Redundant brake control system

Abstract

The invention discloses a redundant brake control system which comprises a liquid storage pot, a main pressure building unit, an auxiliary pressure building unit and a hydraulic clamp, the liquid storage pot is communicated with the main pressure building unit through an oil way, the main pressure building unit is communicated with the auxiliary pressure building unit through an oil way, the auxiliary pressure building unit is communicated with the hydraulic clamp through an oil way, and the hydraulic clamp is communicated with the main pressure building unit through an oil way. The auxiliary pressure buildup unit is communicated with the liquid storage pot through a pressure relief loop. According to the redundant brake control system, the main pressure buildup unit and the auxiliary pressure buildup unit are communicated through the two oil ways, the occupied space is saved, the main pressure buildup unit and the auxiliary pressure buildup unit can serve as independent electronic boosters and ESC stability control units respectively, liquid outlets are connected, and good adaptability and universality are achieved.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile brakes, and in particular relates to a redundant brake control system. Background Art

[0002] With the continuous updating of intelligent driving technology, the requirements for braking systems are becoming higher and higher. Autonomous driving regulations require that L3 and above braking systems need to back up a redundant braking system. In the event of failure of the main braking system, the redundant braking system is required to work and execute the instructions of the autonomous driving system. This also requires the setting of a redundant braking control system in the vehicle system.

[0003] In the prior art, for example, the braking system disclosed in CN104724093B can provide a reliable braking system by using additional backup measures. The backup measures can be implemented not only by the driver in a hydraulic manner but also by providing an additional second brake pressure generator. However, the main braking system and the backup measures are connected by four oil pipes, which takes up a large space and is difficult to arrange in the engine compartment. At the same time, when the backup measures actively build pressure, the oil in the oil pot passes through the solenoid valve and the master cylinder of the main braking system at the oil suction end, forming a cut-off effect, which affects the rapid pressure building capability of the backup measures. Summary of the invention

[0004] The purpose of the present invention is to propose a redundant brake control system to solve the problem in the prior art that the oil in the oil tank passes through the solenoid valve and the master cylinder of the main brake system at the oil suction end, forming a interception effect and affecting the rapid pressure building capability.

[0005] To this end, the present invention provides a redundant braking control system, including a fluid reservoir, a main pressure building unit, a secondary pressure building unit and a hydraulic pliers, the fluid reservoir being connected to the main pressure building unit via an oil circuit, the main pressure building unit being connected to the secondary pressure building unit via an oil circuit, the secondary pressure building unit being connected to the hydraulic pliers via an oil circuit, and the secondary pressure building unit being connected to the fluid reservoir via a pressure relief circuit.

[0006] Preferably, the main pressure building unit is provided with a first oil circuit and a second oil circuit, the first oil circuit is provided with a single-chamber master cylinder and a master cylinder isolation valve in sequence, and the second oil circuit is provided with a one-way valve, a main pressure building motor and an isolation valve in sequence.

[0007] Preferably, the first oil circuit is connected to the second oil circuit via a third oil circuit, and a normally open valve is provided on the third oil circuit.

[0008] Preferably, a pedal and a displacement sensor are provided on the single-chamber master cylinder.

[0009] Preferably, the single-chamber master cylinder is connected to a simulator isolation valve and a pedal simulator.

[0010] Preferably, a first pressure sensor is provided on the main pressure-building motor.

[0011] Preferably, the secondary pressure building unit includes a fourth oil circuit and a fifth oil circuit, the fourth oil circuit is connected to the first oil circuit, the fifth oil circuit is connected to the second oil circuit, and the fourth oil circuit is the same as the fifth oil circuit.

[0012] Preferably, there are four hydraulic pliers, two of which are connected to the fourth oil circuit, and the other two are connected to the fifth oil circuit.

[0013] Preferably, the fourth oil circuit includes an ESC isolation valve, an ESC suction valve, a boost valve, a pressure reducing valve and a plunger pump motor, the ESC isolation valve is connected to the first oil circuit, the ESC isolation valve is connected to the boost valve, the boost valve is connected to the hydraulic clamp, the ESC suction valve is connected to the plunger pump motor, the plunger pump motor is connected to the pressure reducing valve, the pressure reducing valve is connected to the hydraulic clamp, the plunger pump motor is isolated from the pressure relief circuit by a one-way valve, and the pressure reducing valve is connected to the pressure relief circuit.

[0014] Preferably, a second pressure sensor is provided at the connection between the fifth oil circuit and the second oil circuit.

[0015] Beneficial effects:

[0016] 1. The present invention provides a redundant brake control system, in which a main pressure building unit and a secondary pressure building unit are connected through two oil circuits, saving occupied space, and the main pressure building unit and the secondary pressure building unit can be used as an independent electronic booster and ESC stability control unit respectively, and the fluid outlets are connected to each other, which has good adaptability and versatility.

[0017] 2. The main pressure building unit uses a combination of a single-chamber master cylinder and a normally open valve. In the event of a single-point failure, at least one front wheel and one rear wheel have braking force, and the number of solenoid valves and the number of pistons in the master cylinder are reduced.

[0018] 3. The auxiliary pressure building unit can be directly connected to the liquid storage pot through the pressure relief circuit, without the need for an accumulator, thus reducing the cost of use and meeting the discharge requirements during pressure reduction. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0020] Figure 1It is a structural schematic diagram of a redundant braking control system in the present invention.

[0021] In the figure: 1-liquid storage pot, 2-single-chamber master cylinder, 3-master cylinder isolation valve, 4-simulator isolation valve, 5-pedal simulator, 6-normally open valve, 7-ESC isolation valve, 8-plunger pump motor, 9-first pressure sensor, 10-check valve, 11-main pressure building motor, 12-isolation valve, 13-second pressure sensor, 14-ESC suction valve, 15-boost valve, 16-pressure reducing valve, 17-displacement sensor, 18-pressure relief circuit, 19-first oil circuit, 20-second oil circuit, 21-third oil circuit, 22-fourth oil circuit, 23-fifth oil circuit. DETAILED DESCRIPTION

[0022] The content of the present invention can be more easily understood by selecting the following detailed description of the preferred implementation method of the present invention and the embodiments included. Unless otherwise specified, all technical and scientific terms used herein have the same meanings as those of ordinary skill in the art to which the present invention belongs. When there is a conflict, the definition in this specification shall prevail.

[0023] Embodiment 1:

[0024] like Figure 1 As shown, in this embodiment, a redundant brake control system is provided, including a fluid reservoir 1, a main pressure-building unit, a secondary pressure-building unit and a hydraulic clamp, wherein the fluid reservoir 1 is connected to the main pressure-building unit through an oil circuit, the main pressure-building unit is connected to the secondary pressure-building unit through an oil circuit, the secondary pressure-building unit is connected to the hydraulic clamp through an oil circuit, and the secondary pressure-building unit is connected to the fluid reservoir 1 through a pressure relief circuit 18. Among them, there are four hydraulic clamps, namely, FL hydraulic clamp, RR hydraulic clamp, RL hydraulic clamp, and FR hydraulic clamp, which are used for braking of four wheels, wherein the FL hydraulic clamp and the RR hydraulic clamp form a FL-RR loop, and the RL hydraulic clamp and the FR hydraulic clamp form a RL-FR loop, ensuring that at least one loop has braking force.

[0025] The main pressure building unit is provided with a first oil circuit 19 and a second oil circuit 20. The first oil circuit 19 is provided with a single-chamber master cylinder 2 and a master cylinder isolation valve 123 in sequence. The second oil circuit 20 is provided with a one-way valve 10, a main pressure building motor 11 and an isolation valve 12 in sequence. The first oil circuit 19 is connected to the second oil circuit 20 through a third oil circuit 21. The third oil circuit 21 is provided with a normally open valve 6. The single-chamber master cylinder 2 is provided with a pedal and a displacement sensor 17. The single-chamber master cylinder 2 is connected with a simulator isolation valve 124 and a pedal simulator 5. The main pressure building motor 11 is provided with a first pressure sensor 9. The single-chamber master cylinder 2 is used to convert the driver's braking force into a hydraulic pressure, which acts on the pedal simulator 5 to provide the driver with feedback on the brake pedal force. At the same time, when both the main and auxiliary motors fail, the hydraulic pressure can directly act on the hydraulic clamp; the master cylinder isolation valve 123 is used to make the hydraulic braking force of the single-chamber master cylinder 2 act only on the pedal simulator 5 during normal assist. The simulator isolation valve 124 is used to allow the hydraulic pressure of the single-chamber master cylinder 2 to act on the hydraulic pliers when the main pressure-building unit fails. The pedal simulator 5 is used to provide feedback on the braking force to the driver. The normally open valve 6 is used to allow the hydraulic pressure of the single-chamber master cylinder 2 and the hydraulic pressure of the main pressure-building motor 11 to act on four hydraulic pliers at the same time, and to ensure that at least one hydraulic pliers has braking force. The displacement sensor 17 is used to identify the driver's braking intention, and the first pressure sensor 9 is used to collect the actual pressure of the circuit as pressure feedback for the closed-loop control of the main pressure-building motor 11. The one-way valve 10 is used to provide a path for sucking back the brake fluid when the fluid level in the main pressure-building motor 11 chamber is too low. The main pressure-building motor 11 is used to provide a power source for the main pressure-building unit. The isolation valve 12 is used to allow the hydraulic pressure of the single-chamber master cylinder 2 to act on the hydraulic pliers when the main pressure-building motor 11 fails, and the hydraulic pressure of the main pressure-building motor 11 chamber acts on the hydraulic pliers when the main pressure-building motor 11 is working normally.

[0026] The secondary pressure building unit includes a fourth oil circuit 22 and a fifth oil circuit 23. The fourth oil circuit 22 is connected to the first oil circuit 19, and the fifth oil circuit 23 is connected to the second oil circuit 20. The fourth oil circuit 22 is the same as the fifth oil circuit 23. There are four hydraulic pliers, two of which are connected to the fourth oil circuit 22, and the other two are connected to the fifth oil circuit 23. The fourth oil circuit 22 includes an ESC isolation valve 127, an ESC suction valve 14, a boost valve 15, a pressure reducing valve 16 and a plunger pump motor. The ESC isolation valve 127 is connected to the first oil circuit 19, the ESC isolation valve 127 is connected to the boost valve 15, the boost valve 15 is connected to the hydraulic pliers, the ESC suction valve 14 is connected to the plunger pump motor 8, the plunger pump motor 8 is connected to the pressure reducing valve 16, the pressure reducing valve 16 is connected to the hydraulic pliers, and is isolated from the pressure relief circuit 18 by a one-way valve, and the pressure reducing valve 16 is connected to the pressure relief circuit 18. A second pressure sensor 13 is provided at the connection between the fifth oil circuit 23 and the second oil circuit 20. Among them, the second pressure sensor 13 is used to identify the braking force of the main pressure building unit and identify the driver's braking intention. The ESC isolation valve 127 is used to control the decompression pressure of the plunger pump motor 8. The boost valve 15 cooperates with the pressure reducing valve 16 to achieve pressure increasing, pressure maintaining and pressure reducing. The plunger pump motor is used to extract the brake fluid in the reservoir 1 through the one-way valve 10, the ESC suction valve 14 and the pressure relief circuit 18, and then pump it out to the circuit between the ESC isolation valve 127 and the boost valve 15. When the pressure reducing valve 16 reduces pressure, the brake fluid returns directly to the reservoir 1 through the pressure relief circuit 18, and no accumulator is needed.

[0027] Working principle: During normal braking, the master cylinder isolation valve 123 is powered on and closed, and the simulator isolation valve 124 is powered on and opened, so that the brake fluid pressure of the single-chamber master cylinder 2 only acts on the pedal simulator 5. The isolation valve 12 is opened, the normally open valve 6 is opened, and when the driver steps on the brake pedal, the displacement sensor 17 recognizes the driver's braking intention, and the fluid pressure in the main pressure motor 11 cavity can act on four hydraulic calipers at the same time.

[0028] During redundant braking, when the main pressure building unit fails completely, the master cylinder isolation valve 123 is powered off and opened, the simulator isolation valve 124 is powered off and opened, the isolation valve 12 is powered off and closed, and the normally open valve 6 is opened; the driver steps on the brake pedal so that the brake fluid pressure generated by the single-chamber master cylinder 2 can directly act on the hydraulic caliper.

[0029] At the same time, the secondary pressure building unit is started, and the second pressure sensor 13 senses the driver's braking intention or the braking intention of the automatic driving system. When braking is required, the ESC isolation valve 12 is closed, the plunger pump motor 8 is started, and the pressure adjustment of the caliper is achieved by adjusting the current of the pressure reducing valve 16; when the wheel end shows a tendency to lock, the boost valve 15 and the pressure reducing valve 16 cooperate to achieve rapid pressure adjustment of the caliper to prevent the front wheel from locking and ensure the steering performance of the vehicle. When oversteering or understeering occurs, the ESC isolation valve 12 is closed, the plunger pump motor 8 is started, one of the boost valves 15 is closed, and the pressure adjustment of the single caliper is achieved by adjusting the current of the pressure reducing valve 16, thereby ensuring the lateral stability of the vehicle. During this period, the liquid discharged by the pressure reducing valve 16 returns to the liquid storage pot 1 through the pressure relief circuit 18.

[0030] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A redundant braking control system, characterized in that: include: A liquid storage pot, a main pressure building unit, a secondary pressure building unit and a hydraulic clamp, wherein the liquid storage pot is connected to the main pressure building unit through an oil circuit, the main pressure building unit is connected to the secondary pressure building unit through an oil circuit, the secondary pressure building unit is connected to the hydraulic clamp through an oil circuit, and the secondary pressure building unit is connected to the liquid storage pot through a pressure relief circuit.

2. A redundant braking control system according to claim 1, characterized in that: The main pressure building unit is provided with a first oil circuit and a second oil circuit. The first oil circuit is provided with a single-chamber master cylinder and a master cylinder isolation valve in sequence, and the second oil circuit is provided with a one-way valve, a main pressure building motor and an isolation valve in sequence.

3. A redundant braking control system according to claim 2, characterized in that: The first oil circuit is connected to the second oil circuit via a third oil circuit, and a normally open valve is disposed on the third oil circuit.

4. A redundant braking control system according to claim 2, characterized in that: The single-chamber master cylinder is provided with a pedal and a displacement sensor.

5. A redundant braking control system according to claim 2, characterized in that: The single-chamber master cylinder is connected to a simulator isolation valve and a pedal simulator.

6. A redundant braking control system according to claim 2, characterized in that: The main pressure-building motor is provided with a first pressure sensor.

7. A redundant braking control system according to claim 2, characterized in that: The secondary pressure building unit includes a fourth oil circuit and a fifth oil circuit. The fourth oil circuit is in communication with the first oil circuit, the fifth oil circuit is in communication with the second oil circuit, and the fourth oil circuit is the same as the fifth oil circuit.

8. A redundant braking control system according to claim 7, characterized in that: There are four hydraulic pliers, two of which are connected to the fourth oil circuit, and the other two are connected to the fifth oil circuit.

9. A redundant braking control system according to claim 8, characterized in that: The fourth oil circuit includes an ESC isolation valve, an ESC suction valve, a boost valve, a pressure reducing valve and a plunger pump motor. The ESC isolation valve is connected to the first oil circuit, the ESC isolation valve is connected to the boost valve, the boost valve is connected to the hydraulic clamp, the ESC suction valve is connected to the plunger pump motor, the plunger pump motor is connected to the pressure reducing valve, the pressure reducing valve is connected to the hydraulic clamp, the plunger pump motor is isolated from the pressure relief circuit by a one-way valve, and the pressure reducing valve is connected to the pressure relief circuit.

10. A redundant braking control system according to claim 9, characterized in that: A second pressure sensor is provided at the connection between the fifth oil circuit and the second oil circuit.

Images