A control method for an electronic hydraulic braking system

Abstract

The present application discloses a control method for an electronic hydraulic braking system, which relates to the field of vehicle braking technology. It includes controlling the opening and closing of a decoupling solenoid valve, a first linkage solenoid valve, and a second linkage solenoid valve based on a braking mode command to perform the corresponding braking action of a wheel braking unit. In the embodiments of the present application, by adopting the above-mentioned control method for an electronic hydraulic braking system, the master cylinder is set to 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 braking control of the wheel braking unit is achieved through the pressure regulation of the three braking chambers of the master cylinder under multiple hydraulic lines, greatly improving the safety redundancy ability of the braking system and ensuring the braking stability under different working conditions.

Description

Technical Field

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

[0002] The electronic hydraulic braking system is developed from the traditional hydraulic braking system. It replaces the vacuum booster with a motor and a 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 the CSV (solenoid valve) to achieve the decoupling of the braking force and the pedal force. The PSU (Pressure Supply Unit) directly pressurizes the brake through a dual hydraulic pipeline to establish the braking force. The wheel-end hydraulic circuit sucks the brake fluid by generating pressure through the piston return of the PSU to achieve circuit replenishment.

[0004] In the above-mentioned prior art, when the pedal is decoupled from the master cylinder, most of the time, the wheel-end hydraulic braking unit is directly driven 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 with the master cylinder to perform a safety backup. However, when the master cylinder leaks fluid, the safety backup will fail, resulting in the failure of wheel-end braking and poor redundancy of the overall system's fault resistance. Summary of the Invention

[0005] Aiming at the deficiencies of the prior art, the present invention provides a control method for an electronic hydraulic braking system that is easy to execute and has a large safety redundancy.

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

[0007] The present application provides a control method for an electronic hydraulic braking system, including:

[0008] Two brake pistons are arranged inside the brake master cylinder, and the inside of the brake master cylinder is sequentially divided into a first brake chamber, a second brake chamber, and a third brake chamber by the two brake pistons;

[0009] A decoupling pipeline is arranged between the pedal and the first brake chamber, and a decoupling solenoid valve is arranged on the decoupling pipeline. The pedal is set to be coupled with the brake master cylinder when the decoupling solenoid valve is in the open state and decoupled from the brake master cylinder when the decoupling solenoid valve is in the closed state;

[0010] Configure the wheel braking unit into a first wheel set and a second wheel set. Connect the hydraulic pressure input end of the first wheel set to the second braking chamber through the first end braking pipeline, and connect the hydraulic pressure input end of the second wheel set to the third braking chamber through the second end braking pipeline;

[0011] Set a first linkage pipeline and a second linkage pipeline in parallel at the hydraulic output end of the pressure building unit. Set the first linkage pipeline to communicate with the first braking chamber, and set the second linkage pipeline to communicate with the second braking chamber and the first end braking pipeline respectively;

[0012] Set a first linkage solenoid valve on the first linkage pipeline to control the communication between the pressure building unit and the first braking chamber, and set a second linkage solenoid valve on the second linkage pipeline to control the communication between the pressure building unit and the second braking chamber and the first end braking pipeline;

[0013] Among them, based on the braking mode instruction, control the opening and closing of the decoupling solenoid valve, the first linkage solenoid valve, and the second linkage solenoid valve to perform the corresponding braking action of the wheel braking unit.

[0014] Further limit that in the above control method for an electronic hydraulic braking system, when the braking mode instruction is the 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, and the booster valves of the first wheel set and the second wheel set are all opened, and the pressure reducing valves are all closed;

[0015] When the braking mode instruction is the ESC working condition braking mode, the decoupling solenoid valve and the second linkage solenoid valve are closed, the first linkage solenoid valve is opened, at least one booster valve in the first wheel set and the second wheel set is opened, the remaining booster valves are closed, and the pressure reducing valves are all closed.

[0016] Further limit that in the above control method for an electronic hydraulic braking system, when the braking mode instruction is the ABS working condition braking mode, performing the corresponding braking action of the wheel braking unit includes:

[0017] In the boosting stage, the decoupling solenoid valve and the second linkage solenoid valve are closed, the first linkage solenoid valve is opened, the booster valves in the first wheel set and the second wheel set are all opened, and the pressure reducing valves are all closed;

[0018] Stop boosting when it is detected that the braking force of the wheel braking unit reaches the first threshold;

[0019] In the pressure holding stage, the decoupling solenoid valve and the second linkage solenoid valve are closed, the first linkage solenoid valve is opened, at least one booster valve in the first wheel set and the second wheel set is closed, the remaining booster valves are opened, and the pressure reducing valves are all closed;

[0020] When it is detected that the braking force of the wheel brake unit reaches a second threshold, decompression is performed;

[0021] 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.

[0022] It is further defined that the above-mentioned control method for an electronic hydraulic brake system further includes:

[0023] 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.

[0024] 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.

[0025] 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;

[0026] 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.

[0027] 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.

[0028] It is further defined that the above-mentioned control method for an electronic hydraulic brake system further includes:

[0029] 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;

[0030] A simulation pipeline communicating with the decoupling pipeline is arranged between the decoupling cylinder and the decoupling solenoid valve, and a pedal feel simulation unit capable of opening and closing is arranged on the simulation pipeline;

[0031] Wherein, when the braking mode instruction is the boost braking mode, the coordinated energy recovery mode, the active braking AEB mode, the ESC working condition braking mode, the ABS working condition braking mode, the brake master cylinder leakage failure working condition mode or the wheel end leakage failure working condition mode, the pedal feel simulation unit is in the open state;

[0032] When the pressure building unit fails, the pedal feel simulation unit is in the closed state.

[0033] Further limited, in the above control method for an electronic hydraulic braking system, it further includes:

[0034] The second linkage pipeline is set to be connected to the oil pot module, and a supplementary oil pipeline is arranged between the oil pot module and the second wheel end braking pipeline;

[0035] One-way valves are respectively arranged on the second linkage pipeline and the supplementary oil pipeline, and the one-way valves are set to open when the pressure building unit returns to its position to establish negative pressure.

[0036] Further limited, in the above control method for an electronic hydraulic braking system, the decoupling solenoid valve and the boosting valve are set to be opened when powered on and closed when powered off, 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 closed when powered on and opened when powered off.

[0037] The present invention has at least the following beneficial effects:

[0038] 1. The brake master cylinder is set to have 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 braking control of the wheel braking unit is realized through the pressure adjustment of the three braking chambers of the brake master cylinder under multiple hydraulic lines, greatly improving the safety redundancy ability of the braking system and ensuring the braking stability under different working conditions;

[0039] 2. Through the opening and closing control of the decoupling solenoid valve, the first linkage solenoid valve, and the second linkage solenoid valve, not only the braking conditions under various working conditions are met, but also the automatic repair of the leaking and failing components can be realized, ensuring the independence of the functions of the braking components, and greatly enhancing the stability;

[0040] 3. Through the power-on and opening / closing setting of the valves, the working stability of the braking system can be further ensured, and the execution ability of the safety backup mode can be maintained in the event of an emergency power-off, further improving the safety redundancy of the braking system. Description of the Drawings

[0041] Figure 1 It is a schematic structural diagram of the electronic hydraulic braking system according to the embodiment of the present application;

[0042] Figure 2 It is a schematic structural diagram of the electronic hydraulic braking system according to the embodiment of the present application;

[0043] Figure 3 It is a schematic structural diagram of the "master cylinder 500" part in the electronic hydraulic braking system according to the embodiment of the present application;

[0044] Figure 4 It is a schematic structural diagram of the "oil pot module 400" part in the electronic hydraulic braking system according to the embodiment of the present application;

[0045] Figure 5 It is a schematic structural diagram of the "pressure building unit 600" part in the electronic hydraulic braking system according to the embodiment of the present application;

[0046] Figure 6 It is a schematic structural diagram of the "pedal feel simulation unit 800" part in the electronic hydraulic braking system according to the embodiment of the present application;

[0047] Figure 7 It is a schematic structural diagram of the "wheel braking unit 700" part in the electronic hydraulic braking system according to the embodiment of the present application.

[0048] Reference numerals

[0049] 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 oil return pipeline - 630, first linkage pipeline - 660, second linkage pipeline - 670, oil - replenishing pipeline - 680, wheel brake unit - 700, first wheel cylinder assembly - 710, first booster valve - 711, first pressure - reducing valve - 712, second wheel cylinder assembly - 720, second booster valve - 721, second pressure - reducing valve - 722, third wheel cylinder assembly - 730, third booster valve - 731, third pressure - reducing valve - 732, fourth wheel cylinder assembly - 740, fourth booster 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 - feeling simulation unit - 800, pedal - feeling 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 implementation manners

[0050] The following will clearly describe the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are some, but not all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application fall within the scope of protection of the present application.

[0051] The terms "first", "second", etc. in the specification and claims of the present application are used to distinguish similar objects, rather than to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present application can be implemented in an order other than those illustrated or described herein, and the objects distinguished by "first", "second", etc. are generally of the same type, and the number of objects is not limited. For example, the first object can be one or multiple. In addition, "and / or" in the specification and claims means at least one of the connected objects, and the character " / " generally indicates an "or" relationship between the associated objects before and after.

[0052] The following will, with reference to the accompanying drawings, detail the control method for an electronic hydraulic braking system provided in the embodiments of the present application through specific embodiments and their application scenarios.

[0053] Embodiment 1

[0054] As Figures 1 to 7 shown, an embodiment of the present application provides an electro - hydraulic braking system, including a pedal 100, an oil pot module 400, a brake master cylinder 500, a pressure - building unit 600, and a wheel braking unit 700.

[0055] The pedal 100 is coupled to the brake master cylinder 500. A first brake piston 510 and a second brake piston 520 are slidably arranged in the brake master cylinder 500 at intervals. The first brake piston 510 and the second brake piston 520 divide the interior of the brake master cylinder 500 into a first brake chamber 530, a second brake chamber 540, and a third brake chamber 550.

[0056] The first brake chamber 530 is located on the 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. The third brake chamber 550 is located on the side of the second brake piston 520 away from the first brake piston 510.

[0057] The wheel braking 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 end brake pipeline 750. The hydraulic pressure input end of the second wheel group is connected to the third brake chamber 550 through a second end brake pipeline 760.

[0058] 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 with a first linkage pipeline 660 and a second linkage pipeline 670 connected in parallel. The first linkage pipeline 660 is communicated with the first brake chamber 530 through a first linkage solenoid valve 950. The second linkage pipeline 670 is communicated with the second end brake pipeline 760 through a second linkage solenoid valve 960.

[0059] The oil pot module 400 is respectively connected to the brake master cylinder 500, the pressure - building unit 600, and the wheel braking unit 700, and is used to supply oil to the brake master cylinder 500, the pressure - building unit 600, and the wheel braking unit 700.

[0060] Wherein, the pressure - building cylinder 620 can realize the hydraulic pressure transmission to the first linkage pipeline 660 and / or the second linkage pipeline 670 through the drive of the driving unit.

[0061] It can be understood that when the pedal 100 is coupled with the master brake cylinder 500 and the first linkage solenoid valve 950 and the second linkage solenoid valve 960 are closed, during the process of the operator stepping on the pedal 100, the hydraulic pressure can be delivered to the master brake cylinder 500 through the displacement of the pedal 100, and the master brake cylinder 500 can build pressure for braking the wheel brake unit 700 under the control of the pedal 100;

[0062] When the pedal 100 is decoupled from the master brake cylinder 500, the pressure building unit 600 can perform the braking control of the wheel brake unit 700, specifically including:

[0063] 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 linearly 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 set and the second wheel set of the wheel brake unit 700 through the first wheel end brake pipeline 750 and the second wheel end brake pipeline 760, and further realizing the braking control of the wheel brake unit 700;

[0064] 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 linearly to output hydraulic pressure to the first wheel end brake pipeline 750. A part of the oil entering the first wheel end brake pipeline 750 is output to the first wheel set of the wheel brake unit 700, and the other part is output to the second brake chamber 540. The second brake piston 520 moves linearly away from the first brake piston 510 under the action of the hydraulic pressure in the second brake chamber 540, so that the oil in the third brake chamber 550 is output to the second wheel set of the wheel brake unit 700 through the second wheel end brake pipeline 760, and further realizing the braking control of the wheel brake unit 700.

[0065] In the embodiment of the present application, by adopting the above-mentioned electronic hydraulic braking system, three brake chambers are arranged in the master brake cylinder 500. In the decoupled state of the pedal 100 and the master brake cylinder 500, through the cooperation of the pressure building unit 600 and the first linkage solenoid valve 950 or the second linkage solenoid valve 960, the braking control of the wheel brake unit 700 can be realized. At the same time, the pressure building cylinder 620 of the pressure building unit 600 can be communicated with the master brake cylinder 500 and the wheel brake unit 700, and can supply oil to them when the master brake cylinder 500 and the wheel brake unit 700 leak and fail, so as to repair the oil leakage fault of the braking system and further improve the safety redundancy of the braking system.

[0066] It can be understood that the connection form between the master brake cylinder 500 and the wheel brake unit 700 is not limited to the above one. For example, the first wheel-end brake pipeline 750 of the first wheel set can be set to communicate with the third brake chamber 550, and the second wheel-end brake pipeline 760 of the second wheel set can be communicated with the second brake chamber 540. As long as the hydraulic pressure transmission from the master brake cylinder 500 to the two wheel sets of the wheel brake unit 700 can be achieved, it will not be elaborated here.

[0067] In a preferred embodiment, as Figure 1 、 Figure 2 、 Figure 5 shown, the drive unit is specifically set as the motor 610 (i.e., M in the attached drawing) connected to the pressure building cylinder 620. The pressure building cylinder 620 can realize the hydraulic pressure transmission to the wheel brake unit 700 through the drive of the motor 610.

[0068] It can be understood that the structural form of the pressure building unit 600 is not limited to the above one. The motor 610 can adopt other drive structures, such as a connecting rod structure, a rack and pinion structure, etc. As long as the hydraulic pressure output drive for the pressure building cylinder 620 can be achieved, it will not be elaborated here.

[0069] In a preferred embodiment, as Figure 1 、 Figure 2 、 Figure 7 shown, a pressure building oil return pipeline 630 is provided between the oil pot module 400 and the pressure building unit 600.

[0070] Among them, the pressure building oil return pipeline 630 is communicated with the oil inlet end of the pressure building cylinder 620. The oil pot module 400 can realize the hydraulic oil supply to the pressure building cylinder 620 through the pressure building oil return pipeline 630.

[0071] In a preferred embodiment, as Figure 1 、 Figure 2 shown, one end of the second linkage pipeline 670 far from the pressure building cylinder 620 is communicated with the oil pot module 400, and a first one-way valve 970 is provided on the second linkage pipeline 670. The communication direction of the first one-way valve 970 is from the oil pot module 400 to the side of the pressure building cylinder 620.

[0072] Among them, there is a connection point 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 connection point, and the first one-way valve 970 is arranged between the oil pot module 400 and the connection point.

[0073] It can be understood that when the pressure building cylinder 620 builds negative pressure, the first one-way valve 970 on the second linkage pipeline 670 is conducted, and the oil pot module 400 can supplement oil to the pressure building cylinder 620 and the master brake cylinder 500 through the second linkage pipeline 670.

[0074] In a preferred embodiment, as Figure 1 、 Figure 2 shown, a supplementary oil pipeline 680 is communicatively provided between the oil pot module 400 and the second wheel end brake pipeline 760, and a second one-way valve 980 is provided on the supplementary oil pipeline 680.

[0075] Wherein, the communication direction of the second one-way valve 980 is from the oil pot module 400 to the wheel brake unit 700 side.

[0076] It can be understood that when the brake master cylinder 500 establishes negative pressure, the second one-way valve 980 on the supplementary oil pipeline 680 is turned on, and the oil pot module 400 can supplement oil to the brake master cylinder 500 through the supplementary oil pipeline 680 and the second wheel end brake pipeline 760.

[0077] In a preferred embodiment, as Figure 1 、 Figure 2 、 Figure 7 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.

[0078] Wherein, the first pressure increasing valve 711 and the second pressure increasing valve 721 are respectively communicatively connected to the first wheel end brake pipeline 750.

[0079] In a preferred embodiment, as Figure 1 、 Figure 2 、 Figure 7 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 pressure increasing valve 731 and a third pressure reducing valve 732, and the fourth wheel cylinder assembly 740 is equipped with a fourth pressure increasing valve 741 and a fourth pressure reducing valve 742.

[0080] Wherein, the third pressure increasing valve 731 and the fourth pressure increasing valve 741 are respectively communicatively connected to the second wheel end brake pipeline 760.

[0081] 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 respectively correspond to the front and rear wheels of the vehicle and include at least one wheel cylinder assembly.

[0082] In a preferred embodiment, as Figure 1 、 Figure 2 、 Figure 7 shown, a wheel end oil return pipeline 770 is provided between the oil pot module 400 and the wheel brake unit 700.

[0083] 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 communicated with the wheel end oil return pipeline 770.

[0084] It can be understood that when the wheel braking unit 700 executes braking, the brake master cylinder 500 or the pressure building unit 600 can convey hydraulic pressure to the first wheel set and the second wheel set through the first wheel end braking pipeline 750 and the second wheel end braking pipeline 760. The first pressure increasing valve 711, the second pressure increasing valve 721, the third pressure increasing valve 731, and the fourth pressure increasing 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, so as to realize the pressure maintaining braking 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. When the braking of the wheel braking unit 700 is released, the first pressure increasing valve 711, the second pressure increasing valve 721, the third pressure increasing valve 731, and the fourth pressure increasing 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. 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, so as to realize the 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.

[0085] In a preferred embodiment, as Figure 1 、 Figure 2 shown, it further includes a decoupling cylinder 300 connected to the pedal 100. The first braking chamber 530 of the brake master cylinder 500 is connected to the decoupling cylinder 300 through a decoupling solenoid valve 310. The oil pot module 400 is connected to the decoupling cylinder 300 and can supply oil to the decoupling cylinder 300.

[0086] Among them, when the decoupling solenoid valve 310 is in the open state, the decoupling cylinder 300 can realize the conveyance 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 braking pressure building of the wheel braking unit 700 under the action of the hydraulic pressure conveyed by the decoupling cylinder 300.

[0087] 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 conveyed into the brake master cylinder 500 through the decoupling solenoid valve 310. When the decoupling cylinder 300 conveys hydraulic pressure to the first braking chamber 530, the first brake piston 510 moves towards the side close to the second brake piston 520, and the pressures in the second braking chamber 540 and the third braking chamber 550 rise, thereby driving the hydraulic oil to be conveyed to the first wheel set and the second wheel set through the first wheel end braking pipeline 750 and the second wheel end braking pipeline 760, and further realizing the braking pressure building of the wheel braking unit 700.

[0088] In the embodiment of the present application, an above-mentioned electronic hydraulic braking system 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 transmission of the brake master cylinder 500 to the wheel braking unit 700 through the decoupling cylinder 300. At this time, the stepping stroke of the pedal 100 is not restricted by the structure of the brake master cylinder 500, and the decoupling cylinder 300 can provide a larger stepping adjustment range for the pedal 100, thereby further improving the use comfort of the electronic hydraulic braking system.

[0089] In a preferred embodiment, as Figure 1 、 Figure 2 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 a decoupling solenoid valve 310 is arranged on the decoupling pipeline 330.

[0090] In a preferred embodiment, as Figure 1 、 Figure 2 shown, it further includes a displacement sensor 210 for monitoring the stepping stroke of the pedal 100. Among them, S represents displacement and U represents voltage (displacement electrical signal) in the attached drawing.

[0091] In a preferred embodiment, as Figure 1 、 Figure 2 shown, it further includes a first pressure sensor 220 for monitoring the hydraulic pressure of the decoupling cylinder 300. Among them, P represents pressure and U represents voltage (pressure electrical signal) in the attached drawing.

[0092] It can be understood that there is a proportional relationship between the stepping stroke of the pedal 100 and the output hydraulic pressure of the decoupling cylinder 300. By monitoring the stepping stroke of the pedal 100 and the output hydraulic pressure of the decoupling cylinder 300, the control accuracy of the stepping stroke of the pedal 100 on the braking degree of the wheel braking unit 700 can be improved, and the control reliability of the hydraulic braking system can be ensured.

[0093] In a preferred embodiment, as Figure 1 、 Figure 2 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.

[0094] In a preferred embodiment, the pressure building unit 600 is coupled with the pedal 100.

[0095] It can be understood that the pressure building unit 600 can obtain the output result of the displacement sensor 210 (i.e., the stepping 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 translate based on the stepping stroke of the pedal 100 to output a corresponding hydraulic pressure, thereby ensuring the braking force control accuracy of the wheel braking unit 700.

[0096] In a preferred embodiment, as Figure 1 、 Figure 2 shown, it further includes a second pressure sensor 230 for monitoring the hydraulic pressure output by the pressure building cylinder 620, where P represents pressure and U represents voltage (pressure electrical signal) in the attached drawing.

[0097] It can be understood that the second pressure sensor 230 can monitor the hydraulic pressure output by the pressure building cylinder 620. Through cooperation with the monitoring result of the displacement sensor 210, the output hydraulic pressure of the pressure building unit 600 can also be associated with the stepping stroke of the pedal 100. When the wheel braking unit 700 is braked and controlled by the pressure building unit 600, the control accuracy of the braking degree of the wheel braking unit 700 by the stepping stroke of the pedal 100 is ensured.

[0098] In a preferred embodiment, as Figure 1 、 Figure 2 shown, the second pressure sensor 230 is connected to the hydraulic pressure output end of the pressure building cylinder 620 and is in parallel with the first linkage pipeline 660 and the second linkage pipeline 670.

[0099] In a preferred embodiment, as Figure 1 、 Figure 2 、 Figure 4 shown, the oil pot module 400 is provided with a plurality of independent oil cavities, and one of the independent oil cavities is communicated with the oil inlet end of the decoupling cylinder 300 and is used for supplying hydraulic oil to the decoupling cylinder 300.

[0100] In a preferred embodiment, as Figure 1 、 Figure 2 、 Figure 4 shown, the oil pot module 400 is provided with a plurality of independent oil cavities, and one of the independent oil cavities is connected to the second linkage pipeline 670, the oil replenishing pipeline 680, the pressure building oil return pipeline 630, and the wheel end oil return pipeline 770.

[0101] In a preferred embodiment, as Figure 1 、 Figure 2 、 Figure 4 shown, the oil pot module 400 is provided with a first oil cavity 410, a second oil cavity 420, a third oil cavity 430, and a fourth oil cavity 440.

[0102] Among them, the first oil chamber 410 is communicated with 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 pipeline 630, and the wheel end return pipeline 770, and the second oil chamber 420 and the third oil chamber 430 are respectively communicated with the second braking chamber 540 and the third braking chamber 550 of the brake master cylinder 500.

[0103] In the embodiment of the present application, by adopting the above-mentioned electronic hydraulic braking system, since the second braking chamber 540 and the third braking chamber 550 are respectively communicated with the independent second oil chamber 420 and the third oil chamber 430 in the oil pot module 400, when hydraulic oil leakage occurs 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 braking unit 700, and improving the redundancy ability of the braking system.

[0104] In a preferred embodiment, as Figure 1 , Figure 2 shown, it further includes a pedal feel simulation unit 800 connected to the hydraulic pressure output end of the decoupling cylinder 300.

[0105] In a preferred embodiment, as Figure 1 , Figure 2 , Figure 6 shown, the pedal feel simulation unit 800 is connected in parallel with the decoupling solenoid valve 310, and includes a pedal feel simulator 810 and a simulation solenoid valve 820 arranged between the pedal feel simulator 810 and the decoupling cylinder 300.

[0106] 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 braking damping of the user stepping on the pedal 100 and optimizing the feedback foot feel of the braking system to the user.

[0107] In a preferred embodiment, as Figure 1 , Figure 2 , Figure 6 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 the simulation solenoid valve 820 is arranged on the simulation pipeline 320.

[0108] Embodiment 2

[0109] As Figures 1 to 7 shown, the embodiment of the present application provides a control method for an electronic hydraulic braking system, which can be used for the control method for an electronic hydraulic braking system in the above-mentioned Embodiment 1, including:

[0110] A first brake piston 510 and a second brake piston 520 are arranged inside the master brake cylinder 500. The interior of the master brake cylinder 500 is sequentially partitioned into a first brake chamber 530, a second brake chamber 540, and a third brake chamber 550 by the first brake piston 510 and the second brake piston 520.

[0111] A decoupling pipeline 330 is arranged between the pedal 100 and the first brake chamber 530, and a decoupling solenoid valve 310 is arranged on the decoupling pipeline 330. The decoupling solenoid valve 310 is configured to control the coupling state between the pedal 100 and the master brake cylinder 500.

[0112] The wheel brake unit 700 is configured into a first wheel set and a second wheel set. The hydraulic pressure input end of the first wheel set is connected to the second brake chamber 540 through a first end brake pipeline 750, and the hydraulic pressure input end of the second wheel set is connected to the third brake chamber 550 through a second end brake pipeline 760.

[0113] A first linkage pipeline 660 and a second linkage pipeline 670 which are connected in parallel are arranged at the hydraulic output end of the pressure building unit 600. The first linkage pipeline 660 is arranged to communicate with the first brake chamber 530, and the second linkage pipeline 670 is respectively arranged to communicate with the second brake chamber 540 and the first end brake pipeline 750.

[0114] A first linkage solenoid valve 950 is arranged 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 arranged 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 end brake pipeline 750.

[0115] Among them, the pedal 100 is configured to be coupled with the master brake cylinder 500 when the decoupling solenoid valve 310 is in the open state, and decoupled from the master brake cylinder 500 when the decoupling solenoid valve 310 is in the closed state.

[0116] It further includes:

[0117] Based on a braking mode instruction, control the opening and closing of the decoupling solenoid valve 310, the first linkage solenoid valve 950, and the second linkage solenoid valve 960 to execute the corresponding braking action of the wheel brake unit 700.

[0118] It can be understood that when the decoupling solenoid valve 310 is in the open state, the pedal 100 is coupled with the master brake cylinder 500, and when the decoupling solenoid valve 310 is in the closed state, the pedal 100 is decoupled from the master brake cylinder 500.

[0119] 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.

[0120] 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.

[0121] 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.

[0122] 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.

[0123] 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.

[0124] In a preferred embodiment, when the braking mode command is the ESC working condition braking mode (ESC, full name Electronic Stability Controller, that is, the electronic vehicle stability control system, which can adjust the power and braking force of the front and rear wheels in real time by monitoring the driving state of the vehicle including parameters such as yaw rate, lateral acceleration and steering wheel rotation, etc., to ensure 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 pressure increasing valve in the first wheel set and the second wheel set is opened, other pressure increasing valves are closed, and all pressure reducing valves are closed.

[0125] It can be understood that the opening and closing of the pressure increasing valves in the first wheel set and the second wheel set depend on the driving state of the vehicle, and by adjusting the braking force at the four wheel ends, the driving stability of the vehicle is ensured.

[0126] In a preferred embodiment, when the braking mode command is the ABS working condition braking mode (ABS, Anti-lock Braking System, that is, the anti-lock braking system, which is an automotive safety control system designed to prevent the wheels from locking during emergency braking, thus maintaining the maneuverability and stability of the vehicle), the braking actions corresponding to the wheel braking unit 700 include:

[0127] In the pressure increasing stage, the decoupling solenoid valve 310 and the second linkage solenoid valve 960 are closed, the first linkage solenoid valve 950 is opened, all pressure increasing valves in the first wheel set and the second wheel set are opened, and all pressure reducing valves are closed;

[0128] Stop increasing pressure when it is monitored that the braking force of the wheel braking unit 700 reaches the first threshold;

[0129] In the pressure maintaining 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 pressure increasing valve in the first wheel set and the second wheel set is closed, the remaining pressure increasing valves are opened, and all pressure reducing valves are closed;

[0130] Execute pressure reduction when it is monitored that the braking force of the wheel braking unit 700 reaches the second threshold;

[0131] In the pressure reducing stage, the decoupling solenoid valve 310 and the second linkage solenoid valve 960 are closed, the first linkage solenoid valve 950 is opened, all pressure increasing valves in the first wheel set and the second wheel set are closed, at least one pressure reducing valve is opened, and the remaining pressure reducing valves are closed.

[0132] Among them, the first threshold and the second threshold are specifically the execution judgment reference values of the ABS working condition braking mode, that is, when reaching the first threshold or the second threshold, the opening and closing control of the pressure increasing valve and the pressure reducing valve of the wheel braking unit 700 is correspondingly executed.

[0133] It can be understood that during the pressure boosting stage, the pressure building unit 600 directly drives the master cylinder 500 through the first linkage pipeline 660. The master cylinder 500 conveys braking pressure to the first wheel set and the second wheel set through the first wheel end braking pipeline 750 and the second wheel end braking pipeline 760, thereby achieving pressure boosting of the wheel braking unit 700. When the pressure of the wheel braking unit 700 is on the high side, some pressure boosting valves in the first wheel set and the second wheel set are closed, and the wheel braking unit 700 performs pressure holding. When the pressure of the wheel braking unit 700 is too high, the pressure boosting valves in the first wheel set and the second wheel set are both closed, and the pressure reducing valve is partially opened, thereby achieving pressure reduction of the wheel braking unit 700.

[0134] In a preferred embodiment, it further includes:

[0135] Generating a braking mode command based on the failure states of the master cylinder 500, the pressure building unit 600, and the wheel braking unit 700.

[0136] In a preferred embodiment, when the braking mode command is the failure condition mode of the pressure building unit 600, the decoupling solenoid valve 310 is opened, the first linkage solenoid valve 950 and the second linkage solenoid valve 960 are closed, the pressure boosting valves in the first wheel set and the second wheel set are both opened, and the pressure reducing valves are both closed.

[0137] It can be understood that at this time, the pedal 100 is coupled with the master cylinder 500, and the hydraulic braking force can be directly driven by the pedal 100's stepping stroke to output to the wheel braking unit 700 through the master cylinder 500.

[0138] In a preferred embodiment, when the braking mode command is the failure condition mode of the leakage of the first braking 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 pressure boosting valves in the first wheel set and the second wheel set are both opened, and the pressure reducing valves are both closed.

[0139] It can be understood that in this mode, the pedal 100 is decoupled from the master cylinder 500. The pressure building unit 600 can output hydraulic pressure to the second braking chamber 540 and the first wheel set through the second linkage pipeline 670. The first wheel set performs braking. The second braking piston 520 outputs hydraulic pressure to the second wheel set through the second wheel end braking pipeline 760 under the action of the hydraulic pressure in the second braking chamber 540, and the second wheel set performs braking. At the same time, the hydraulic oil in the second braking chamber 540 can supplement the first braking chamber 530, thereby achieving automatic liquid supplement repair for the leakage of the first braking chamber 530.

[0140] In a preferred embodiment, when the braking mode instruction is the second braking chamber 540 leakage failure condition mode or the third braking chamber 550 leakage failure condition mode, the decoupling solenoid valve 310 and the second linkage solenoid valve 960 are closed, the first linkage solenoid valve 950 is opened, the pressure increasing valves in both the first wheel set and the second wheel set are opened, and the pressure reducing valves are closed;

[0141] Among them, the leakage failure states of the second braking chamber 540 and the third braking chamber 550 in the master cylinder 500 are judged by the wheel speeds corresponding to the first wheel set and the second wheel set.

[0142] It should be noted that under the same braking instruction, if the wheel speed corresponding to the first wheel set is higher (insufficient braking force), it is determined that the second braking chamber 540 has a leakage failure condition, and vice versa, it is determined that the third braking chamber 550 has a leakage failure condition.

[0143] It can be understood that in this mode, the pedal 100 is decoupled from the master cylinder 500, and the pressure building unit 600 can output hydraulic pressure to the first braking chamber 530 through the first linkage pipeline 660. On the one hand, the first braking piston 510 can translate toward the side close to the second braking piston 520, and the hydraulic oil in the first braking chamber 530 can output hydraulic pressure to the first wheel set and the second wheel set through the first wheel end braking pipeline 750 and the second wheel end braking pipeline 760. On the other hand, the hydraulic oil in the first braking chamber 530 can supplement the second braking chamber 540 and the third braking chamber 550, so as to realize the automatic liquid supplement repair of the leakage of the second braking chamber 540 and the third braking chamber 550.

[0144] In a preferred embodiment, when the braking mode instruction is the wheel end leakage failure condition mode, the decoupling solenoid valve 310 and the second linkage solenoid valve 960 are closed, the first linkage solenoid valve 950 is opened, the pressure increasing valves in both the first wheel set and the second wheel set are opened, and the pressure reducing valves are closed.

[0145] It can be understood that in this mode, the pedal 100 is decoupled from the master cylinder 500, and the pressure building unit 600 can output hydraulic pressure to the first braking chamber 530 through the first linkage pipeline 660. The hydraulic oil in the master cylinder 500 is conveyed to the first wheel set and the second wheel set through the first wheel end braking pipeline 750 and the second wheel end braking pipeline 760. On the one hand, wheel end braking is realized, and on the other hand, automatic liquid supplement repair of the wheel end leakage can be realized.

[0146] In the embodiment of the present application, by adopting the above-mentioned control method for an electro-hydraulic braking system, through the opening and closing control of the decoupling 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 satisfied, but also the automatic repair of the leakage failure components can be realized, ensuring the independence of the function realization of the braking components, and greatly enhancing the stability.

[0147] In a preferred embodiment, it also includes:

[0148] 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.

[0149] 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 .

[0150] 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.

[0151] In a preferred embodiment, it also includes:

[0152] 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;

[0153] 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.

[0154] 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.

[0155] In a preferred embodiment, it also includes:

[0156] 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.

[0157] 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.

[0158] In a preferred embodiment, the decoupling solenoid valve 310 and the pressure boosting valve are set to be opened when powered on and closed when powered off, and the first linkage solenoid valve 950, the second linkage solenoid valve 960, the pressure reducing valve, and the pedal feeling simulation unit 800 are set to be closed when powered on and opened when powered off.

[0159] It can be understood that through the on-off setting of the valves, the working stability of the braking system can be further ensured, the execution ability of the safety backup mode can be maintained in the event of an emergency power-off, and the safety redundancy of the braking system can be further improved.

[0160] It should be noted that in this text, the term "including", "comprising" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements but also includes other elements not explicitly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including one..." does not exclude the existence of another identical element in the process, method, article or device including that 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 the reverse order according to the functions involved. For example, the described method may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, the features described with reference to certain examples may be combined in other examples.

[0161] The embodiments of the present application have been described above in conjunction with the accompanying drawings. However, the present application is not limited to the above specific embodiments. The above specific embodiments are merely illustrative and not restrictive. Under the inspiration of the present application, those of ordinary skill in the art can also make many forms without departing from the purpose of the present application and the scope protected by the claims, and all of them fall within the protection scope 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; Wherein, a braking mode instruction is generated based on the failure state of the brake master cylinder, the pressure building unit, and the wheel brake unit; 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 brake unit; 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; the pedal is decoupled from the brake master cylinder, the pressure building unit outputs hydraulic pressure to the second brake chamber and the first wheel group through the second linkage pipeline, the first wheel group performs braking, and the brake piston outputs hydraulic pressure to the second wheel group through the second wheel end brake pipeline under the action of the hydraulic pressure in the second brake chamber, the second wheel group performs braking, and the hydraulic oil in the second brake chamber is replenished in the first brake chamber to repair the first brake chamber; 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.

2. 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.

3. A control method for an electronic hydraulic brake system according to claim 1, 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.

4. The control method for an electronic hydraulic brake system according to claim 1, characterized in that: 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.

5. The control method for an electronic hydraulic brake system according to claim 1, 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.

6. 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.

7. 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.

8. A control method for an electronic hydraulic brake system according to any one of claims 1 to 7, 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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