Hydraulic integrated electronic brake system

Abstract

The present invention provides a hydraulic integrated wire-controlled braking system, belonging to the field of automotive braking systems. It includes a master cylinder, a first piston, a second piston, a first oil pot, a second oil pot and an accumulator. The first piston and the second piston divide the inner cavity of the master cylinder into a first chamber, a second chamber and a third chamber. One end of the first piston away from the master cylinder is connected to a pedal. A first circuit and a second circuit are connected between the second chamber and a wheel cylinder group, and a third circuit is connected between the first chamber and the wheel cylinder group. An oil pump is connected in series on the first circuit, and the accumulator is located between the oil pump and the second chamber. The first oil pot is communicated with the first chamber through a pipeline, and the second oil pot is communicated with the second chamber and the wheel cylinder group through a pipeline. The first oil pot and the second oil pot are independent of each other. The purpose is to solve the problem of limited redundancy capacity of the existing electro-hydraulic braking system. The achieved technical effects are: reliable pressure build-up with greater power, faster braking response speed, braking decoupling while ensuring the braking effect of redundant braking.

Description

Technical Field

[0001] The present invention relates to the technical field of automotive braking systems, and particularly to a hydraulically integrated by-wire braking system. Background Art

[0002] With the gradual improvement of the performance level and maturity of intelligent driving systems, in order to meet the redundancy braking requirements for L3 level, that is, the vehicle must have the backup ability of by-wire braking. The existing braking systems can only achieve mechanical braking backup ability and cannot meet the requirements of high-level autonomous driving. The current existing redundancy solution is the IPB+RBU solution, that is, on the basis of the existing onebox, a new RBU equivalent to a pressure building unit is added to backup pressure building. The cost is high and the redundancy ability is limited. It is difficult to be accepted by the mainstream market by adding a pressure building unit to achieve redundancy.

[0003] In addition, the existing redundancy braking solutions cannot achieve both braking efficiency and ensure braking performance and driving feel. Summary of the Invention

[0004] The present invention provides a hydraulically integrated by-wire braking system to solve the defect of limited redundancy ability of the hydraulically integrated by-wire braking system in the prior art, and to achieve reliable pressure building with greater power, faster braking response speed, and braking decoupling while ensuring the braking effect of redundant braking.

[0005] The present invention provides a hydraulically integrated by-wire braking system, including a master cylinder, a first piston, a second piston, an oil pump, a wheel cylinder group, a first circuit, a second circuit, a third circuit, a first oil pot, a second oil pot, an accumulator, and a pedal;

[0006] The first piston and the second piston divide the chamber in the master cylinder into a first chamber, a second chamber, and a third chamber;

[0007] One end of the first piston away from the master cylinder is connected to a pedal, and the end face acting area of the second piston in the first chamber is smaller than the end face acting area of the second piston in the second chamber;

[0008] The second oil pot is connected to the wheel cylinder group through a first circuit, the second chamber is connected to the wheel cylinder group through a second circuit, and the first chamber is connected to the wheel cylinder group through a third circuit;

[0009] An oil pump, an accumulator, and the second chamber are connected in parallel through a pipeline on the first circuit. The accumulator is located between the oil pump and the second chamber. The first oil pot is connected to the first chamber through a pipeline, and the first oil pot and the second oil pot are independent of each other.

[0010] In addition, according to the hydraulically integrated by-wire braking system of the present invention, the following additional technical features may also be provided:

[0011] In some embodiments of the present invention, a servo valve is further included. The servo valve is disposed in the second chamber. The servo valve is connected in parallel with the first circuit through a pipeline. One end of the second circuit departing from the wheel cylinder group is connected to the servo valve.

[0012] In some embodiments of the present invention, a relief valve is further included. The relief valve is connected in parallel with the first circuit through a pipeline. The accumulator is located between the relief valve and the oil pump.

[0013] In some embodiments of the present invention, a first normally closed valve, a first normally open valve, and a second normally open valve are further included. The second normally open valve is connected in parallel with the second circuit through a pipeline. The first normally open valve is connected in series with the third circuit. The first normally closed valve is connected in parallel with the second circuit and the third circuit through a pipeline.

[0014] In some embodiments of the present invention, a pedal simulator and a second normally closed valve are further included. The pedal simulator is connected in parallel with the pipeline between the second chamber and the second normally open valve through a pipeline. The pipeline between the pedal simulator and the second chamber is connected in parallel with the third chamber and the second normally closed valve through two pipelines in sequence.

[0015] In some embodiments of the present invention, a first linear pressure increasing valve and a linear pressure reducing valve are further included. The linear pressure reducing valve is connected in parallel with the first circuit through a pipeline. One end of the first linear pressure increasing valve is connected to the servo valve through a pipeline. The other end of the first linear pressure increasing valve is connected to the pipeline between the oil pump and the accumulator through a pipeline. One end of the linear pressure reducing valve is connected to the servo valve through a pipeline. The other end of the linear pressure reducing valve is connected to the pipeline between the oil pump and the wheel cylinder group through a pipeline.

[0016] In some embodiments of the present invention, a normally closed valve group is further included. The normally closed valve group is connected in series with the first circuit. The oil pump is connected in parallel with the linear pressure reducing valve and then connected in series with the normally closed valve group and then connected in series with the wheel cylinder group.

[0017] In some embodiments of the present invention, a stroke sensor is further included. The stroke sensor is disposed on the first piston.

[0018] In some embodiments of the present invention, a first pressure increasing valve group and a second pressure increasing valve group are further included. The first pressure increasing valve group is connected in series with the second circuit. The second pressure increasing valve group is connected in series with the third circuit.

[0019] In some embodiments of the invention, the relief valve is a mechanical relief valve.

[0020] This application includes the following beneficial technical effects:

[0021] First, by making the end face acting area of the second piston in the first chamber smaller than the end face acting area of the second piston in the second chamber, functions such as reliable and convenient pressure build-up and braking decoupling of the braking system are realized.

[0022] Second, the setting of the accumulator provides sufficient redundant braking pressure for this braking system, ensuring braking performance and driving feel while meeting braking effectiveness.

[0023] Third, the setting of the first oil pot and the second oil pot realizes the mutual backup of redundant braking and mechanical braking liquid storage, ensuring the braking effects of redundant braking and mechanical braking.

[0024] Fourth, while achieving reliable pressure build-up with greater power, faster braking response speed, and braking decoupling, the braking effect of redundant braking is ensured. Description of the Drawings

[0025] By reading the following detailed description of the preferred embodiments, various other advantages and benefits will become clear to those of ordinary skill in the art. The drawings are only for the purpose of showing the preferred embodiments and are not considered to be a limitation of the present invention. Moreover, throughout the drawings, the same reference numerals are used to represent the same components. In the drawings:

[0026] Figure 1 Schematically shows the working principle diagram of the hydraulic integrated electro-hydraulic braking system in the natural state according to some embodiments of the present invention.

[0027] Figure 2 Schematically shows the working principle diagram of the conventional braking of the hydraulic integrated electro-hydraulic braking system according to some embodiments of the present invention.

[0028] Figure 3 Schematically shows the working principle diagram of the redundant braking mode of the power-off start-up standby energy storage of the hydraulic integrated electro-hydraulic braking system according to some embodiments of the present invention.

[0029] Figure 4 Schematically shows the working principle diagram of the mechanical braking mode when the power is off and the redundant braking fails in the hydraulic integrated electro-hydraulic braking system according to some embodiments of the present invention.

[0030] Figure 5 [[ID=3,1]]Schematically shows the working flow chart of the electro-hydraulic braking mode of the hydraulic integrated electro-hydraulic braking system according to some embodiments of the present invention.

[0031] Reference Numerals:

[0032] 1. Solenoid valve group, 101. Third normally closed valve, 102. Fourth normally closed valve, 103. Fifth normally closed valve, 104. Sixth normally closed valve, 105. First normally closed valve, 106. Second normally open valve, 107. First normally open valve, 108. Second normally closed valve, 2. Linear valve group, 21. First linear pressure increasing valve, 22. Linear pressure reducing valve, 23. Second linear pressure increasing valve, 24. Third linear pressure increasing valve, 25. Fourth linear pressure increasing valve, 26. Fifth linear pressure increasing valve, 3. Master cylinder, 31. First chamber, 32. Second chamber, 33. Third chamber, 34. First piston, 35. Second piston, 36. First oil pot, 37. Second oil pot, 41. First sensor, 42. Second sensor, 43. Third sensor, 5. Pedal simulator, 6. Wheel cylinder group, 61. Left rear wheel cylinder, 62. Right rear wheel cylinder, 63. Right front wheel cylinder, 64. Left front wheel cylinder, 7. Stroke sensor, 81. Oil pump, 82. Accumulator, 83. Relief valve, 91. Step on the pedal, 92. Emergency braking system, 10. Servo valve, 11. Controller. Detailed implementation mode

[0033] The exemplary embodiments of the present disclosure will be described in more detail with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided so that the present disclosure can be more thoroughly understood and the scope of the present disclosure can be fully conveyed to those skilled in the art.

[0034] It should be understood that the terms used herein are for the purpose of describing specific exemplary embodiments only and are not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms "a", "an", and "the" as used herein may also include the plural forms. The terms "comprising", "including", "containing", and "having" are inclusive and thus specify the presence of the stated features, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring them to be performed in the particular order described or illustrated, unless the order of performance is expressly stated. It should also be understood that additional or alternative steps may be used.

[0035] Although terms such as first, second, and third may be used herein to describe multiple elements, components, regions, layers, and / or sections, these elements, components, regions, layers, and / or sections should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or section from another. Unless the context clearly indicates otherwise, terms such as "first" and "second" and other numerical terms do not imply an order or sequence when used herein. Thus, the first element, component, region, layer, or section discussed below may be referred to as the second element, component, region, layer, or section without departing from the teachings of the exemplary embodiments.

[0036] For ease of description, spatial relative relationship terms may be used herein to describe the relationship of one element or feature shown in the figures to another element or feature, such as "inner", "outer", "inner side", "outer side", "below", "beneath", "above", "over", etc. Such spatial relative relationship terms are intended to include different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is flipped, an element described as "below" or "beneath" another element or feature will then be oriented "above" or "over" the other element or feature. Thus, the exemplary term "below" can include both upward and downward orientations. The device may be otherwise oriented rotated 90 degrees or in other directions and the spatial relative relationship descriptors used herein are to be interpreted accordingly.

[0037] As Figures 1 to 5 shown, according to an embodiment of the first aspect of the present invention, a hydraulic integrated electronic brake system is provided, including a master cylinder 3, a first piston 34, a second piston 35, an oil pump 81, a wheel cylinder group 6, a first circuit, a second circuit, a third circuit, a first oil pot 36, a second oil pot 37, an accumulator 82, and a pedal 91;

[0038] The first piston 34 and the second piston 35 divide the chambers in the master cylinder 3 into a first chamber 31, a second chamber 32, and a third chamber 33;

[0039] One end of the first piston 34 away from the master cylinder 3 is connected to the pedal 91, and the end face acting area of the second piston 35 in the first chamber 31 is smaller than the end face acting area of the second piston 35 in the second chamber 32;

[0040] A first circuit is connected between the second oil pot 37 and the wheel cylinder group, a second circuit is connected between the second chamber 32 and the wheel cylinder group 6, and a third circuit is connected between the first chamber 31 and the wheel cylinder group 6;

[0041] The first circuit is connected in parallel with an oil pump 81, an accumulator 2, and a second chamber 32 through pipelines. The accumulator 82 is located between the oil pump 81 and the second chamber 32. The first oil pot 36 is connected to the first chamber 31 through a pipeline, and the first oil pot 36 and the second oil pot 37 are independent of each other.

[0042] In the above embodiment, it should be noted that the second piston 35 is a variable-diameter piston, and the acting area of the first piston 34 on the end face in the third chamber 33 is smaller than the acting area of the first piston on the end face in the first chamber 31; the oil pump 81 is an intermittently driven pump by an electric motor.

[0043] The technical effect achieved by the above embodiment is that by making the acting area of the second piston 35 on the end face in the first chamber 31 smaller than the acting area of the second piston 35 on the end face in the second chamber 32, the pressure build-up and braking decoupling of the braking system are realized.

[0044] The setting of the accumulator 82 provides sufficient redundant braking pressure for the braking system. While meeting the braking efficiency, it ensures the braking performance and driving feeling.

[0045] The independent setting of the first oil pot 36 and the second oil pot 37 realizes the mutual backup of redundant braking and mechanical braking liquid storage, and ensures the braking effects of redundant braking and mechanical braking.

[0046] Optionally, as Figures 1 to 4 shown, it further includes a servo valve 10. A servo valve 10 is arranged in the second chamber 32. The servo valve 10 is connected in parallel with the first circuit through a pipeline, and one end of the second circuit away from the wheel cylinder group 6 is connected to the servo valve 10.

[0047] In the above optional embodiment, it should be noted that the servo valve 10 is a two-position three-way spool valve.

[0048] The beneficial effect of the above optional embodiment is that the setting of the servo valve 10 can output a redundant pressure source for the braking system.

[0049] Optionally, as Figures 1 to 4 shown, it further includes a relief valve 83. The relief valve 83 is connected in parallel with the first circuit through a pipeline, and the accumulator 82 is located between the relief valve 83 and the oil pump 81.

[0050] In the above optional embodiment, it should be noted that the relief valve 83 is a mechanical relief valve.

[0051] The beneficial effect of the above optional embodiment is that the setting of the relief valve 83 realizes the timely adjustment of pressure when the accumulator 82 is over-pressurized, and guarantees the service life of the accumulator 82.

[0052] Optionally, as Figures 1 to 5As shown, it further includes a first normally closed valve 105, a first normally open valve 107 and a second normally open valve 106. The second normally open valve 106 is connected in parallel through a pipeline on the second circuit. The first normally open valve 107 is connected in series on the third circuit. The first normally closed valve 105 is connected in parallel through a pipeline between the second circuit and the third circuit.

[0053] It further includes a pedal simulator 5 and a second normally closed valve 108. The pedal simulator 5 is connected in parallel through a pipeline on the pipeline between the second chamber 32 and the second normally open valve 106. The pipeline between the pedal simulator 5 and the second chamber 32 is connected in parallel through two pipelines with a third chamber 33 and the second normally closed valve 108 in sequence. In addition, after being connected in series, the pedal simulator 5 and the second normally closed valve 108 are connected in parallel with the first normally open valve 107.

[0054] A linear pressure reducing valve 22 is further connected in parallel through a pipeline on the first circuit. One end of the first linear pressure increasing valve 21 is connected to the servo valve 10 through the pipeline of the first circuit and communicates with the chamber of the servo valve 10. The other end of the first linear pressure increasing valve 21 is connected through a pipeline between the oil pump 81 and the accumulator 82. One end of the linear pressure reducing valve 22 is connected to the servo valve 10 through the pipeline of the first circuit and communicates with the chamber of the servo valve 10. The other end of the linear pressure reducing valve 22 is connected through a pipeline between the oil pump 81 and the wheel cylinder group 6.

[0055] It further includes a stroke sensor 7, and the stroke sensor 7 is arranged on the first piston 34.

[0056] It further includes a normally closed valve group. The normally closed valve group is connected in series on the first circuit. After being connected in parallel with the linear pressure reducing valve 22, the oil pump 81 is connected in series with the normally closed valve group and then connected in series with the wheel cylinder group 6.

[0057] It further includes a first pressure increasing valve group and a second pressure increasing valve group. The first pressure increasing valve group is connected in series on the second circuit, and the second pressure increasing valve group is connected in series on the third circuit.

[0058] In the above optional embodiments, it should be noted that the normally closed valve group includes a third normally closed valve 101, a fourth normally closed valve 102, a fifth normally closed valve 103, and a sixth normally closed valve 104, and the wheel cylinder group includes a left rear wheel cylinder 61, a right rear wheel cylinder 62, a right front wheel cylinder 63, and a left front wheel cylinder 64; the first supercharging valve group includes a second linear supercharging valve 23 and a third linear supercharging valve 24; the second supercharging valve group includes a fourth linear supercharging valve 25 and a fifth linear supercharging valve 26; wherein the third normally closed valve 101, the fourth normally closed valve 102, the fifth normally closed valve 103, and the sixth normally closed valve 104 are all arranged on the first circuit and are connected in parallel with each other between the third normally closed valve 101, the fourth normally closed valve 102, the fifth normally closed valve 103, and the sixth normally closed valve 104. The third normally closed valve 101 is connected in series with the left rear wheel cylinder 61, the fourth normally closed valve 102 is connected in series with the right rear wheel cylinder 62, the fifth normally closed valve 103 is connected in series with the right front wheel cylinder 63, and the sixth normally closed valve 104 is connected in series with the left front wheel cylinder 64; the second linear supercharging valve 23 and the third linear supercharging valve 24 are connected in parallel with each other after being respectively connected in series with the servo valve 10 on the second circuit. The left rear wheel cylinder 61 is connected in series with the second linear supercharging valve 23, and the right rear wheel cylinder 62 is connected in series with the third linear supercharging valve 24. The fourth linear supercharging valve 25 and the fifth linear supercharging valve 26 are connected in parallel with each other after being connected in series with the second normally open valve 106 on the third circuit. The right front wheel cylinder 63 is connected in series with the fourth linear supercharging valve 25, and the left front wheel cylinder 64 is connected in series with the fifth linear supercharging valve 26.

[0059] Furthermore, it further includes a first sensor 41, a second sensor 42, and a third sensor 43. The first sensor 41 is installed on the pipeline between the overflow valve 83 and the second chamber 32. The second sensor 42 is installed on the pipeline between the first linear supercharging valve 21 and the second chamber 32. The third sensor 43 is installed on the pipeline between the pedal simulator 5 and the second chamber 32 and the third chamber 33 and is connected in parallel with the second normally closed valve 108; the first sensor 41, the second sensor 42, and the third sensor 43 are all pressure sensors.

[0060] In addition, it also includes a controller 11 and an emergency braking system 9. Specifically, the third normally closed valve 101, the fourth normally closed valve 102, the fifth normally closed valve 103, the sixth normally closed valve 104, the first normally closed valve 105, the second normally open valve 106, the first normally open valve 107 and the second normally closed valve 108 are combined to form a solenoid valve group 1, the first linear boost valve 21, the linear pressure reducing valve 22, the second linear boost valve 23, the third linear boost valve 24, the fourth linear boost valve 25 and the fifth linear boost valve 26 are combined to form a linear valve group 2, the stroke sensor 7, the first sensor 41, the second sensor 42, the third sensor The sensor 43, the third normally closed valve 101, the fourth normally closed valve 102, the fifth normally closed valve 103, the sixth normally closed valve 104, the first normally closed valve 105, the second normally open valve 106, the first normally open valve 107 and the second normally closed valve 108 of the solenoid valve group 1 and the first linear boost valve 21, the linear pressure reducing valve 22, the second linear boost valve 23, the third linear boost valve 24, the fourth linear boost valve 25 and the fifth linear boost valve 26 of the linear valve group 2 are all electrically connected to the controller 11; the third normally closed valve 101, the fourth normally closed valve 102, the fifth normally closed valve 103 and the sixth normally closed valve 104 are all pressure reducing valves.

[0061] The emergency braking system 9 is electrically connected to the controller 11 . The emergency control system 9 is an existing ESP, emergency active braking or intelligent driving system.

[0062] The working principle of this device is:

[0063] First, during normal braking, such as Figure 2 As shown, the electronic hydraulic braking mode includes conventional braking and active braking intervention.

[0064] During normal braking, the driver steps on the pedal 91, and the travel sensor 7 sends a braking signal to the controller 11. The controller 11 is powered on and adjusts the output pressure of the servo valve 10 through the second linear booster valve 23, the third linear booster valve 24, the fourth linear booster valve 25, and the fifth linear booster valve 26. The oil pump 81 provides oil pressure from point S to point P to energize the device. The first sensor 41 can maintain the pressure in the accumulator 82 between Pa and Pb (Pb>Pa) by feeding back a signal to the controller 11.

[0065] The specific way in which the oil pump 81 supplies energy to the device is as follows:

[0066] First, the hydraulic oil coming out of the second oil pot 37 passes through the first circuit and then enters the oil pump 81 through point S and then enters point P to realize that the oil pump 81 supplies energy to the device.

[0067] The residual oil pressure in the second, third, fourth, fifth, and sixth normally closed valves 101, 102, 103, and 104 enters the oil pump 81 from point S and then enters the device to supply energy, realizing the secondary utilization of the residual oil pressure to avoid waste.

[0068] The driver obtains the pedal feel of the loop feedback of the first chamber 31, the second chamber 32, and the third chamber 33 of the master cylinder 3 and the pedal simulator 5. The third sensor 43 and the stroke sensor 7 are redundant. At this time, the second normally closed valve 108 and the first normally closed valve 105 are electrified to allow fluid to pass through, and the second normally open valve 106 and the first normally open valve 107 are electrified to cut off the fluid. At this time, the first chamber 31, the second chamber 32, and the third chamber 33 of the master cylinder 3 are all connected to the pedal simulator 5. Due to the effective area difference before and after the second piston 35, the second piston 35 will not move to the left, that is, the volume of the first chamber will not change. The movement of the first piston 34 will increase the volume of the third chamber 33 and at the same time decrease the volume of the first chamber 31. However, due to the area difference before and after the first piston 34, the first chamber 31 generates an excess displacement, and this part of the displacement is accommodated by the pedal simulator 5 and a feedback pressure is established to form a pressure building loop.

[0069] Brake circuit description: The current regulating pressures of the first linear pressure increasing valve 21 and the linear pressure reducing valve 22 linearly give a pressure input to the servo valve 10. The servo valve 10 servo outputs to open, and the braking pressure enters the left rear wheel cylinder 61 and the right rear wheel cylinder 62 through the second linear pressure increasing valve 23 and the third linear pressure increasing valve 24 respectively. The braking pressures of the right front wheel cylinder 63 and the left front wheel cylinder 64 are realized through the fourth linear pressure increasing valve 25 and the fifth linear pressure increasing valve 26 after passing through the first normally closed valve 105 that has been electrified to allow fluid to pass through.

[0070] The servo valve 10 is a two-position three-way spool valve. In the natural state, the spool is located at the right limit under the action of the spring. At this time, the second chamber 32 is connected to the second oil pot 37; during the electrified pressure regulation, the second chamber 32 is dynamically regulated to be connected to the high pressure from the first linear pressure increasing valve 21 in a timely manner. The second linear pressure increasing valve 23, the third linear pressure increasing valve 24, the fourth linear pressure increasing valve 25, the fifth linear pressure increasing valve 26, and the third normally closed valve 101, the fourth normally closed valve 102, the fifth normally closed valve 103, and the sixth normally closed valve 104 can perform the braking force distribution of a single wheel cylinder to realize functions such as ESP and vehicle electronic stability system.

[0071] When the active braking acts alone, the controller 11 receives an instruction and directly operates the braking circuit. The pedal will not move, that is, the pressure - building circuit will become normal pressure. At this time, the second normally - closed valve 108 and the first normally - closed valve 105 are energized to allow fluid passage, and the first normally - open valve 107 and the second normally - open valve 106 are energized to close. The current - regulating pressures of the first linear pressure - increasing valve 21 and the linear pressure - reducing valve 22 linearly give pressure input to the second chamber 32. The servo valve 10 servo - outputs to open, and the braking pressure enters the left rear wheel cylinder 61 and the right rear wheel cylinder 62 respectively through the second linear pressure - increasing valve 23 and the third linear pressure - increasing valve 24. The braking pressures of the right front wheel cylinder 63 and the left front wheel cylinder 64 are realized through the fourth linear pressure - increasing valve 25 and the fifth linear pressure - increasing valve 26 respectively after passing through the already - energized - to - allow - fluid - passage first normally - closed valve 105. The third normally - closed valve 101, the fourth normally - closed valve 102, the fifth normally - closed valve 103 and the sixth normally - closed valve 104 can release the over - braking pressure to realize functions such as ESP.

[0072] It should be noted here that the active braking can work synchronously with the conventional braking, but is not limited to this.

[0073] Second, when the system loses power and starts redundant braking with the backup energy storage.

[0074] As Figure 3 shown, at this time, the third normally - closed valve 101, the fourth normally - closed valve 102, the fifth normally - closed valve 103, the sixth normally - closed valve 104, the first normally - closed valve 105, the second normally - open valve 106, the first normally - open valve 107, the second normally - closed valve 108, the first linear pressure - increasing valve 21, the linear pressure - reducing valve 22, the second linear pressure - increasing valve 23, the third linear pressure - increasing valve 24, the fourth linear pressure - increasing valve 25 and the fifth linear pressure - increasing valve 26 are all in their natural states. When the driver performs conventional braking, the first chamber 31 builds pressure to push the second piston 35, and the second piston 35 mechanically triggers the servo valve 10. The servo valve 10 outputs a redundant pressure source. The first branch of the braking pressure directly provides braking for the left rear wheel cylinder 61 and the right rear wheel cylinder 62. The second branch passes through the second normally - open valve 106 and is transmitted to the third chamber 33 to provide assistance for the first piston 34; the volume of the third chamber 33 changes, and the pressure is further transmitted to the braking forces of the right front wheel cylinder 63 and the left front wheel cylinder 64 through the first normally - open valve 107. This enables the driver to achieve a large braking force with only a small foot force.

[0075] If the braking circuits of the right front wheel cylinder 63 and the left front wheel cylinder 64 fail here. The second piston 35 is mechanically connected to the first piston 34, and the rear wheels can still achieve normal braking, entering the second working condition of redundant braking. The first chamber 31 to the front wheels becomes normal pressure, which will not be elaborated here too much.

[0076] Third, when the system loses power and the redundant braking circuit fails, in the mechanical braking mode.

[0077] AsFigure 4 As shown, at this time, the third normally closed valve 101, the fourth normally closed valve 102, the fifth normally closed valve 103, the sixth normally closed valve 104, the first normally closed valve 105, the second normally open valve 106, the first normally open valve 107, the second normally closed valve 108, the first linear pressure increasing valve 21, the linear pressure reducing valve 22, the second linear pressure increasing valve 23, the third linear pressure increasing valve 24, the fourth linear pressure increasing valve 25, and the fifth linear pressure increasing valve 26 are all in their natural states. When the driver performs a conventional brake, the pressure build-up in the first chamber 31 pushes the second piston 35 to the limit. The volume of the first chamber 31 changes, and the pressure is transmitted through the first normally open valve 107 to the braking forces of the right front wheel cylinder 63 and the left front wheel cylinder 64 to complete the mechanical brake.

[0078] In summary, the present invention has the following advantages:

[0079] First, the present invention does not have a large reduction ratio mechanism, the mechanical inertia of the system is smaller, and the response speed is faster.

[0080] Second, the oil pump 81 and the accumulator 82 of the present invention are both hydraulic energy sources and can work independently and backup each other.

[0081] Third, the electrical system of this solution is relatively simple, has high reliability, and low cost.

[0082] Fourth, the drainage volume of this solution is not limited by the piston displacement and is more suitable for large liquid demand systems.

[0083] Fifth, this solution uses one oil pump 81 to solve the problem of the need for high-frequency pressure regulation and decompression, with a simple structure and low cost.

[0084] Sixth, various braking operations under different working conditions are achieved through the settings of the third normally closed valve 101, the fourth normally closed valve 102, the fifth normally closed valve 103, the sixth normally closed valve 104, the first normally closed valve 105, the second normally open valve 106, the first normally open valve 107, the second normally closed valve 108, the first linear pressure increasing valve 21, the linear pressure reducing valve 22, the second linear pressure increasing valve 23, the third linear pressure increasing valve 24, the fourth linear pressure increasing valve 25, and the fifth linear pressure increasing valve 26.

[0085] Seventh, the front and rear hydraulic balance is achieved through the variable diameter setting of the second piston 35 of the master cylinder 3, the pressure build-up and the decoupling of the braking circuit in the wire control braking mode are realized, and the volume drainage / liquid intake difference brought by the effective area difference between the front and rear of the first piston 34 is used to build pressure after entering the pedal simulator 5.

[0086] Eighth, the brake fluid in the braking circuit during active braking all comes from the second oil pot, and the brake fluid in the pressure build-up circuit comes from the first chamber, and the corresponding redundant braking and mechanical braking reservoirs backup each other.

[0087] Ninth, the accumulator 82 cooperating with the large-flow servo valve 10 can meet the requirements of rapid response and large-displacement wheel cylinder braking, and the upper limit of the braked vehicle type is thereby increased.

[0088] Tenth, the redundant braking mode is provided with sufficient brake fluid pressure by the accumulator 82, which can meet the braking efficiency and help ensure the braking performance and driving feel at the same time.

[0089] The above are only the preferred specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A hydraulic integrated electronic brake system, characterized in that It includes a master cylinder (3), a first piston (34), a second piston (35), an oil pump (81), a wheel cylinder group (6), a first circuit, a second circuit, a third circuit, a first oil pot (36), a second oil pot (37), an accumulator (82), and a pedal (91); The first piston (34) and the second piston (35) divide the chamber in the master cylinder (3) into a first chamber (31), a second chamber (32), and a third chamber (33); One end of the first piston (34) away from the master cylinder (3) is connected to the pedal (91), and the end face acting area of the second piston (35) in the first chamber (31) is smaller than the end face acting area of the second piston (35) in the second chamber (32); A first circuit is connected between the second oil pot (37) and the wheel cylinder group, a second circuit is connected between the second chamber (32) and the wheel cylinder group (6), and a third circuit is connected between the first chamber (31) and the wheel cylinder group (6); The oil pump (81), the accumulator (2), and the second chamber (32) are connected in parallel through pipelines on the first circuit. The accumulator (82) is located between the oil pump (81) and the second chamber (32). The first oil pot (36) is connected to the first chamber (31) through a pipeline. The first oil pot (36) and the second oil pot (37) are independent of each other. It further includes a servo valve (10). The servo valve (10) is arranged in the second chamber (32). The servo valve (10) is connected in parallel with the first circuit through a pipeline. One end of the second circuit away from the wheel cylinder group (6) is connected to the servo valve (10).

2. The hydraulic integrated electronic brake system according to claim 1, wherein It further includes a relief valve (83). The relief valve (83) is connected in parallel with the first circuit through a pipeline. The accumulator (82) is located between the relief valve (83) and the oil pump (81).

3. The hydraulic integrated electronic brake system according to claim 1, wherein It further includes a first normally closed valve (105), a first normally open valve (107), and a second normally open valve (106). The second normally open valve (106) is connected in parallel with the second circuit through a pipeline. The first normally open valve (107) is connected in series with the third circuit. The first normally closed valve (105) is connected in parallel with the second circuit and the third circuit through a pipeline.

4. The hydraulic integrated electronic brake system according to claim 3, wherein It further includes a pedal simulator (5) and a second normally closed valve (108). The pedal simulator (5) is connected in parallel with the pipeline between the second chamber (32) and the second normally open valve (106) through a pipeline. The pipeline between the pedal simulator (5) and the second chamber (32) is connected in parallel with the third chamber (33) and the second normally closed valve (108) through two pipelines in sequence.

5. The hydraulic integrated electronic braking system according to claim 1, characterized in that, It further includes a first linear pressure increasing valve (21) and a linear pressure reducing valve (22). The linear pressure reducing valve (22) is also connected in parallel to the first loop through a pipeline. One end of the first linear pressure increasing valve (21) is connected to the servo valve (10) through a pipeline, and the other end of the first linear pressure increasing valve (21) is connected between the oil pump (81) and the accumulator (82) through a pipeline. One end of the linear pressure reducing valve (22) is connected to the servo valve (10) through a pipeline, and the other end of the linear pressure reducing valve (22) is connected between the oil pump (81) and the wheel cylinder group (6) through a pipeline.

6. The hydraulic integrated by-wire braking system according to claim 5, wherein, It further includes a normally closed valve group. The normally closed valve group is connected in series to the first loop. The oil pump (81) is connected in parallel with the linear pressure reducing valve (22) and then connected in series with the normally closed valve group and then connected in series with the wheel cylinder group (6).

7. The hydraulic integrated by-wire braking system according to any one of claims 1 to 6, characterized in that, It further includes a stroke sensor (7). The stroke sensor (7) is arranged on the first piston (34).

8. The hydraulic integrated electronic braking system according to any one of claims 1 to 6, characterized in that It further includes a first pressure increasing valve group and a second pressure increasing valve group. The first pressure increasing valve group is connected in series to the second loop, and the second pressure increasing valve group is connected in series to the third loop.

9. The hydraulic integrated electronic brake system according to claim 2, wherein, The overflow valve (83) is a mechanical overflow valve.

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