Control method of integrated full-decoupling vehicle electronic hydraulic brake with redundancy function

Abstract

The application discloses a control method of an integrated full-decoupling vehicle electronic hydraulic brake with redundancy function. The brake execution mechanism is divided into an electronic hydraulic brake system module and a backup module. The electronic hydraulic brake system module is directly connected with a brake pedal. The electronic hydraulic brake system module is connected with the backup module through oil pipes. The electronic hydraulic brake system module is connected with brake wheel cylinders through two oil pipes. The backup module is connected with the brake wheel cylinders through two oil pipes. The two parts are independent and connected through the oil pipes. The application can realize all functions of the linear brake-by-wire, can realize emergency mechanical braking, has small volume, simple structure, low cost and convenient installation, and the noise and vibration caused by the motor and the ball screw cannot be transmitted to the pedal, so that the comfort is better.

Description

Technical Field

[0001] This invention relates to a method for a vehicle electro-hydraulic braking system, and more particularly to a control method for a fully decoupled vehicle electro-hydraulic braking system with redundancy. Background Technology

[0002] Currently, most fully decoupled, redundant electro-hydraulic braking systems on the market are integrated solutions, with the brake actuators and pedals connected separately. They also use pressurization devices such as plunger pumps, meaning the noise and vibration generated during operation are directly transmitted to the pedals. This results in a large number of brake actuators, making placement in the driver's cab difficult and unable to meet the requirements of Level 3 and higher autonomous driving. Summary of the Invention

[0003] To address the problems existing in the background art, the present invention provides a method for an integrated, fully decoupled vehicle electro-hydraulic braking system with redundancy.

[0004] The technical solution adopted in this invention is:

[0005] The method is based on a vehicle electro-hydraulic braking system, which includes an integrated electro-hydraulic braking system module and a backup module.

[0006] The aforementioned electro-hydraulic braking system module is used to receive external pedal force, detect pedal displacement and feed it back to the backup module of the electro-hydraulic braking system module, and generate hydraulic pressure to transmit to the backup module of the electro-hydraulic braking system module or control the brake wheel cylinder for braking. It includes a hydraulic braking system valve block and a master cylinder located in the hydraulic braking system valve block, a pedal simulator, a push rod connected to the piston of the master cylinder, an oil reservoir that supplies brake fluid to the master cylinder and the pedal simulator, a displacement sensor that detects the displacement of the push rod, a booster motor, a ball screw, a booster oil pressure sensor group that detects the oil pressure of the master cylinder, a booster solenoid valve group that controls the oil circuit changes, and a booster controller that controls the booster motor and the booster solenoid valve group. The push rod is connected to the brake pedal and receives external pedal force.

[0007] The backup module is used to receive pedal displacement or hydraulic pressure and then generate hydraulic pressure to control the brake wheel cylinder for braking when the electro-hydraulic braking system module fails. It includes a backup valve block and a backup motor, a backup pump, a backup oil pressure sensor for detecting the backup pump, a backup solenoid valve group for controlling oil circuit changes, and a backup controller for controlling the backup motor and the backup solenoid valve group.

[0008] The brake wheel cylinder receives hydraulic pressure from the electro-hydraulic braking system module, the electro-hydraulic braking system module and the backup module to generate braking force, thereby achieving vehicle braking;

[0009] The control method includes a backup control method based on a backup module. Specifically, depending on whether the driver has pressed the brake pedal and whether pressure boosting, depressurization, pressure holding, and different pressure boosting and depressurization for both wheels are required, the backup module operates in different modes, including a normal braking boosting mode when the boosting module fails, a normal braking depressurization mode when the boosting module fails, an (ABS) depressurization mode when the boosting module fails, an (ABS) boosting mode when the boosting module fails, an (ABS) pressure holding mode when the boosting module fails, and a single-wheel boosting and depressurization mode when the boosting module fails.

[0010] If the driver presses the brake pedal, the backup module will operate in the normal braking and boosting mode when the boosting module fails.

[0011] If the driver releases the brake pedal, the backup module will operate in the normal brake decompression mode when the booster module fails.

[0012] If the brake pedal remains stationary and the vehicle's computer requires boosting, the backup module operates in the (ABS) boosting mode when the boosting module fails.

[0013] If the brake pedal remains stationary and the vehicle computer needs to depressurize, the backup module operates in the depressurization mode (ABS) when the boost module fails.

[0014] If the brake pedal remains stationary and the vehicle computer needs to maintain pressure, the backup module operates in the (ABS) pressure maintenance mode when the boost module fails.

[0015] If the brake pedal remains stationary and the vehicle's computer needs to adjust wheel speed, the backup module operates in the single-wheel boost and single-wheel depressurization mode as if the boost module had failed.

[0016] The booster oil pressure sensor group includes a first pressure sensor and a second pressure sensor;

[0017] The booster solenoid valve assembly includes a simulator valve, a first coupling valve, a second coupling valve, a second oil supply valve, a third oil supply valve, a first liquid inlet valve, a second liquid inlet valve, a third liquid inlet valve, a fourth liquid inlet valve, a first liquid outlet valve, a second liquid outlet valve, a third liquid outlet valve, a fourth liquid outlet valve, and a detection valve.

[0018] There is only one backup oil pressure sensor, which is the third pressure sensor;

[0019] The backup solenoid valve assembly includes a fifth inlet valve, a sixth inlet valve, a fifth outlet valve, a sixth outlet valve, a fourth oil supply valve, a fifth oil supply valve, and a first relief valve.

[0020] The first overflow valve is an electrically adjustable overflow valve.

[0021] The reservoir contains brake fluid. The master cylinder has two chambers, one in front and one in back. The pedal simulator also has two chambers, one in front and one in back. The reservoir and the rear chamber of the master cylinder are directly connected. The reservoir and the front chamber of the master cylinder are connected through a detection valve. A first pressure sensor is connected to the front chamber of the master cylinder to detect the input pressure in the front chamber of the master cylinder. The front chamber of the pedal simulator and the front chamber of the master cylinder are connected through a simulator valve. The rear chamber of the pedal simulator is connected to the reservoir.

[0022] Two of the brake wheel cylinders are connected to the front chamber of the master cylinder via a first coupling valve. The first coupling valve controls the brake fluid in the front chamber of the master cylinder to enter the two brake wheel cylinders. The other two brake wheel cylinders are connected to the rear chamber of the master cylinder via a second coupling valve. The second coupling valve controls the brake fluid in the rear chamber of the master cylinder to enter the other two brake wheel cylinders.

[0023] Each brake wheel cylinder is connected to a reservoir via its own outlet valve. The outlet valve controls the output of brake fluid from the brake wheel cylinder. Each brake wheel cylinder is also connected to its own coupling valve via its own outlet valve. The inlet valve controls the input of brake fluid into the brake wheel cylinder.

[0024] The output shaft of the booster motor is connected to one end of the ball screw, and the other end of the ball screw extends into the piston chamber and is connected to the piston via a threaded sleeve. The piston can only move axially within the piston chamber, which divides the piston chamber into a rod chamber near the ball screw and a rodless chamber away from the ball screw. The rod chamber and the rodless chamber are connected via a return oil pipe and an oil reservoir. The oil reservoir is connected to the inlet end of the booster check valve, and the outlet end of the booster check valve is connected to the rodless chamber.

[0025] Meanwhile, the outlet end of the booster check valve is connected to two of the brake wheel cylinders through a second oil supply valve. The second oil supply valve controls the booster check valve to output brake fluid into two of the brake wheel cylinders. The outlet end of the booster check valve is connected to the other two brake wheel cylinders through a third oil supply valve. The third oil supply valve controls the booster check valve to output brake fluid into the other two brake wheel cylinders.

[0026] A second pressure sensor is connected to the outlet end of the booster check valve, which detects the oil pressure output from the outlet end of the booster check valve.

[0027] In the backup module, an inlet valve is provided between the brake wheel cylinder and the output end of the electro-hydraulic braking system module. A one-way valve that allows only one-way flow from the output end of the electro-hydraulic braking system module to the brake wheel cylinder is connected in parallel to the inlet valve. A pressure sensor is also provided between the inlet valve and the output end of the electro-hydraulic braking system module. The input end of the backup pump is connected to the oil reservoir. The brake wheel cylinder is connected to the output end of the backup pump through its own oil supply valve and its own oil outlet valve. The output end of the backup pump is connected to the oil reservoir through a first overflow valve.

[0028] The control method includes a self-test method for the vehicle's electro-hydraulic braking system. Generally, after driving a preset mileage or performing a preset number of braking functions, and with the brake pedal held still, the vehicle starts the braking system self-test method according to the following process after ignition:

[0029] Self-test steps:

[0030] The first and second coupling valves are energized and de-energized, respectively. The booster motor of the hydraulic braking system module is energized, controlling the oil pressure below the one-way opening pressure of the supply valve. The second and third supply valves are de-energized, preventing them from conducting. This prevents the brake fluid driven by the ball screw piston from flowing from the reservoir through the booster check valve to the various inlet valves, keeping it within a relatively closed oil circuit. If the pressure reading detected by the second pressure sensor remains unchanged for a fixed time, the booster pump, accumulator, first supply valve, second pressure sensor, second supply valve, third supply valve, and first relief valve are functioning normally; otherwise, they are malfunctioning.

[0031] Self-test procedure: Based on the self-test procedure, the second and third oil supply valves are then energized and open, while the first, second, third, and fourth inlet valves are energized but not open. This allows the ball screw to act as a piston, driving the brake fluid output from the reservoir via the booster check valve to flow through the second and third oil supply valves to each inlet valve, but it cannot enter the individual brake wheel cylinders; it remains in a relatively closed oil circuit. If the pressure reading detected by the second pressure sensor remains unchanged for a fixed time, then the first, second, third, and fourth inlet valves, the first coupling valve, and the second coupling valve are functioning normally; otherwise, they are not functioning normally.

[0032] Self-test steps: Based on the self-test steps, the first, second, third, and fourth inlet valves are then de-energized and energized, so that the ball screw acts as a piston to drive the brake fluid output from the reservoir through the booster check valve to flow through the second and third supply valves to each inlet valve, and then through each inlet valve and the fourth and fifth supply valves of the backup module into each brake wheel cylinder, existing in a relatively closed oil circuit;

[0033] If the pressure reading detected by the second pressure sensor remains unchanged within a fixed time, then the first, second, third, fourth, fifth, sixth, fourth oil supply valves, and four brake wheel cylinders are functioning normally; otherwise, they are not functioning normally.

[0034] The control method includes a sealing test method for the vehicle's electro-hydraulic braking system. When the brake pedal is held stationary, the backup module is powered off and does not operate. After the vehicle is started, the sealing test method begins according to the following procedure:

[0035] Testing steps:

[0036] The first, second, third, and fourth inlet valves are energized and de-energized, the simulator valve is de-energized and de-energized, the second and third oil supply valves are energized and energized, and the detection valve is energized and de-energized.

[0037] The brake fluid in the master cylinder cannot enter the pedal simulator through the simulator valve, nor can it connect to the reservoir through the detection valve;

[0038] When the booster motor of the electro-hydraulic braking system module is powered on, it drives the ball screw to rotate. The ball screw acts as a piston to drive the brake fluid output from the reservoir through the booster check valve, which then connects to the master cylinder via the second supply valve, the third supply valve, the first coupling valve, and the second coupling valve. The brake fluid output from the reservoir and the master cylinder cannot flow out through the various inlet valves. The pressure drop is detected by the first oil pressure sensor to check the sealing of the cavity formed by the master cylinder and the detection valve.

[0039] Testing steps:

[0040] Based on the testing steps, the simulator valve is then opened, allowing the brake fluid from the master cylinder to enter the pedal simulator via the simulator valve.

[0041] When the booster motor of the electro-hydraulic braking system module is powered on, it drives the ball screw to rotate. The ball screw acts as a piston, driving the brake fluid output from the reservoir through the booster check valve. After passing through the second supply valve, the third supply valve, the first coupling valve, and the second coupling valve, the brake fluid is connected to the master cylinder. The brake fluid output from the reservoir through the booster check valve and the brake fluid in the master cylinder cannot flow out through the various inlet valves. The pressure drop is detected by the first oil pressure sensor to detect the sealing of the cavity formed by the master cylinder, simulator, and detection valve.

[0042] The present invention divides the braking actuator into an electro-hydraulic braking system module and a backup module. The electro-hydraulic braking system module is directly connected to the brake pedal and is connected to the backup module through oil pipes. The electro-hydraulic braking system module has two oil pipes connected to the brake wheel cylinder, and the backup module has two oil pipes connected to the brake wheel cylinder.

[0043] The two independent modules of the electro-hydraulic braking system module and the backup module of the present invention are connected by oil pipes, enabling all functions of brake-by-wire and emergency mechanical braking.

[0044] This invention incorporates a ball screw and piston structure in the electro-hydraulic braking system module, along with an additional pressure boosting check valve to regulate pressure and achieve self-testing and sealing of the brake oil circuit.

[0045] The boost motor in this invention is a brushless motor, and the backup motor is a brushed motor. An additional backup unit is also provided. The backup unit ensures that the vehicle still has braking capability, ABS and braking force adjustment capability even when the primary boost function is lost, providing an extra layer of protection and enhancing the safety of the driver and the entire vehicle.

[0046] The braking backup setting of this invention enables the overall braking system to be suitable for Level 4 autonomous driving, allowing braking and assisted driving in situations where there is no driver present.

[0047] The beneficial effects of this invention are:

[0048] The electro-hydraulic braking system module connected to the brake pedal has a drive device and a pedal simulation device. It uses a motor and ball screw for boosting, which does not produce noise or vibration, and is quiet and comfortable to operate.

[0049] The system of this invention uses two small modules connected by oil pipes, which is convenient to arrange. The electro-hydraulic braking system module can also be used independently by L4 level vehicles without being limited by the original pedal firewall layout space. It has low manufacturing cost and low price.

[0050] Compared with integrated vehicle electro-hydraulic braking systems, this invention is smaller in size, simpler in structure, lower in cost, and easier to install. The noise and vibration from the motor and ball screw will not be transmitted to the pedal, resulting in better comfort. Attached Figure Description

[0051] Figure 1 This is a schematic diagram of the components of an electro-hydraulic braking system module.

[0052] Figure 2 This is a schematic diagram of the backup module components;

[0053] Figure 3 This is a schematic diagram of the front of the product;

[0054] Figure 4 Hydraulic schematic diagram of the braking system;

[0055] Figure 5 This is a hydraulic schematic diagram of conventional braking under normal working conditions.

[0056] Figure 6 This is a hydraulic schematic diagram of the decompression phase during ABS operation in normal working mode.

[0057] Figure 7 This is a hydraulic schematic diagram of the pressurization phase when ABS is executed under normal working conditions.

[0058] Figure 8This is a hydraulic schematic diagram of the pressure holding phase during ABS operation in normal working mode.

[0059] Figure 9 This is a hydraulic schematic diagram of the boosting phase when ESC is executed in normal working mode for single-wheel boosting and single-wheel depressurization.

[0060] Figure 10 Schematic diagram of step 1 for self-test of the booster module;

[0061] Figure 11 Schematic diagram for step 2 of the self-test of the booster module;

[0062] Figure 12 Schematic diagram for step 3 of the self-test of the booster module;

[0063] Figure 13 The schematic diagram shows the principle of using backup module 3 to perform conventional braking boost when boost module 2 fails.

[0064] Figure 14 This is a schematic diagram of the backup module performing routine braking and decompression.

[0065] Figure 15 Hydraulic schematic diagram of the decompression phase when the backup module performs ABS operation;

[0066] Figure 16 Hydraulic schematic diagram of the pressurization phase when the backup module is performing ABS operation;

[0067] Figure 17 Hydraulic schematic diagram of the pressure holding phase when the backup module performs ABS operation;

[0068] Figure 18 Hydraulic schematic diagram of the boosting phase when the backup module performs single-stage boosting and single-stage depressurization operations;

[0069] Figure 19 This diagram illustrates the pressure boosting and depressurization principle that ensures mechanical braking even when both the valves in booster module 2 and electro-hydraulic braking system module 1 fail.

[0070] Figure 20 This is a schematic diagram of step 1 of the sealing test mode.

[0071] Figure 21 This is a schematic diagram of step 2 of the sealing test mode.

[0072] In the picture:

[0073] 1. Electro-hydraulic braking system module; 11. Hydraulic braking system valve block; 12. Master cylinder; 13. Pedal simulator; 14. Push rod; 15. Oil reservoir; 16. Displacement sensor; 17. Piston; 18. Piston chamber; 19. Detection valve; 21. Pressure boosting check valve; 22. Pressure boosting motor; 23. Ball screw; 24. Pressure boosting oil pressure sensor group; 25. Pressure boosting solenoid valve group; 26. Pressure boosting controller.

[0074] 3. Backup module; 31. Backup valve block; 32. Backup motor; 33. Backup pump; 34. Backup oil pressure sensor; 35. Backup solenoid valve assembly; 36. Backup controller.

[0075] First pressure sensor 241, second pressure sensor 242;

[0076] Simulator valve 2501, first coupling valve 2502, second coupling valve 2503, second oil supply valve 2504, third oil supply valve 2505, first inlet valve 2506, second inlet valve 2507, third inlet valve 2508, fourth inlet valve 2509, first outlet valve 2510, second outlet valve 2511, third outlet valve 2512, fourth outlet valve 2513;

[0077] The third pressure sensor 341, the first overflow valve 351, the fourth oil supply valve 352, the fifth oil supply valve 353, the fifth liquid inlet valve 354, the sixth liquid inlet valve 355, the fifth liquid outlet valve 356, and the sixth liquid outlet valve 357. Detailed Implementation

[0078] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0079] The system of the present invention includes an integrated electro-hydraulic braking system module 1 and a backup module 3;

[0080] like Figure 1As shown, the electro-hydraulic braking system module 1 is used to receive external pedal force, detect pedal displacement and then feed it back to the backup module 3, and generate hydraulic pressure to transmit to the backup module 3 or control the brake wheel cylinder for pressurization, depressurization, and pressure holding braking. It includes a hydraulic braking system valve block 11, a master cylinder 12 located within the valve block 11, a pedal simulator 13, a push rod 14 connected to the piston 17 of the master cylinder 12, and a pressure supply rod to the master cylinder 12 and the pedal simulator 13. The system includes a brake fluid reservoir 15, a displacement sensor 16 for detecting the displacement of the push rod 14, a booster motor 22, a ball screw 23, a booster oil pressure sensor group 24 for detecting the oil pressure in the pipelines of the master cylinder 12, a booster solenoid valve group 25 for controlling the changes in the oil circuit inside the valve block 11 of the hydraulic braking system, and a booster controller 26 for controlling the booster motor 22 and the booster solenoid valve group 25. One end of the push rod 14 is connected to the piston 17 of the master cylinder 12, and the other end is connected to the brake pedal to receive the external pedal force. The displacement sensor 16 is arranged beside the push rod 14 to detect the displacement of the push rod 14.

[0081] In specific implementation, the hydraulic braking system valve block 11 has an oil outlet and an oil inlet. The master cylinder 12 is connected to the hydraulic braking system valve block 11 via an oil pipe, and the pedal simulator 13 is connected to the hydraulic braking system valve block 11. The hydraulic braking system valve block 11 has an oil outlet and an oil inlet. The two oil outlets are connected to the brake wheel cylinders via oil pipes, and the two oil outlets are also connected to the backup valve block 31 via oil pipes. The backup module 31 has an oil outlet and an oil inlet. The two oil outlets are connected to two other brake wheel cylinders.

[0082] The hydraulic braking system valve block 11 contains an internal oil passage, and the cavity formed by the master cylinder 12 is connected to the hydraulic braking system valve block 11 via an oil pipe. The pedal simulator 13 is also connected to the hydraulic braking system valve block 11 via an oil pipe. The master cylinder 12 and the pedal simulator 13 are located in the same valve block, and the pedal simulator 13 has one or more cavities with variable volumes.

[0083] The hydraulic braking system valve block 11 contains oil circuits. Two oil circuits are connected to the backup module, and the other two oil circuits are connected to the brake caliper.

[0084] like Figure 3As shown, the backup module 3 is used to receive pedal displacement or hydraulic pressure when the electro-hydraulic braking system module 1 fails, and then generate hydraulic pressure to control the brake wheel cylinders of the two front wheels to perform pressurization, depressurization, and pressure holding braking. It includes a backup valve block 31 and a backup motor 32, a backup pump 33, a backup oil pressure sensor 34 for detecting the backup pump 33, a backup solenoid valve group 35 for controlling changes in the internal oil circuit of the backup valve block 31, and a backup controller 36 for controlling the backup motor 32 and the backup solenoid valve group 35. The output shaft of the backup motor 32 is connected to the input shaft of the backup pump 33.

[0085] The brake wheel cylinder receives hydraulic pressure from the electro-hydraulic braking system module 1 and the backup module 3 to generate braking force, thereby achieving vehicle braking.

[0086] The backup valve block 31 contains an internal oil passage, and the two oil passages output by the backup module booster pump 33 are connected to the brake calipers. The backup oil pressure sensor 34 can detect the pumping pressure of the backup module booster pump 33.

[0087] Under normal operating conditions, the brake fluid pressure in the wheel cylinders is supplied by the pump booster of the electro-hydraulic brake system module 1. When the driver depresses the pedal, the brake fluid generated by the master cylinder 12 in the electro-hydraulic brake system module 1 enters the pedal simulator 13 through the pipeline.

[0088] When the electro-hydraulic braking system module 1 fails, the brake oil pressure of the wheel cylinder is partially supplied by the backup module 3 pump oil booster and partially by the master cylinder 12.

[0089] When both the electro-hydraulic braking system module 1 and the backup module 3 fail, when the driver presses the pedal, the brake fluid generated by the master cylinder 12 in the electro-hydraulic braking system module 1 will enter the wheel cylinder through the pipeline.

[0090] The booster oil pressure sensor group 24 includes a first pressure sensor 241 and a second pressure sensor 242;

[0091] The booster solenoid valve assembly 25 includes a simulator valve 2501, a first coupling valve 2502, a second coupling valve 2503, a second oil supply valve 2504, a third oil supply valve 2505, a first inlet valve 2506, a second inlet valve 2507, a third inlet valve 2508, a fourth inlet valve 2509, a first outlet valve 2510, a second outlet valve 2511, a third outlet valve 2512, a fourth outlet valve 2513, and a detection valve 19.

[0092] The booster controller 26 receives the detection signals from all the pressure sensors in the booster oil pressure sensor group 24, and then controls the operation of the booster motor 22 and the booster solenoid valve group 25. The booster solenoid valve group 25 adjusts the output pressure of the brake actuator and the various fluid circuit states inside the valve block 11 of the hydraulic brake system. The booster motor 22 controls the booster pump 23 to work.

[0093] There is only one backup oil pressure sensor 34, which is the third pressure sensor 341;

[0094] The backup solenoid valve assembly 35 includes a fifth inlet valve 354, a sixth inlet valve 355, a fifth outlet valve 356, a sixth outlet valve 357, a fourth oil supply valve 352, a fifth oil supply valve 353, and a first overflow valve.

[0095] The backup controller 36 receives the detection signal from the third pressure sensor 341 of the backup oil pressure sensor 34, and then controls the operation of the backup motor 32 and the backup solenoid valve group 35. The backup solenoid valve group 35 adjusts the output pressure of the brake actuator and the various fluid circuit states inside the backup valve block 31. The backup motor 32 controls the backup pump 33 to work.

[0096] like Figure 4 As shown, the master cylinder 12, pedal simulator 13, displacement sensor 16, oil reservoir 15, first pressure sensor 241, second pressure sensor 242, simulator valve 2501, first coupling valve 2502, second coupling valve 2503, second oil supply valve 2504, third oil supply valve 2505, first inlet valve 2506, second inlet valve 2507, third inlet valve 2508, fourth inlet valve 2509, first outlet valve 2510, second outlet valve 2511, third outlet valve 2512, and fourth outlet valve 2513 are on the electro-hydraulic braking system module 1.

[0097] like Figure 4 As shown, the third pressure sensor 341, the fifth inlet valve 354, the sixth inlet valve 355, the fifth outlet valve 356, the sixth outlet valve 357, the fourth oil supply valve 352, the fifth oil supply valve 353, and the first overflow valve are on the backup module.

[0098] In this invention, the inlet valve is a normally open valve; the outlet valve is a normally closed valve; the coupling valve is a normally open valve; the oil supply valve is a normally closed valve; the simulator valve 2501 is a normally closed valve; and the detection valve 19 is a normally open valve. A normally open valve is one that is open and conducting when not energized, and closed and non-conducting when energized; while a normally closed valve is one that is closed and non-conducting when not energized, and open and conducting when energized.

[0099] The first relief valve is an adjustable energized relief valve, a solenoid valve with linear pressure holding capability when a linear current is applied. It is a normally closed valve without a spring, and very small oil pressure is required to open it. The smaller the energizing current of the relief valve, the smaller the oil pressure it can close, meaning the lower the oil pressure threshold for flow through the relief valve, and the easier it is for oil to flow out. Conversely, the larger the energizing current of the relief valve, the larger the oil pressure it can close, meaning the higher the oil pressure threshold for flow through the relief valve, and the less likely it is for oil to flow out.

[0100] like Figure 4 As shown, the brake fluid reservoir 15 contains brake fluid and is located above the master cylinder 12. The master cylinder 12 has two chambers, front and rear. The pedal simulator 13 also has two chambers, front and rear. A spring is located in the rear chamber of the pedal simulator 13, and the spring feedback force generates a simulated pedal response. The brake fluid reservoir 15 and the rear chamber of the master cylinder 12 are directly connected. The brake fluid reservoir 15 and the front chamber of the master cylinder 12 are connected through a detection valve 19. A first pressure sensor 241 is connected to the front chamber of the master cylinder 12 to detect the input pressure in the front chamber of the master cylinder 12. The front chamber of the pedal simulator 13 and the front chamber of the master cylinder 12 are connected through an oil circuit of a simulator valve 2501. The brake fluid in the front chamber of the master cylinder 12 is controlled to enter the front chamber of the pedal simulator 13 through the simulator valve 2501. The rear chamber of the pedal simulator 13 is connected to the brake fluid reservoir 15.

[0101] In the specific implementation, four brake wheel cylinders are set up. Two of the brake wheel cylinders are connected to the front chamber of the master cylinder 12 through a first coupling valve 2502. The first coupling valve 2502 controls the brake fluid in the front chamber of the master cylinder 12 to enter the two brake wheel cylinders. The other two brake wheel cylinders are connected to the rear chamber of the master cylinder 12 through a second coupling valve 2503. The second coupling valve 2503 controls the brake fluid in the rear chamber of the master cylinder 12 to enter the other two brake wheel cylinders.

[0102] Each brake wheel cylinder is connected to its own outlet valve and reservoir 15. The outlet valve controls the output of brake fluid from the brake wheel cylinder. Each brake wheel cylinder is also connected to its own outlet valve and corresponding coupling valve. The inlet valve controls the input of brake fluid into the brake wheel cylinder. Specifically, the four brake wheel cylinders FR, RL, RR, and FL are connected to their respective first outlet valve 2510, second outlet valve 2511, third outlet valve 2512, and fourth outlet valve 2513 and reservoir 15. The two brake wheel cylinders FR and RL are connected to their respective first inlet valve 2506, second inlet valve 2507, and first coupling valve 2502. The two brake wheel cylinders RR and FL are connected to their respective third inlet valve 2508, fourth inlet valve 2509, and second coupling valve 2503.

[0103] The output shaft of the booster motor 22 is connected to one end of the ball screw 23, and the other end of the ball screw 23 extends into the piston chamber 18 and is threadedly connected to the piston 17. The piston 17 can only move axially within the piston chamber 18, dividing the piston chamber 18 into a rod chamber near the ball screw 23 and a rodless chamber away from the ball screw 23. The rod chamber and the rodless chamber are connected to the oil reservoir 15 via a return oil pipe. The oil reservoir 15 is connected to the inlet end of the booster check valve 21, and the outlet end of the booster check valve 21 is connected to the rodless chamber.

[0104] Meanwhile, the outlet end of the booster check valve 21 is connected to two of the brake wheel cylinders through a second oil supply valve 2504. The second oil supply valve 2504 controls the booster check valve 21 to output brake fluid into two of the brake wheel cylinders. The outlet end of the booster check valve 21 is connected to the other two brake wheel cylinders through a third oil supply valve 2505. The third oil supply valve 2505 controls the booster check valve 21 to output brake fluid into the other two brake wheel cylinders.

[0105] The outlet end of the booster check valve 21 is connected to a second pressure sensor 242, which detects the oil pressure output from the outlet end of the booster check valve 21.

[0106] In practice, the return oil pipe is located near the return point of piston 17.

[0107] Normally, when piston 17 is working, the return oil pipe is connected to the rod chamber;

[0108] Normally, when piston 17 is not working and is in the return position, the oil return pipe is connected to the rodless chamber.

[0109] like Figure 4 As shown, in the backup module 3, an inlet valve is provided between the first inlet valve 2506 at the output end of the brake wheel cylinder and the electro-hydraulic braking system module 1. A one-way valve is connected in parallel to the inlet valve, which only allows one-way flow from the first inlet valve 2506 at the output end of the electro-hydraulic braking system module 1 to the brake wheel cylinder. A pressure sensor is also provided between the inlet valve and the first inlet valve 2506 at the output end of the electro-hydraulic braking system module 1. The input end of the backup pump 33 is connected to the oil reservoir 15. The brake wheel cylinders are connected to the output end of the backup pump 33 through their respective oil supply valves. At the same time, the brake wheel cylinders are connected to the oil reservoir 15 through their respective outlet valves. The output end of the backup pump 33 is connected to the oil reservoir 15 through the first overflow valve.

[0110] In specific implementation, backup module 3 is only connected to the brake wheel cylinders FR and FL of the two front wheels of the vehicle, and not to the brake wheel cylinders RL and RR of the two rear wheels. Specifically, the connection is as follows: the fifth inlet valve 354 is connected between the brake wheel cylinder FR and the first inlet valve 2506 at the output end of the electro-hydraulic braking system module 1; a third pressure sensor 341 is installed between the fifth inlet valve 354 and the first inlet valve 2506 at the output end of the electro-hydraulic braking system module 1; the sixth inlet valve 355 is connected to... A third pressure sensor 341 is installed between the first inlet valve 2506 at the output end of the brake wheel cylinder FL and the sixth inlet valve 355 and the fourth inlet valve 2509 at the output end of the electro-hydraulic brake system module 1. The brake wheel cylinders FR and FL are connected to the fifth outlet valve 356, the sixth outlet valve 357 and the oil reservoir 15, respectively. The brake wheel cylinders FR and FL are connected to the output end of the booster pump 33 on the backup module 3 via the fourth oil supply valve 352, the fifth oil supply valve 353, and the booster pump 33 on the backup module 3, respectively.

[0111] The working process of this invention includes the following working modes:

[0112] (1) Conventional braking modes of the electro-hydraulic braking system module 1 (including boosting and depressurization)

[0113] Figure 5 In the diagram below, the thick line represents the high-pressure oil circuit, the thin line represents the low-pressure oil circuit, the hollow arrow indicates the direction of brake fluid flow when the brake wheel cylinder is pressurized, and the solid arrow indicates the direction of brake fluid flow when the brake wheel cylinder is depressurized. All of these are represented in the same way.

[0114] Backup module 3 is de-energized and does not operate; all valves in backup solenoid valve group 35 of backup module 3 are de-energized. Only electro-hydraulic braking system module 1 operates by partially energizing or de-energizing booster solenoid valve group 25. Detection valve 19 is de-energized and conductive.

[0115] When the brake pedal is pressed or released, the displacement sensor 16 detects the displacement of the push rod 14, and thus detects the pedal displacement.

[0116] like Figure 5 As shown, when the driver presses the brake pedal, brake fluid flows out from the front and rear chambers of the master cylinder 12, the brake pedal displacement increases, and a pressurization process occurs:

[0117] When simulator valve 2501, first coupling valve 2502, and second coupling valve 2503 are energized, simulator valve 2501 is turned on, while first coupling valve 2502 and second coupling valve 2503 are turned off. Brake fluid output from the front chamber of master cylinder 12 enters pedal simulator 13. Brake fluid from the front and rear chambers of master cylinder 12 cannot directly enter the brake wheel cylinder via first coupling valve 2502 and second coupling valve 2503.

[0118] Each inlet valve is de-energized, and each outlet valve is de-energized, causing each inlet valve to conduct while each outlet valve is de-energized.

[0119] Based on the current state of the vehicle, the current value required by the booster motor 22 of the electro-hydraulic braking system module 1 is calculated. The booster motor 22 is energized and rotates forward, driving the ball screw 23 to rotate, which in turn drives the piston 17 to move forward in the piston chamber 18. The second oil supply valve 2504 and the third oil supply valve 2505 are energized, making the second oil supply valve 2504 and the third oil supply valve 2505 conduct. At the same time, due to the action of the booster check valve 21, the brake fluid connected to the rodless chamber in the piston chamber 18 enters each brake wheel cylinder through the second oil supply valve 2504 and the third oil supply valve 2505. At the same time, the brake fluid connected to the rodless chamber in the piston chamber 18 generates negative pressure, driving the brake fluid from the reservoir 15 to be drawn into the rodless chamber of the piston chamber 18 through the booster check valve 21.

[0120] like Figure 5 As shown, when the driver releases the brake pedal, brake fluid flows into the front and rear chambers of the master cylinder 12, reducing the brake pedal displacement and initiating a pressure reduction process.

[0121] When the current of the booster motor 22 changes, the booster motor 22 is energized and reverses to drive the ball screw 23 to rotate, which in turn drives the piston 17 to move backward in the piston chamber 18, and the excess brake fluid returns to the rodless chamber of the piston chamber 18.

[0122] When the ball screw 23 drives the piston 17 to return to its original position, the excess brake fluid can return to the reservoir 15 through the rodless chamber of the piston chamber 18 and the return pipe.

[0123] When the brake pedal is fully released, the brake pedal displacement is zero.

[0124] The brake fluid outlet valve of the brake wheel cylinder returns to the reservoir 15, the reservoir 15 replenishes brake fluid to the front chamber of the master cylinder 12, and the reservoir 15 replenishes brake fluid to the pedal simulator 13.

[0125] (2) ABS decompression mode of electro-hydraulic braking system module 1

[0126] Backup module 3 is de-energized and does not operate; all valves in backup solenoid valve group 35 of backup module 3 are de-energized. Only electro-hydraulic braking system module 1 operates by controlling the partial energization or de-energization of booster solenoid valve group 25.

[0127] At this time, the driver keeps the brake pedal still, and there is no outflow or inflow of brake fluid in the front and rear chambers of the master cylinder 12, so the brake pedal displacement remains unchanged.

[0128] like Figure 6As shown, the simulator valve 2501, the first coupling valve 2502, the second coupling valve 2503, the second oil supply valve 2504, and the third oil supply valve 2505 are kept in the energized state, the booster motor 22 is kept energized, and the ball screw 23 drives the piston 17 to drive the oil reservoir 15 to output constant oil pressure through the booster check valve 21.

[0129] When the first inlet valve 2506, the second inlet valve 2507, the third inlet valve 2508, and the fourth inlet valve 2509 are energized, none of the inlet valves are conductive, so that the brake fluid output from the oil reservoir 15 through the booster check valve 21 driven by the ball screw 23 and piston 17 cannot enter the brake wheel cylinder through the inlet valves.

[0130] When the first outlet valve 2510, the second outlet valve 2511, the third outlet valve 2512, and the fourth outlet valve 2513 are energized, all outlet valves are open, allowing brake fluid from each brake wheel cylinder to enter the oil reservoir 15, and reducing the oil pressure in each brake wheel cylinder.

[0131] (3) ABS boost mode of electronic hydraulic braking system module 1

[0132] Backup module 3 is de-energized and does not operate; all valves in backup solenoid valve group 35 of backup module 3 are de-energized. Only electro-hydraulic braking system module 1 operates by controlling the partial energization or de-energization of booster solenoid valve group 25.

[0133] At this time, the driver keeps the brake pedal still, and there is no outflow or inflow of brake fluid in the front and rear chambers of the master cylinder 12, so the brake pedal displacement remains unchanged.

[0134] like Figure 7 As shown, the simulator valve 2501, the first coupling valve 2502, the second coupling valve 2503, the second oil supply valve 2504, and the third oil supply valve 2505 are kept in the energized state.

[0135] Adjust the current of the booster motor 22 to make the booster motor 22 rotate, so that the ball screw 23 acts on the piston 17 to drive the oil pressure output from the oil reservoir 15 through the booster check valve 21 to be equal to the oil pressure required at the brake wheel cylinder end.

[0136] Power is cut off to the first outlet valve 2510, the second outlet valve 2511, the third outlet valve 2512, and the fourth outlet valve 2513. All outlet valves are de-energized, preventing brake fluid from the brake wheel cylinders from entering the oil reservoir 15 through the outlet valves.

[0137] Power is cut off to the first inlet valve 2506, the second inlet valve 2507, the third inlet valve 2508, and the fourth inlet valve 2509. All inlet valves are turned on, so that the ball screw 23 acts on the piston 17 to drive the brake fluid output from the oil reservoir 15 through the booster check valve 21 into each brake wheel cylinder through each inlet valve.

[0138] (4) ABS pressure holding mode of electronic hydraulic braking system module 1

[0139] Backup module 3 is de-energized and does not operate; all valves in backup solenoid valve group 35 of backup module 3 are de-energized. Only electro-hydraulic braking system module 1 operates by controlling the partial energization or de-energization of booster solenoid valve group 25.

[0140] like Figure 8 As shown, the simulator valve 2501, the first coupling valve 2502, the second coupling valve 2503, the second oil supply valve 2504, and the third oil supply valve 2505 are kept in the energized state.

[0141] When the first inlet valve 2506, the second inlet valve 2507, the third inlet valve 2508, and the fourth inlet valve 2509 are energized, none of the inlet valves are conductive, so that the brake fluid output from the oil reservoir 15 through the booster check valve 21 driven by the ball screw 23 and piston 17 cannot enter the brake wheel cylinder through the inlet valves.

[0142] At the same time, the first outlet valve 2510, the second outlet valve 2511, the third outlet valve 2512, and the fourth outlet valve 2513 are de-energized, so that none of the outlet valves are conductive and the brake fluid of each brake wheel cylinder is not allowed to enter the oil reservoir 15 through the outlet valves.

[0143] In this way, the brake fluid at each brake wheel cylinder cannot flow out or in, and exists in a relatively closed oil circuit. The brake fluid will not decrease, and the oil pressure of each brake wheel cylinder remains unchanged.

[0144] (5) Single wheel pressurization and single wheel depressurization modes of the electro-hydraulic braking system module 1

[0145] like Figure 9 As shown, when a vehicle requires pressure adjustment for one brake wheel cylinder, taking brake wheel cylinder FR for pressurization and brake wheel cylinder RL for depressurization as an example, this illustrates the operating condition when one wheel needs pressurization while the other brake wheel cylinder needs depressurization within the same oil circuit. The principle of single-wheel pressurization is the same as that of FR pressurization. The single-wheel pressurization circuit is represented by a hollow arrow, and the single-wheel depressurization circuit is represented by a solid arrow.

[0146] Backup module 3 is de-energized and does not operate; all valves in backup solenoid valve group 35 of backup module 3 are de-energized. Only electro-hydraulic braking system module 1 operates by controlling the partial energization or de-energization of booster solenoid valve group 25.

[0147] At this time, the driver keeps the brake pedal still, and there is no outflow or inflow of brake fluid in the front and rear chambers of the master cylinder 12, so the brake pedal displacement remains unchanged.

[0148] Under single-wheel boosting and single-wheel depressurization conditions, the brake wheel cylinder FR pressure needs to increase, and the brake wheel cylinder RL pressure needs to decrease. Therefore:

[0149] When the first coupling valve 2502 and the second oil supply valve 2504, which are connected together, are energized, the second oil supply valve 2504 is turned on and the first coupling valve 2502 is turned off.

[0150] Adjust the current of the booster motor 22 to make it rotate, so that the ball screw 23 acts on the piston 17 to drive the oil pressure output from the oil reservoir 15 through the booster check valve 21 to be equal to the oil pressure required at the brake wheel cylinder end.

[0151] When the first inlet valve 2506 of the brake wheel cylinder FR is de-energized and open, the second inlet valve 2507 of the brake wheel cylinder RL is energized and closed. The ball screw 23 acts on the piston 17 to drive the brake fluid output from the reservoir 15 through the booster check valve 21 to enter the brake wheel cylinder FR through the first inlet valve 2506, but it cannot enter the brake wheel cylinder RL through the second inlet valve 2507.

[0152] At the same time, the first outlet valve 2510 of brake wheel cylinder FR is de-energized and the second outlet valve 2511 of brake wheel cylinder RL is energized, so that the brake fluid of brake wheel cylinder FR cannot enter the oil reservoir 15 through the first outlet valve 2510, and the brake fluid of brake wheel cylinder RL enters the oil reservoir 15 through the second outlet valve 2511.

[0153] In this way, the oil pressure in the brake wheel cylinder FR increases, while the oil pressure in the brake wheel cylinder RL decreases, achieving single-wheel pressurization and single-wheel depressurization.

[0154] (6) Self-test mode of electronic hydraulic braking system module 1

[0155] At this time, the driver is not in the vehicle, so keep the brake pedal still and the brake pedal displacement remains unchanged.

[0156] The braking system has a self-check function. When the vehicle is started, it will begin the self-check after driving a certain number of kilometers or after the braking function has been executed a certain number of times.

[0157] Self-test step 1: Used to check whether the booster pump 23, the second pressure sensor 242, the second oil supply valve 2504, and the third oil supply valve 2505 are normal.

[0158] Keep the first coupling valve 2502 and the second coupling valve 2503 energized, so that the first coupling valve 2502 and the second coupling valve 2503 are not conducting.

[0159] like Figure 10 As shown, the booster motor 22 of the hydraulic braking system module 1 is energized to control the oil pressure below the one-way opening pressure of the oil supply valve.

[0160] The second oil supply valve 2504 and the third oil supply valve 2505 are de-energized, so that the second oil supply valve 2504 and the third oil supply valve 2505 are not conductive. As a result, the brake fluid driven by the piston 17 driven by the ball screw 23 from the oil reservoir 15 through the booster check valve 21 cannot flow to each inlet valve through the second oil supply valve 2504 and the third oil supply valve 2505, and exists in a relatively closed oil circuit.

[0161] If the pressure reading detected by the second pressure sensor 242 remains unchanged after a period of time, it indicates that the booster pump 23, the second pressure sensor 242, the second oil supply valve 2504, and the third oil supply valve 2505 are functioning normally.

[0162] Self-test step 2: Used to check whether the first inlet valve 2506, the second inlet valve 2507, the third inlet valve 2508, the fourth inlet valve 2509, the first coupling valve 2502, and the second coupling valve 2503 are normal.

[0163] like Figure 11 As shown, based on the self-test step 1, the second oil supply valve 2504 and the third oil supply valve 2505 are then energized, and the first inlet valve 2506, the second inlet valve 2507, the third inlet valve 2508, and the fourth inlet valve 2509 are also energized. This causes the second oil supply valve 2504 and the third oil supply valve 2505 to conduct, while the first inlet valve 2506, the second inlet valve 2507, the third inlet valve 2508, and the fourth inlet valve 2509 are not conducted. This causes the ball screw 23 to act on the piston 17 to drive the brake fluid output from the reservoir 15 through the booster check valve 21 to flow through the second oil supply valve 2504 and the third oil supply valve 2505 to each inlet valve, but it cannot enter each brake wheel cylinder through each inlet valve and exists in a relatively closed oil circuit.

[0164] If the pressure reading detected by the second pressure sensor 242 remains unchanged after a period of time, it indicates that the first inlet valve 2506, the second inlet valve 2507, the third inlet valve 2508, the fourth inlet valve 2509, the first coupling valve 2502, and the second coupling valve 2503 are functioning normally.

[0165] Self-inspection step 3: Used to check whether the first outlet valve 2510, the second outlet valve 2511, the third outlet valve 2512, the fourth outlet valve 2513, the fifth outlet valve 356, the sixth outlet valve 357, the fourth oil supply valve 352, the fifth oil supply valve 353, and the four brake wheel cylinders are normal.

[0166] like Figure 13As shown, based on the self-test step 2, the first inlet valve 2506, the second inlet valve 2507, the third inlet valve 2508, and the fourth inlet valve 2509 are then de-energized, so that the first inlet valve 2506, the second inlet valve 2507, the third inlet valve 2508, and the fourth inlet valve 2509 are all turned on. This causes the ball screw 23 to act on the piston 17 to drive the brake fluid output from the reservoir 15 through the booster check valve 21 to flow through the second supply valve 2504 and the third supply valve 2505 to each inlet valve, and then through each inlet valve and the fourth supply valve 352 and the fifth supply valve 353 of the backup module 3 into each brake wheel cylinder, existing in a relatively closed oil circuit.

[0167] If the pressure reading detected by the second pressure sensor 242 remains unchanged after a period of time, it indicates that the first outlet valve 2510, the second outlet valve 2511, the third outlet valve 2512, the fourth outlet valve 2513, the fifth outlet valve 356, the sixth outlet valve 357, the fourth oil supply valve 352, and the fifth oil supply valve 353, as well as the four brake wheel cylinders, are functioning normally.

[0168] After the above three testing steps are completed, it indicates that the electro-hydraulic braking system module 1 is in good working order, and the self-test of the electro-hydraulic braking system module 1 itself is also completed.

[0169] (7) When the electro-hydraulic braking system module 1 fails, the backup module 3's normal braking boost mode

[0170] When the electro-hydraulic braking system module 1 fails and is de-energized, it cannot work. That is, the booster motor 22, booster oil pressure sensor group 24, booster solenoid valve group 25 and booster controller 26 in the electro-hydraulic braking system module 1 are all de-energized, and only the backup module 3 starts up. It works by controlling the backup solenoid valve group 35 to be partially energized or de-energized.

[0171] Backup module 3 is connected only to the brake wheel cylinders of the two front wheels of the vehicle, namely brake wheel cylinder FR and brake wheel cylinder FL.

[0172] When the driver presses the brake pedal, brake fluid flows out from the front and rear chambers of the master cylinder 12, and the brake pedal displacement increases.

[0173] like Figure 13As shown, the first coupling valve 2502 and the second coupling valve 2503 are de-energized and open, while the simulator valve 2501 is de-energized and closed, preventing the brake fluid in the master cylinder from entering the pedal simulator 13 via the simulator valve 2501; the second oil supply valve 2504 and the third oil supply valve 2505 are de-energized and closed, preventing the brake fluid in the master cylinder from entering the oil circuit of the booster check valve 21; the first inlet valve 2506, the second inlet valve 2507, the third inlet valve 2508, and the fourth inlet valve 2509 are de-energized and open, while the first outlet valve 2510, the second outlet valve 2511, the third outlet valve 2512, and the fourth outlet valve 2513 are de-energized and closed, allowing the brake fluid in the master cylinder 12 to sequentially pass through the two coupling valves and then through each inlet valve into each brake wheel cylinder, increasing the brake fluid level in each brake wheel cylinder.

[0174] When the fluid flows through the fifth inlet valve 354 and the sixth inlet valve 355 of the backup module 3, the fifth inlet valve 354 and the sixth inlet valve 355 are energized but not conductive. For example, the fifth inlet valve 354 of the brake wheel cylinder FR is energized but not conductive. The brake fluid flows into the brake wheel cylinder through the one-way valve connected in parallel with the inlet valve of the backup module 3.

[0175] The third pressure sensor 341 detects the oil pressure input from the master cylinder 12 to the brake wheel cylinder. Based on the current vehicle status and the oil pressure detected by the third pressure sensor 341, the current value required by the backup motor 32 to control the backup pump 33 is calculated. The backup motor 32 is energized, and the brake fluid in the reservoir 15 is pumped from the input end to the output end of the backup pump 33. The fourth oil supply valve 352 is energized and opened, and the fifth oil supply valve 353 is energized and opened. The brake fluid output by the backup pump 33 enters each brake wheel cylinder through the various oil supply valves of the backup module 3.

[0176] The first overflow valve is given a current according to the current status of the vehicle. The first overflow valve is connected to the control backup pump 33 to output oil pressure at the current value corresponding to the required oil pressure. When the oil pressure of the brake wheel cylinder is greater than the requirement, the excess brake fluid will return to the oil reservoir 15 through the first overflow valve.

[0177] For brake wheel cylinders FR and FL, the brake fluid output from the backup pump 33 plays a major role in pressurizing the brake wheel cylinders FR and FL. Since the fifth inlet valve 354 and the sixth inlet valve 355 are equipped with check valves, part of the oil pressure input from the master cylinder 12 will enter the brake wheel cylinders FR and FL through the check valves, which plays a role in replenishing fluid and assisting in pressurization.

[0178] For brake wheel cylinders RL and RR, only the brake fluid in the master cylinder 12 enters the brake wheel cylinders RL and RR sequentially through two coupling valves, then through the second inlet valve 2507 and the third inlet valve 2508. The increase in brake fluid in the brake wheel cylinders RL and RR serves as the sole booster.

[0179] (8) When the electro-hydraulic braking system module 1 fails, the backup module 3's normal braking decompression mode

[0180] When the electro-hydraulic braking system module 1 fails and is powered off, it cannot work. The booster motor 22, booster oil pressure sensor group 24, booster solenoid valve group 25 and booster controller 26 in the electro-hydraulic braking system module 1 are all powered off. Only the backup module 3 starts and works by controlling the backup solenoid valve group 35 to be partially powered on or off.

[0181] When the driver releases the brake pedal, the brake fluid flows back from the front and rear chambers of the master cylinder 12, and the brake pedal displacement decreases.

[0182] like Figure 14 As shown, the first coupling valve 2502 and the second coupling valve 2503 are de-energized and open, while the simulator valve 2501 is de-energized and closed, preventing the brake fluid in the master cylinder from entering the pedal simulator 13 via the simulator valve 2501. The second oil supply valve 2504 and the third oil supply valve 2505 are de-energized and closed, preventing the brake fluid in the master cylinder from entering the oil circuit of the booster check valve 21. The first inlet valve 2506, the second inlet valve 2507, the third inlet valve 2508, and the fourth inlet valve 2509 are de-energized and open, while the first outlet valve 2510, the second outlet valve 2511, the third outlet valve 2512, and the fourth outlet valve 2513 are de-energized and closed. The fifth inlet valve 354 and the sixth inlet valve 355 are energized and closed, allowing the brake fluid in the master cylinder 12 to flow to the various inlet valves after passing through the two coupling valves. This allows it to connect to the brake wheel cylinders RL and RR, but not to the brake wheel cylinders FR and FL.

[0183] When the backup motor 32 is powered on, the brake fluid in the oil reservoir 15 is pumped from the input end to the output end of the backup pump 33 by the backup pump 33. However, the current supplied to the backup motor 32 decreases, the speed slows down, and the amount of oil pumped by the backup pump 33 decreases.

[0184] As the current flowing into the first relief valve decreases, the oil pressure that the first relief valve can close decreases, and the backup pump 33 pumps out excess brake fluid through the first relief valve into the oil reservoir 15.

[0185] For brake cylinders FR and FL, the fourth oil supply valve 352 and the fifth oil supply valve 353 are energized and connected. The brake fluid of brake cylinders FR and FL enters the oil reservoir 15 after passing through the fourth oil supply valve 352, the fifth oil supply valve 353, and the first overflow valve, which reduces the amount of brake fluid in brake cylinders FR and FL and plays a pressure-reducing role.

[0186] In addition, since the one-way valve connected in parallel with the inlet valve of the backup module 3 only allows one-way flow from the master cylinder to the brake wheel cylinder, the brake fluid reduced in the brake wheel cylinders FR and FL cannot flow back to the master cylinder through the inlet valve of the backup module 3.

[0187] For brake cylinders RL and RR, the brake fluid in the two brake cylinders RL and RR flows back to the master cylinder through the inlet valve of the electro-hydraulic braking system module 1, which plays a role in reducing pressure.

[0188] (9) ABS decompression mode of backup module 3 when electro-hydraulic braking system module 1 fails

[0189] When the electro-hydraulic braking system module 1 fails and is powered off, it cannot work. The booster motor 22, booster oil pressure sensor group 24, booster solenoid valve group 25 and booster controller 26 in the electro-hydraulic braking system module 1 are all powered off. Only the backup module 3 starts and works by controlling the backup solenoid valve group 35 to be partially powered on or off.

[0190] When the driver keeps the brake pedal still, there is no outflow or inflow of brake fluid in the front and rear chambers of the master cylinder 12, and the brake pedal displacement remains unchanged.

[0191] like Figure 15 As shown, the first coupling valve 2502 and the second coupling valve 2503 are de-energized and open, while the simulator valve 2501 is de-energized and not open, preventing the brake fluid in the master cylinder from entering the pedal simulator 13 via the simulator valve 2501; the second supply valve 2504 and the third supply valve 2505 are de-energized and not open, preventing the brake fluid in the master cylinder from entering the oil circuit of the booster check valve 21; the first inlet valve 2506, the second inlet valve 2507, the third inlet valve 2508, and the fourth inlet valve 250... When power is cut off and conduction is achieved, the first outlet valve 2510, the second outlet valve 2511, the third outlet valve 2512, and the fourth outlet valve 2513 are de-energized and not conduction is achieved, while the fifth inlet valve 354 and the sixth inlet valve 355 are energized and not conduction is achieved. The brake fluid in the master cylinder 12 flows to each inlet valve after passing through the two coupling valves. It can connect to the brake wheel cylinders RL and RR, but cannot connect to the brake wheel cylinders FR and FL. This also prevents the brake fluid from flowing out or in the front and rear chambers of the master cylinder 12.

[0192] When the backup motor 32 is energized, the brake fluid in the oil reservoir 15 is pumped from the input end to the output end of the backup pump 33 by the backup pump 33. However, the current and speed of the backup motor 32 remain unchanged, and the amount of oil pumped by the backup pump 33 remains unchanged.

[0193] The current supplied to the first relief valve remains constant, and the oil pressure that the first relief valve can close remains constant. The backup pump 33 pumps out excess brake fluid and enters the oil reservoir 15 through the first relief valve.

[0194] The fourth oil supply valve 352 and the fifth oil supply valve 353 are de-energized and non-conductive, so that the brake fluid output by the backup pump 33 cannot enter the oil circuit of the brake wheel cylinder FR and the brake wheel cylinder FL through the fourth oil supply valve 352 and the fifth oil supply valve 353. The excess brake fluid can only return to the oil reservoir 15 through the first overflow valve.

[0195] For brake wheel cylinders FR and FL, the fifth outlet valve 356 and the sixth outlet valve 357 are energized and open, and the brake fluid in brake wheel cylinders FR and FL returns to the oil reservoir 15 through the fifth outlet valve 356 and the sixth outlet valve 357, reducing the oil pressure in the brake wheel cylinder and playing a pressure-reducing role.

[0196] For brake cylinders RL and RR, the brake fluid from the two brake cylinders RL and RR flows back through the inlet valve of the electro-hydraulic braking system module 1 to the fifth inlet valve 354 and the sixth inlet valve 355 of the backup module for brake cylinders FR and FL. Since the check valve connected in parallel with the fifth inlet valve 354 and the sixth inlet valve 355 of the backup module 3 only allows one-way flow from the master cylinder to the brake cylinder, the fluid then flows through the check valves of the fifth inlet valve 354 and the sixth inlet valve 355 to the brake cylinders FR and FL, and then returns to the reservoir 15 through the fifth outlet valve 356 and the sixth outlet valve 357, thereby achieving a pressure reduction effect.

[0197] (10) ABS boost mode of backup module 3 when electro-hydraulic braking system module 1 fails

[0198] When the electro-hydraulic braking system module 1 fails and is powered off, it cannot work. The booster motor 22, booster oil pressure sensor group 24, booster solenoid valve group 25 and booster controller 26 in the electro-hydraulic braking system module 1 are all powered off. Only the backup module 3 starts and works by controlling the backup solenoid valve group 35 to be partially powered on or off.

[0199] When the driver keeps the brake pedal still, there is no outflow or inflow of brake fluid in the front and rear chambers of the master cylinder 12, and the brake pedal displacement remains unchanged.

[0200] like Figure 16 As shown, the first coupling valve 2502 and the second coupling valve 2503 are de-energized and open, while the simulator valve 2501 is de-energized and closed, preventing the brake fluid in the master cylinder from entering the pedal simulator 13 via the simulator valve 2501; the second supply valve 2504 and the third supply valve 2505 are de-energized and closed, preventing the brake fluid in the master cylinder from entering the oil circuit of the booster check valve 21; the first inlet valve 2506, the second inlet valve 2507, the third inlet valve 2508, and the fourth inlet valve 2509... When the power is off and the circuit is open, the first outlet valve 2510, the second outlet valve 2511, the third outlet valve 2512, and the fourth outlet valve 2513 are de-energized and not open, while the fifth inlet valve 354 and the sixth inlet valve 355 are kept energized and not open. The brake fluid in the master cylinder 12 flows to each inlet valve after passing through the two coupling valves. It can connect to the brake wheel cylinders RL and RR, but cannot connect to the brake wheel cylinders FR and FL. This also prevents the brake fluid from flowing out or in the front and rear chambers of the master cylinder 12.

[0201] When the backup motor 32 is energized, the brake fluid in the oil reservoir 15 is pumped from the input end to the output end of the backup pump 33 by the backup pump 33. However, the current and speed of the backup motor 32 remain unchanged, and the amount of oil pumped by the backup pump 33 remains unchanged.

[0202] The current supplied to the first relief valve remains constant, and the oil pressure that the first relief valve can close remains constant. The backup pump 33 pumps out excess brake fluid, which also enters the oil reservoir 15 through the first relief valve.

[0203] For brake cylinders FR and FL, the fourth oil supply valve 352 and the fifth oil supply valve 353 are energized and open, allowing the brake fluid output from the backup pump 33 to enter the brake cylinders FR and FL through the fourth oil supply valve 352 and the fifth oil supply valve 353. At the same time, the fifth outlet valve 356 and the sixth outlet valve 357 are de-energized and not open, so the brake fluid in the brake cylinders FR and FL cannot return to the oil reservoir 15 through the fifth outlet valve 356 and the sixth outlet valve 357, reducing the oil pressure and thus acting as a pressure booster.

[0204] For brake wheel cylinders RL and RR, since the fifth inlet valve 354 and the sixth inlet valve 355 are energized but not conductive, brake wheel cylinders RL and RR are not connected to brake wheel cylinders FR and FL, the oil pressure remains unchanged, and it plays a role in maintaining pressure.

[0205] (11) ABS pressure holding mode of backup module 3 when electro-hydraulic braking system module 1 fails

[0206] When the electro-hydraulic braking system module 1 fails and is powered off, it cannot work. The booster motor 22, booster oil pressure sensor group 24, booster solenoid valve group 25 and booster controller 26 in the electro-hydraulic braking system module 1 are all powered off. Only the backup module 3 starts and works by controlling the backup solenoid valve group 35 to be partially powered on or off.

[0207] When the driver keeps the brake pedal still, there is no outflow or inflow of brake fluid in the front and rear chambers of the master cylinder 12, and the brake pedal displacement remains unchanged.

[0208] like Figure 17As shown, the first coupling valve 2502 and the second coupling valve 2503 are de-energized and open, while the simulator valve 2501 is de-energized and not open, preventing the brake fluid in the master cylinder from entering the pedal simulator 13 via the simulator valve 2501; the second supply valve 2504 and the third supply valve 2505 are de-energized and not open, preventing the brake fluid in the master cylinder from entering the oil circuit of the booster check valve 21; the first inlet valve 2506, the second inlet valve 2507, the third inlet valve 2508, and the fourth inlet valve 250... When power is cut off and conduction is achieved, the first outlet valve 2510, the second outlet valve 2511, the third outlet valve 2512, and the fourth outlet valve 2513 are de-energized and not conduction is achieved, while the fifth inlet valve 354 and the sixth inlet valve 355 are energized and not conduction is achieved. The brake fluid in the master cylinder 12 flows to each inlet valve after passing through the two coupling valves. It can connect to the brake wheel cylinders RL and RR, but cannot connect to the brake wheel cylinders FR and FL. This also prevents the brake fluid from flowing out or in the front and rear chambers of the master cylinder 12.

[0209] When the backup motor 32 is energized, the brake fluid in the oil reservoir 15 is pumped from the input end to the output end of the backup pump 33 by the backup pump 33. However, the current and speed of the backup motor 32 remain unchanged, and the amount of oil pumped by the backup pump 33 remains unchanged.

[0210] The current supplied to the first relief valve remains constant, and the oil pressure that the first relief valve can close remains constant. The backup pump 33 pumps out excess brake fluid and enters the oil reservoir 15 through the first relief valve.

[0211] For brake cylinders FR and FL, when the fifth outlet valve 356 and the sixth outlet valve 357 are energized and open, the brake fluid in brake cylinders FR and FL cannot return to reservoir 15 through the fifth outlet valve 356 and the sixth outlet valve 357. At the same time, the fourth supply valve 352 and the fifth supply valve 353 are de-energized and not open. The brake fluid output by the backup pump 33 cannot enter brake cylinders FR and FL through the fourth supply valve 352 and the fifth supply valve 353. The brake fluid pumped out by the backup pump 33 can only return directly to reservoir 15 through the first overflow valve. As a result, the oil pressure in brake cylinders FR and FL remains unchanged, thus playing a pressure-maintaining role.

[0212] For brake wheel cylinders RL and RR, since the fifth inlet valve 354 and the sixth inlet valve 355 are energized but not conductive, brake wheel cylinders RL and RR are not connected to brake wheel cylinders FR and FL, the oil pressure remains unchanged, and it plays a role in maintaining pressure.

[0213] (12) When the electro-hydraulic braking system module 1 fails, the backup module 3 has a single-wheel pressurization and single-wheel depressurization mode.

[0214] When the electro-hydraulic braking system module 1 fails and is powered off, it cannot work. The booster motor 22, booster oil pressure sensor group 24, booster solenoid valve group 25 and booster controller 26 in the electro-hydraulic braking system module 1 are all powered off. Only the backup module 3 starts and works by controlling the backup solenoid valve group 35 to be partially powered on or off.

[0215] When the driver keeps the brake pedal still, there is no outflow or inflow of brake fluid in the front and rear chambers of the master cylinder 12, and the brake pedal displacement remains unchanged.

[0216] like Figure 18 As shown, when a vehicle requires pressure adjustment of a single brake wheel cylinder, taking brake wheel cylinder FR for pressurization and brake wheel cylinder FL for depressurization as an example, the single-wheel pressurization circuit is represented by a hollow arrow, and the single-wheel depressurization circuit is represented by a solid arrow.

[0217] When the brake wheel cylinder FR is pressurized on a single wheel:

[0218] Adjust the current of the backup motor 32 to increase the motor speed, so that the oil pressure output by the backup pump 33 is greater than the oil pressure required by the brake wheel cylinder; pass current to the first relief valve, and the first relief valve is connected to the current value corresponding to the required oil pressure output by the backup pump 33, so as to control the oil pressure output by the backup pump 33 to the fourth oil supply valve 352 to the required value.

[0219] The fifth inlet valve 354 is energized but not conducting. The brake fluid in the master cylinder 12 cannot be connected to the brake wheel cylinder FR after passing through the coupling valve, which also prevents the brake fluid from flowing out or in the front and rear chambers of the master cylinder 12.

[0220] The fourth oil supply valve 352 is de-energized and not conducting, allowing the brake fluid output by the booster pump 33 to enter the brake wheel cylinder FR through the fourth oil supply valve 352. Meanwhile, the fifth outlet valve 356 is energized and conducting, preventing the brake fluid in the brake wheel cylinder FL from entering the oil reservoir 15 through the fifth outlet valve 356. This increases the oil pressure in the brake wheel cylinder FR, thus boosting the pressure.

[0221] When the brake wheel cylinder FL depressurizes on a single wheel:

[0222] The sixth inlet valve 355 is energized but not conducting, so the brake fluid in the master cylinder 12 cannot be connected to the brake wheel cylinder FL after passing through the coupling valve, which also prevents the brake fluid from flowing out or in the front and rear chambers of the master cylinder 12.

[0223] The fifth oil supply valve 353 is de-energized and not conducting, so the brake fluid output by the booster pump 33 cannot enter the brake wheel cylinder FL through the fifth oil supply valve 353. Meanwhile, the sixth outlet valve 357 is energized and conducting, so the brake fluid in the brake wheel cylinder FL enters the oil reservoir 15 through the sixth outlet valve 357. The oil pressure in the brake wheel cylinder FL is reduced, which has a pressure reducing effect.

[0224] (13) Pressure boosting and depressurization modes of pure mechanical braking when both the electro-hydraulic braking system module 1 and backup module 3 fail

[0225] like Figure 19 As shown, when all solenoid valves are de-energized, i.e., both the booster solenoid valve group 25 and the backup solenoid valve group 35 are de-energized, the brake fluid in the front chamber of the master cylinder 12 flows along the pipeline through the normally open coupling valve when de-energized and the normally open inlet valve of the electro-hydraulic braking system module 1 when de-energized, into the two brake wheel cylinders. The brake fluid in the rear chamber of the master cylinder 12 flows along the pipeline through the normally open coupling valve when de-energized and the normally open inlet valve of the electro-hydraulic braking system module 1 when de-energized, into the other two brake wheel cylinders. Simultaneously, the brake wheel cylinders cannot flow into the reservoir 15 through the normally closed outlet valve of the electro-hydraulic braking system module 1 when de-energized, nor can they flow back into the reservoir 15 through the normally closed supply valve of the electro-hydraulic braking system module 1 when de-energized. In this way, the braking system can still provide at least 5MPa brake fluid pressure to each brake wheel cylinder.

[0226] (14) Sealing test mode

[0227] When the driver keeps the brake pedal stationary, there is no flow of brake fluid in or out of the front and rear chambers of the master cylinder 12, and the brake pedal displacement remains unchanged. Furthermore, the backup module 3 is de-energized and does not operate.

[0228] Detection Step 1:

[0229] like Figure 20 As shown, the first inlet valve 2506, the second inlet valve 2507, the third inlet valve 2508, and the fourth inlet valve 2509 are energized but not conducting, the simulator valve 2501 is de-energized and not conducting, the second oil supply valve 2504 and the third oil supply valve 2505 are energized and conducting, and the detection valve 19 is energized but not conducting.

[0230] The brake fluid in the master cylinder cannot enter the pedal simulator 13 through the simulator valve 2501, nor can it connect with the reservoir 15 through the detection valve 19. The booster motor 22 of the electro-hydraulic braking system module 1 is powered on to build up pressure. The ball screw 23 acts on the piston 17 to drive the brake fluid output from the reservoir 15 through the booster check valve 21 to connect with the master cylinder through the second supply valve 2504, the third supply valve 2505, the first coupling valve 2502, and the second coupling valve 2503. The brake fluid output from the reservoir 15 through the booster check valve 21 and the brake fluid in the master cylinder cannot flow out through the various inlet valves. The pressure drop is detected by the first oil pressure sensor to detect the sealing of the cavity formed by the master cylinder and the detection valve 19.

[0231] Detection step 2:

[0232] like Figure 21As shown, based on the detection step 1, the simulator valve 2501 is opened, so that the brake fluid of the master cylinder enters the pedal simulator 13 through the simulator valve 2501.

[0233] The booster motor 22 of the electro-hydraulic braking system module 1 continues to be powered on to build up pressure. The ball screw 23 acts on the piston 17 to drive the brake fluid output from the reservoir 15 through the booster check valve 21. After passing through the second oil supply valve 2504, the third oil supply valve 2505, the first coupling valve 2502, and the second coupling valve 2503, the brake fluid is connected to the master cylinder. The brake fluid output from the reservoir 15 through the booster check valve 21 and the brake fluid in the master cylinder cannot flow out through the various inlet valves. The pressure drop is detected by the first oil pressure sensor to detect the sealing of the cavity formed by the master cylinder, simulator, and detection valve 19.

[0234] As can be seen from the above process, by setting the detection valve 19 to perform the above-mentioned sealing test, the product can be inspected on the vehicle itself, and a full inspection can be carried out when the product comes off the production line, which can prevent unqualified products from flowing out. It can also avoid cumbersome matters such as disassembly and inspection during after-sales maintenance, bringing a faster inspection method.

Claims

1. A control method for an integrated, fully decoupled, redundant vehicle electro-hydraulic brake, characterized in that: The method is based on a vehicle electro-hydraulic braking system, which includes an integrated electro-hydraulic braking system module (1) and a backup module (3). The brake wheel cylinder receives hydraulic pressure from the electro-hydraulic braking system module (1), the electro-hydraulic braking system module (1) and the backup module (3) to generate braking force and realize vehicle braking; The control method includes a self-test method for the vehicle's electro-hydraulic braking system. With the brake pedal held stationary, the self-test method begins after vehicle ignition according to the following procedure: Self-test step (1): The first coupling valve (2502) and the second coupling valve (2503) are energized and de-energized, respectively, to energize the booster motor (22) of the hydraulic braking system module (1). The oil pressure is controlled to be below the one-way opening pressure of the oil supply valve. The second oil supply valve (2504) and the third oil supply valve (2505) are de-energized, preventing them from conducting. This causes the ball screw (23) to act on the piston (17), driving the oil output from the oil reservoir (15) through the booster check valve (21). Brake fluid cannot flow to the various inlet valves through the second supply valve (2504) and the third supply valve (2505), and exists in a relatively closed oil circuit; if the pressure detected by the second pressure sensor (242) remains unchanged for a fixed time, then the booster pump (23), accumulator (27), first supply valve (2515), second pressure sensor (242), second supply valve (2504), third supply valve (2505), and first relief valve (2514) are normal; otherwise, they are abnormal. Self-test step (2): Then control the second oil supply valve (2504) and the third oil supply valve (2505) to be energized and connected, and control the first inlet valve (2506), the second inlet valve (2507), the third inlet valve (2508), and the fourth inlet valve (2509) to be energized and de-energized, so that the ball screw (23) acts on the piston (17) to drive the brake fluid output from the oil reservoir (15) through the booster check valve (21) through the second oil supply valve (2504) and the third oil supply valve. Valve (2505) flows to each inlet valve, but cannot enter each brake wheel cylinder through each inlet valve, existing in a relatively closed oil circuit; if the pressure detected by the second pressure sensor (242) remains unchanged within a fixed time, then the first inlet valve (2506), second inlet valve (2507), third inlet valve (2508), fourth inlet valve (2509), first coupling valve (2502), and second coupling valve (2503) are normal; otherwise, they are abnormal; Self-test step (3): Based on self-test step (2), the first inlet valve (2506), the second inlet valve (2507), the third inlet valve (2508), and the fourth inlet valve (2509) are de-energized and energized, so that the ball screw (23) acts on the piston (17) to drive the brake fluid output from the oil reservoir (15) through the booster check valve (21) to flow through the second oil supply valve (2504) and the third oil supply valve (2505) to each inlet valve, and then through each inlet valve and the fourth oil supply valve (352) and the fifth oil supply valve (353) of the backup module (3) into each brake wheel cylinder, existing in a relatively closed oil circuit; If the pressure reading detected by the second pressure sensor (242) remains unchanged within a fixed time, then the first outlet valve (2510), the second outlet valve (2511), the third outlet valve (2512), the fourth outlet valve (2513), the fifth outlet valve (356), the sixth outlet valve (357), the fourth oil supply valve (352), the fifth oil supply valve (353), and the four brake wheel cylinders are normal; otherwise, they are abnormal.

2. The control method for an integrated, fully decoupled, and redundant vehicle electro-hydraulic brake according to claim 1, characterized in that: The control method includes a backup control method based on the backup module (3). Specifically, the backup module (3) operates in different modes depending on whether the driver presses the brake pedal and whether pressure boosting, depressurization, pressure holding, and different pressure boosting and depressurization of the two wheels are required. These modes include: normal braking pressure boosting mode when the pressure boosting module (2) fails; normal braking depressurization mode when the pressure boosting module (2) fails; depressurization mode when the pressure boosting module (2) fails; pressure boosting mode when the pressure boosting module (2) fails; pressure holding mode when the pressure boosting module (2) fails; and single-wheel pressure boosting and single-wheel depressurization modes when the pressure boosting module (2) fails. If the driver presses the brake pedal, the backup module (3) will operate in the normal braking boost mode when the boost module (2) fails. If the driver releases the brake pedal, the backup module (3) operates in the normal brake decompression mode when the boost module (2) fails; If the brake pedal remains stationary and pressure needs to be increased, the backup module (3) operates in the pressure increase mode when the pressure increase module (2) fails. If the brake pedal remains stationary and pressure reduction is required, the backup module (3) operates in the pressure reduction mode when the boost module (2) fails. If the brake pedal remains stationary and pressure needs to be maintained, the backup module (3) operates in the pressure maintenance mode when the boost module (2) fails. If the brake pedal remains stationary and wheel speed adjustment is required, the backup module (3) operates in the single-wheel boosting and single-wheel depressurization mode when the boosting module (2) fails.

3. The control method for an integrated, fully decoupled, and redundant vehicle electro-hydraulic brake according to claim 1, characterized in that: The booster oil pressure sensor group (24) includes a first pressure sensor (241) and a second pressure sensor (242). The booster solenoid valve assembly (25) includes a simulator valve (2501), a first coupling valve (2502), a second coupling valve (2503), a second oil supply valve (2504), a third oil supply valve (2505), a first inlet valve (2506), a second inlet valve (2507), a third inlet valve (2508), a fourth inlet valve (2509), a first outlet valve (2510), a second outlet valve (2511), a third outlet valve (2512), a fourth outlet valve (2513), and a detection valve (19). There is only one backup oil pressure sensor (34), which is the third pressure sensor (341). The backup solenoid valve assembly (35) includes a fifth inlet valve (354), a sixth inlet valve (355), a fifth outlet valve (356), a sixth outlet valve (357), a fourth oil supply valve (352), a fifth oil supply valve (353), and a first overflow valve.

4. The control method for an integrated, fully decoupled, and redundant vehicle electro-hydraulic brake according to claim 3, characterized in that: The first overflow valve is an electrically adjustable overflow valve.

5. The control method for an integrated, fully decoupled, and redundant vehicle electro-hydraulic brake according to claim 3, characterized in that: The reservoir (15) contains brake fluid. The master cylinder (12) has two chambers, one in front and one in back. The pedal simulator (13) also has two chambers, one in front and one in back. The reservoir (15) and the rear chamber of the master cylinder (12) are directly connected. The reservoir (15) and the front chamber of the master cylinder (12) are connected through a detection valve (19). The front chamber of the master cylinder (12) is connected to a first pressure sensor (241), which is used to detect the input pressure of the front chamber of the master cylinder (12). The front chamber of the pedal simulator (13) and the front chamber of the master cylinder (12) are connected through a simulator valve (2501). The rear chamber of the pedal simulator (13) is connected to the reservoir (15). Two of the brake wheel cylinders are connected to the front chamber of the master cylinder (12) via a first coupling valve (2502). The first coupling valve (2502) controls the brake fluid in the front chamber of the master cylinder (12) to enter two of the brake wheel cylinders. The other two brake wheel cylinders are connected to the rear chamber of the master cylinder (12) via a second coupling valve (2503). The second coupling valve (2503) controls the brake fluid in the rear chamber of the master cylinder (12) to enter the other two brake wheel cylinders. Each brake wheel cylinder is connected to its own outlet valve and oil reservoir (15). The outlet valve controls the output of brake fluid from the brake wheel cylinder. Each brake wheel cylinder is connected to its own outlet valve and its own corresponding coupling valve. The inlet valve controls the input of brake fluid into the brake wheel cylinder. The output shaft of the booster motor (22) is connected to one end of the ball screw (23), and the other end of the ball screw (23) extends into the piston chamber (18) and is threadedly connected to the piston (17). The piston (17) can only move axially in the piston chamber (18). The piston (17) divides the piston chamber (18) into a rod chamber close to the ball screw (23) and a rodless chamber away from the ball screw (23). The rod chamber and the rodless chamber are connected by a return oil pipe and an oil reservoir (15). The oil reservoir (15) is connected to the inlet end of the booster check valve (21), and the outlet end of the booster check valve (21) is connected to the rodless chamber. Meanwhile, the outlet end of the booster check valve (21) is connected to two of the brake wheel cylinders via a second oil supply valve (2504). The second oil supply valve (2504) controls the booster check valve (21) to output brake fluid into two of the brake wheel cylinders. The outlet end of the booster check valve (21) is connected to the other two brake wheel cylinders via a third oil supply valve (2505). The third oil supply valve (2505) controls the booster check valve (21) to output brake fluid into the other two brake wheel cylinders. The outlet end of the booster check valve (21) is connected to a second pressure sensor (242), which detects the oil pressure output from the outlet end of the booster check valve (21).

6. The control method for an integrated, fully decoupled, redundant vehicle electro-hydraulic brake according to claim 3, characterized in that: In the backup module (3), an inlet valve is provided between the brake wheel cylinder and the output end of the electro-hydraulic braking system module (1). A one-way valve that allows only one-way flow from the output end of the electro-hydraulic braking system module (1) to the brake wheel cylinder is connected in parallel to the inlet valve. A pressure sensor is also provided between the inlet valve and the output end of the electro-hydraulic braking system module (1). The input end of the backup pump (33) is connected to the oil reservoir (15). The brake wheel cylinder is connected to the output end of the backup pump (33) through its own oil supply valve. At the same time, the brake wheel cylinder is connected to the oil reservoir (15) through its own outlet valve. The output end of the backup pump (33) is connected to the oil reservoir (15) through the first overflow valve.

7. A control method for an integrated, fully decoupled, redundant vehicle electro-hydraulic brake according to any one of claims 1-6, characterized in that: The control method includes a sealing test method for the vehicle's electro-hydraulic braking system. With the brake pedal held stationary, the sealing test begins after vehicle ignition according to the following procedure: Detection step (1): The first inlet valve (2506), the second inlet valve (2507), the third inlet valve (2508), and the fourth inlet valve (2509) are energized and de-energized, the simulator valve (2501) is de-energized and de-energized, the second oil supply valve (2504) and the third oil supply valve (2505) are energized and energized, and the detection valve (19) is energized and de-energized. The brake fluid in the master cylinder (12) cannot enter the pedal simulator (13) through the simulator valve (2501), nor can it be connected to the oil reservoir (15) through the detection valve (19); The booster motor (22) of the electro-hydraulic braking system module (1) is powered on to drive the ball screw (23) to rotate. The ball screw (23) acts on the piston (17) to drive the brake fluid output from the oil reservoir (15) through the booster check valve (21) to the master cylinder (12) via the second oil supply valve (2504), the third oil supply valve (2505), the first coupling valve (2502), and the second coupling valve (2503). The brake fluid output from the oil reservoir (15) through the booster check valve (21) and the brake fluid in the master cylinder (12) cannot flow out through the various inlet valves. The pressure drop is detected by the first oil pressure sensor to detect the sealing of the cavity formed by the master cylinder and the detection valve (19). Detection step (2): Then open the simulator valve (2501) so that the brake fluid in the master cylinder enters the pedal simulator (13) through the simulator valve (2501). The booster motor (22) of the electro-hydraulic braking system module (1) is powered on to drive the ball screw (23) to rotate. The ball screw (23) acts on the piston (17) to drive the brake fluid output from the oil reservoir (15) through the booster check valve (21) to the master cylinder (12) via the second oil supply valve (2504), the third oil supply valve (2505), the first coupling valve (2502), and the second coupling valve (2503). The brake fluid output from the oil reservoir (15) through the booster check valve (21) and the brake fluid in the master cylinder (12) cannot flow out through the various inlet valves. The pressure drop is detected by the first oil pressure sensor to detect the sealing of the cavity formed by the master cylinder, simulator, and detection valve (19).

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