A fully decoupled electronic hydraulic brake system

Abstract

The present application discloses a fully decoupled electronic hydraulic brake system, including a pedal, a decoupling cylinder, an oil tank module, a brake master cylinder and a wheel brake unit. The decoupling cylinder is connected to the pedal, and the brake master cylinder and the decoupling cylinder are connected via a decoupling solenoid valve. In an embodiment of the present application, the above-mentioned fully decoupled electronic hydraulic brake system is adopted, and a decoupling cylinder is arranged between the pedal and the brake master cylinder, so that the pedal indirectly controls the hydraulic pressure delivery of the brake master cylinder to the wheel brake unit via the decoupling cylinder. At this time, the pedal's pedaling stroke is not limited by the structure of the brake master cylinder. The decoupling cylinder can provide the pedal with a larger pedaling adjustment range, thereby further improving the use comfort of the electronic hydraulic brake system.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking, and in particular to a fully decoupled 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 and the pedal force. The PSU (Pressure Supply Unit) directly pressurizes the brakes through a dual hydraulic pipeline 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, since the pedal is directly connected to the master cylinder, the pedal feel adjustment range is limited by the piston stroke of the master cylinder. At the same time, when leakage occurs in the pedal or the master cylinder or the pressure building unit, the pedal feel will fail and even affect the entire hydraulic braking system, and the overall fault-resistant redundancy capability is poor. Summary of the invention

[0005] In view of the deficiencies of the prior art, the present invention provides a fully decoupled electronic hydraulic brake system with stable operation and 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 fully decoupled electronic hydraulic brake system, including a pedal, a decoupling cylinder, an oil tank module, a brake master cylinder and a wheel brake unit;

[0008] The decoupling cylinder is connected to the pedal, the brake master cylinder is connected to the decoupling cylinder through a decoupling solenoid valve, the wheel brake unit is connected to the brake master cylinder, and the oil pot module is respectively connected to the decoupling cylinder, the brake master cylinder, and the wheel brake unit;

[0009] It also includes a pressure building unit connected to the wheel brake unit, the pressure building unit is coupled to the pedal, and when the decoupling solenoid valve is closed, the pressure building unit can deliver hydraulic pressure to the wheel brake unit to achieve pressure building braking;

[0010] The pressure building unit includes a motor and a pressure building cylinder connected to the motor, the pressure building cylinder is connected to the oil pot module and the wheel brake unit, a pressure building oil return pipeline is provided between the oil pot module and the pressure building cylinder, and the pressure building cylinder can deliver hydraulic pressure to the wheel brake unit under the drive of the motor;

[0011] Wherein, when the decoupling solenoid valve is in an open state, the decoupling cylinder can realize the transmission of hydraulic pressure to the brake master cylinder through the displacement of the pedal, and the brake master cylinder can realize the brake pressure building of the wheel brake unit under the action of the hydraulic pressure transmitted by the decoupling cylinder;

[0012] The oil pot module includes a plurality of independent oil chambers;

[0013] One of the independent oil chambers is communicated with the decoupling cylinder and is used for supplying hydraulic oil to the decoupling cylinder;

[0014] And / or, one of the independent oil chambers is connected to the pressure-building oil return pipeline and the wheel-end oil return pipeline of the wheel brake unit.

[0015] It is further defined that the above-mentioned fully decoupled electronic hydraulic brake system further includes a displacement sensor for monitoring the pedal stroke, and / or further includes a first pressure sensor for monitoring the hydraulic pressure of the decoupling cylinder;

[0016] Wherein, the first pressure sensor is connected to the hydraulic pressure output end of the decoupling cylinder and is connected in parallel with the decoupling solenoid valve.

[0017] It is further defined that in the above-mentioned fully decoupled electronic hydraulic brake system, the wheel brake unit comprises a first wheel group and a second wheel group, the first wheel group is connected to the brake master cylinder through a first wheel end brake pipeline, and the second wheel group is connected to the brake master cylinder through a second wheel end brake pipeline;

[0018] The first wheel group and the second wheel group each include at least one wheel cylinder assembly, and the wheel cylinder assembly is equipped with a boost valve and a pressure reducing valve;

[0019] Among them, the boost valves of the first wheel group and the second wheel group are connected to the first wheel end brake pipeline and the second wheel end brake pipeline respectively, and the pressure reducing valves of the first wheel group and the second wheel group are connected to the oil tank module through the wheel end oil return pipeline.

[0020] It is further defined that in the above-mentioned fully decoupled electronic hydraulic brake system, a first brake piston and a second brake piston are slidably arranged in the brake master cylinder, and the first brake piston and the second brake piston divide the interior of the brake master cylinder into a first brake chamber, a second brake chamber, and a third brake chamber;

[0021] The first brake chamber is located at a side of the first brake piston away from the second brake piston, the second brake chamber is located between the first brake piston and the second brake piston, and the third brake chamber is located at a side of the second brake piston away from the first brake piston;

[0022] Wherein, the hydraulic pressure output end of the decoupling cylinder is communicated with the first brake chamber, the first wheel end brake pipeline is communicated with the second brake chamber, and the second wheel end brake pipeline is communicated with the third brake chamber.

[0023] It is further defined that the above-mentioned fully decoupled electronic hydraulic brake system further includes a second pressure sensor for monitoring the output fluid pressure of the pressure building cylinder.

[0024] It is further defined that in the above-mentioned fully decoupled electronic hydraulic brake system, the hydraulic pressure output end of the pressure-building cylinder is connected to a first pressure-building brake pipeline and a second pressure-building brake pipeline which are connected in parallel with each other;

[0025] The first pressure-building brake pipeline and the second pressure-building brake pipeline are respectively connected to the first wheel-end brake pipeline and the second wheel-end brake pipeline.

[0026] It is further defined that in the above-mentioned fully decoupled electronic hydraulic brake system, a first auxiliary solenoid valve located between the brake master cylinder and the first wheel set is provided on the first wheel end brake pipeline, and a second auxiliary solenoid valve located between the brake master cylinder and the second wheel set is provided on the second wheel end brake pipeline;

[0027] Among them, the first pressure-building brake pipeline is connected to the first wheel-end brake pipeline between the first auxiliary solenoid valve and the first wheel group at one end away from the pressure-building cylinder, and the second pressure-building brake pipeline is connected to the second wheel-end brake pipeline between the second auxiliary solenoid valve and the second wheel group at one end away from the pressure-building cylinder.

[0028] It is further defined that, in the above-mentioned fully decoupled electronic hydraulic brake system, a first backup solenoid valve is provided on the first pressure-building brake pipeline, and a second backup solenoid valve is provided on the second pressure-building brake pipeline.

[0029] It is further defined that the above-mentioned fully decoupled electronic hydraulic brake system further includes a pedal feel simulation unit connected to the decoupling cylinder fluid pressure output terminal;

[0030] The pedaling feeling simulation unit is connected in parallel with the decoupling electromagnetic valve, and comprises a pedaling feeling simulator and a simulation electromagnetic valve arranged between the pedaling feeling simulator and the decoupling cylinder.

[0031] The present invention has at least the following beneficial effects:

[0032] 1. A decoupling cylinder is arranged between the pedal and the brake master cylinder, so that the pedal indirectly controls the hydraulic pressure delivered by the brake master cylinder to the wheel brake unit through the decoupling cylinder. At this time, the pedal stroke is not limited by the structure of the brake master cylinder. The decoupling cylinder can provide a larger pedal adjustment range for the pedal, thereby further improving the comfort of the electronic hydraulic brake system;

[0033] 2. When the decoupling solenoid valve is closed, the pressure-building unit can realize the pressure-building braking of the wheel brake unit. At this time, the master cylinder and the pedal are completely decoupled. By switching the braking mode of the master cylinder and the pressure-building unit, the redundancy of the braking system is greatly improved;

[0034] 3. Since the decoupling cylinder and the pressure building unit are respectively connected to the independent oil chambers in the oil pot module, when the hydraulic oil leaks in the brake master cylinder, the hydraulic oil in the independent oil chamber and the pressure building cylinder will not leak synchronously, thereby ensuring the working stability of the decoupling cylinder and the pressure building unit and improving the redundancy capacity of the braking system. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 This is a schematic diagram of the structure of a fully decoupled electronic hydraulic brake system according to an embodiment of the present application;

[0036] Figure 2 This is a schematic diagram of the structure of a fully decoupled electronic hydraulic brake system according to an embodiment of the present application;

[0037] Figure 3 This is a structural schematic diagram of the "brake master cylinder 500" part in the fully decoupled electronic hydraulic brake system of the embodiment of the present application;

[0038] Figure 4 This is a schematic structural diagram of the "oil tank module 400" part of the fully decoupled electronic hydraulic brake system in the embodiment of the present application;

[0039] Figure 5 This is a schematic structural diagram of the "pressure building unit 600" in the fully decoupled electronic hydraulic brake system of the embodiment of the present application;

[0040] Figure 6 This is a structural schematic diagram of the "pedaling simulation unit 800" in the fully decoupled electronic hydraulic brake system of the embodiment of the present application;

[0041] Figure 7 It is a schematic structural diagram of the "wheel brake unit 700" part in the fully decoupled electronic hydraulic brake system of an embodiment of the present application.

[0042] Reference numerals

[0043] 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 pipeline-630, first pressure building brake pipeline-640, second pressure building brake pipeline-650, wheel brake The invention relates to a wheel cylinder assembly -700, a first wheel cylinder assembly -710, a first pressure-boosting valve -711, a first pressure-reducing valve -712, a second wheel cylinder assembly -720, a second pressure-boosting valve -721, a second pressure-reducing valve -722, a third wheel cylinder assembly -730, a third pressure-boosting valve -731, a third pressure-reducing valve -732, a fourth wheel cylinder assembly -740, a fourth pressure-boosting valve -741, a fourth pressure-reducing valve -742, a first wheel-end brake line -750, a second wheel-end brake line -760, a wheel-end oil return line -770, a pedaling simulation unit -800, a pedaling simulator -810, a simulation solenoid valve -820, a first backup solenoid valve -910, a second backup solenoid valve -920, a first auxiliary solenoid valve -930, and a second auxiliary solenoid valve -940. DETAILED DESCRIPTION

[0044] 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.

[0045] 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.

[0046] The fully decoupled electronic hydraulic brake system provided by the embodiment of the present application is described in detail below through specific embodiments and application scenarios in conjunction with the accompanying drawings.

[0047] like Figures 1 to 7 As shown, an embodiment of the present application provides a fully decoupled electronic hydraulic brake system, including a pedal 100, a decoupling cylinder 300, an oil tank module 400, a brake master cylinder 500 and a wheel brake unit 700.

[0048] The decoupling cylinder 300 is connected to the pedal 100, the brake master cylinder 500 is connected to the decoupling cylinder 300 through the decoupling solenoid valve 310, the wheel brake unit 700 is connected to the brake master cylinder 500, and the oil tank module 400 is respectively connected to the decoupling cylinder 300, the brake master cylinder 500, and the wheel brake unit 700, and is used to provide oil to the decoupling cylinder 300, the brake master cylinder 500, and the wheel brake unit 700.

[0049] 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.

[0050] 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, thereby driving the piston in the brake master cylinder 500 to move horizontally, so that the oil in the brake master cylinder 500 is delivered to the wheel brake unit 700, thereby realizing braking control of the wheel brake unit 700.

[0051] In an embodiment of the present application, a fully decoupled 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.

[0052] 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 .

[0053] In a preferred embodiment, Figure 1 , Figure 2 As shown, a displacement sensor 210 for monitoring the pedaling stroke of the pedal 100 is also included.

[0054] 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.

[0055] It can be understood that there is a positive 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.

[0056] 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 .

[0057] In a preferred embodiment, Figure 1 , Figure 2 As shown, the wheel brake unit 700 includes a first wheel set and a second wheel set.

[0058] The hydraulic pressure input end of the first wheel group is connected to the brake master cylinder 500 through the first wheel end brake pipeline 750 , and the hydraulic pressure input end of the second wheel group is connected to the brake master cylinder 500 through the second wheel end brake pipeline 760 .

[0059] 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 .

[0060] The first pressure-boosting valve 711 and the second pressure-boosting valve 721 are respectively communicated with the first wheel-end brake pipeline 750 .

[0061] 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 .

[0062] The third boost valve 731 and the fourth boost valve 741 are respectively connected to the second wheel-end brake pipeline 760 .

[0063] 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.

[0064] 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 .

[0065] 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 .

[0066] It can be understood that when the wheel brake unit 700 performs braking, the brake master cylinder 500 can deliver fluid 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 achieving 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 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. 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.

[0067] In a preferred embodiment, Figures 1 to 3 As shown, a first brake piston 510 and a second brake piston 520 are slidingly arranged in a spaced relationship within the master cylinder 500 . The first brake piston 510 and the second brake piston 520 divide the master cylinder 500 into a first brake chamber 530 , a second brake chamber 540 , and a third brake chamber 550 .

[0068] 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 .

[0069] The hydraulic pressure output end of the decoupling cylinder 300 is connected to the first brake chamber 530 , the first wheel end brake pipeline 750 of the first wheel group is connected to the second brake chamber 540 , and the second wheel end brake pipeline 760 of the second wheel group is connected to the third brake chamber 550 .

[0070] 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 buildup of the wheel brake unit 700.

[0071] 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.

[0072] In a preferred embodiment, Figure 1 , Figure 2 As shown, a pressure building unit 600 connected to the wheel brake unit 700 is also included.

[0073] The pressure building unit 600 is coupled to the pedal 100 , and when the decoupling solenoid valve 310 is closed, the pressure building unit 600 can deliver hydraulic pressure to the wheel brake unit 700 to achieve pressure building braking.

[0074] 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, and output a corresponding amount of hydraulic pressure to the wheel brake unit 700. At this time, the vehicle braking is decoupled from the brake master cylinder 500, and the vehicle braking can be achieved only by the pressure building unit 600.

[0075] In an embodiment of the present application, a fully decoupled electronic hydraulic brake system as described above is adopted. When the decoupling solenoid valve 310 is closed, the pressure building unit 600 can realize pressure building braking on the wheel brake unit 700. At this time, the brake master cylinder 500 and the pedal 100 are completely decoupled. By switching the braking modes of the brake master cylinder 500 and the pressure building unit 600, the redundancy capability of the braking system is greatly improved.

[0076] In a preferred embodiment, Figure 1 , Figure 2 , Figure 5As shown, the pressure building unit 600 includes a motor 610 and a pressure building cylinder 620 connected to the motor 610 , and the pressure building cylinder 620 is connected to the oil tank module 400 and the wheel brake unit 700 .

[0077] The oil tank module 400 can provide oil to the 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 .

[0078] Specifically, when the operator steps on the pedal 100, the displacement sensor 210 obtains the pedal stroke of the pedal 100, and the motor 610 controls the piston in the pressure-building cylinder 620 to move linearly based on the pedal stroke of the pedal 100 to output a corresponding amount of hydraulic pressure to the wheel brake unit 700, thereby achieving braking control of the wheel brake unit 700.

[0079] 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.

[0080] In a preferred embodiment, Figure 1 , Figure 2 As shown, the hydraulic pressure output end of the pressure-building cylinder 620 is connected to a first pressure-building brake pipeline 640 and a second pressure-building brake pipeline 650 which are connected in parallel with each other.

[0081] The first pressure-building brake pipeline 640 and the second pressure-building brake pipeline 650 are connected to the first wheel-end brake pipeline 750 and the second wheel-end brake pipeline 760 respectively.

[0082] In a preferred embodiment, Figure 1 , Figure 2 As shown, the first wheel end brake pipeline 750 is provided with a first auxiliary solenoid valve 930 located between the brake master cylinder 500 and the first wheel set, and the second wheel end brake pipeline 760 is provided with a second auxiliary solenoid valve 940 located between the brake master cylinder 500 and the second wheel set.

[0083] Among them, the first pressure-building brake pipeline 640 is connected to the first wheel-end brake pipeline 750 between the first auxiliary solenoid valve 930 and the first wheel group at one end away from the pressure-building cylinder 620, and the second pressure-building brake pipeline 650 is connected to the second wheel-end brake pipeline 760 between the second auxiliary solenoid valve 940 and the second wheel group at one end away from the pressure-building cylinder 620.

[0084] It can be understood that when the first auxiliary solenoid valve 930 and the second auxiliary solenoid valve 940 are closed, the brake master cylinder 500 cannot build 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. At this time, the pressure building unit 600 can deliver fluid pressure to the first wheel group and the second wheel group through the first pressure building brake pipeline 640 and the second pressure building brake pipeline 650 to achieve pressure building braking.

[0085] In a preferred embodiment, Figure 1 , Figure 2 As shown, a first backup solenoid valve 910 is provided on the first pressure-building brake pipeline 640 , and a second backup solenoid valve 920 is provided on the second pressure-building brake pipeline 650 .

[0086] It can be understood that when the first backup solenoid valve 910 and the second backup solenoid valve 920 are closed and the first auxiliary solenoid valve 930 and the second auxiliary solenoid valve 940 are opened, the brake master cylinder 500 can build 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 without interfering with the pressure building unit 600.

[0087] Similarly, when the first backup solenoid valve 910 and the second backup solenoid valve 920 are opened, and the first auxiliary solenoid valve 930 and the second auxiliary solenoid valve 940 are closed, the pressure building unit 600 can build pressure to the first wheel group and the second wheel group through the first pressure building brake pipeline 640 and the second pressure building brake pipeline 650 without interfering with the brake master cylinder 500, thereby achieving decoupling between the brake master cylinder 500 and the wheel brake unit 700.

[0088] 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 .

[0089] 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 .

[0090] In a preferred embodiment, Figure 1 , Figure 2 As shown, a second pressure sensor 230 for monitoring the output hydraulic pressure of the pressure-building cylinder 620 is also included.

[0091] 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.

[0092] 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 pressure-building brake pipeline 640 and the second pressure-building brake pipeline 650 .

[0093] 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 .

[0094] 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 pressure-building oil return pipeline 630 and the wheel-end oil return pipeline 770 .

[0095] It can be understood that the independent oil chamber can be used for supplying hydraulic oil to the pressure building cylinder 620 on the one hand, and for returning oil to the wheel brake unit 700 on the other hand.

[0096] 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 .

[0097] 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 pressure-building oil return pipeline 630 and the wheel-end oil return 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.

[0098] In an embodiment of the present application, a fully decoupled electronic hydraulic brake system as described above is adopted. Since the decoupling cylinder 300 and the pressure building unit 600 are respectively connected to the independent first oil chamber 410 and the fourth oil chamber 440 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 pressure building cylinder 620 will not leak synchronously, thereby ensuring the working state stability of the decoupling cylinder 300 and the pressure building unit 600 and improving the redundancy capability of the braking system.

[0099] 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.

[0100] 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 .

[0101] 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.

[0102] 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 .

[0103] In a preferred embodiment, in the brake assist or coordinated energy recovery mode, the simulation solenoid valve 820 is opened and the decoupling solenoid valve 310 is closed, the hydraulic oil of the decoupling cylinder 300 enters the pedal feel simulator 810, the pressure building unit 600 builds pressure, the first backup solenoid valve 910 and the second backup solenoid valve 920 are opened, the first auxiliary solenoid valve 930 and the second auxiliary solenoid valve 940 are closed, the first boosting valve 711, the second boosting valve 721, the third boosting valve 731, and the fourth boosting valve 741 are all 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 are all closed, and the hydraulic oil of the pressure building cylinder 620 enters 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.

[0104] In the brake assist mode, the pedal force applied to the pedal 100 is proportional to the increase in the braking force, and in the coordinated energy recovery mode, the pedal force applied to the pedal 100 is not proportional to the increase in the braking force.

[0105] In a preferred embodiment, in the failure mode of the pressure building unit 600, the simulation solenoid valve 820 is closed, the decoupling solenoid valve 310 is opened, the first backup solenoid valve 910 and the second backup solenoid valve 920 are closed, the first auxiliary solenoid valve 930 and the second auxiliary solenoid valve 940 are opened, the first boosting valve 711, the second boosting valve 721, the third boosting valve 731, and the fourth boosting valve 741 are all 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 are all closed, the hydraulic oil of the decoupling cylinder 300 enters the first brake chamber 530, the first brake piston 510 and the second brake piston 520 move linearly, pushing the hydraulic oil in the second brake chamber 540 and the third brake chamber 550 into 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.

[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 fully decoupled electronic hydraulic brake system, characterized in that: It includes pedal, decoupling cylinder, oil pot module, brake master cylinder and wheel brake unit; The decoupling cylinder is connected to the pedal, the brake master cylinder is connected to the decoupling cylinder through a decoupling solenoid valve, the wheel brake unit is connected to the brake master cylinder, and the oil pot module is respectively connected to the decoupling cylinder, the brake master cylinder, and the wheel brake unit; It also includes a pressure building unit connected to the wheel brake unit, the pressure building unit is coupled to the pedal, and when the decoupling solenoid valve is closed, the pressure building unit can deliver hydraulic pressure to the wheel brake unit to achieve pressure building braking; The pressure building unit includes a motor and a pressure building cylinder connected to the motor, the pressure building cylinder is connected to the oil pot module and the wheel brake unit, a pressure building oil return pipeline is provided between the oil pot module and the pressure building cylinder, and the pressure building cylinder can deliver hydraulic pressure to the wheel brake unit under the drive of the motor; Wherein, when the decoupling solenoid valve is in an open state, the decoupling cylinder can realize the transmission of hydraulic pressure to the brake master cylinder through the displacement of the pedal, and the brake master cylinder can realize the brake pressure building of the wheel brake unit under the action of the hydraulic pressure transmitted by the decoupling cylinder; The oil pot module includes a plurality of independent oil chambers; One of the independent oil chambers is communicated with the decoupling cylinder and is used for supplying hydraulic oil to the decoupling cylinder; And / or, one of the independent oil chambers is connected to the pressure-building oil return pipeline and the wheel-end oil return pipeline of the wheel brake unit.

2. A fully decoupled electronic hydraulic brake system according to claim 1, characterized in that: It also includes a displacement sensor for monitoring the pedal stroke of the pedal, and / or it also includes a first pressure sensor for monitoring the hydraulic pressure of the decoupling cylinder; Wherein, the first pressure sensor is connected to the hydraulic pressure output end of the decoupling cylinder and is connected in parallel with the decoupling solenoid valve.

3. A fully decoupled electronic hydraulic brake system according to claim 1, characterized in that: The wheel brake unit comprises a first wheel group and a second wheel group, the first wheel group is connected to the brake master cylinder via a first wheel end brake pipeline, and the second wheel group is connected to the brake master cylinder via a second wheel end brake pipeline; The first wheel group and the second wheel group each include at least one wheel cylinder assembly, and the wheel cylinder assembly is equipped with a boost valve and a pressure reducing valve; Among them, the boost valves of the first wheel group and the second wheel group are connected to the first wheel end brake pipeline and the second wheel end brake pipeline respectively, and the pressure reducing valves of the first wheel group and the second wheel group are connected to the oil tank module through the wheel end oil return pipeline.

4. A fully decoupled electronic hydraulic brake system according to claim 3, characterized in that: A first brake piston and a second brake piston are slidably arranged in the master brake cylinder, and the first brake piston and the second brake piston divide the interior of the master brake cylinder into a first brake chamber, a second brake chamber, and a third brake chamber; The first brake chamber is located at a side of the first brake piston away from the second brake piston, the second brake chamber is located between the first brake piston and the second brake piston, and the third brake chamber is located at a side of the second brake piston away from the first brake piston; Wherein, the hydraulic pressure output end of the decoupling cylinder is communicated with the first brake chamber, the first wheel end brake pipeline is communicated with the second brake chamber, and the second wheel end brake pipeline is communicated with the third brake chamber.

5. A fully decoupled electronic hydraulic brake system according to claim 1, characterized in that: It also includes a second pressure sensor for monitoring the output fluid pressure of the pressure-building cylinder.

6. A fully decoupled electronic hydraulic brake system according to claim 1, characterized in that: The hydraulic pressure output end of the pressure-building cylinder is connected to a first pressure-building brake pipeline and a second pressure-building brake pipeline which are connected in parallel with each other; The first pressure-building brake pipeline and the second pressure-building brake pipeline are respectively connected to the first wheel-end brake pipeline and the second wheel-end brake pipeline.

7. A fully decoupled electronic hydraulic brake system according to claim 6, characterized in that: The first wheel end brake pipeline is provided with a first auxiliary solenoid valve located between the brake master cylinder and the first wheel set, and the second wheel end brake pipeline is provided with a second auxiliary solenoid valve located between the brake master cylinder and the second wheel set; Among them, the first pressure-building brake pipeline is connected to the first wheel-end brake pipeline between the first auxiliary solenoid valve and the first wheel group at one end away from the pressure-building cylinder, and the second pressure-building brake pipeline is connected to the second wheel-end brake pipeline between the second auxiliary solenoid valve and the second wheel group at one end away from the pressure-building cylinder.

8. A fully decoupled electronic hydraulic brake system according to claim 6, characterized in that: The first pressure-building brake pipeline is provided with a first backup solenoid valve, and the second pressure-building brake pipeline is provided with a second backup solenoid valve.

9. The fully decoupled electronic hydraulic brake system according to claim 1, characterized in that: It also includes a pedal feeling simulation unit connected to the decoupling cylinder fluid pressure output end; The pedaling feeling simulation unit is connected in parallel with the decoupling electromagnetic valve, and comprises a pedaling feeling simulator and a simulation electromagnetic valve arranged between the pedaling feeling simulator and the decoupling cylinder.

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