Vehicle braking system and vehicle

Abstract

The vehicle braking system comprises a braking controller, a main cylinder, a braking pedal, a braking state detection module, a pedal feeling simulation module and a pressure supply module, the main cylinder comprises a main cylinder first cavity and a main cylinder second cavity which are arranged in series, and the pedal feeling simulation module is arranged in the main cylinder first cavity; the brake pedal is connected with a telescopic rod of a second cavity of the main cylinder, a piston of a first cavity of the main cylinder is provided with a channel for circulation of brake fluid, and the brake state detection module is used for generating first brake information based on the detected brake state of the brake pedal; the brake controller is used for sending a first brake instruction to the pressure supply module based on the first brake information; the pedal feeling simulation module is used for generating pedal simulation information based on the brake state and sending the pedal simulation information to the brake pedal; the pedal simulation information enables the brake pedal to generate feedback force; the pressure supply module is used for building pressure for vehicle braking based on the first braking instruction. The hydraulic transmission device has the effects of high response speed, direct hydraulic transmission and the like.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle braking and vehicles. Background Art

[0002] With the continuous development of automobile electrification and intelligence, in order to enable drivers to simulate their braking foot feel, pedal simulators are generally equipped. In the prior art, the pedal feel simulator is generally set outside the master cylinder and transmits signals through line connections. However, this design has many defects: since the signal needs to be transmitted between the simulator and the master cylinder, the response speed may be affected, resulting in slow braking response and affecting driving safety; it increases the complexity of the system and requires additional lines and connectors, which not only increases the manufacturing cost, but also increases potential failure points; the external line is easily interfered by environmental factors, which will reduce the reliability of the system, etc. It can be seen that the design of the pedal simulator in the prior art has certain defects in terms of structure, performance, cost and safety. Summary of the invention

[0003] In view of the above problems in the prior art, the present invention discloses a vehicle braking system and a vehicle to solve the defects in the prior art such as slow response speed of the pedal feel simulator and complex structure of the braking system.

[0004] In order to achieve the above-mentioned object, the present invention provides a vehicle braking system, including a brake controller, a master cylinder, a brake pedal, a brake state detection module, a pedal feeling simulation module and a pressure supply module, wherein the master cylinder includes a master cylinder first chamber and a master cylinder second chamber arranged in series, the pedal feeling simulation module is arranged in the master cylinder first chamber, the brake pedal is connected to a telescopic rod of the master cylinder second chamber, and a channel for the circulation of brake fluid is arranged on the piston of the master cylinder first chamber.

[0005] The braking state detection module is used for generating first braking information based on detecting the braking state of the brake pedal;

[0006] The brake controller is used to send a first brake instruction to the pressure supply module based on the first brake information;

[0007] The pedal feeling simulation module is used to generate pedal simulation information based on the braking state, and send the pedal simulation information to the brake pedal; the pedal simulation information enables the brake pedal to generate feedback force;

[0008] The pressure supply module is used to build up pressure based on the first braking instruction for vehicle braking.

[0009] Preferably, the pedal feel simulation module comprises a control valve and a pedal feel simulator.

[0010] The control valve is used to conduct the first chamber of the master cylinder and the fluid storage tank based on a second braking instruction; the second braking instruction represents that the brake controller is generated based on the first braking information;

[0011] The pedal feel simulator is used to generate the pedal simulation information based on the braking state.

[0012] Preferably, the system further comprises a safety control module, the pressure supply module comprises a servo drive unit and a servo cylinder, the servo cylinder is a double-chamber structure, the chambers of the servo cylinder are arranged in series, and the chambers can be connected to the safety control module respectively;

[0013] The servo drive unit is used to operate based on the first braking instruction to drive the servo cylinder to build pressure, so that the servo cylinder generates a first pressure; the first pressure is determined based on the first braking instruction, and the first pressure causes the brake fluid in each chamber of the servo cylinder to flow into the safety control module;

[0014] The safety regulation module is configured to deliver the brake fluid to a wheel cylinder based on the first pressure.

[0015] Preferably, the security control module includes a security controller and a first security control unit.

[0016] The safety controller is used for sending a first safety regulation instruction to the first safety regulation unit when the brake state detection module detects that the brake pedal is in a failed state;

[0017] The first safety regulation unit is used for conducting a fluid reservoir and a wheel cylinder based on the first safety regulation instruction, so that the brake fluid in the fluid reservoir flows into the wheel cylinder.

[0018] Preferably, the system also includes a drive detection module, which is used to send generated failure information to the brake controller when it detects that the servo drive unit is in a failed state; the failure information indicates that the brake controller can control the brake fluid in the master cylinder to flow through the servo cylinder and then be discharged to the safety control module.

[0019] Preferably, the system also includes an external braking controller, which is used to send a third braking instruction to the servo drive unit; the third braking instruction causes the servo drive unit to operate to drive the servo cylinder to build pressure, so that the servo cylinder generates a second pressure; the second pressure is determined based on the third braking instruction, and the second pressure causes the brake fluid in the servo cylinder to flow to the safety control module.

[0020] Preferably, the safety control module includes a safety controller and a second safety control unit.

[0021] The safety controller is used for sending a second safety control instruction to the second safety control unit when the servo drive unit cannot respond to the external brake controller instruction;

[0022] The second safety regulation unit is used for conducting the brake fluid in the fluid reservoir and the wheel cylinder based on the second safety regulation instruction, so that the brake fluid in the fluid reservoir flows into the wheel cylinder.

[0023] Preferably, the system further comprises a drive detection module, the safety regulation module comprises a safety controller and a third safety regulation unit,

[0024] The drive detection module is used to detect the state of the servo drive unit and send the detected state information to the safety controller; when the brake pedal is operated based on the second braking information, the brake controller can send a fourth braking instruction generated based on the second braking information to the servo drive unit, and the state information is determined based on the fourth braking instruction; the braking mode of the second braking information is opposite to that of the first braking information;

[0025] The safety controller is used to send a pressure relief instruction to the third safety regulation unit based on the state information;

[0026] The third safety control unit controls the brake fluid in the wheel cylinder to flow through the servo cylinder and the master cylinder in sequence and then enter the fluid storage tank based on the pressure relief instruction.

[0027] Preferably, the braking state detection module comprises a pedal stroke detection unit, which is used to detect the displacement of the brake pedal and send the detected displacement information to the brake controller; the first braking information is determined based on the displacement information.

[0028] Preferably, the system further comprises an isolation valve, which is used to close the channel connecting the first chamber of the master cylinder and the pressure supply module based on a fifth braking instruction of the brake controller; the fifth braking instruction represents that the brake controller is generated based on the first braking information.

[0029] The present invention also provides a vehicle, comprising the vehicle braking system described above.

[0030] Due to the above technical solution, the one described in this application has the following beneficial effects:

[0031] The vehicle braking system disclosed in the present invention arranges the pedal feeling simulation module in the first chamber of the master cylinder, and the first chamber of the master cylinder and the second chamber of the master cylinder are arranged in series, so that the pressure of the first chamber of the master cylinder and the pressure of the second chamber of the master cylinder are substantially equal, so that the braking state information can be converted into the pedal feedback force more quickly, and the pedal feeling simulation module works directly inside the master cylinder, and can directly convert the electrical signal into the hydraulic signal, thereby reducing the energy loss in the signal conversion process, improving the response efficiency of the system, and thus improving the response speed of the braking system;

[0032] The pedal feel simulation module is connected to the brake pedal through the spring of the second chamber of the master cylinder, and the physical distance between the pedal feel simulation module and the brake pedal is short. Therefore, the pedal feel simulation module can generate pedal simulation information in real time and truthfully according to the braking state, so that the brake pedal generates feedback force that matches the actual braking situation, thereby improving the accuracy of the braking operation and enhancing the driver's braking feeling. In addition, through precise braking response, the system can provide effective braking in emergency situations and improve the safety of the vehicle.

[0033] In addition, integrating the pedal feel simulation module inside the master cylinder reduces external connections and components, simplifies the brake system structure, and reduces manufacturing costs and maintenance difficulties. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the technical solution of the present application, the following is a brief introduction to the drawings required for use in the embodiments or prior art descriptions. Obviously, the drawings described below are only some embodiments of the present application, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0035] Figure 1 It is a schematic diagram of the overall structure of a vehicle braking system provided in an embodiment of the present application.

[0036] Figure 2 This is a schematic diagram of the flow direction of brake fluid in a normal braking mode in a vehicle braking system provided in an embodiment of the present application.

[0037] Figure 3 It is a schematic diagram of the flow direction of brake fluid in a locking or unstable mode in a vehicle braking system provided by an embodiment of the present application.

[0038] Figure 4 This is a schematic diagram of the flow direction of brake fluid in a mechanical backup mode in a vehicle braking system provided in an embodiment of the present application.

[0039] Figure 5 This is a schematic diagram of the flow direction of brake fluid in an external request braking mode in a vehicle braking system provided by an embodiment of the present application.

[0040] Figure 6 It is a schematic diagram of the flow direction of brake fluid in a vehicle braking system under an externally requested brake failure state provided by an embodiment of the present application.

[0041] Figure 7 This is a schematic diagram of the flow direction of brake fluid in a pressure relief mode in a vehicle brake system provided in an embodiment of the present application.

[0042] Explanation of the reference numerals: master cylinder 11, master cylinder first chamber 111, master cylinder second chamber 112, first transmission mechanism 113, brake pedal 12, motor 13, second transmission mechanism 131, servo cylinder 14, servo cylinder first chamber 141, servo cylinder second chamber 142, first connecting pipe 143, second connecting pipe 144, pedal stroke detection unit 145, first pressure detection unit 146, second pressure detection unit 147, isolation valve 151, pedal feel simulator 152, control valve 153, fluid reservoir 16, motor position sensor 17, first hydraulic pipeline 181, second hydraulic pipeline 182, one-way valve 183, safety control module 200, liquid storage unit 21, liquid outlet valve 22, pressure reducing valve 221, high-pressure switching valve 222, circuit control valve 23, boosting valve 24, water pump 25. DETAILED DESCRIPTION

[0043] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0044] The term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure or characteristic that may be included in at least one implementation of the present application. In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", "top", "bottom", etc. is based on the orientation or positional relationship shown in the accompanying drawings, which is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present application. In addition, the terms "first" and "second" are used only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, the features defined as "first" and "second" may include one or more of the features explicitly or implicitly. Moreover, the terms "first", "second", etc. are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described here can be implemented in an order other than those illustrated or described here.

[0045] In addition, the terms "including" and "having" and any variations thereof are intended to cover a non-exclusive inclusion. For example, a process, method, system, product, or server that includes a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to these processes, methods, products, or devices.

[0046] Please refer to Figure 1 , which is a schematic diagram of the structure of a vehicle brake system provided by an embodiment of the present invention, comprising a brake controller, a master cylinder 11 (TMC: Tandem Master Cy l inder), a brake pedal 12, a brake state detection module, a pedal feeling simulation module and a pressure supply module, the master cylinder 11 comprises a master cylinder first chamber 111 and a master cylinder second chamber 112 arranged in series, the pedal feeling simulation module is arranged in the master cylinder first chamber 111, the brake pedal 12 is connected to the telescopic rod of the master cylinder second chamber 112, and a channel for the circulation of brake fluid is arranged on the piston of the master cylinder first chamber 111;

[0047] The braking state detection module is used to generate first braking information based on the braking state of the brake pedal 12 detected;

[0048] The brake controller is used to send a first brake instruction to the pressure supply module based on the first brake information;

[0049] The pedal feeling simulation module is used to generate pedal simulation information based on the braking state, and send the pedal simulation information to the brake pedal 12; the pedal simulation information enables the brake pedal 12 to generate feedback force;

[0050] The pressure supply module is used for building up pressure for vehicle braking based on a first braking instruction.

[0051] In the embodiment of the present specification, the braking state of the brake pedal 12 refers to the magnitude of the force applied to the brake pedal 12 when the driver requests vehicle braking by stepping on the brake pedal 12, that is, the driver applies different degrees of force to the brake pedal 12, which can cause the brake pedal 12 to present different states and thus generate different braking information.

[0052] In the embodiment of the present specification, the system also includes a first transmission mechanism 113, and the telescopic rod of the first chamber 111 of the master cylinder is connected to the brake pedal 12 through the first transmission mechanism 113. In this way, when the driver steps on the brake pedal 12, the brake pedal 12 can transmit the different degrees of force applied by the driver to the telescopic rod of the first chamber 111 of the master cylinder through the first transmission mechanism 113, and then drive the piston of the second chamber 112 of the master cylinder to move in the master cylinder 11 through the spring of the first chamber 111 of the master cylinder, so that the braking force can be transmitted to the pedal feel simulation module.

[0053] In the embodiments of the present specification, the brake controller can accurately control the pressure building process of the pressure supply module according to the first brake information provided by the brake state detection module, thereby achieving more accurate brake pressure control.

[0054] In the embodiment of the present specification, by arranging the pedal feeling simulation module in the first chamber 111 of the master cylinder, and the first chamber 111 of the master cylinder and the second chamber 112 of the master cylinder are arranged in series, the pressure of the first chamber 111 of the master cylinder and the pressure of the second chamber 112 of the master cylinder are substantially equal, so that the brake state information can be converted into the pedal feedback force more quickly, and the pedal feeling simulation module works directly inside the master cylinder 11, and can directly convert the electrical signal into the hydraulic signal, which reduces the energy loss in the signal conversion process, improves the response efficiency of the system, and thus improves the response speed of the braking system;

[0055] The pedal feeling simulation module is connected to the brake pedal 12 through the spring of the second chamber 112 of the master cylinder, and there is a short physical distance between the pedal feeling simulation module and the brake pedal 12, so the pedal feeling simulation module can generate pedal simulation information in real time and truthfully according to the braking state, so that the brake pedal 12 generates feedback force matching the actual braking situation, thereby improving the accuracy of the braking operation and enhancing the driver's braking feeling; and through precise braking response, the system can provide effective braking in emergency situations and improve the safety of the vehicle;

[0056] In addition, the pedal feel simulation module is integrated into the master cylinder 11, which reduces external connections and components, simplifies the brake system structure, and reduces manufacturing costs and maintenance difficulties.

[0057] In the embodiment of the present specification, the pedal feel simulation module includes a control valve 153 and a pedal feel simulator 152 (PFS: Peda l Feel Simulator).

[0058] The control valve 153 is used to conduct the first chamber 111 of the master cylinder and the fluid storage tank 16 based on the second braking instruction; the second braking instruction represents that the brake controller is generated based on the first braking information;

[0059] The pedal feel simulator 152 is used to generate pedal simulation information based on the braking state.

[0060] In the embodiment of the present specification, the pedal feel simulator 152 includes a hydraulic pedal feel simulator 152 and a pneumatic pedal feel simulator 152; in the embodiment of the present specification, the pedal feel simulator 152 is a hydraulic pedal feel simulator 152, which has at least the following advantages: first, the hydraulic pedal feel simulator 152 can accurately control the size and change law of the spring damping force, thereby more realistically simulating the resistance feel of the brake pedal 12 and improving the driving experience and control feel; secondly, the hydraulic pedal feel simulator 152 is more stable and has high reliability, and can work stably under various working conditions to ensure the stability and consistency of the brake pedal 12 feel; thirdly, the hydraulic pedal feel simulator 152 has a faster response speed, which can promptly reflect the changes in braking force, improve the responsiveness and safety of the braking system, etc.; in other embodiments, it can be set as needed according to factors such as the braking requirements, simulation effect and response speed of the vehicle braking system.

[0061] In the embodiment of the present specification, the pedal feel simulator 152 is internally composed of a piston and a spring with the channel, and springs with different damping levels are combined to provide a simulated brake pedal 12 feel for the braking system. After the pedal feel simulation module is designed and packaged, the pedal feel is solidified.

[0062] In the embodiment of the present specification, the extension direction of the spring of the pedal feel simulator 152 is the same as the extension direction of the spring of the second chamber 112 of the master cylinder, so that the spring of the pedal feel simulator 152 can be compressed by the spring of the second chamber 112 of the master cylinder, and the spring of the pedal feel simulator 152 can push the spring of the second chamber 112 of the master cylinder to move by hydraulic means to realize the feedback of the braking force to the brake pedal 12, that is, the braking force is transmitted to the driver's foot by the "hydraulic-telescopic rod-brake pedal" method.

[0063] In the embodiment of the present specification, a pipeline connected to the fluid reservoir 16 is provided on one end of the first chamber 111 of the master cylinder, that is, on the pedal feel simulator 152, and the control valve 153 is provided on the pipeline to open and close the pipeline. Since the brake fluid is incompressible and the first chamber 111 of the master cylinder is equivalent to a closed cavity, if there is no reflux channel, the driver will not be able to step on the brake pedal 12. Therefore, by providing the control valve 153, the first chamber 111 of the master cylinder and the fluid reservoir 16 can be connected when necessary, so that the brake fluid can reflux, thereby ensuring the normal operation of the brake pedal 12.

[0064] In the embodiment of the present specification, the control valve 153 can conduct the master cylinder first chamber 111 and the fluid reservoir 16 according to the second brake command of the brake controller, so that the flow of brake fluid can be effectively controlled to ensure that the brake system can respond quickly when needed. The quick response of the control valve 153 can ensure that when the driver steps on the brake pedal 12, the brake fluid can flow quickly, thereby improving the response speed of the brake system. In addition, through the control of the control valve 153, the master cylinder 11 pressure caused by the inability of the brake fluid to flow back can be prevented from being too high, thereby avoiding potential safety risks; the pedal feel simulator 152 can generate pedal simulation information according to the braking state, and adjust the flow of brake fluid by opening and closing the control valve 153, thereby achieving precise control of the force and feel of the brake pedal 12, obtaining feedback that matches the actual braking situation, thereby providing a more accurate and natural braking feel; and the pedal feel simulator 152 can adjust the pedal simulation information according to different braking states, such as light braking, emergency braking, etc., so that the driver can obtain appropriate pedal feedback force under different braking conditions.

[0065] In the embodiment of the present specification, the braking state detection module includes a pedal stroke detection unit 145, which is used to detect the displacement of the brake pedal 12 and send the detected displacement information to the brake controller, and the first braking information is determined based on the displacement information.

[0066] In the embodiment of the present specification, the pedal travel detection unit 145 is used to detect the displacement of the pedal assembly, specifically the displacement of the brake pedal 12, and convert it into an electrical signal and send it to the brake controller. In this way, the brake controller can judge the driver's braking intention and the braking state of the vehicle, such as the braking force and braking speed, based on the received displacement information.

[0067] In the embodiment of the present specification, the pedal travel detection unit 145 can provide feedback corresponding to the driver's pedal action, thereby enhancing the driver's perception and control of the vehicle's braking performance. By monitoring the pedal displacement in real time, the driver's braking intention can be understood more accurately, so that the braking system can respond to the driver's operation more quickly, thereby improving the braking performance in emergency situations. The brake controller can adjust the first braking instruction sent to the pressure supply unit according to the first braking information, i.e., the displacement information, provided by the brake state detection module, i.e., adjust the braking force generated by the pressure supply unit to achieve a more linear and predictable braking response. In addition, the brake controller can also determine whether the brake system has a fault based on the information from the brake state detection module, and take corresponding measures in a timely manner, such as enabling the safety control system or issuing a warning.

[0068] In the embodiment of the present specification, the system further comprises an isolation valve 151, which is used to close the channel connecting the first chamber 111 of the master cylinder and the pressure supply module based on the fifth braking instruction of the brake controller; the fifth braking instruction represents that the brake controller generates based on the first braking information.

[0069] In the embodiment of the present specification, when the driver steps on the brake pedal 12, the brake controller will not only generate a first braking command to the pressure supply unit and a second braking command to the control valve 153, but will also generate a fifth braking command to the isolation valve 151. After receiving the fifth braking command, the isolation valve 151 can energize its coil and close the isolation valve 151, thereby closing the channel from the first chamber 111 of the master cylinder to the pressure supply module, thereby preventing brake fluid from entering the pressure supply module.

[0070] In the embodiment of the present specification, the provision of the isolation valve 151 prevents the brake fluid from accidentally entering the pressure supply module, and prevents unexpected pressure changes in the pressure supply module due to misoperation or system failure.

[0071] In the embodiment of the present specification, the system further includes a safety control module 200, the pressure supply module includes a servo drive unit and a servo cylinder 14 (PSU: Pressure Serve Un it), the servo cylinder 14 is a double-chamber structure, each chamber of the servo cylinder 14 is arranged in series, and each chamber can be connected to the safety control module 200;

[0072] The servo drive unit is used to operate based on the first braking instruction to drive the servo cylinder 14 to build pressure, so that the servo cylinder 14 generates a first pressure; the first pressure is determined based on the first braking instruction, and the first pressure causes the brake fluid in each chamber of the servo cylinder 14 to flow into the safety control module 200;

[0073] The safety regulation module 200 is configured to deliver brake fluid to the wheel cylinder based on the first pressure.

[0074] In the embodiment of the present specification, the servo drive unit includes a motor 13 and a second transmission mechanism 131. The brake controller can control the motor 13 to rotate based on the first braking instruction. The motor 13 then transmits the driving force generated by the motor 13 to the servo cylinder 14 through the second transmission mechanism 131 to achieve pressure building of the servo cylinder 14.

[0075] In the embodiment of the present specification, after receiving the first braking information, the brake controller can generate a first braking command and send the first braking command to the servo drive unit, so that the servo drive unit drives the servo cylinder 14 to build pressure. After the first pressure is generated in the servo cylinder 14, the brake fluid in each chamber of the servo cylinder 14 can flow into the safety control module 200, and the safety control module 200 will then transport the brake fluid entering the interior to each wheel cylinder, thereby achieving braking of the wheel end.

[0076] In the embodiment of the present specification, the servo cylinder 14 includes a first servo cylinder chamber 141 (PC: Primary Cy linder) and a second servo cylinder chamber 142 (SC: Second Cy l inder), which are arranged in series, that is, the pressure inside the two is the same, and the servo cylinder 14 is a closed structure. The second servo cylinder chamber 142 is arranged close to the second transmission mechanism 131, that is: the telescopic rod of the second servo cylinder chamber 142 is connected to the motor 13 through the second transmission mechanism 131, so that the motor 13 can push the telescopic rod of the second servo cylinder chamber 142 to move, and springs are provided in the first servo cylinder chamber 141 and between the piston of the first servo cylinder chamber 141 and the piston of the second servo cylinder chamber 142 to provide a restoring force for the movement of the piston.

[0077] In the embodiment of the present specification, since the pressure of the servo cylinder 14 is built up by driving the motor 13 to achieve the pressure building of each chamber inside the servo cylinder 14, and the pressure of the master cylinder 11 is built up inside the chamber of the master cylinder 11 by the driver stepping on the brake pedal 12, the pressure of each chamber in the servo cylinder 14 is greater than the pressure inside the master cylinder 11, so the brake fluid inside the chamber of the master cylinder 11 cannot flow into the servo cylinder 14.

[0078] In the embodiment of the present specification, a hydraulic brake pipeline is provided between the servo cylinder 14 and the safety control module 200. Specifically, a first hydraulic pipeline 181 is provided between the first chamber 141 of the servo cylinder and the safety control module 200, and a second hydraulic pipeline 182 is provided between the second chamber 142 of the servo cylinder and the safety control module 200. Thus, the brake fluid in each chamber of the servo cylinder 14 enters the safety control module 200 through the first hydraulic pipeline 181 and the second hydraulic pipeline 182. At the same time, the first hydraulic pipeline 181 and the second hydraulic pipeline 182 are connected to two wheel cylinders respectively, thereby achieving the brake fluid flowing into the four wheel cylinders through the two hydraulic pipelines.

[0079] In an embodiment of the present specification, the braking status detection module also includes a pressure detection unit, which is used to detect the pressure value of each chamber of the servo cylinder 14 and send the detected pressure value information to the brake controller. The brake controller can determine the braking force of the vehicle during normal braking based on the pressure value information.

[0080] In the embodiment of the present specification, the pressure detection unit includes a first pressure detection unit 146 (PS_AC) and a second pressure detection unit 147 (PS_SC), wherein the first pressure detection unit 146 is used to detect the pressure change in the first chamber 141 of the servo cylinder, and the second pressure detection unit 147 is used to detect the pressure change in the second chamber 142 of the servo cylinder.

[0081] In the embodiment of the present specification, the safety control module 200 includes: a liquid storage unit 21 and a liquid outlet valve 22. The liquid storage unit 21 is connected to the hydraulic brake pipeline to store or release the liquid in the hydraulic brake pipeline to change the brake pressure of the hydraulic brake pipeline; specifically, the hydraulic brake pipeline is connected to the liquid inlet of the liquid storage unit 21 through the liquid outlet valve 22, and the liquid outlet of the liquid storage unit 21 is connected to the hydraulic brake pipeline through the water pump 25.

[0082] In the embodiment of the present specification, the liquid outlet valve 22 is used to control the flow between the hydraulic brake pipe and the liquid storage unit 21; the water pump 25 is used to control the liquid in the liquid storage unit 21 to flow back to the hydraulic brake pipe.

[0083] In the embodiment of the present specification, the safety control module 200 also includes: a loop control valve 23, a wheel cylinder and a connecting pipeline; specifically, the wheel cylinder includes a first wheel cylinder, a second wheel cylinder, a third wheel cylinder and a fourth wheel cylinder; the first wheel cylinder is used to brake the left front wheel FL of the vehicle, the second wheel cylinder is used to brake the right front wheel FR of the vehicle, the third wheel cylinder is used to brake the left rear wheel RL of the vehicle, and the fourth wheel cylinder is used to brake the right rear wheel RR of the vehicle.

[0084] In the embodiment of the present specification, the first chamber 141 of the servo cylinder is connected to the pipelines of the second wheel cylinder and the third wheel cylinder respectively, and the second chamber 142 of the servo cylinder is connected to the pipelines of the first wheel cylinder and the fourth wheel cylinder respectively.

[0085] In the embodiment of this specification, the circuit control valve 23 includes a first circuit control valve 23 and a second circuit control valve 23; the first circuit control valve 23 is arranged on the pipeline corresponding to the first chamber 141 of the servo cylinder, and the second circuit control valve 23 is arranged on the pipeline corresponding to the second chamber 142 of the servo cylinder.

[0086] In the embodiment of the present specification, each of the plurality of wheel cylinders corresponds to a pressure-increasing valve 24 , and the pressure-increasing valve 24 is disposed between the first circuit control valve 23 and / or the second circuit control valve 23 and the wheel cylinder.

[0087] In the embodiment of the present specification, the liquid outlet valve 22 includes a pressure reducing valve 221 and a high pressure switch valve 222. Specifically, the pressure reducing valve 221 is disposed between the boost valve 24 and the wheel cylinder, and the liquid outlet valve 22 is close to the liquid storage unit 21; the high pressure switch valve 222 is disposed between the servo cylinder 14 and the liquid storage unit 21, and the high pressure switch valve 222 and the circuit control valve 23 are respectively located in two independent pipelines; the liquid storage unit 21 discharges the liquid to the first circuit control valve 23 and / or the second circuit control valve 23 and the wheel cylinder through the water pump 25.

[0088] In the embodiment of the present specification, since the servo cylinder 14 has two chambers, there is a liquid storage unit 21 in each pipeline corresponding to the two chambers; the number of water pumps 25 is consistent with the number of liquid storage units 21.

[0089] In the embodiment of the present specification, the vehicle braking system further includes a water pump motor, which is used to drive the operation of the water pump 25 .

[0090] In the embodiment of the present specification, by adopting a dual-chamber structure of the servo cylinder 14, the two chambers work independently and cooperatively, so that the servo cylinder 14 can quickly adjust and generate the first pressure in each chamber according to the driving action of the servo drive unit, and each chamber of the servo cylinder 14 can be connected to the safety control module 200 respectively, so that the brake fluid flowing into the safety control system can be divided into pressure and flow, and there is no need to set an isolation valve 151 in the servo cylinder 14 and the safety control system, which simplifies the structural form and control logic of the vehicle braking system, reduces the cost and complexity of the braking system, and further reduces the noise and maintenance requirements that may be generated by the solenoid valve and the power consumption of the whole vehicle; by setting the chambers in series, the pressure between the chambers is the same, which can reduce pressure fluctuations, thereby maintaining pressure consistency and improving the stability of the servo drive unit braking.

[0091] In the embodiment of this specification, the security control module 200 includes a security controller and a first security control unit;

[0092] The safety controller is used to send a first safety control instruction to the first safety control unit when the brake state detection module detects that the brake pedal 12 is in a failed state;

[0093] The first safety control unit is used for connecting the fluid reservoir 16 and the wheel cylinder based on the first safety control instruction, so that the brake fluid in the fluid reservoir 16 flows into the wheel cylinder.

[0094] In the embodiment of this specification, the safety regulation module 200 includes an ESC (electronic stability control system) and an ABS (anti-lock braking system).

[0095] In the embodiment of the present specification, when the brake status detection module detects that the brake pedal 12 is in a failed state, the brake pedal 12 cannot respond to the driver's braking request. At this time, the pressure supply unit, the control valve 153 and the isolation valve 151 are all not working, so the first safety control unit can connect the reservoir 16 and the wheel cylinder based on the first safety control instruction, so that the brake fluid flows out of the reservoir 16 until it flows into the wheel cylinder.

[0096] In the embodiment of the present specification, two communication pipes are further provided between the safety control module 200 and the reservoir 16, namely, the first communication pipe 143 and the second communication pipe 144. One end of the two communication pipes is connected to the reservoir 16, and the other end of the two communication pipes is respectively connected to the first hydraulic pipe 181 and the second hydraulic pipe 182, that is, the other end of the first communication pipe 143 is connected to the first hydraulic pipe 181, and the other end of the second communication pipe 144 is connected to the second hydraulic pipe 182, so that the two communication pipes can be connected to the two wheel cylinders respectively, and finally the two communication pipes are connected to the four wheel cylinders. Therefore, after the brake fluid flows out of the reservoir 16, it flows to the wheel cylinder in two routes: first, it flows out of the reservoir 16, passes through the first communication pipe 143 and the first hydraulic pipe 181 in sequence, and then flows into the wheel cylinder; second, it flows out of the reservoir 16, passes through the second communication pipe 144 and the second hydraulic pipe 182 in sequence, and then flows into the wheel cylinder.

[0097] In the embodiment of the present specification, a one-way valve 183 is respectively provided on the two communicating pipes to provide guidance for the brake fluid to flow from the reservoir 16 to the wheel cylinder to avoid reverse flow of the brake fluid.

[0098] In the embodiment of this specification, when the braking pressure causes the vehicle to lock or become unstable, the safety control module 200 will intervene and take over the vehicle's braking function to control the vehicle's stability and ensure the vehicle's braking ability. Therefore, by setting the safety control module 200, it is ensured that the vehicle can still brake safely when the braking system fails. And through the design of the safety controller and the first safety control unit, the safety control module 200 can quickly respond to the braking request and improve the response speed of the braking system.

[0099] In an embodiment of the present specification, the system also includes a drive detection module, which is used to send generated failure information to the brake controller when it detects that the servo drive unit is in a failed state; the failure information indicates that the brake controller can control the brake fluid in the master cylinder 11 to flow through the servo cylinder 14 and then discharge to the safety control module 200.

[0100] In the embodiment of this specification, when the electrical system fails and the servo drive unit cannot drive the servo cylinder 14 to increase pressure, the system will switch to the mechanical backup mode. At this time, the isolation valve 151 and the servo drive unit are not working, so the pistons of each chamber in the servo cylinder 14 are all at their initial positions. At this time, the driver drives the brake system by stepping on the brake pedal 12 to build pressure in the master cylinder 11, so that the brake fluid in the master cylinder 11 flows through the servo cylinder 14 and the safety control module 200 in turn and enters the wheel cylinder to achieve vehicle deceleration. Therefore, in the mechanical backup mode, the magnitude of the vehicle deceleration depends on the magnitude of the driver's pedaling force.

[0101] In the embodiment of the present specification, in the mechanical backup mode, the control valve 153 works, and the pedal feel simulator 152 can still generate pedal feedback force and transmit it to the brake pedal 12 through hydraulic pressure.

[0102] In the embodiment of this specification, when the electrical system fails, the system can automatically switch to the mechanical backup mode to ensure that the vehicle can still be decelerated by manual braking in critical situations. This design improves the reliability of the system and ensures the safety of the vehicle even in the event of electrical system failure.

[0103] In an embodiment of the present specification, the system also includes an external braking controller, which is used to send a third braking instruction to the servo drive unit; the third braking instruction causes the servo drive unit to operate to drive the servo cylinder 14 to build pressure, so that the servo cylinder 14 generates a second pressure; the second pressure is determined based on the third braking instruction, and the second pressure causes the brake fluid in the servo cylinder 14 to flow to the safety control module 200.

[0104] In the embodiments of this specification, in the automatic driving mode, the ADAS system (Advanced Driver Assistance System) will calculate the required vehicle deceleration based on the perceived road conditions, traffic conditions and other information, and send a braking request signal through the CAN bus (Controller Area Network). For example, when the ADAS system detects an obstacle ahead or requires emergency braking, it will send an instruction to the braking system to brake to slow down or stop the vehicle. In this way, the external brake controller is responsible for receiving the braking request signal from the ADAS system and converting it into an instruction that the braking system can understand, such as a third braking instruction. The third braking instruction will instruct the servo drive unit to drive the servo cylinder 14 to build pressure, generate corresponding braking pressure, and slow down or stop the vehicle. In addition, the external brake controller can also make priority judgments on the braking request to ensure that the vehicle can brake in time in an emergency.

[0105] In the embodiments of this specification, the purpose of setting up an external brake controller is: first, to decouple the braking request of the ADAS system from the control logic of the brake system, so that the brake system is more flexible and can respond to braking requests from different sources; second, the external brake controller can monitor and judge the braking request to ensure that the brake system works within a safe range and prevent misoperation or excessive braking; at the same time, the external brake controller is responsible for processing the braking request from the ADAS system, which simplifies the control logic of the brake system and makes the system easier to develop and maintain. Therefore, according to the above, it can be seen that the external brake controller is an important component connecting the ADAS system and the brake system. It is responsible for receiving the braking request from the ADAS system and converting it into instructions that can be executed by the brake system to ensure that the vehicle can drive safely and smoothly in the automatic driving mode.

[0106] In the embodiment of the present specification, when other systems of the vehicle need to brake, the external brake controller will send a third braking command to the servo drive unit; the servo drive unit will control the motor 13 to drive the servo cylinder 14 to establish a corresponding braking pressure, i.e., a second pressure, according to the third braking command; the second pressure can make the brake fluid in each chamber of the servo cylinder 14 flow to the safety control module 200, and finally be transmitted to the wheel cylinder to achieve wheel end braking.

[0107] In the embodiment of this specification, the external brake controller can receive brake requests from other systems or other control units in real time and respond quickly, which improves the response speed of the brake system. The external brake controller can also control the servo drive unit to drive the servo cylinder 14 to establish different brake pressures according to different braking requirements, thereby achieving flexible brake control. At the same time, the servo drive unit has the ability to actively build pressure and can respond to external brake requests to ensure the braking safety of the vehicle.

[0108] In the embodiment of this specification, the security control module 200 includes a security controller and a second security control unit;

[0109] The safety controller is used to send a second safety control instruction to the second safety control unit when the servo drive unit cannot respond to the external brake controller instruction;

[0110] The second safety control unit is used for connecting the fluid reservoir 16 and the wheel cylinder based on the second safety control instruction, so that the brake fluid in the fluid reservoir 16 flows into the wheel cylinder.

[0111] In the embodiments of the present specification, in a vehicle with L3+ intelligent driving configuration, when the braking system fails and cannot respond to an external request for boost, that is, the servo drive unit cannot respond to the braking request of the external brake controller, the active pressure building function of the safety control module 200 can continue to respond to the external braking request, that is, the active pressure building function of the ESC can serve as a second-level safety protection mechanism to ensure that the vehicle can still decelerate in an emergency.

[0112] In the embodiment of the present specification, when the servo drive unit cannot respond to the external brake controller, the pressure supply unit, the control valve 153 and the isolation valve 151 are all inoperative, so the second safety control unit can connect the reservoir 16 and the wheel cylinder based on the second safety control instruction, so that the brake fluid flows out of the reservoir 16 until it flows into the wheel cylinder.

[0113] In the embodiment of the present specification, two communication pipes are further provided between the safety control module 200 and the reservoir 16, namely, the first communication pipe 143 and the second communication pipe 144, one end of the two communication pipes are both connected to the reservoir 16, and the other ends of the two communication pipes are both connected to the first hydraulic pipe 181 and the second hydraulic pipe 182, that is, the other end of the first communication pipe 143 is connected to the first hydraulic pipe 181, and the other end of the second communication pipe 144 is connected to the second hydraulic pipe 182, so that the two communication pipes can be connected to the two wheel cylinders respectively, and finally the two communication pipes are connected to the four wheel cylinders. Therefore, after the brake fluid flows out of the reservoir 16, it flows to the wheel cylinder in two routes: first, it flows out of the reservoir 16, passes through the first communication pipe 143 and the first hydraulic pipe 181 in sequence, and then flows into the wheel cylinder; second, it flows out of the reservoir 16, passes through the second communication pipe 144 and the second hydraulic pipe 182 in sequence, and then flows into the wheel cylinder.

[0114] In the embodiment of the present specification, a one-way valve 183 is respectively provided on the two communicating pipes to provide guidance for the brake fluid to flow from the reservoir 16 to the wheel cylinder to avoid reverse flow of the brake fluid.

[0115] In the embodiments of this specification, this design improves the safety of the vehicle in a high-level autonomous driving state, and maintains the stability and controllability of the vehicle even in the event of a brake system failure. In addition, the active pressure building function of ESC can work independently of the brake system and is not affected by brake system failures, so that even if the brake system cannot respond, ESC can still independently control the vehicle to decelerate and ensure the safety of the vehicle in an emergency. At the same time, when ESC takes over braking control, the vehicle can rely on the active pressure building function of ESC to decelerate without the need for driver intervention, which simplifies the fault handling process, reduces the driver's operating burden in an emergency, and improves the efficiency of emergency response.

[0116] In the embodiment of this specification, the system further includes a drive detection module, and the safety control module 200 includes a safety controller and a third safety control unit;

[0117] The drive detection module is used to detect the state of the servo drive unit and send the detected state information to the safety controller; when the brake pedal 12 operates based on the second braking information, the brake controller can send the generated fourth braking instruction to the servo drive unit based on the second braking information, and the state information is determined based on the fourth braking instruction; the braking mode of the second braking information is opposite to that of the first braking information;

[0118] The safety controller is used to send a pressure relief instruction to the third safety control unit based on the state information;

[0119] The third safety control unit controls the brake fluid in the wheel cylinder to flow through the servo cylinder 14 and the master cylinder 11 in sequence and then enter the fluid storage tank 16 based on the pressure relief command.

[0120] In the embodiment of this specification, the braking mode of the first braking information indicates that the driver presses the brake pedal 12 to request braking, and / or the external brake controller requests braking, in which case the motor 13 of the servo drive unit rotates forward to drive the servo cylinder 14 to build pressure; the braking mode of the second braking information indicates that the driver releases the brake pedal 12 to request to end braking, and / or the external brake controller requests to end braking, and the motor 13 of the servo drive unit rotates reversely to drive the servo cylinder 14 to release pressure. It can be seen that the braking mode of the second braking information is opposite to the braking mode of the first braking information.

[0121] In the embodiment of the present specification, when the driver releases the brake pedal 12 or the braking request of the external brake controller ends, the pistons of the master cylinder 11 and the servo cylinder 14 will return to their initial positions, and the wheel cylinder will be connected to the fluid reservoir 16 through the system oil circuit, so that the wheel cylinder is connected to the atmosphere, so that the system will release the residual pressure in the wheel cylinder in time to reduce the brake drag phenomenon. The brake drag refers to the involuntary sliding of the vehicle caused by the residual pressure in the brake system after braking, so the driving experience and safety can be improved by releasing the pressure.

[0122] In the embodiment of the present specification, since the driver does not apply a pedaling force to the brake pedal 12 in the pressure relief state, the pedal feel simulator 152 does not discharge the brake fluid in the first chamber 111 of the master cylinder into the control valve 153 .

[0123] In the embodiment of the present specification, since the two communicating pipes are respectively provided with a one-way valve 183, the brake fluid will not enter the reservoir 16 through the two communicating pipes. Therefore, the brake fluid flows from the wheel cylinder to the reservoir 16 for pressure relief only includes two routes: first, it flows out from the wheel cylinder, flows through the first chamber 141 of the servo cylinder, and finally flows into the reservoir 16; second, it flows out from the wheel cylinder, flows through the second chamber 142 of the servo cylinder, the first chamber 111 of the master cylinder, and the second chamber 112 of the master cylinder in sequence, and finally flows into the reservoir 16.

[0124] In the embodiment of the present specification, the drive detection module includes a motor position sensor 17 (MPS: Motor Position Sensor), which determines the current state of the motor 13 by detecting the current position of the rotor of the motor 13 .

[0125] In the embodiment of this specification, through the drive detection module, the safety control module 200 and the pressure relief design, the wheel cylinder can be quickly connected to the atmosphere after braking, effectively releasing the residual pressure and avoiding the occurrence of brake drag, so as to improve the driving experience and safety.

[0126] See also Figure 2-Figure 7 As shown, the specific embodiments of each mode of the vehicle braking system in the embodiment of this specification will be described in detail below.

[0127] Working principle:

[0128] 1. Conventional braking mode:

[0129] like Figure 2 As shown, it is a schematic diagram showing the flow of brake fluid in the vehicle under normal braking mode. Figure 2The arrow in represents the flow direction of the brake fluid. When the driver steps on the brake pedal 12, the brake pedal 12 can transmit the driver's stepping force to the telescopic rod of the second chamber 112 of the master cylinder through the first transmission mechanism 113. The telescopic rod of the second chamber 112 of the master cylinder can not only move to change the pressure of the second chamber 112 of the master cylinder, but also drive the piston of the first chamber 111 of the master cylinder to move through the spring to change the pressure of the first chamber 111 of the master cylinder, that is, the spring of the second chamber 112 of the master cylinder can drive the spring of the pedal feel simulator 152 to move. The pedal stroke detection unit 145 can identify the driver's braking intention by detecting the change in the displacement of the brake pedal 12. At this time, the braking state detection module sends the first braking information to the brake controller. The first braking information is the displacement information detected by the pedal stroke detection unit 145. After receiving the first braking information, the brake controller can generate a first braking command. The brake controller sends the first braking command to the pressure supply module, that is, to the motor 13. After receiving the first braking command, the motor 13 can operate based on the first braking command. The motor 13 transmits the driving force generated by it to the telescopic rod of the second chamber 142 of the servo cylinder through the second transmission mechanism 131 to drive the servo cylinder 14 to build pressure and generate The first pressure is formed, that is, the telescopic rod of the second chamber 142 of the servo cylinder can not only move to change the pressure of the second chamber 142 of the servo cylinder, but also drive the piston of the first chamber 141 of the servo cylinder to move through the spring to change the pressure of the first chamber 141 of the servo cylinder, thereby each chamber of the servo cylinder 14 can respectively transport the brake fluid to the first hydraulic pipeline 181 and the second hydraulic pipeline 182, that is, the brake fluid in the first chamber 141 of the servo cylinder enters the first hydraulic pipeline 181, and the brake fluid in the second chamber 142 of the servo cylinder enters the second hydraulic pipeline 182. Finally, the brake fluid in the first hydraulic pipeline 181 and the second hydraulic pipeline 182 both flow to the safety control module 200, and then flow to the wheel cylinder for braking of each wheel end. When the brake controller sends the first brake command to the pressure supply module, the brake controller will also conduct the control valve 153, that is, the brake controller sends the second brake command to the control valve 153 to open the control valve 153, that is, the coil of the control valve 153 is energized to realize the conduction between the second chamber 112 of the master cylinder and the reservoir 16, so that when the pedal feel simulator 152 generates pedal simulation information to the brake pedal 12, part of the brake fluid can enter the reservoir 16, thereby realizing the driver's simulated braking foot feel; at the same time, since the pressure in the chamber of the servo cylinder 14 is greater than the pressure in the chamber of the master cylinder 11, after the brake fluid enters the master cylinder 11 from the reservoir 16, no brake fluid will enter the servo cylinder 14; and, when the brake controller sends the first brake command to the pressure supply module, the brake controller will also close the isolation valve 151, that is, the brake controller sends the fifth brake command to the isolation valve 151 to close the isolation valve 151, so as to close the channel connecting the first chamber 111 of the master cylinder and the pressure supply module to prevent the brake fluid from entering the servo cylinder 14.

[0130] 2. Locking or unstable mode:

[0131] like Figure 3 As shown, it is a schematic diagram showing the flow of brake fluid when the vehicle is locked or unstable. Figure 3 The arrow in represents the flow direction of the brake fluid. At this time, the brake state detection module detects that the brake pedal 12 is in a failed state, and the control valve 153 and the isolation valve 151 do not work, that is, the control valve 153 is in a closed state, and the isolation valve 151 is open. However, since the brake pedal 12 is failed, there is no pedal force that can push the piston in the second chamber 112 of the master cylinder to move, so there is no pressure change in the master cylinder 11, and naturally there is no brake fluid flow. Therefore, the brake state detection module can send a first safety control instruction to the safety brake module, that is, the first safety control unit. The first safety control unit can connect the reservoir 16 and the wheel cylinder based on the first safety control instruction, so that the brake fluid in the reservoir 16 flows to the wheel cylinder, specifically including two routes to the wheel cylinder: first, flowing out from the reservoir 16, passing through the first connecting pipe 143 and the first hydraulic pipe 181 in sequence, and then flowing into the wheel cylinder; second, flowing out from the reservoir 16, passing through the second connecting pipe 144 and the second hydraulic pipe 182 in sequence, and then flowing into the wheel cylinder.

[0132] 3. Mechanical backup mode:

[0133] like Figure 4 As shown, it is a schematic diagram showing the flow of brake fluid in the mechanical backup mode of the vehicle. Figure 4The arrow in represents the flow direction of the brake fluid. At this time, the pressure supply module is in a failed state, which makes it unable to respond to the braking command of the brake controller, that is, it is unable to generate the first braking command to drive the servo cylinder 14 to increase the pressure. The driver can only rely on the pedal force of the brake pedal 12 to achieve vehicle braking. At this time, since the brake controller cannot generate the first braking command, it will naturally not generate the second braking command for conducting the control valve 153, and the fifth braking command for closing the isolation valve 151. That is, at this time, the control valve 153 is in a closed state, the isolation valve 151 is in an open state, and, since the telescopic rod of the second chamber 112 of the master cylinder can be affected by the braking force of the brake pedal 12, the pedal feel simulator 152 in the second chamber 112 of the master cylinder is also in a working state and can generate pedal simulation information. Therefore, when the driver steps on the brake pedal 12, the brake pedal 12 can transmit the driver's pedaling force to the telescopic rod of the second chamber 112 of the master cylinder through the first transmission mechanism 113. The telescopic rod of the second chamber 112 of the master cylinder can not only move to change the pressure of the second chamber 112 of the master cylinder, but also drive the piston of the first chamber 111 of the master cylinder to move through the spring to change the pressure of the first chamber 111 of the master cylinder, that is, the pedal feel simulator 152 can compress the spring to generate pedal simulation information and transmit it to the brake pedal 12. Since the control valve 153 is in a closed state, the brake fluid will not enter the reservoir 16 through the control valve 153, and since the isolation valve 151 is in an open state, the brake fluid can enter the servo cylinder 14, so that the pedal feel simulator 152 can generate feedback force to the brake pedal 12. When the drive detection module, i.e., the motor position sensor 17, detects that the servo drive unit is in a failed state, it sends the generated failure information to the brake controller. At the same time, the brake state detection module can detect the state of the brake pedal 12 and also transmit the signal to the brake controller. The brake controller can control the isolation valve 151 to be turned on based on the failure information and the signal received from the brake state detection module, so that the brake fluid flowing from the reservoir 16 to the first chamber 111 of the master cylinder enters the servo cylinder 14 after passing through the second chamber 112 of the master cylinder. The brake fluid in each chamber of the servo cylinder 14 enters each wheel cylinder through the first hydraulic pipeline 181 and the second hydraulic pipeline 182 respectively, so as to realize wheel-end braking.

[0134] 4. External request braking mode:

[0135] like Figure 5 As shown, it is a schematic diagram showing the flow of brake fluid in the vehicle under external request braking mode. Figure 5The arrow in represents the flow direction of the brake fluid. When the external brake controller receives the brake request signal from the ADAS system, the external brake controller sends a third brake command to the servo drive unit, that is, to the motor 13. After receiving the third brake command, the motor 13 can operate based on the third brake command. The motor 13 transmits the driving force generated by it to the telescopic rod of the second chamber 142 of the servo cylinder through the second transmission mechanism 131 to drive the servo cylinder 14 to build pressure and generate a second pressure, that is, the telescopic rod of the second chamber 142 of the servo cylinder can not only move to change the pressure of the second chamber 142 of the servo cylinder, but also drive the piston of the first chamber 141 of the servo cylinder to move through the spring to change the pressure of the first chamber 141 of the servo cylinder. Thus, the brake fluid in each chamber of the servo cylinder 14 can be respectively transported to the first hydraulic pipeline 181 and the second hydraulic pipeline 182, that is, the brake fluid in the first chamber 141 of the servo cylinder enters the first hydraulic pipeline 181, and the brake fluid in the second chamber 142 of the servo cylinder enters the second hydraulic pipeline 182. Finally, the brake fluid in the first hydraulic pipeline 181 and the second hydraulic pipeline 182 both flow to the safety control module 200, and then flow to the wheel cylinder for braking of each wheel end.

[0136] 5. External request brake failure status:

[0137] like Figure 6 As shown, it is a schematic diagram showing the flow of brake fluid when the vehicle is in an externally requested brake failure state. Figure 6 The arrow in represents the flow direction of the brake fluid. At this time, the pressure supply module is in a failed state, which makes it unable to respond to the brake command of the external brake controller, that is, it is unable to drive the servo cylinder 14 to increase the pressure. The safety brake controller can send a second safety control command to the second safety control unit, and the second full control unit can connect the reservoir 16 and the wheel cylinder based on the second safety control command, so that the brake fluid in the reservoir 16 flows to the wheel cylinder, specifically including two routes to the wheel cylinder: one is to flow out from the reservoir 16, pass through the first connecting pipe 143 and the first hydraulic pipe 181 in sequence, and then flow into the wheel cylinder; the other is to flow out from the reservoir 16, pass through the second connecting pipe 144 and the second hydraulic pipe 182 in sequence, and then flow into the wheel cylinder.

[0138] 6. Pressure relief mode:

[0139] like Figure 7 As shown, it is a schematic diagram showing the flow direction of the brake fluid in the vehicle under pressure relief mode. Figure 7The arrow in represents the flow direction of the brake fluid. At this time, the driver releases the brake pedal 12 to end the braking request. The brake pedal 12 can transmit the driver's pedaling force to the telescopic rod of the second chamber 112 of the master cylinder through the first transmission mechanism 113 so that the pistons in each chamber of the master cylinder 11 return to the initial position, that is, the braking state detection module detects the driver's release intention, and sends the generated second braking information to the brake controller. After receiving the second braking information, the brake controller can generate a fourth braking instruction. The brake controller sends the fourth braking instruction to the servo drive unit, that is, to the motor 13. After receiving the fourth braking instruction, the motor 13 can operate based on the fourth braking instruction. The motor 13 transmits the reverse driving force generated by it to the telescopic rod of the second chamber 142 of the servo cylinder through the second transmission mechanism 131 so that the pistons in each chamber of the servo cylinder 14 return to the initial position. Therefore, the brake fluid flows from the wheel cylinder to the fluid reservoir 16 for pressure relief only through two routes: first, it flows out from the wheel cylinder, passes through the first chamber 141 of the servo cylinder, and finally flows into the fluid reservoir 16; second, it flows out from the wheel cylinder, passes through the second chamber 142 of the servo cylinder, the first chamber 111 of the master cylinder, and the second chamber 112 of the master cylinder in sequence, and finally flows into the fluid reservoir 16.

[0140] On the other hand, an embodiment of the present specification also discloses a vehicle, which includes the vehicle braking system described above, and has many technical effects in the above-mentioned vehicle braking system, such as simplified structure, fast response speed, direct hydraulic transmission and reduced energy conversion loss.

[0141] In the embodiment of the present application, the beneficial effects of the vehicle braking system are as follows:

[0142] (1) By arranging the pedal feel simulation module in the first chamber of the master cylinder, and the first chamber of the master cylinder and the second chamber of the master cylinder are arranged in series, the pressure of the first chamber of the master cylinder and the pressure of the second chamber of the master cylinder are substantially equal, so that the brake state information can be converted into the pedal feedback force more quickly, and the pedal feel simulation module works directly inside the master cylinder, and can directly convert the electrical signal into the hydraulic signal, which reduces the energy loss in the signal conversion process, improves the response efficiency of the system, and thus improves the response speed of the braking system;

[0143] (2) The pedal feel simulation module is connected to the brake pedal through the spring of the second chamber of the master cylinder, and the pedal feel simulation module and the brake pedal are physically distanced relatively short. Therefore, the pedal feel simulation module can generate pedal simulation information in real time and accurately according to the braking state, so that the brake pedal generates feedback force that matches the actual braking situation, thereby improving the accuracy of the braking operation and enhancing the driver's braking feeling. Furthermore, through precise braking response, the system can provide effective braking in emergency situations and improve the safety of the vehicle.

[0144] (3) The pedal feel simulation module is integrated into the master cylinder, which reduces external connections and components, simplifies the brake system structure, and reduces manufacturing costs and maintenance difficulties.

[0145] The above description has fully disclosed the specific implementation methods of the present application. It should be pointed out that any changes made by technicians familiar with the field to the specific implementation methods of the present application do not deviate from the scope of the claims of the present application. Accordingly, the scope of the claims of the present application is not limited to the above specific implementation methods.

Claims

1. A vehicle braking system, characterized in that: The invention comprises a brake controller, a master cylinder, a brake pedal, a brake state detection module, a pedal feeling simulation module and a pressure supply module. The master cylinder comprises a first master cylinder chamber and a second master cylinder chamber arranged in series. The pedal feeling simulation module is arranged in the first master cylinder chamber. The brake pedal is connected to a telescopic rod of the second master cylinder chamber. A channel for the circulation of brake fluid is arranged on the piston of the first master cylinder chamber. The braking state detection module is used for generating first braking information based on detecting the braking state of the brake pedal; The brake controller is used to send a first brake instruction to the pressure supply module based on the first brake information; The pedal feeling simulation module is used to generate pedal simulation information based on the braking state, and send the pedal simulation information to the brake pedal; The pedal simulation information enables the brake pedal to generate a feedback force; The pressure supply module is used to build up pressure based on the first braking instruction for vehicle braking.

2. A vehicle braking system according to claim 1, characterized in that: The pedal feel simulation module includes a control valve and a pedal feel simulator. The control valve is used to conduct the first chamber of the master cylinder and the fluid storage tank based on a second braking instruction; the second braking instruction represents that the brake controller is generated based on the first braking information; The pedal feel simulator is used to generate the pedal simulation information based on the braking state.

3. A vehicle braking system according to claim 1, characterized in that: The system further comprises a safety control module, the pressure supply module comprises a servo drive unit and a servo cylinder, the servo cylinder is a double-chamber structure, the chambers of the servo cylinder are arranged in series, and the chambers can be connected to the safety control module respectively; The servo drive unit is used to operate based on the first braking instruction to drive the servo cylinder to build pressure, so that the servo cylinder generates a first pressure; the first pressure is determined based on the first braking instruction, and the first pressure causes the brake fluid in each chamber of the servo cylinder to flow into the safety control module; The safety regulation module is configured to deliver the brake fluid to a wheel cylinder based on the first pressure.

4. A vehicle braking system according to claim 3, characterized in that: The safety control module includes a safety controller and a first safety control unit. The safety controller is used for sending a first safety regulation instruction to the first safety regulation unit when the brake state detection module detects that the brake pedal is in a failed state; The first safety regulation unit is used for conducting a fluid reservoir and a wheel cylinder based on the first safety regulation instruction, so that the brake fluid in the fluid reservoir flows into the wheel cylinder.

5. A vehicle braking system according to claim 3, characterized in that: The system also includes a drive detection module, which is used to send generated failure information to the brake controller when it detects that the servo drive unit is in a failed state; the failure information indicates that the brake controller can control the brake fluid in the master cylinder to flow through the servo cylinder and then be discharged to the safety control module.

6. A vehicle braking system according to claim 3, characterized in that: The system also includes an external brake controller, which is used to send a third brake instruction to the servo drive unit; the third brake instruction causes the servo drive unit to operate to drive the servo cylinder to build pressure, so that the servo cylinder generates a second pressure; the second pressure is determined based on the third brake instruction, and the second pressure causes the brake fluid in the servo cylinder to flow to the safety control module.

7. A vehicle braking system according to claim 6, characterized in that: The safety control module includes a safety controller and a second safety control unit. The safety controller is used for sending a second safety control instruction to the second safety control unit when the servo drive unit cannot respond to the external brake controller instruction; The second safety regulation unit is used for conducting the brake fluid in the fluid reservoir and the wheel cylinder based on the second safety regulation instruction, so that the brake fluid in the fluid reservoir flows into the wheel cylinder.

8. A vehicle braking system according to claim 3, characterized in that: The system further includes a drive detection module, the safety control module includes a safety controller and a third safety control unit, The drive detection module is used to detect the state of the servo drive unit and send the detected state information to the safety controller; when the brake pedal is operated based on the second braking information, the brake controller can send a fourth braking instruction generated based on the second braking information to the servo drive unit, and the state information is determined based on the fourth braking instruction; the braking mode of the second braking information is opposite to that of the first braking information; The safety controller is used to send a pressure relief instruction to the third safety regulation unit based on the state information; The third safety control unit controls the brake fluid in the wheel cylinder to flow through the servo cylinder and the master cylinder in sequence and then enter the fluid storage tank based on the pressure relief instruction.

9. A vehicle braking system according to claim 1, characterized in that: The braking state detection module includes a pedal stroke detection unit, which is used to detect the displacement of the brake pedal and send the detected displacement information to the brake controller; the first braking information is determined based on the displacement information.

10. A vehicle braking system according to claim 1, characterized in that: The system further includes an isolation valve, which is used to close a channel connecting the first chamber of the master cylinder and the pressure supply module based on a fifth braking instruction of the brake controller; the fifth braking instruction represents that the brake controller is generated based on the first braking information.

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

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