Control method for electronic hydraulic brake system

Abstract

The invention discloses a control method for an electronic hydraulic braking system, and relates to the technical field of vehicle braking, and the control method comprises the step of controlling opening and closing of a decoupling electromagnetic valve, a first linkage electromagnetic valve and a second linkage electromagnetic valve based on a braking mode instruction so as to execute a braking action corresponding to a wheel braking unit. By the adoption of the control method for the electronic hydraulic brake system, the brake master cylinder is arranged to be of a three-cavity structure, brake control over the wheel brake unit under multiple hydraulic lines is achieved through pressure adjustment of the three brake cavities of the brake master cylinder based on opening and closing control over the decoupling solenoid valve, the first linkage solenoid valve and the second linkage solenoid valve, and the brake control over the wheel brake unit under multiple hydraulic lines is achieved. The safety redundancy capacity of the braking system is greatly improved, and the braking stability under different working conditions is guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking, and in particular to a control method for an electronic hydraulic braking system. Background Art

[0002] The electronic hydraulic brake system is developed from the traditional hydraulic brake system. It replaces the vacuum booster with a motor and transmission mechanism, and replaces the original hydraulic brake pedal with an electronic brake pedal, so that there is no mechanical connection between the brake pedal and the brake.

[0003] In the existing electronic hydraulic braking system, the brake pedal is mechanically connected to the piston in the master cylinder. The system isolates the pedal hydraulic circuit and the wheel-end hydraulic circuit through a CSV (solenoid valve) to achieve decoupling of the braking force from the pedal force. The PSU (Pressure Supply Unit) directly pressurizes the brakes through dual hydraulic pipelines to establish braking force. The wheel-end hydraulic circuit generates pressure through the return of the PSU piston to suck in brake fluid, thereby achieving circuit fluid replenishment.

[0004] In the above-mentioned prior art, when the pedal is decoupled from the master cylinder, the wheel-end hydraulic brake unit is mostly driven directly by the PSU (pressure supply unit) to achieve wheel-end braking. During this braking process, the master cylinder does not perform any action. When the PSU (pressure supply unit) fails, the pedal is coupled to the master cylinder to perform a safety backup. However, when the master cylinder leaks, the safety backup will fail, resulting in failure of the wheel-end brake, and the overall redundancy capability of the system against faults is poor. Summary of the invention

[0005] In view of the deficiencies of the prior art, the present invention provides a control method for an electronic hydraulic brake system which is easy to execute and has a large safety redundancy.

[0006] To achieve the above objectives, the present invention is implemented through the following technical solutions.

[0007] The present application provides a control method for an electronic hydraulic brake system, comprising: Two brake pistons are arranged inside the brake master cylinder, and the inside of the brake master cylinder is divided into a first brake chamber, a second brake chamber, and a third brake chamber in sequence by the two brake pistons; A decoupling pipeline is provided between the pedal and the first brake chamber, and a decoupling solenoid valve is provided on the decoupling pipeline, the pedal is arranged to be coupled with the brake master cylinder when the decoupling solenoid valve is in an open state, and to be decoupled from the brake master cylinder when the decoupling solenoid valve is in a closed state; The wheel brake unit is configured as a first wheel group and a second wheel group, the hydraulic pressure input end of the first wheel group is connected to the second brake chamber through the first wheel end brake pipeline, and the hydraulic pressure input end of the second wheel group is connected to the third brake chamber through the second wheel end brake pipeline; A first linkage pipeline and a second linkage pipeline connected in parallel are arranged at the hydraulic output end of the pressure building unit, the first linkage pipeline is arranged to be in communication with the first brake chamber, and the second linkage pipeline is arranged to be in communication with the second brake chamber and the first wheel end brake pipeline respectively; A first linkage solenoid valve is arranged on the first linkage pipeline to control the communication between the pressure building unit and the first brake chamber, and a second linkage solenoid valve is arranged on the second linkage pipeline to control the communication between the pressure building unit and the second brake chamber and the first wheel end brake pipeline; Among them, based on the braking mode instruction, the opening and closing of the decoupling solenoid valve, the first linkage solenoid valve, and the second linkage solenoid valve are controlled to perform the braking action corresponding to the wheel braking unit.

[0008] Further defined, the above-mentioned control method for an electronic hydraulic brake system, wherein, when the braking mode instruction is a power-assisted braking mode, a coordinated energy recovery mode or an active braking AEB mode, the decoupling solenoid valve and the second linkage solenoid valve are closed, the first linkage solenoid valve is opened, the boost valves of the first wheel group and the second wheel group are both opened, and the pressure reducing valves are both closed; When the braking mode instruction is the ESC working braking mode, the decoupling solenoid valve and the second linkage solenoid valve are closed, the first linkage solenoid valve is opened, at least one boost valve in the first wheel group and the second wheel group is opened, the remaining boost valves are closed, and the pressure reducing valves are all closed.

[0009] It is further defined that, in the above-mentioned control method for an electronic hydraulic brake system, when the braking mode instruction is an ABS working braking mode, executing the braking action corresponding to the wheel braking unit includes: In the boosting stage, the decoupling solenoid valve and the second linkage solenoid valve are closed, the first linkage solenoid valve is opened, the boosting valves in the first wheel group and the second wheel group are both opened, and the pressure reducing valves are both closed; Stopping the boost when it is detected that the braking force of the wheel brake unit reaches a first threshold; In the pressure-maintaining stage, the decoupling solenoid valve and the second linkage solenoid valve are closed, the first linkage solenoid valve is opened, at least one boost valve in the first wheel group and the second wheel group is closed, the remaining boost valves are opened, and the pressure reducing valves are all closed; When it is detected that the braking force of the wheel brake unit reaches a second threshold, decompression is performed; In the decompression stage, the decoupling solenoid valve and the second linkage solenoid valve are closed, the first linkage solenoid valve is opened, the boost valves in the first wheel group and the second wheel group are closed, at least one decompression valve is opened, and the remaining decompression valves are closed.

[0010] It is further defined that the above-mentioned control method for an electronic hydraulic brake system further includes: A braking mode instruction is generated based on the failure status of the master brake cylinder, the pressure building unit, and the wheel brake unit.

[0011] It is further defined that the above-mentioned control method for an electronic hydraulic braking system, wherein, when the braking mode instruction is a pressure building unit failure mode, the decoupling solenoid valve is opened, the first linkage solenoid valve and the second linkage solenoid valve are closed, the boost valves in the first wheel group and the second wheel group are both opened, and the pressure reducing valves are both closed.

[0012] Further defined, the above-mentioned control method for an electronic hydraulic brake system, wherein, when the braking mode instruction is a first brake chamber leakage failure operating mode, the decoupling solenoid valve and the first linkage solenoid valve are closed, the second linkage solenoid valve is opened, the boost valves in the first wheel group and the second wheel group are both opened, and the pressure reducing valves are both closed; When the braking mode instruction is the second brake chamber leakage failure operating mode or the third brake chamber leakage failure operating mode, the decoupling solenoid valve and the second linkage solenoid valve are closed, the first linkage solenoid valve is opened, the boost valves in the first wheel group and the second wheel group are both opened, and the pressure reducing valves are both closed.

[0013] It is further defined that the above-mentioned control method for an electronic hydraulic braking system, wherein, when the braking mode instruction is a wheel-end leakage failure operating mode, the decoupling solenoid valve and the second linkage solenoid valve are closed, the first linkage solenoid valve is opened, the boost valves in the first wheel group and the second wheel group are both opened, and the pressure reducing valves are both closed.

[0014] It is further defined that the above-mentioned control method for an electronic hydraulic brake system further includes: A decoupling cylinder is arranged between the pedal and the brake master cylinder, wherein the hydraulic output end of the decoupling cylinder is arranged to be connected to the decoupling pipeline, and the hydraulic pressure is delivered to the brake master cylinder through the pedal stroke; A simulation pipeline connected to the decoupling pipeline is provided between the decoupling cylinder and the decoupling solenoid valve, and a pedaling feeling simulation unit capable of opening and closing is provided on the simulation pipeline; Wherein, when the braking mode instruction is a power-assisted braking mode, a coordinated energy recovery mode, an active braking AEB mode, an ESC braking mode, an ABS braking mode, a brake master cylinder leakage failure mode or a wheel end leakage failure mode, the pedal feel simulation unit is in an on state; In the pressure building unit failure working mode, the pedaling feeling simulation unit is in a closed state.

[0015] It is further defined that the above-mentioned control method for an electronic hydraulic brake system further includes: The second linkage pipeline is arranged to be connected to the oil pot module, and an oil replenishment pipeline is arranged between the oil pot module and the second wheel end brake pipeline; One-way valves are respectively arranged on the second linkage pipeline and the oil replenishment pipeline, and the one-way valves are arranged to open when the pressure building unit returns to a position to establish negative pressure.

[0016] It is further defined that the above-mentioned control method for an electronic hydraulic brake system, wherein the decoupling solenoid valve and the boost valve are set to be powered on and opened, and powered off and closed, and the first linkage solenoid valve, the second linkage solenoid valve, the pressure reducing valve, and the pedal feel simulation unit are set to be powered on and closed, and powered off and opened.

[0017] The present invention has at least the following beneficial effects: 1. The brake master cylinder is set as a three-chamber structure. Based on the opening and closing control of the decoupling solenoid valve, the first linkage solenoid valve, and the second linkage solenoid valve, the brake control of the wheel brake unit under multiple hydraulic lines is realized through the pressure adjustment of the three brake chambers of the brake master cylinder, which greatly improves the safety redundancy capability of the braking system and ensures the braking stability under different working conditions; 2. Through the opening and closing control of the decoupling solenoid valve, the first linkage solenoid valve, and the second linkage solenoid valve, it not only meets the braking conditions under various working conditions, but also can realize the automatic repair of leakage failure components, ensure the independence of the braking component function, and greatly enhance the stability; 3. By setting the valve to open and close, the working stability of the braking system can be further guaranteed, and the execution capability of the safety backup mode can be maintained in the event of an emergency power outage, further improving the safety redundancy of the braking system. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is a schematic diagram of the structure of the electronic hydraulic brake system according to an embodiment of the present application; Figure 2 This is a schematic diagram of the structure of the electronic hydraulic brake system according to an embodiment of the present application; Figure 3 This is a structural schematic diagram of the "brake master cylinder 500" part of the electronic hydraulic brake system of the embodiment of the present application; Figure 4 This is a structural schematic diagram of the "oil tank module 400" part of the electronic hydraulic brake system in the embodiment of the present application; Figure 5 This is a schematic diagram of the structure of the "pressure building unit 600" in the electronic hydraulic brake system of the embodiment of the present application; Figure 6 This is a structural schematic diagram of the "pedaling simulation unit 800" in the electronic hydraulic brake system of the embodiment of the present application; Figure 7It is a schematic diagram of the structure of the "wheel brake unit 700" part in the electronic hydraulic brake system of an embodiment of the present application.

[0019] Reference numerals Pedal-100, displacement sensor-210, first pressure sensor-220, second pressure sensor-230, decoupling cylinder-300, decoupling solenoid valve-310, analog pipeline-320, decoupling pipeline-330, oil pot module-400, first oil chamber-410, second oil chamber-420, third oil chamber-430, fourth oil chamber-440, brake master cylinder-500, first brake piston-510, second brake piston-520, first brake chamber-530, second brake chamber-540, third brake chamber-550, pressure building unit-600, motor-610, pressure building cylinder-620, pressure building return oil pipeline-630, first linkage pipeline-660, second linkage pipeline-670, oil replenishment pipeline-680 , wheel brake unit-700, first wheel cylinder assembly-710, first boosting valve-711, first pressure reducing valve-712, second wheel cylinder assembly-720, second boosting valve-721, second pressure reducing valve-722, third wheel cylinder assembly-730, third boosting valve-731, third pressure reducing valve-732, fourth wheel cylinder assembly-740, fourth boosting valve-741, fourth pressure reducing valve-742, first wheel end brake pipeline-750, second wheel end brake pipeline-760, wheel end oil return pipeline-770, pedal feel simulation unit-800, pedal feel simulator-810, simulation solenoid valve-820, first linkage solenoid valve-950, second linkage solenoid valve-960, first check valve-970, second check valve-980. DETAILED DESCRIPTION

[0020] The following will be combined with the drawings in the embodiments of the present application to clearly describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments in the present application belong to the scope of protection of this application.

[0021] The terms "first", "second", etc. in the specification and claims of the present application are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable under appropriate circumstances, so that the embodiments of the present application can be implemented in an order other than those illustrated or described here, and the objects distinguished by "first", "second", etc. are generally of one type, and the number of objects is not limited. For example, the first object can be one or more. In addition, "and / or" in the specification and claims represents at least one of the connected objects, and the character " / " generally indicates that the objects associated with each other are in an "or" relationship.

[0022] The control method for an electronic hydraulic brake system provided in the embodiment of the present application is described in detail below through specific embodiments and application scenarios in conjunction with the accompanying drawings.

[0023] Example 1 like Figures 1 to 7 As shown, an embodiment of the present application provides an electronic hydraulic brake system, including a pedal 100, an oil tank module 400, a brake master cylinder 500, a pressure building unit 600 and a wheel brake unit 700.

[0024] The pedal 100 is coupled to the brake master cylinder 500, and a first brake piston 510 and a second brake piston 520 are slidingly arranged in the brake master cylinder 500, and the first brake piston 510 and the second brake piston 520 divide the brake master cylinder 500 into a first brake chamber 530, a second brake chamber 540, and a third brake chamber 550.

[0025] The first brake chamber 530 is located on a side of the first brake piston 510 away from the second brake piston 520 , the second brake chamber 540 is located between the first brake piston 510 and the second brake piston 520 , and the third brake chamber 550 is located on a side of the second brake piston 520 away from the first brake piston 510 .

[0026] The wheel brake unit 700 includes a first wheel group and a second wheel group. The hydraulic pressure input end of the first wheel group is connected to the second brake chamber 540 through a first wheel end brake pipeline 750, and the hydraulic pressure input end of the second wheel group is connected to the third brake chamber 550 through a second wheel end brake pipeline 760.

[0027] The pressure building unit 600 includes a driving unit and a pressure building cylinder 620 connected to the driving unit. The hydraulic pressure output end of the pressure building cylinder 620 is connected to a first linkage pipeline 660 and a second linkage pipeline 670 which are connected in parallel. The first linkage pipeline 660 is connected to the first brake chamber 530 through a first linkage solenoid valve 950, and the second linkage pipeline 670 is connected to the second wheel end brake pipeline 760 through a second linkage solenoid valve 960.

[0028] The oil tank module 400 is connected to the master cylinder 500 , the pressure building unit 600 , and the wheel brake unit 700 , respectively, and is used to provide oil to the master cylinder 500 , the pressure building unit 600 , and the wheel brake unit 700 .

[0029] The pressure building cylinder 620 can realize the transmission of hydraulic pressure to the first linkage pipeline 660 and / or the second linkage pipeline 670 through the driving of the driving unit.

[0030] It can be understood that when the pedal 100 is coupled to the brake master cylinder 500 and the first linkage solenoid valve 950 and the second linkage solenoid valve 960 are closed, when the operator steps on the pedal 100, the hydraulic pressure can be delivered to the brake master cylinder 500 through the displacement of the pedal 100, and the brake master cylinder 500 can realize the brake pressure buildup of the wheel brake unit 700 under the control of the pedal 100; When the pedal 100 is decoupled from the brake master cylinder 500, the pressure building unit 600 can perform braking control on the wheel brake unit 700, specifically including: When the first linkage solenoid valve 950 is opened and the second linkage solenoid valve 960 is closed, the driving unit can control the piston in the pressure-building cylinder 620 to move horizontally to output hydraulic pressure to the first brake chamber 530, thereby pushing the first brake piston 510 and the second brake piston 520, so that the oil in the second brake chamber 540 and the third brake chamber 550 is respectively output to the first wheel group and the second wheel group of the wheel brake unit 700 through the first wheel end brake pipeline 750 and the second wheel end brake pipeline 760, thereby realizing the braking control of the wheel brake unit 700; When the second linkage solenoid valve 960 is opened and the first linkage solenoid valve 950 is closed, the driving unit can control the piston in the pressure building cylinder 620 to move horizontally to output hydraulic pressure to the first wheel end brake line 750. A part of the oil entering the first wheel end brake line 750 is output to the first wheel group of the wheel brake unit 700, and the other part is output to the second brake chamber 540. The second brake piston 520 moves horizontally to the side away from the first brake piston 510 under the action of the hydraulic pressure of the second brake chamber 540, so that the oil in the third brake chamber 550 is output to the second wheel group of the wheel brake unit 700 through the second wheel end brake line 760, thereby realizing braking control of the wheel brake unit 700.

[0031] In an embodiment of the present application, an electronic hydraulic braking system as described above is adopted, and three brake chambers are arranged in the brake master cylinder 500. When the pedal 100 and the brake master cylinder 500 are decoupled, the braking control of the wheel brake unit 700 can be achieved through the cooperation of the pressure building unit 600 and the first linkage solenoid valve 950 or the second linkage solenoid valve 960. At the same time, the pressure building cylinder 620 of the pressure building unit 600 can be connected with the brake master cylinder 500 and the wheel brake unit 700. When the brake master cylinder 500 and the wheel brake unit 700 fail due to oil leakage, they can be replenished with oil, thereby realizing the oil leakage fault repair of the braking system and further improving the safety redundancy capability of the braking system.

[0032] It can be understood that the connection form between the brake master cylinder 500 and the wheel brake unit 700 is not limited to the above-mentioned one. For example, the first wheel end brake line 750 of the first wheel group can be set to be connected to the third brake chamber 550, and the second wheel end brake line 760 of the second wheel group can be connected to the second brake chamber 540. As long as the brake master cylinder 500 can realize the hydraulic pressure transmission to the two wheel groups of the wheel brake unit 700, it will not be elaborated here.

[0033] In a preferred embodiment, Figure 1 , Figure 2 , Figure 5 As shown, the driving unit is specifically configured as a motor 610 (ie, M in the figure) connected to a pressure-building cylinder 620 , and the pressure-building cylinder 620 can realize the transmission of hydraulic pressure to the wheel brake unit 700 through the drive of the motor 610 .

[0034] It is understandable that the structural form of the pressure building unit 600 is not limited to the above-mentioned one. The motor 610 can adopt other driving structures, such as a connecting rod structure, a gear rack structure, etc., as long as it can realize the hydraulic pressure output drive of the pressure building cylinder 620, which will not be elaborated here.

[0035] In a preferred embodiment, Figure 1 , Figure 2 , Figure 7 As shown, a pressure-building oil return pipeline 630 is provided between the oil tank module 400 and the pressure-building unit 600 .

[0036] The pressure-building oil return pipeline 630 is connected to the oil inlet end of the pressure-building cylinder 620 , and the oil pot module 400 can supply hydraulic oil to the pressure-building cylinder 620 through the pressure-building oil return pipeline 630 .

[0037] In a preferred embodiment, Figure 1 , Figure 2 As shown, the second linkage pipeline 670 is connected to the oil pot module 400 at one end away from the pressure building cylinder 620, and a first one-way valve 970 is provided on the second linkage pipeline 670. The connection direction of the first one-way valve 970 is from the oil pot module 400 to one side of the pressure building cylinder 620.

[0038] Among them, a connecting point is provided between the second linkage pipeline 670 and the first wheel end brake pipeline 750, the second linkage solenoid valve 960 is arranged between the pressure building cylinder 620 and the connecting point, and the first one-way valve 970 is arranged between the oil tank module 400 and the connecting point.

[0039] It is understandable that when the pressure building cylinder 620 builds up negative pressure, the first one-way valve 970 on the second linkage pipeline 670 is turned on, and the oil tank module 400 can replenish oil to the pressure building cylinder 620 and the brake master cylinder 500 through the second linkage pipeline 670 .

[0040] In a preferred embodiment, Figure 1 , Figure 2 As shown, an oil replenishment pipeline 680 is provided between the oil tank module 400 and the second wheel end brake pipeline 760 , and a second one-way valve 980 is provided on the oil replenishment pipeline 680 .

[0041] The connection direction of the second one-way valve 980 is from the oil tank module 400 to the wheel brake unit 700 .

[0042] It is understandable that when negative pressure is established in the brake master cylinder 500 , the second one-way valve 980 on the oil replenishing line 680 is turned on, and the oil tank module 400 can replenish oil to the brake master cylinder 500 through the oil replenishing line 680 and the second wheel end brake line 760 .

[0043] In a preferred embodiment, Figure 1 , Figure 2 , Figure 7 As shown, the first wheel group includes a first wheel cylinder assembly 710 and a second wheel cylinder assembly 720 . The first wheel cylinder assembly 710 is equipped with a first pressure-increasing valve 711 and a first pressure-reducing valve 712 , and the second wheel cylinder assembly 720 is equipped with a second pressure-increasing valve 721 and a second pressure-reducing valve 722 .

[0044] The first pressure-boosting valve 711 and the second pressure-boosting valve 721 are respectively communicated with the first wheel-end brake pipeline 750 .

[0045] In a preferred embodiment, Figure 1 , Figure 2 , Figure 7 As shown, the second wheel group includes a third wheel cylinder assembly 730 and a fourth wheel cylinder assembly 740 . The third wheel cylinder assembly 730 is equipped with a third boost valve 731 and a third pressure reducing valve 732 . The fourth wheel cylinder assembly 740 is equipped with a fourth boost valve 741 and a fourth pressure reducing valve 742 .

[0046] The third boost valve 731 and the fourth boost valve 741 are respectively connected to the second wheel-end brake pipeline 760 .

[0047] It can be understood that the structural forms of the first wheel group and the second wheel group are not limited to the above one. Specifically, the first wheel group and the second wheel group correspond to the front and rear wheels of the vehicle respectively, and include at least one wheel cylinder assembly.

[0048] In a preferred embodiment, Figure 1 , Figure 2 , Figure 7 As shown, a wheel end oil return pipeline 770 is provided between the oil tank module 400 and the wheel brake unit 700 .

[0049] Among them, the first pressure reducing valve 712 , the second pressure reducing valve 722 , the third pressure reducing valve 732 , and the fourth pressure reducing valve 742 are respectively connected to the wheel end oil return pipeline 770 .

[0050] It can be understood that when the wheel brake unit 700 performs braking, the brake master cylinder 500 or the pressure building unit 600 can deliver hydraulic pressure to the first wheel group and the second wheel group through the first wheel end brake pipeline 750 and the second wheel end brake pipeline 760, the first boosting valve 711, the second boosting valve 721, the third boosting valve 731, and the fourth boosting valve 741 are opened, and the first pressure reducing valve 712, the second pressure reducing valve 722, the third pressure reducing valve 732, and the fourth pressure reducing valve 742 are closed, thereby realizing the first wheel cylinder assembly 710, the second wheel cylinder assembly 720, the third wheel cylinder assembly 730, and the fourth wheel cylinder assembly 740. Pressure-maintaining braking; when the wheel brake unit 700 is released, the first pressure-boosting valve 711, the second pressure-boosting valve 721, the third pressure-boosting valve 731, and the fourth pressure-boosting valve 741 are closed, and the first pressure-reducing valve 712, the second pressure-reducing valve 722, the third pressure-reducing valve 732, and the fourth pressure-reducing valve 742 are opened, and the first pressure-reducing valve 712, the second pressure-reducing valve 722, the third pressure-reducing valve 732, and the fourth pressure-reducing valve 742 return oil to the oil pot module 400 through the wheel-end oil return pipeline 770, thereby achieving pressure relief of the first wheel cylinder assembly 710, the second wheel cylinder assembly 720, the third wheel cylinder assembly 730, and the fourth wheel cylinder assembly 740.

[0051] In a preferred embodiment, Figure 1 , Figure 2 As shown, it also includes a decoupling cylinder 300 connected to the pedal 100, the first brake chamber 530 of the brake master cylinder 500 is connected to the decoupling cylinder 300 through a decoupling solenoid valve 310, and the oil tank module 400 is connected to the decoupling cylinder 300 and can provide oil to the decoupling cylinder 300.

[0052] Among them, when the decoupling solenoid valve 310 is in the open state, the decoupling cylinder 300 can realize the transmission of hydraulic pressure to the brake master cylinder 500 through the displacement of the pedal 100, and the brake master cylinder 500 can realize the brake pressure buildup of the wheel brake unit 700 under the action of the hydraulic pressure transmitted by the decoupling cylinder 300.

[0053] It can be understood that when the operator steps on the pedal 100, the pedal 100 moves and drives the piston in the decoupling cylinder 300 to move horizontally. The oil in the decoupling cylinder 300 can be delivered to the brake master cylinder 500 through the decoupling solenoid valve 310. When the decoupling cylinder 300 delivers hydraulic pressure to the first brake chamber 530, the first brake piston 510 moves toward the side close to the second brake piston 520, and the pressure in the second brake chamber 540 and the third brake chamber 550 rises, thereby driving the hydraulic oil to be delivered to the first wheel group and the second wheel group through the first wheel end brake pipeline 750 and the second wheel end brake pipeline 760, thereby realizing the braking pressure building of the wheel brake unit 700.

[0054] In an embodiment of the present application, an electronic hydraulic brake system as described above is adopted, and a decoupling cylinder 300 is arranged between the pedal 100 and the brake master cylinder 500, so that the pedal 100 indirectly controls the hydraulic pressure delivery of the brake master cylinder 500 to the wheel brake unit 700 through the decoupling cylinder 300. At this time, the pedaling stroke of the pedal 100 is not limited by the structure of the brake master cylinder 500. The decoupling cylinder 300 can provide the pedal 100 with a larger pedaling adjustment range, thereby further improving the use comfort of the electronic hydraulic brake system.

[0055] In a preferred embodiment, Figure 1 , Figure 2 As shown, a decoupling pipeline 330 is provided between the hydraulic pressure output end of the decoupling cylinder 300 and the brake master cylinder 500 , and the decoupling solenoid valve 310 is arranged on the decoupling pipeline 330 .

[0056] In a preferred embodiment, Figure 1 , Figure 2 As shown, a displacement sensor 210 for monitoring the pedal stroke of the pedal 100 is also included, wherein S in the figure represents displacement and U represents voltage (displacement electrical signal).

[0057] In a preferred embodiment, Figure 1 , Figure 2 As shown, a first pressure sensor 220 for monitoring the hydraulic pressure of the decoupling cylinder 300 is also included, wherein P in the figure represents pressure and U represents voltage (pressure electrical signal).

[0058] It can be understood that there is a proportional relationship between the pedal stroke of the pedal 100 and the output hydraulic pressure of the decoupling cylinder 300. By monitoring the pedal stroke of the pedal 100 and the output hydraulic pressure of the decoupling cylinder 300, the control accuracy of the pedal stroke of the pedal 100 on the braking degree of the wheel brake unit 700 can be improved, thereby ensuring the control reliability of the hydraulic braking system.

[0059] In a preferred embodiment, Figure 1 , Figure 2 As shown, the first pressure sensor 220 is connected to the hydraulic pressure output end of the decoupling cylinder 300 and is connected in parallel with the decoupling solenoid valve 310 .

[0060] In a preferred embodiment, the pressure building unit 600 is coupled to the pedal 100 .

[0061] It can be understood that the pressure building unit 600 can obtain the output result of the displacement sensor 210 (i.e., the pedaling stroke of the pedal 100) when the decoupling solenoid valve 310 is closed. When the operator steps on the pedal 100, the motor 610 controls the piston in the pressure building cylinder 620 to move linearly based on the pedal 100 to output a corresponding amount of hydraulic pressure, thereby ensuring the braking force control accuracy of the wheel brake unit 700.

[0062] In a preferred embodiment, Figure 1 , Figure 2 As shown, it also includes a second pressure sensor 230 for monitoring the output fluid pressure of the pressure-building cylinder 620, wherein P in the figure represents pressure and U represents voltage (pressure electrical signal).

[0063] It can be understood that the output hydraulic pressure of the pressure building cylinder 620 can be monitored through the second pressure sensor 230, and by coordinating with the monitoring results of the displacement sensor 210, the output hydraulic pressure of the pressure building unit 600 can also be associated with the pedal stroke of the pedal 100. When the wheel brake unit 700 is braked by the pressure building unit 600, the control accuracy of the braking degree of the wheel brake unit 700 by the pedal stroke of the pedal 100 is guaranteed.

[0064] In a preferred embodiment, Figure 1 , Figure 2 As shown, the second pressure sensor 230 is connected to the hydraulic pressure output end of the pressure building cylinder 620 , and is connected in parallel with the first linkage pipeline 660 and the second linkage pipeline 670 .

[0065] In a preferred embodiment, Figure 1 , Figure 2 , Figure 4 As shown, a plurality of independent oil chambers are provided in the oil pot module 400 , wherein one independent oil chamber is communicated with the oil inlet end of the decoupling cylinder 300 and is used for supplying hydraulic oil to the decoupling cylinder 300 .

[0066] In a preferred embodiment, Figure 1 , Figure 2 , Figure 4 As shown, a plurality of independent oil chambers are provided in the oil tank module 400 , and one of the independent oil chambers is connected to the second linkage pipeline 670 , the oil replenishment pipeline 680 , the pressure-building oil return pipeline 630 , and the wheel-end oil return pipeline 770 .

[0067] In a preferred embodiment, Figure 1 , Figure 2 , Figure 4 As shown, a first oil chamber 410 , a second oil chamber 420 , a third oil chamber 430 , and a fourth oil chamber 440 are provided in the oil pot module 400 .

[0068] Among them, the first oil chamber 410 is connected to the oil inlet end of the decoupling cylinder 300, the fourth oil chamber 440 is connected to the second linkage pipeline 670, the oil replenishing pipeline 680, the pressure building return oil pipeline 630, and the wheel end return oil pipeline 770, and the second oil chamber 420 and the third oil chamber 430 are respectively connected to the second brake chamber 540 and the third brake chamber 550 of the brake master cylinder 500.

[0069] In an embodiment of the present application, an electronic hydraulic braking system as described above is adopted. Since the second brake chamber 540 and the third brake chamber 550 are respectively connected to the independent second oil chamber 420 and the third oil chamber 430 in the oil pot module 400, when the hydraulic oil leaks in the brake master cylinder 500, the hydraulic oil in the first oil chamber 410 and the fourth oil chamber 440 will not leak synchronously, thereby ensuring the working state stability of the decoupling cylinder 300, the pressure building unit 600, and the wheel brake unit 700, and improving the redundancy capability of the braking system.

[0070] In a preferred embodiment, Figure 1 , Figure 2 As shown, it also includes a pedal feeling simulation unit 800 connected to the hydraulic pressure output end of the decoupling cylinder 300.

[0071] In a preferred embodiment, Figure 1 , Figure 2 , Figure 6 As shown, the pedaling feeling simulation unit 800 is connected in parallel with the decoupling solenoid valve 310 , and includes a pedaling feeling simulator 810 and a simulation solenoid valve 820 disposed between the pedaling feeling simulator 810 and the decoupling cylinder 300 .

[0072] It can be understood that when the decoupling solenoid valve 310 is closed and the simulation solenoid valve 820 is opened, the hydraulic pressure output by the decoupling cylinder 300 will act on the pedal feel simulator 810, and the pedal feel simulator 810 can generate a reaction force, thereby simulating the user's pedaling braking damping on the pedal 100 and optimizing the braking system's feedback to the user.

[0073] In a preferred embodiment, Figure 1 , Figure 2 , Figure 6 As shown, a simulation pipeline 320 connected in parallel with the decoupling pipeline 330 is provided between the pedal feel simulator 810 and the decoupling cylinder 300 , and a simulation solenoid valve 820 is provided on the simulation pipeline 320 .

[0074] Example 2

[0075] like Figures 1 to 7 As shown, the embodiment of the present application provides a control method for an electronic hydraulic brake system, which can be used for the control method for an electronic hydraulic brake system in the above embodiment 1, including: A first brake piston 510 and a second brake piston 520 are disposed inside the brake master cylinder 500, and the first brake piston 510 and the second brake piston 520 sequentially divide the inside of the brake master cylinder 500 into a first brake chamber 530, a second brake chamber 540, and a third brake chamber 550; A decoupling pipeline 330 is provided between the pedal 100 and the first brake chamber 530, and a decoupling solenoid valve 310 is provided on the decoupling pipeline 330, and the decoupling solenoid valve 310 is configured to control the coupling state between the pedal 100 and the brake master cylinder 500; The wheel brake unit 700 is configured as a first wheel group and a second wheel group, the hydraulic pressure input end of the first wheel group is connected to the second brake chamber 540 through the first wheel end brake pipeline 750, and the hydraulic pressure input end of the second wheel group is connected to the third brake chamber 550 through the second wheel end brake pipeline 760; A first linkage pipeline 660 and a second linkage pipeline 670 are arranged in parallel at the hydraulic output end of the pressure building unit 600, and the first linkage pipeline 660 is arranged to communicate with the first brake chamber 530, and the second linkage pipeline 670 is arranged to communicate with the second brake chamber 540 and the first wheel end brake pipeline 750 respectively; A first linkage solenoid valve 950 is provided on the first linkage pipeline 660 to control the communication between the pressure building unit 600 and the first brake chamber 530, and a second linkage solenoid valve 960 is provided on the second linkage pipeline 670 to control the communication between the pressure building unit 600 and the second brake chamber 540 and the first wheel end brake pipeline 750; The pedal 100 is configured to be coupled with the brake master cylinder 500 when the decoupling solenoid valve 310 is in an open state, and to be decoupled from the brake master cylinder 500 when the decoupling solenoid valve 310 is in a closed state; Also includes: Based on the braking mode instruction, the opening and closing of the decoupling solenoid valve 310 , the first linkage solenoid valve 950 , and the second linkage solenoid valve 960 are controlled to perform the corresponding braking action of the wheel brake unit 700 .

[0076] It can be understood that when the decoupling solenoid valve 310 is in an open state, the pedal 100 is coupled to the brake master cylinder 500 , and when the decoupling solenoid valve 310 is in a closed state, the pedal 100 is decoupled from the brake master cylinder 500 .

[0077] In an embodiment of the present application, the above-mentioned control method for an electronic hydraulic brake system is adopted, and the brake master cylinder 500 is set to a three-chamber structure. Based on the opening and closing control of the decoupling solenoid valve 310, the first linkage solenoid valve 950, and the second linkage solenoid valve 960, the braking control of the wheel brake unit 700 under multiple hydraulic lines is realized through pressure regulation of the three brake chambers of the brake master cylinder 500, which greatly improves the safety redundancy capability of the braking system and ensures the braking stability under different working conditions.

[0078] In a preferred embodiment, Figure 1 , Figure 2 , Figure 7 As shown, the first wheel group and the second wheel group are configured to include two wheel cylinder assemblies respectively, each wheel cylinder assembly is equipped with a boost valve and a pressure reducing valve, the boost valve of the first wheel group is respectively connected to the first wheel end brake line 750, and the boost valve of the second wheel group is respectively connected to the second wheel end brake line 760.

[0079] In a preferred embodiment, when the braking mode instruction is the power-assisted braking mode, the coordinated energy recovery mode or the active braking AEB mode, the decoupling solenoid valve 310 and the second linkage solenoid valve 960 are closed, the first linkage solenoid valve 950 is opened, and the boost valves of the first wheel group and the second wheel group are both opened and the pressure reducing valves are both closed.

[0080] It can be understood that since the decoupling solenoid valve 310 is closed, the decoupling cylinder 300 is decoupled from the brake master cylinder 500, and the pressure building unit 600 can output hydraulic oil to the first brake chamber 530 of the brake master cylinder 500 through the first linkage pipeline 660. The first brake piston 510 and the second brake piston 520 translate under the action of the hydraulic oil in the first brake chamber 530, thereby pushing the hydraulic oil in the second brake chamber 540 and the third brake chamber 550 to be output to the first wheel group and the second wheel group through the first wheel end brake pipeline 750 and the second wheel end brake pipeline 760, thereby realizing wheel end braking.

[0081] It should be noted that the power-assisted braking mode and the coordinated energy recovery mode are auxiliary braking. In the power-assisted braking mode, the pedaling force of the pedal 100 is proportional to the braking force. In the coordinated energy recovery mode, the pedaling force of the pedal 100 is not proportional to the braking force, thereby realizing kinetic energy recovery. The active braking AEB mode is active safety braking. At this time, the pedal 100 may not be stepped on, and the vehicle braking control system directly issues the corresponding braking mode command, thereby realizing emergency braking.

[0082] In a preferred embodiment, when the braking mode instruction is the ESC operating braking mode (ESC, full name Electronic Stability Controller, that is, electronic body stability control system, which monitors the vehicle's driving status in real time including parameters such as yaw rate, lateral acceleration and steering wheel rotation, and instantly adjusts the power and braking force of the front and rear wheels to ensure that the vehicle can maintain stable driving under complex road conditions), the decoupling solenoid valve 310 and the second linkage solenoid valve 960 are closed, the first linkage solenoid valve 950 is opened, at least one boost valve in the first wheel group and the second wheel group is opened, the other boost valves are closed, and the pressure reducing valves are all closed.

[0083] It can be understood that the opening and closing of the boost valves of the first wheel group and the second wheel group depends on the driving state of the vehicle, and the braking force of the four wheel ends is adjusted to ensure the driving stability of the vehicle.

[0084] In a preferred embodiment, when the braking mode instruction is an ABS working braking mode (ABS, Anti-lock Braking System, is a vehicle safety control system that aims to prevent the wheels of the vehicle from locking during emergency braking, thereby maintaining the maneuverability and stability of the vehicle), executing the braking action corresponding to the wheel braking unit 700 includes: In the boosting stage, the decoupling solenoid valve 310 and the second linkage solenoid valve 960 are closed, the first linkage solenoid valve 950 is opened, the boosting valves in the first wheel group and the second wheel group are both opened, and the pressure reducing valves are both closed; When it is detected that the braking force of the wheel brake unit 700 reaches a first threshold, the boost is stopped; In the pressure holding stage, the decoupling solenoid valve 310 and the second linkage solenoid valve 960 are closed, the first linkage solenoid valve 950 is opened, at least one boost valve in the first wheel group and the second wheel group is closed, the remaining boost valves are opened, and the pressure reducing valves are all closed; When it is detected that the braking force of the wheel brake unit 700 reaches a second threshold, decompression is performed; In the decompression stage, the decoupling solenoid valve 310 and the second linkage solenoid valve 960 are closed, the first linkage solenoid valve 950 is opened, the boost valves in the first wheel group and the second wheel group are closed, at least one decompression valve is opened, and the remaining decompression valves are closed.

[0085] Among them, the first threshold and the second threshold are specifically reference values ​​for the execution judgment of the ABS working braking mode, that is, when the first threshold or the second threshold is reached, the opening and closing control of the boost valve and the pressure reducing valve of the wheel brake unit 700 is executed accordingly.

[0086] It can be understood that, in the pressurization stage, the pressure building unit 600 directly drives the brake master cylinder 500 through the first linkage pipeline 660, and the brake master cylinder 500 transmits braking pressure to the first wheel group and the second wheel group through the first wheel end brake pipeline 750 and the second wheel end brake pipeline 760, thereby achieving pressurization of the wheel brake unit 700; when the pressure of the wheel brake unit 700 is too high, some of the boosting valves in the first wheel group and the second wheel group are closed, and the wheel brake unit 700 performs pressure maintenance; when the pressure of the wheel brake unit 700 is too high, the boosting valves in the first wheel group and the second wheel group are both closed, and the pressure reducing valves are partially opened, thereby achieving pressure reducing of the wheel brake unit 700.

[0087] In a preferred embodiment, it also includes: A braking mode command is generated based on the failure states of the master cylinder 500 , the pressure building unit 600 , and the wheel brake unit 700 .

[0088] In a preferred embodiment, when the braking mode instruction is the pressure building unit 600 failure mode, the decoupling solenoid valve 310 is opened, the first linkage solenoid valve 950 and the second linkage solenoid valve 960 are closed, the boost valves in the first wheel group and the second wheel group are both opened, and the pressure reducing valves are both closed.

[0089] It can be understood that at this time, the pedal 100 is coupled to the brake master cylinder 500 , and the pedaling stroke of the pedal 100 can directly drive the brake master cylinder 500 to output hydraulic braking force to the wheel brake unit 700 .

[0090] In a preferred embodiment, when the braking mode instruction is the leakage failure operating mode of the first brake chamber 530, the decoupling solenoid valve 310 and the first linkage solenoid valve 950 are closed, the second linkage solenoid valve 960 is opened, the boost valves in the first wheel group and the second wheel group are both opened, and the pressure reducing valves are both closed.

[0091] It can be understood that, in this mode, the pedal 100 is decoupled from the brake master cylinder 500, the pressure building unit 600 can output hydraulic pressure to the second brake chamber 540 and the first wheel group through the second linkage pipeline 670, the first wheel group performs braking, and the second brake piston 520 outputs hydraulic pressure to the second wheel group through the second wheel end brake pipeline 760 under the action of the hydraulic pressure in the second brake chamber 540, the second wheel group performs braking, and at the same time, the hydraulic oil in the second brake chamber 540 can be replenished into the first brake chamber 530, thereby realizing automatic fluid replenishment and repair of leakage in the first brake chamber 530.

[0092] In a preferred embodiment, when the braking mode instruction is the second brake chamber 540 leakage failure mode or the third brake chamber 550 leakage failure mode, the decoupling solenoid valve 310 and the second linkage solenoid valve 960 are closed, the first linkage solenoid valve 950 is opened, the boost valves in the first wheel group and the second wheel group are both opened, and the pressure reducing valves are both closed; The leakage failure state of the second brake chamber 540 and the third brake chamber 550 in the brake master cylinder 500 is determined by the wheel speeds corresponding to the first wheel group and the second wheel group.

[0093] It should be noted that, under the same braking command, if the wheel speed corresponding to the first wheel group is higher (insufficient braking force), it is determined that the second brake chamber 540 has a leakage failure condition, otherwise it is determined that the third brake chamber 550 has a leakage failure condition.

[0094] It can be understood that, in this mode, the pedal 100 is decoupled from the brake master cylinder 500, and the pressure building unit 600 can output hydraulic pressure to the first brake chamber 530 through the first linkage pipeline 660. On the one hand, the first brake piston 510 can translate toward the side close to the second brake piston 520, and the hydraulic oil in the first brake chamber 530 can output hydraulic pressure to the first wheel group and the second wheel group through the first wheel end brake pipeline 750 and the second wheel end brake pipeline 760. On the other hand, the hydraulic oil in the first brake chamber 530 can be replenished into the second brake chamber 540 and the third brake chamber 550, thereby realizing automatic fluid replenishment and repair of leakage in the second brake chamber 540 and the third brake chamber 550.

[0095] In a preferred embodiment, when the braking mode instruction is the wheel-end leakage failure mode, the decoupling solenoid valve 310 and the second linkage solenoid valve 960 are closed, the first linkage solenoid valve 950 is opened, the boost valves in the first wheel group and the second wheel group are both opened, and the pressure reducing valves are both closed.

[0096] It can be understood that, in this mode, the pedal 100 is decoupled from the brake master cylinder 500, the pressure building unit 600 can output hydraulic pressure to the first brake chamber 530 through the first linkage pipeline 660, and the hydraulic oil in the brake master cylinder 500 is transported to the first wheel group and the second wheel group through the first wheel end brake pipeline 750 and the second wheel end brake pipeline 760, which can realize wheel end braking on the one hand and realize automatic fluid replenishment and repair of wheel end leakage on the other hand.

[0097] In an embodiment of the present application, the above-mentioned control method for an electronic hydraulic brake system is adopted. By decoupling the opening and closing control of the solenoid valve 310, the first linkage solenoid valve 950, and the second linkage solenoid valve 960, not only the braking conditions under various working conditions are met, but also the automatic repair of leakage and failed components can be achieved, thereby ensuring the independence of the functions of the brake components and greatly enhancing the stability.

[0098] In a preferred embodiment, it also includes: A decoupling cylinder 300 is provided between the pedal 100 and the brake master cylinder 500. The decoupling cylinder 300 is provided such that a hydraulic output end is connected to a decoupling pipeline 330, and the hydraulic pressure is delivered to the brake master cylinder 500 through the pedal stroke of the pedal 100. A simulation pipeline 320 communicating with the decoupling pipeline 330 is provided between the decoupling cylinder 300 and the decoupling solenoid valve 310 , and an openable and closable pedaling feeling simulation unit 800 is provided on the simulation pipeline 320 .

[0099] In a preferred embodiment, when the braking mode instruction is power-assisted braking mode, coordinated energy recovery mode, active braking AEB mode, ESC operating braking mode, ABS operating braking mode, brake master cylinder 500 leakage failure operating mode or wheel end leakage failure operating mode, the pedal feel simulation unit 800 is in the on state; when the pressure building unit 600 failure operating mode, the pedal feel simulation unit 800 is in the off state.

[0100] In a preferred embodiment, it also includes: The second linkage pipeline 670 is set to be connected to the oil pot module 400, and the oil replenishment pipeline 680 is set between the oil pot module 400 and the second wheel end brake pipeline 760; One-way valves are respectively arranged on the second linkage pipeline 670 and the oil replenishment pipeline 680 , and the one-way valves are arranged to open when the pressure building unit 600 returns to its position to build up negative pressure.

[0101] It can be understood that when the pressure building unit 600 returns to establish negative pressure, the one-way valves on the second linkage pipeline 670 and the oil replenishing pipeline 680 open, and the oil in the oil tank module 400 can be replenished to the pressure building unit 600 through the second linkage pipeline 670, and can be replenished to the second brake chamber 540 and the third brake chamber 550 of the brake master cylinder 500 through the oil replenishing pipeline 680.

[0102] In a preferred embodiment, it also includes: The pedal stroke information of the pedal 100 and the hydraulic pressure output information of the decoupling cylinder 300 and the pressure building unit 600 are obtained.

[0103] It is understandable that monitoring the output hydraulic pressure of the decoupling cylinder 300 and the pressure building unit 600 can associate the output hydraulic pressure of the decoupling cylinder 300 and the pressure building unit 600 with the pedal stroke of the pedal 100, thereby ensuring the control accuracy of the pedal stroke of the pedal 100 on the braking degree of the wheel brake unit 700.

[0104] In a preferred embodiment, the decoupling solenoid valve 310 and the boost valve are set to be powered on and opened, and powered off and closed, and the first linkage solenoid valve 950, the second linkage solenoid valve 960, the pressure reducing valve, and the pedal feel simulation unit 800 are set to be powered on and closed, and powered off and opened.

[0105] It can be understood that the power-on and power-off settings of the valve can further ensure the working stability of the braking system, maintain the execution capability of the safety backup mode in the event of an emergency power outage, and further enhance the safety redundancy of the braking system.

[0106] It should be noted that, in this article, the terms "comprise", "include" or any other variant thereof are intended to cover non-exclusive inclusion, so that the process, method, article or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise one..." do not exclude the presence of other identical elements in the process, method, article or device including the element. In addition, it should be pointed out that the scope of the methods and devices in the embodiments of the present application is not limited to performing functions in the order shown or discussed, and may also include performing functions in a substantially simultaneous manner or in reverse order according to the functions involved, for example, the described method may be performed in an order different from that described, and various steps may also be added, omitted, or combined. In addition, the features described with reference to certain examples may be combined in other examples.

[0107] The embodiments of the present application are described above in conjunction with the accompanying drawings, but the present application is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of the present application, ordinary technicians in this field can also make many forms without departing from the purpose of the present application and the scope of protection of the claims, all of which are within the protection of the present application.

Claims

1. A control method for an electronic hydraulic brake system, characterized in that: include: Two brake pistons are arranged inside the brake master cylinder, and the inside of the brake master cylinder is divided into a first brake chamber, a second brake chamber, and a third brake chamber in sequence by the two brake pistons; A decoupling pipeline is provided between the pedal and the first brake chamber, and a decoupling solenoid valve is provided on the decoupling pipeline. The pedal is configured to be coupled with the brake master cylinder when the decoupling solenoid valve is in an open state, and to be decoupled from the brake master cylinder when the decoupling solenoid valve is in a closed state. The wheel brake unit is configured as a first wheel group and a second wheel group, the hydraulic pressure input end of the first wheel group is connected to the second brake chamber through the first wheel end brake pipeline, and the hydraulic pressure input end of the second wheel group is connected to the third brake chamber through the second wheel end brake pipeline; A first linkage pipeline and a second linkage pipeline connected in parallel are arranged at the hydraulic output end of the pressure building unit, the first linkage pipeline is arranged to be in communication with the first brake chamber, and the second linkage pipeline is arranged to be in communication with the second brake chamber and the first wheel end brake pipeline respectively; A first linkage solenoid valve is arranged on the first linkage pipeline to control the communication between the pressure building unit and the first brake chamber, and a second linkage solenoid valve is arranged on the second linkage pipeline to control the communication between the pressure building unit and the second brake chamber and the first wheel end brake pipeline; Among them, based on the braking mode instruction, the opening and closing of the decoupling solenoid valve, the first linkage solenoid valve, and the second linkage solenoid valve are controlled to perform the braking action corresponding to the wheel braking unit.

2. A control method for an electronic hydraulic brake system according to claim 1, characterized in that: When the braking mode instruction is the power-assisted braking mode, the coordinated energy recovery mode or the active braking AEB mode, the decoupling solenoid valve and the second linkage solenoid valve are closed, the first linkage solenoid valve is opened, the boost valves of the first wheel group and the second wheel group are both opened, and the pressure reducing valves are both closed; When the braking mode instruction is the ESC working braking mode, the decoupling solenoid valve and the second linkage solenoid valve are closed, the first linkage solenoid valve is opened, at least one boost valve in the first wheel group and the second wheel group is opened, the remaining boost valves are closed, and the pressure reducing valves are all closed.

3. A control method for an electronic hydraulic brake system according to claim 1, characterized in that: When the braking mode instruction is the ABS working braking mode, executing the braking action corresponding to the wheel braking unit includes: In the boosting stage, the decoupling solenoid valve and the second linkage solenoid valve are closed, the first linkage solenoid valve is opened, the boosting valves in the first wheel group and the second wheel group are both opened, and the pressure reducing valves are both closed; Stopping the pressure increase when it is detected that the braking force of the wheel brake unit reaches a first threshold; In the pressure-maintaining stage, the decoupling solenoid valve and the second linkage solenoid valve are closed, the first linkage solenoid valve is opened, at least one boost valve in the first wheel group and the second wheel group is closed, the remaining boost valves are opened, and the pressure reducing valves are all closed; When it is detected that the braking force of the wheel brake unit reaches a second threshold, decompression is performed; In the decompression stage, the decoupling solenoid valve and the second linkage solenoid valve are closed, the first linkage solenoid valve is opened, the boost valves in the first wheel group and the second wheel group are closed, at least one decompression valve is opened, and the remaining decompression valves are closed.

4. The control method for an electronic hydraulic brake system according to claim 1, characterized in that: Also includes: A braking mode instruction is generated based on the failure status of the master brake cylinder, the pressure building unit, and the wheel brake unit.

5. A control method for an electronic hydraulic brake system according to claim 4, characterized in that: When the braking mode instruction is the pressure building unit failure mode, the decoupling solenoid valve is opened, the first linkage solenoid valve and the second linkage solenoid valve are closed, the boost valves in the first wheel group and the second wheel group are both opened, and the pressure reducing valves are both closed.

6. A control method for an electronic hydraulic brake system according to claim 4, characterized in that: When the braking mode instruction is the first brake chamber leakage failure working mode, the decoupling solenoid valve and the first linkage solenoid valve are closed, the second linkage solenoid valve is opened, the boost valves in the first wheel group and the second wheel group are both opened, and the pressure reducing valves are both closed; When the braking mode instruction is the second brake chamber leakage failure operating mode or the third brake chamber leakage failure operating mode, the decoupling solenoid valve and the second linkage solenoid valve are closed, the first linkage solenoid valve is opened, the boost valves in the first wheel group and the second wheel group are both opened, and the pressure reducing valves are both closed.

7. A control method for an electronic hydraulic brake system according to claim 4, characterized in that: When the braking mode instruction is the wheel end leakage failure operating mode, the decoupling solenoid valve and the second linkage solenoid valve are closed, the first linkage solenoid valve is opened, the boost valves in the first wheel group and the second wheel group are both opened, and the pressure reducing valves are both closed.

8. The control method for an electronic hydraulic brake system according to claim 1, characterized in that: Also includes: A decoupling cylinder is arranged between the pedal and the brake master cylinder, wherein the hydraulic output end of the decoupling cylinder is arranged to be connected to the decoupling pipeline, and the hydraulic pressure is delivered to the brake master cylinder through the pedal stroke; A simulation pipeline connected to the decoupling pipeline is provided between the decoupling cylinder and the decoupling solenoid valve, and a pedaling feeling simulation unit capable of opening and closing is provided on the simulation pipeline; Wherein, when the braking mode instruction is a power-assisted braking mode, a coordinated energy recovery mode, an active braking AEB mode, an ESC braking mode, an ABS braking mode, a brake master cylinder leakage failure mode or a wheel end leakage failure mode, the pedal feel simulation unit is in an on state; In the pressure building unit failure working mode, the pedaling feeling simulation unit is in a closed state.

9. The control method for an electronic hydraulic brake system according to claim 1, characterized in that: Also includes: The second linkage pipeline is arranged to be connected to the oil pot module, and an oil replenishment pipeline is arranged between the oil pot module and the second wheel end brake pipeline; One-way valves are respectively arranged on the second linkage pipeline and the oil replenishment pipeline, and the one-way valves are arranged to open when the pressure building unit returns to a position to establish negative pressure.

10. A control method for an electronic hydraulic brake system according to any one of claims 1 to 9, characterized in that: The decoupling solenoid valve and the boost valve are set to be powered on and opened, and powered off and closed; the first linkage solenoid valve, the second linkage solenoid valve, the pressure reducing valve, and the pedal feel simulation unit are set to be powered on and closed, and powered off and opened.

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