Novel decoupling type hydraulic braking system suitable for intelligent driving and vehicle

Abstract

The invention belongs to a vehicle control system, and particularly relates to a novel decoupling type hydraulic braking system suitable for intelligent driving and a vehicle. The reversing valve is adopted to replace an original electromagnetic control valve, a locking function is added to the reversing valve, and when an upper half system fails, the locking function of the reversing valve can control an ESC assembly to obtain an oil passage, so that brake fluid in the pedal main cylinder is prevented from being extracted, it is guaranteed that the pedal main cylinder can provide a stable treading feeling, and the service life of the pedal main cylinder is prolonged. And driving confidence is provided for a driver.

Description

Technical Field

[0001] The present invention relates to a vehicle control system, and in particular to a novel decoupled hydraulic brake system and a vehicle suitable for intelligent driving. Background Art

[0002] In the prior art, CN113165609A, the invention title is: Electro-hydraulic power-assisted vehicle brake equipment for autonomously traveling land vehicles. In the driver driving mode, when the upper part of the system fails, the system enters the backup power-assisted mode, and the brake pressure generator (4) works to perform the braking function; at this time, the brake pressure generator (4) is started, and negative pressure is generated in the circuit above it, and the brake fluid is pumped into the hydraulic circuit below it to generate pressure; in this case, a certain negative pressure also exists in the brake pressure generator (22), and the brake fluid therein is sucked away, especially in the initial stage of pressure establishment, the negative pressure is large, and the rate of brake fluid suction is high. Therefore, when the driver steps on the brake pedal, especially in the initial stage of stepping on the brake pedal, the brake pressure generator (22) cannot build up pressure, which will produce a feeling of stepping on air, giving the driver a feeling of brake failure, which is easy to cause panic in the driver.

[0003] Furthermore, the above-mentioned hydraulic brake system uses a large number of electromagnetic control valves, which are relatively costly and difficult to integrate. Summary of the invention

[0004] In view of the problems existing in the prior art, the present invention adopts a reversing valve to replace the original electromagnetic control valve, and adds a locking function to the reversing valve. When the upper part of the system fails, the locking function of the reversing valve can control the passage of the ESC component to obtain oil, thereby preventing the brake fluid in the pedal master cylinder from being extracted, ensuring that the pedal master cylinder can provide a stable pedaling feel, and providing driving confidence for the driver.

[0005] In order to achieve the above object, the present invention is implemented through the following technical solutions: A novel decoupled hydraulic brake system suitable for intelligent driving comprises a fluid reservoir, a pedal master cylinder, a pedal simulator, an electric pressure building component and an ESC component. The pedal master cylinder is connected to the fluid reservoir, and two output ends of the pedal master cylinder are respectively connected to the ESC component through a first pipeline and a second pipeline. A first master cylinder isolation valve is provided on the first pipeline, and a second master cylinder isolation valve is provided on the second pipeline. The pedal simulator is connected to the second pipeline and the fluid reservoir, and the electric pressure building component is connected to the fluid reservoir through a third pipeline. The valve body further comprises a first reversing valve and a second reversing valve with the same structure, wherein the first reversing valve comprises a valve body, wherein the valve body is provided with a first inlet, a second inlet and an outlet, wherein a valve core is provided in the valve body, wherein a passage is provided in the valve core along an axis line, wherein the valve core comprises a connecting section connected to the inner wall of the valve body, and a control section integrally formed with the connecting section, wherein an end face of the control section abuts against an inner wall face of the second inlet, wherein a plurality of conducting holes are provided on a circumferential surface of the control section close to the second inlet, wherein the conducting holes realize the connection between the control section and the outlet, wherein an installation groove is provided on the inner wall of the control section between the conducting hole and the connecting section, wherein an elastic ring is provided in the installation groove, and wherein a valve ball is provided, wherein the valve ball is provided in the passage of the control section, wherein the elastic ring is used to hold the valve ball so that the valve ball cuts off the connection between the passage and the first inlet, The first inlet is connected to the first pipeline, the outlet is connected to the ESC component, the second inlet is connected to the output end of the electric pressure building component, the electric pressure building component is also provided with an oil replenishing pipeline, the oil replenishing pipeline is connected to the third pipeline, and the oil replenishing pipeline is provided with a first controllable one-way valve, which is used to control the brake fluid to enter the electric pressure building component from the fluid storage tank.

[0006] Furthermore, a second controllable one-way valve is provided on the pipeline connected to the first inlet of the first reversing valve, and a third controllable one-way valve is provided on the pipeline connected to the first inlet of the second reversing valve. The second controllable one-way valve and the third controllable one-way valve are used to establish negative pressure at the first inlet of the first reversing valve and the second reversing valve to ensure the reliability of the valve ball in closing the passage and the first inlet.

[0007] Furthermore, the opening pressure of the first controllable one-way valve is smaller than that of the second controllable one-way valve and the third controllable one-way valve.

[0008] Furthermore, it also includes a fourth pipeline connecting the outlet of the first master cylinder isolation valve and the outlet of the first reversing valve, and the fourth pipeline is provided with a first one-way valve, and the first one-way valve is configured to allow brake fluid to flow from the ESC component to the first master cylinder isolation valve. It also includes a fifth pipeline connecting the outlet of the second master cylinder isolation valve and the outlet of the second reversing valve, and the fifth pipeline is provided with a second one-way valve, and the second one-way valve is configured to allow brake fluid to flow from the ESC component to the second master cylinder isolation valve.

[0009] Furthermore, the pedal simulator includes a pedal stroke simulator and a simulator isolation valve connected to a pedal master cylinder, and the pedal stroke simulator is also connected to a fluid storage tank.

[0010] Furthermore, a first pressure sensor is provided at the output end of the electric pressure building component, and a second pressure sensor is provided at the output end of the pedal master cylinder.

[0011] Furthermore, the first master cylinder isolation valve and the second master cylinder isolation valve are normally open solenoid valves.

[0012] A vehicle comprises the above-mentioned novel decoupled hydraulic brake system suitable for intelligent driving.

[0013] The present invention has the following beneficial effects: The present invention mainly improves the first reversing valve and the second reversing valve and combines the improved functions with the system functions, so that when all the electronic control components fail under the automatic driving condition and the ESC component performs braking, the valve balls of the first reversing valve and the second reversing valve limit the possibility of the ESC component extracting brake fluid from the pedal master cylinder, thereby avoiding the problem that pressure cannot be built up in the pedal master cylinder and there is a feeling of stepping on air when the driver steps on the brake pedal, and will not cause the driver to feel brake failure and panic, thereby ensuring the reliability of the braking system. At the same time, the present invention effectively reduces the number of solenoid valves, thereby simplifying the number of electric valves of the electric auxiliary braking unit, simplifying the structure, and reducing costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The disclosure of the present invention is described with reference to the accompanying drawings. It should be understood that the drawings are only for illustrative purposes and are not intended to limit the scope of protection of the present invention. In the drawings, the same reference numerals are used to refer to the same components. Among them: Figure 1 It is a schematic diagram of the structure of embodiment 1 of the present invention; Figure 2 is a cross-sectional schematic diagram of a first reversing valve of the present invention; Figure 3 This is a schematic diagram of the structure of Embodiment 2 of the present invention; Figure 4 This is a schematic diagram of the structure of Embodiment 3 of the present invention; In the figure, 1 is a liquid storage tank. 2 is the pedal master cylinder, 20 is the first pipeline, 21 is the second pipeline, 201 is the first master cylinder isolation valve, 211 is the second master cylinder isolation valve, 3 is a pedal simulator, 30 is a pedal travel simulator, 31 is a simulator isolation valve, 4 is an electric pressure building component, 40 is a third pipeline, 41 is an oil supply pipeline, 610 is a first controllable one-way valve, 42 is a first pressure sensor, 43 is a second pressure sensor, 5 is the ESC component, 6 is a first reversing valve, 7 is a second reversing valve, 60 is a valve body, 601 is a first inlet, 602 is a second inlet, 603 is an outlet, 61 is a valve core, 610 is a passage, 611 is a connecting section, 612 is a control section, 613 is a conducting hole, 6120 is a mounting groove, 6121 is an elastic ring, 614 is a valve ball, 60 is a second controllable one-way valve, 70 is a third controllable one-way valve, 8 is the fourth pipeline, 80 is the first one-way valve, 9 is the fifth pipeline, and 90 is the second one-way valve. DETAILED DESCRIPTION

[0015] It is easy to understand that according to the technical solution of the present invention, without changing the essential spirit of the present invention, a person skilled in the art can propose a variety of interchangeable structural modes and implementation modes. Therefore, the following specific implementation modes and drawings are only exemplary descriptions of the technical solution of the present invention, and should not be regarded as the whole of the present invention or as a limitation or restriction to the technical solution of the present invention.

[0016] Example 1 See also Figure 1 As shown, a new decoupled hydraulic brake system suitable for intelligent driving includes a fluid reservoir 1, a pedal master cylinder 2, a pedal simulator 3, an electric pressure building component 4 and an ESC component 5. The fluid reservoir is used to store brake fluid, the pedal master cylinder 2 is connected to the fluid reservoir 1, and the fluid reservoir provides brake fluid to the pedal master cylinder through a pipeline. The two output ends of the pedal master cylinder 2 are respectively connected to the ESC component through a first pipeline 20 and a second pipeline 21. The first pipeline 20 is provided with a first master cylinder isolation valve 201, and the second pipeline 21 is provided with a second master cylinder isolation valve 211. The pedal simulator 3 is connected to the second pipeline 21 and the fluid reservoir 1, and the electric pressure building component 4 is connected to the fluid reservoir 1 through a third pipeline 40. The first reversing valve 6 and the second reversing valve 7 of the same structure are also included. The first reversing valve 6 includes a valve body 60, and the valve body 60 is provided with a first inlet 601, a second inlet 602 and an outlet 603. A valve core 61 is provided in the valve body 60, and the valve core 61 is provided with a passage 610 along the axis. The valve core 61 includes a connecting section 611 connected to the inner wall of the valve body, and the connecting section is connected to the inner wall of the valve body by threads to achieve a fixed connection between the valve core and the valve body, and a control section 612 integrally formed with the connecting section. The control The end surface of the section 612 abuts against the inner wall surface of the second inlet. A plurality of conducting holes 613 are provided on the circumferential surface of the control section close to the second inlet. The conducting holes 613 realize the communication between the control section and the outlet 603. A mounting groove 6120 is provided on the inner wall of the control section between the conducting holes and the connecting section. An elastic ring 6121 is provided in the mounting groove 6120. The control section also includes a valve ball 614. The valve ball 614 is provided in the passage of the control section. The elastic ring is used to hold the valve ball so that the valve ball cuts off the communication between the passage and the first inlet 601. The first inlet 601 is connected to the first pipeline 20, the outlet 603 is connected to the ESC component 5, the second inlet 602 is connected to the output end of the electric pressure building component 4, the electric pressure building component 4 is also provided with an oil replenishment pipeline 41, the oil replenishment pipeline 41 is connected to the third pipeline 40, and the oil replenishment pipeline 41 is provided with a first controllable one-way valve 410, which is used to control the brake fluid to enter the electric pressure building component from the fluid storage tank.

[0017] The present invention designs a novel decoupled hydraulic brake system suitable for intelligent driving, which specifically includes an ESC component and an electronic control component, wherein a fluid storage tank 1, a pedal master cylinder 2, a pedal simulator 3, an electric pressure building component 4, etc. all belong to the electronic control component.

[0018] Under normal operating conditions of autonomous driving: the pedal simulator is connected to the pedal master cylinder, the first master cylinder isolation valve and the second master cylinder isolation valve are energized, cutting off the connection between the pedal master cylinder and the ESC component, and the electric pressure building component outputs the corresponding brake fluid through the first reversing valve and the second reversing valve and enters the ESC component through the first pipeline and the second pipeline according to the braking requirements during the autonomous driving process, thereby achieving vehicle braking; at this time, the valve ball is held in the first reversing valve and the second reversing valve by an elastic ring, and the second inlet and outlet are connected at this time, and the brake fluid enters from the second inlet, and then enters the ESC component through the guide hole of the valve core and the outlet, thereby achieving vehicle braking.

[0019] Abnormal operating condition of autonomous driving: When the electric pressure building component cannot work normally, the pedal simulator is connected to the pedal master cylinder, and the first master cylinder isolation valve and the second master cylinder isolation valve are energized, cutting off the connection between the pedal master cylinder and the ESC component. The ESC component is responsible for braking the vehicle. Since the first master cylinder isolation valve and the second master cylinder isolation valve are energized and in a non-conducting state, the brake fluid required for braking of the ESC component can only be obtained directly from the fluid storage tank through the first reversing valve and the second inlet of the second reversing valve from the first controllable one-way valve of the fluid replenishment pipeline of the electric pressure building component.

[0020] Abnormal condition 2 of automatic driving: When the electric pressure building component, pedal simulator, first master cylinder isolation valve and second master cylinder isolation valve cannot work normally, the pedal simulator is disconnected from the pedal master cylinder, and the first master cylinder isolation valve and the second master cylinder isolation valve are powered off and connected. At this time, the ESC component is responsible for braking the vehicle. Since the first master cylinder isolation valve and the second master cylinder isolation valve are in a powered off and connected state, the first reversing valve and the second reversing valve are in a connected state. Since the elastic ring has a retaining effect on the valve ball, the valve ball cuts off the ESC component from extracting brake fluid from the pedal master cylinder, and the first controllable one-way valve of the replenishing pipeline of the electric pressure building component is used to directly extract brake fluid from the reservoir through the second inlet of the first reversing valve and the second reversing valve, avoiding insufficient oil in the pedal master cylinder. The driver's feeling of stepping on the brake pedal will not cause the driver to feel brake failure, reducing the driver's panic and improving the reliability of the braking system.

[0021] Under the driver's braking condition: Under normal conditions, the pedal simulator is connected to the pedal master cylinder, the first master cylinder isolation valve and the second master cylinder isolation valve are energized and not conductive, cutting off the connection between the pedal master cylinder and the ESC component. When braking is needed, the driver steps on the brake pedal to drive the pedal master cylinder to work, and the brake fluid in the pedal master cylinder enters the pedal simulator to simulate the braking feel, providing the driver with braking confidence. At this time, the electric pressure building component outputs the brake fluid dependent on the working status of the pedal master cylinder, enters the second inlet of the first reversing valve and the second reversing valve, and enters the ESC component from the outlet to achieve braking.

[0022] Under the driver's braking condition: when the electric pressure building component cannot work normally, the pedal simulator is connected to the pedal master cylinder, and the first master cylinder isolation valve and the second master cylinder isolation valve are not electrically connected, cutting off the connection between the pedal master cylinder and the ESC component. When braking is needed, the driver steps on the brake pedal to drive the pedal master cylinder to work, and the brake fluid in the pedal master cylinder enters the pedal simulator to simulate the braking feel, giving the driver confidence in braking. At this time, the ESC component assists in braking, and the brake fluid required for braking by the ESC component is obtained directly from the fluid storage tank through the first reversing valve and the second inlet of the second reversing valve from the first controllable one-way valve of the replenishing pipeline of the electric pressure building component.

[0023] Under all failure conditions: when the electric pressure building component and the ESC component cannot work normally, at this time, the connection between the pedal simulator and the pedal master cylinder is cut off, and the first master cylinder isolation valve and the second master cylinder isolation valve are powered off and connected. At this time, the pedal master cylinder is connected to the ESC component through the first pipeline and the second pipeline. The driver steps on the brake pedal, and the brake fluid of the pedal master cylinder passes through the first master cylinder isolation valve and the second master cylinder isolation valve into the first reversing valve and the second reversing valve, pushing the valve ball over the elastic ring to move to the second inlet. At this time, the first inlet is connected to the outlet, and the brake fluid from the pedal master cylinder enters the ESC component to drive the brake wheel cylinder, thereby braking the vehicle and realizing mechanical backup of the vehicle's braking.

[0024] The present invention mainly improves the first reversing valve and the second reversing valve and combines the improved functions with the system functions, so that when all the electronic control components fail under the automatic driving condition and the ESC component performs braking, the valve balls of the first reversing valve and the second reversing valve limit the possibility of the ESC component extracting brake fluid from the pedal master cylinder, thereby avoiding the problem that pressure cannot be built up in the pedal master cylinder and there is a feeling of stepping on air when the driver steps on the brake pedal, and will not cause the driver to feel brake failure and panic, thereby ensuring the reliability of the braking system. At the same time, the present invention effectively reduces the number of solenoid valves, thereby simplifying the number of electric valves of the electric auxiliary braking unit, simplifying the structure, and reducing costs.

[0025] Example 2 On the basis of Example 1, this embodiment further improves the hydraulic brake system. In the case of insufficient negative pressure near the outlet side, the valve ball and the elastic ring may not be completely sealed, and there is a certain gap. When the ESC component extracts the brake fluid, the brake fluid may also be extracted from the pedal master cylinder. Therefore, we add a second controllable one-way valve and a third controllable one-way valve at the front end of the first reversing valve and the second reversing valve, as follows: A second controllable one-way valve 60 is provided on the pipeline connected to the first inlet of the first reversing valve 6, and a third controllable one-way valve 70 is provided on the pipeline connected to the first inlet of the second reversing valve 7. The second controllable one-way valve 60 and the third controllable one-way valve 70 are used to establish negative pressure at the first inlet of the first reversing valve and the second reversing valve to ensure the reliability of the valve ball closing the passage and the first inlet. The second controllable one-way valve and the third controllable one-way valve are one-way valves that require a certain opening pressure. Specifically, a spring is added in the one-way valve, and the spring acts on the valve ball of the one-way valve, so that conduction from the first reversing valve side to the pedal master cylinder direction is impossible. It is possible to open the circuit from the pedal master cylinder side to the first reversing valve side, but the force of the spring needs to be overcome. Therefore, after the second controllable one-way valve and the third controllable one-way valve are added, since the opening of the second controllable one-way valve and the third controllable one-way valve needs to overcome the force of the spring, even if the valve ball and the elastic ring cannot be completely sealed, as long as the negative pressure generated when the ESC component extracts the brake fluid cannot overcome the force of the spring, the pipeline between the first reversing valve, the second reversing valve and the pedal master cylinder can still be cut off, ensuring that the ESC component will not extract brake fluid from the pedal master cylinder, thereby further improving the reliability of the hydraulic brake system.

[0026] Furthermore, the opening pressure of the first controllable one-way valve 410 is smaller than that of the second controllable one-way valve 60 and the third controllable one-way valve 70. The opening pressures of the first controllable one-way valve, the second controllable one-way valve and the third controllable one-way valve are limited here. The opening pressure of the first controllable one-way valve is relatively small, ensuring that when the ESC component needs to draw brake fluid for braking, the first controllable one-way valve is opened first to draw brake fluid from the reservoir through the third pipeline, ensuring that the second controllable one-way valve and the third controllable one-way valve will not be opened.

[0027] Example 3 On the basis of Example 2, this embodiment has made further improvements. The electric pressure building component includes an electric pressure building cylinder and a drive motor. A piston is provided in the electric pressure building cylinder. The piston moves back and forth under the action of the drive motor. The electric pressure building cylinder is provided with a first connection port connected to the third pipeline and a second connection port connected to the first controllable one-way valve. When the electric pressure building component fails, the piston may block the first connection port. At this time, the pressure after the ESC component draws brake fluid for pressure building cannot be released, so this embodiment has been further optimized.

[0028] It also includes a fourth pipeline 8 connecting the outlet of the first master cylinder isolation valve 201 and the outlet of the first reversing valve 6, and the fourth pipeline 8 is provided with a first one-way valve 80, and the first one-way valve 80 is configured to allow brake fluid to flow from the ESC component to the first master cylinder isolation valve. It also includes a fifth pipeline 9 connecting the outlet of the second master cylinder isolation valve 211 and the outlet of the second reversing valve 7, and the fifth pipeline 9 is provided with a second one-way valve 90, and the second one-way valve is configured to allow brake fluid to flow from the ESC component to the second master cylinder isolation valve.

[0029] When encountering the aforementioned special circumstances, the ESC component can discharge high-pressure oil into the pedal master cylinder through the first one-way valve and the second one-way valve, so that the ESC component can work normally without affecting the braking of the hydraulic brake system.

[0030] In the above three implementations, the pedal simulator 3 includes a pedal stroke simulator 30 and a simulator isolation valve 31 connected to the pedal master cylinder. The pedal stroke simulator 30 is also connected to the fluid storage tank. The simulator isolation valve is a normally closed solenoid valve, which is used to control whether the pedal simulator is connected to the pedal master cylinder. When the simulator isolation valve works normally, the simulator isolation valve is energized and the pedal master cylinder is connected to the pedal simulator. When the simulator isolation valve fails, the simulator isolation valve loses power and closes, and the pedal master cylinder is not connected to the pedal simulator.

[0031] A first pressure sensor 42 is provided at the output end of the electric pressure building component 4, and a second pressure sensor 43 is provided at the output end of the pedal master cylinder. The first pressure sensor and the second pressure sensor are used to detect the output pressure of the electric pressure building component and the output pressure of the pedal master cylinder, and compare the two in real time to ensure that the braking pressure of the electric pressure building component is the same as the braking pressure of the pedal master cylinder, thereby realizing closed-loop control and better ensuring the braking effect of the hydraulic braking system.

[0032] The first master cylinder isolation valve 201 and the second master cylinder isolation valve 211 are normally open solenoid valves, that is, when the first master cylinder isolation valve and the second master cylinder isolation valve are not energized, the first master cylinder isolation valve and the second master cylinder isolation valve are in a conducting state. Therefore, when the electronic control component fails, the first master cylinder isolation valve and the second master cylinder isolation valve are in a conducting state, which provides the possibility for subsequent manual braking and ensures the safety redundancy of the equipment.

[0033] Example 4 A vehicle comprises the above-mentioned novel decoupled hydraulic brake system suitable for intelligent driving. The vehicle has the novel decoupled hydraulic brake system described in the present invention, which can avoid the ESC component from extracting brake fluid from the pedal master cylinder, thereby not causing the driver to feel brake failure and panic of stepping on air, thereby improving the user experience and having better reliability.

[0034] The present invention has the following beneficial effects: The present invention mainly improves the first reversing valve and the second reversing valve and combines the improved functions with the system functions, so that when all the electronic control components fail under the automatic driving condition and the ESC component performs braking, the valve balls of the first reversing valve and the second reversing valve limit the possibility of the ESC component extracting brake fluid from the pedal master cylinder, thereby avoiding the problem that pressure cannot be built up in the pedal master cylinder and there is a feeling of stepping on air when the driver steps on the brake pedal, and will not cause the driver to feel brake failure and panic, thereby ensuring the reliability of the braking system. At the same time, the present invention effectively reduces the number of solenoid valves, thereby simplifying the number of electric valves of the electric auxiliary braking unit, simplifying the structure, and reducing costs.

[0035] The technical scope of the present invention is not limited to the contents in the above description. Those skilled in the art can make various deformations and modifications to the above embodiments without departing from the technical idea of ​​the present invention, and these deformations and modifications should all fall within the protection scope of the present invention.

Claims

1. A new decoupled hydraulic brake system suitable for intelligent driving, comprising a fluid reservoir, a pedal master cylinder, a pedal simulator, an electric pressure building component and an ESC component, wherein the pedal master cylinder is connected to the fluid reservoir, and two output ends of the pedal master cylinder are respectively connected to the ESC component through a first pipeline and a second pipeline, wherein a first master cylinder isolation valve is provided on the first pipeline, and a second master cylinder isolation valve is provided on the second pipeline, wherein the pedal simulator is connected to the second pipeline and the fluid reservoir, and the electric pressure building component is connected to the fluid reservoir through a third pipeline, Features: The valve body further comprises a first reversing valve and a second reversing valve with the same structure, wherein the first reversing valve comprises a valve body, wherein the valve body is provided with a first inlet, a second inlet and an outlet, wherein a valve core is provided in the valve body, wherein a passage is provided in the valve core along an axis line, wherein the valve core comprises a connecting section connected to the inner wall of the valve body, and a control section integrally formed with the connecting section, wherein an end face of the control section abuts against an inner wall face of the second inlet, wherein a plurality of conducting holes are provided on a circumferential surface of the control section close to the second inlet, wherein the conducting holes realize the connection between the control section and the outlet, wherein an installation groove is provided on the inner wall of the control section between the conducting hole and the connecting section, wherein an elastic ring is provided in the installation groove, and wherein a valve ball is provided, wherein the valve ball is provided in the passage of the control section, wherein the elastic ring is used to hold the valve ball so that the valve ball cuts off the connection between the passage and the first inlet, The first inlet is connected to the first pipeline, the outlet is connected to the ESC component, the second inlet is connected to the output end of the electric pressure building component, the electric pressure building component is also provided with an oil replenishing pipeline, the oil replenishing pipeline is connected to the third pipeline, and the oil replenishing pipeline is provided with a first controllable one-way valve, which is used to control the brake fluid to enter the electric pressure building component from the fluid storage tank.

2. According to claim 1, a new decoupled hydraulic brake system suitable for intelligent driving is characterized in that: A second controllable one-way valve is provided on the pipeline connected to the first inlet of the first reversing valve, and a third controllable one-way valve is provided on the pipeline connected to the first inlet of the second reversing valve. The second controllable one-way valve and the third controllable one-way valve are used to establish negative pressure at the first inlet of the first reversing valve and the second reversing valve to ensure the reliability of the valve ball closing the passage and the first inlet.

3. According to claim 2, a new decoupled hydraulic brake system suitable for intelligent driving is characterized in that: The opening pressure of the first controllable one-way valve is smaller than that of the second controllable one-way valve and the third controllable one-way valve.

4. A novel decoupled hydraulic brake system suitable for intelligent driving according to any one of claims 1 to 3, characterized in that: It also includes a fourth pipeline connecting the outlet of the first master cylinder isolation valve and the outlet of the first reversing valve, the fourth pipeline is provided with a first one-way valve, the first one-way valve is configured to allow brake fluid to flow from the ESC component to the first master cylinder isolation valve, and also includes a fifth pipeline connecting the outlet of the second master cylinder isolation valve and the outlet of the second reversing valve, the fifth pipeline is provided with a second one-way valve, the second one-way valve is configured to allow brake fluid to flow from the ESC component to the second master cylinder isolation valve.

5. According to claim 4, a new decoupled hydraulic brake system suitable for intelligent driving is characterized in that: The pedal simulator comprises a pedal stroke simulator and a simulator isolation valve connected to a pedal master cylinder, and the pedal stroke simulator is also connected to a fluid storage tank.

6. The novel decoupled hydraulic brake system suitable for intelligent driving according to claim 1 is characterized in that: The output end of the electric pressure building component is provided with a first pressure sensor, and the output end of the pedal master cylinder is provided with a second pressure sensor.

7. The novel decoupled hydraulic brake system suitable for intelligent driving according to claim 1 is characterized in that: The first master cylinder isolation valve and the second master cylinder isolation valve are normally open solenoid valves.

8. A vehicle, characterized in that: A new decoupled hydraulic brake system suitable for intelligent driving comprising the method described in any one of claims 1 to 7.

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