 of the first cavity. At the same time, the human force further compresses the first piston spring and the second piston spring to generate a brake fluid pressure, which passes through the solenoid valves (5), (6), (7), (8) and the relevant brake pipelines, so that the brake fluid pressure reaches the brake pumps at the RR, FL, RL, FR vehicles for braking. It should be understood that there is no strict sequence limit for the closing of the liquid inlet 117 of the second cavity and the liquid inlet 115 of the first cavity. They can be closed simultaneously or successively, which has no substantial impact on hydraulic control. The specific sequence is affected by the selection of the elastic coefficients of the two springs during design and the friction coefficient of the system.

[0092] IV. Normal two-foot braking (the second foot brakes with increased force):

[0093] The process of the first foot braking is the same as the "normal braking" process in the first item above. Then the driver brakes with increased force (i.e., the second foot), and the implementation process is as follows:

[0094] The driver steps on the brake pedal 33 with greater force, further pushing the brake push rod 12, compressing the pressure sensor 31, and further pushing the first piston 13 and the third piston 15, and compressing the first piston spring and the second piston spring. The pressure signal detected by the pressure sensor 31 is transmitted to the control center, and the control center outputs a signal to control the operation of the electric master cylinder 35 to make it reach the required brake fluid pressure at calibration.

[0095] Meanwhile, the solenoid valves (1), (2), (3), (4), (12) are in the closed state; the solenoid valves (5), (6), (7), (8), (9), (10), (11) are in the open state. The brake fluid generated by the electric master cylinder 35 enters the first chamber 111 from the first chamber liquid outlet 114, enters the second chamber 112 from the second chamber liquid outlet 116, and enters the power chamber 113 from the power chamber liquid inlet 119; the third piston 15 moves towards the second piston 14 and compresses the first and second chambers 112. The second displacement sensor 32 detects the displacement of the first piston 13. When it reaches the preset position, the solenoid valve (11) is closed (it can also be opened to a certain extent appropriately), and the control center adjusts the brake hydraulic pressure in the power chamber 113 by controlling the opening and closing of the solenoid valve (12), so that the first piston 13 stays at the theoretical position of the pressure sensor 31 at calibration (i.e., this preset position).

[0096] The second foot brake is similar to the first foot brake. The pressure signal detected by the pressure sensor 31 is transmitted to the control center, and the control center outputs a signal to control the operation of the electric master cylinder 35 to make it reach the required brake fluid pressure at calibration.

[0097] V. Normal two-foot braking (the second foot brakes with reduced force):

[0098] The process of the first foot brake is the same as the "normal braking" process in the first item above. Then the driver brakes with a smaller force (the second foot). The implementation process is as follows:

[0099] The driver releases the brake pedal 33 with a smaller force, and the pressure sensor 31 detects the pressure signal. At this time, the controller controls the on and off of the solenoid valve (12) and cooperates with the on and off of the solenoid valve (11). The second displacement sensor 32 detects the displacement of the first piston 13 and returns to the theoretical position of the pressure sensor 31 at calibration. At the same time, the pressure signal is transmitted to the control center, and the control center outputs a signal to control the operation of the electric master cylinder 35 to make it reach the required brake fluid pressure at calibration.

[0100] The second foot brake is similar to the first foot brake, so as to achieve the simulation of the pedal feel simulator and the braking control when reducing the braking force.

[0101] VI. Brake return:

[0102] The manual master cylinder 1: After braking, when the pedal 33 is released, under the action of the first piston spring and the second piston spring, the first piston 13, the second piston 14, and the third piston 15 are pushed back to their original positions. For the first chamber 111 to be refilled, it is from the first chamber liquid inlet 115 and enters the first chamber 111 through the first leather cup 41 to achieve refilling. The second chamber 112 is similar to the first chamber 111. The flow pipeline of the brake fluid in this step is as Figure 4 shown. The annular chamber 16 is an atmospheric pressure chamber and is connected to the outside atmosphere.

[0103] When the manual master cylinder 1 returns to its original position, the excess brake fluid in the power chamber 113 flows into the electric master cylinder 35 through the solenoid valve (12) and the pipeline above the electric master cylinder 35. A check valve is provided on this pipeline to prevent the reverse flow of brake fluid; when the motor assembly 36 rotates in the reverse direction, the check valve on this pipeline can replenish the electric master cylinder 35 through this pipeline. As Figure 1 shown, another pipeline (i.e., Figure 1 the pipeline located on the right side of the pipeline where the check valve is located in

[0104] Electric master cylinder 35: The return to the original position is controlled by the control center to reverse the motor for return.

[0105] Through calibration, in different modes, the driver's pedal force detected by the pressure sensor 31 corresponds to different displacements of the second piston 14 to generate different braking foot feelings and form multiple foot feeling curves.

[0106] The braking system provided by the embodiment of the present application has a low manufacturing cost. By redesigning the schematic diagram, the number of solenoid valves used is reduced; and the reliability of components is improved; the physical foot feeling simulator device is cancelled, and the software control (controlled by the control center) + the manual master cylinder 1 is used to output different foot feelings, improving the applicable range of the braking system. The braking system provided by the embodiment of the present application only modifies the structure of one manual master cylinder, without adding components such as a foot feeling force simulator, which is beneficial to controlling and reducing the volume of the braking system, and further controlling the overall vehicle size.

[0107] The same braking system can simulate multiple foot feelings to match different driving modes of the vehicle or for the driver to subjectively select a mode suitable for the driver; and the same braking system can also be installed on different vehicle models to achieve different foot feeling curves required by different manufacturers.

[0108] The embodiment of the present application also provides a vehicle, which includes the aforementioned braking system.

[0109] The vehicle provided by the embodiment of the present application has the aforementioned braking system, which can provide a suitable braking foot feeling for the user and improve the user's driving experience.

[0110] In the description of the present application, it should be noted that the orientation or positional relationship indicated by "upper", "lower", "one end", "one side", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the structure referred to has a specific orientation, is constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present application.

[0111] In the description of the embodiments of the present application, unless otherwise clearly specified and limited, the terms "connection", "assembly", and "installation" shall be understood in a broad sense. For example, the term "connection" may be a fixed connection, a detachable connection, or an integral connection; it may be directly connected or indirectly connected through an intermediate medium, and may be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific situations.

[0112] The embodiments described in the present application are exemplary rather than restrictive, and it is obvious to those of ordinary skill in the art that there can be more embodiments and implementation solutions within the scope of the embodiments described in the present application. Although many possible combinations of features are shown in the drawings and discussed in the specific embodiments, many other combinations of the disclosed features are also possible. Unless specifically restricted, any feature or element of any embodiment can be combined with any other feature or element in any other embodiment, or can replace any other feature or element in any other embodiment.

[0113] The present application includes and contemplates combinations with features and elements known to those of ordinary skill in the art. The embodiments, features, and elements already disclosed in the present application can also be combined with any conventional features or elements to form unique technical solutions defined by the claims. Any feature or element of any embodiment can also be combined with features or elements from other technical solutions to form another unique technical solution defined by the claims. Therefore, it should be understood that any feature shown and / or discussed in the present application can be implemented alone or in any suitable combination. Therefore, the embodiments are not subject to other limitations except those made according to the appended claims and their equivalent replacements. In addition, various modifications and changes can be made within the scope of protection of the appended claims.

Claims

1. A braking system, characterized in that: It includes a manual master cylinder, which includes a master cylinder body, a brake push rod, a first piston and a second piston; The master cylinder body is provided with an accommodating chamber, the first end of the brake push rod extends into the accommodating chamber; the first piston is located in the accommodating chamber and abuts against the first end of the brake push rod; the second piston is located in the accommodating chamber, and the first end abuts against the first piston; The first piston and a portion of the master cylinder body enclose a brake chamber, which is located on a side of the first piston facing away from the second piston; the second piston and a portion of the master cylinder body enclose a power chamber, which is located on a side of the second piston facing away from the first piston; the master cylinder body is provided with a brake chamber fluid outlet communicating with the brake chamber, and a power chamber fluid inlet communicating with the power chamber; The brake push rod pushes the first piston to compress the brake chamber, and the brake fluid in the brake chamber is discharged through the brake chamber outlet. At the same time, the brake fluid entering the power chamber through the power chamber inlet pushes the second piston. The second piston pushes the first piston to compress the brake chamber, and the brake fluid in the brake chamber is discharged through the brake chamber outlet. The master cylinder body is provided with a power chamber liquid return port communicating with the power chamber; the power chamber liquid inlet and the power chamber liquid return port cooperate to adjust the hydraulic pressure in the power chamber; By adjusting the pressure provided by the brake fluid in the power chamber, the thrust of the brake push rod can be adjusted, so that the user can feel different resistance when pressing the pedal to the same height, thereby simulating a variety of different foot feelings.

2. The braking system according to claim 1, characterized in that The master cylinder further comprises a third piston, the third piston being disposed in the brake chamber to separate the brake chamber into a first chamber and a second chamber; the master cylinder body is provided with a first chamber liquid outlet communicating with the first chamber, and a second chamber liquid outlet communicating with the second chamber; The first cavity liquid outlet is connected to the terminal brake device through a first pipeline, and the second cavity liquid outlet is connected to the terminal brake device through a second pipeline; The brake chamber fluid outlet includes the first chamber fluid outlet and the second chamber fluid outlet.

3. The braking system according to claim 2, characterized in that: The master cylinder body is provided with a first cavity liquid inlet communicating with the first cavity, and a second cavity liquid inlet communicating with the second cavity; In the direction in which the brake push rod pushes the first piston to move, the first cavity liquid inlet is located upstream of the first cavity liquid outlet, and the second cavity liquid inlet is located upstream of the second cavity liquid outlet; the third piston can close the first cavity liquid inlet during movement, and the second piston can close the second cavity liquid inlet during movement, so that the first cavity liquid inlet and the second cavity liquid inlet are closed during braking.

4. The braking system according to claim 2, characterized in that: A solenoid valve is provided on the pipeline connected to the power chamber liquid return port to open or close the power chamber liquid return port.

5. The braking system according to claim 2, characterized in that: Also included is an electric master cylinder, wherein a first liquid outlet of the electric master cylinder is connected to the first pipeline via a third pipeline, the first liquid outlet of the electric master cylinder is connected to the second pipeline via a fourth pipeline, and the first liquid outlet of the electric master cylinder is connected to the liquid inlet of the power chamber via a fifth pipeline; The third pipeline, the fourth pipeline and the fifth pipeline are all provided with solenoid valves.

6. The braking system according to claim 2, characterized in that The end surface area of the second piston contacting the brake fluid in the power chamber is larger than the end surface area of the first piston and the third piston contacting the brake fluid in the brake chamber, so that the second piston can push the first piston and the third piston to move under the pressure of the brake fluid.

7. The braking system according to claim 1, wherein: The second piston includes a connected abutting section and a pressure-bearing end. The pressure-bearing end and a portion of the master cylinder body are arranged to form the power chamber. The abutting section abuts against the first piston.

8. The braking system according to claim 7, characterized in that An annular cavity is formed between the outer peripheral surface of the abutting section and the inner wall surface of the accommodating cavity, and the pressure-bearing end moves to change the axial length of the annular cavity; The main cylinder body is provided with a communication hole communicating with the annular cavity, and the annular cavity is communicated with the external environment or the liquid storage tank through the communication hole.

9. The braking system according to any one of claims 1 to 8, characterized in that: Also included is a pressure sensor or a first displacement sensor, wherein the pressure sensor or the first displacement sensor is configured to detect the thrust of the brake push rod; The pressure sensor or the first displacement sensor is disposed between the brake push rod and the first piston, or the pressure sensor or the first displacement sensor is disposed between the brake push rod and the brake pedal.

10. The braking system according to any one of claims 1 to 8, characterized in that: It also includes a second displacement sensor disposed in the accommodating cavity, and the second displacement sensor is configured to detect the displacement of the first piston.

11. A vehicle, characterized in that: Comprising a braking system as claimed in any one of claims 1 to 10.

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