Vehicle braking system and vehicle

Abstract

The vehicle braking system comprises a braking controller, a pedal braking module, a servo cylinder driving module, a servo cylinder, a braking state detection module, a safety control module and a wheel cylinder, the servo cylinder is of a double-cavity structure, all cavities of the servo cylinder are arranged in series, and all the cavities can be connected with the safety control module; the braking state detection module is used for generating first braking information based on the detected state of the pedal braking module; the brake controller is used for sending a first brake instruction to the servo cylinder driving module based on the first brake information; the servo cylinder driving module is used for operating based on the first braking instruction to drive a servo cylinder to build pressure, so that the servo cylinder generates first pressure; the first pressure is determined based on the first braking instruction, and the first pressure enables braking fluid in all cavities of the servo cylinder to flow into the safety control module in a uniform mode; the safety control module is used for conveying brake fluid to the wheel cylinder based on the first pressure. The structure can be simplified, noise can be reduced, and control logic can be simplified.

Description

Technical Field

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

[0002] With the continuous development of automotive electrification and intelligence, the development demand for electro-mechanical-hydraulic servo braking systems is increasing. The most typical existing mainstream integrated electro-mechanical-hydraulic servo braking systems are the IPB of Bosch and the MKC 1 / 2 of Continental, that is, the so-called One-box solution in the industry.

[0003] Simultaneously, with the introduction of the autonomous driving regulation SAE J3016_201806, new requirements are put forward for braking systems at L3 and above. Specifically, braking systems at L3 and above need to back up a safety control module. In the case where the main braking module fails and the driver does not take over, the safety control module needs to replace the driver and execute the braking instructions of the autonomous driving system. Due to the need for a safety control module, the industry usually selects the "Two-box" solution of electronic booster + ESC. As a very mature product, ESC can continue to be used, and only the electronic booster needs to be newly designed. The current latest decoupled electronic booster is the DPB of Bosch.

[0004] However, in the prior art, the existing mainstream integrated electro-mechanical-hydraulic servo braking systems (One-box solution) and safety control solutions (Two-box solution) generally have problems such as a large number of solenoid valves, high cost, high noise, and complex control. Therefore, it is urgent to solve the above problems. Summary of the Invention

[0005] In view of the above problems in the prior art, the present invention discloses a vehicle braking system and a vehicle, which can simplify the structure, reduce noise, simplify the control logic, reduce braking drag, have strong adaptability, high system safety and reliability, fast braking response speed, high performance, and reduce maintenance costs.

[0006] To achieve the above object, the present invention provides a vehicle braking system, including a brake controller, a pedal braking module, a servo cylinder drive module, a servo cylinder, a braking state detection module, a safety control module, and wheel cylinders. The servo cylinder has a double-chamber structure, and the chambers of the servo cylinder are connected in series. Each chamber can be connected to the safety control module respectively;

[0007] The braking state detection module is configured to generate first braking information based on the detected state of the pedal braking module;

[0008] The brake controller is configured to send a first braking instruction to the servo cylinder drive module based on the first braking information;

[0009] The servo cylinder driving module is used to operate based on the first braking instruction to drive the servo cylinder to build pressure, so that the servo cylinder generates a first pressure; the first pressure is determined based on the first braking instruction, and the first pressure causes the brake fluid in each chamber of the servo cylinder to flow into the safety control module;

[0010] The safety control module is used to deliver the brake fluid to the wheel cylinder based on the first pressure.

[0011] Preferably, the system further includes a pedal simulation module. The pedal braking module includes a master cylinder and a pedal assembly. The master cylinder includes a first master cylinder chamber and a second master cylinder chamber arranged in series, and the pedal assembly is connected to the second master cylinder chamber;

[0012] The pedal simulation module is used to send the generated simulated braking pedal feel information to the pedal braking module based on the second braking instruction sent by the brake controller and the first pressure; the second braking instruction indicates the activation of the pedal simulation module; the first pressure causes the brake fluid in the second master cylinder chamber to flow into the pedal simulation module; the simulated braking pedal feel information causes the pedal assembly to be in different states.

[0013] Preferably, the pedal simulation module includes an isolation valve and a pedal feel simulator,

[0014] The isolation valve is used to open based on the second braking instruction to conduct the second master cylinder chamber and the pedal simulator;

[0015] The pedal simulator is used to send the simulated braking pedal feel information generated based on the first pressure to the pedal braking module.

[0016] Preferably, the system further includes a reservoir. The safety control module includes a safety controller and a first safety control unit,

[0017] The safety controller is used to send a first safety control instruction to the first safety control unit when the braking state detection module detects that the pedal braking module is in a failed state;

[0018] The first safety control unit is used to connect the reservoir and the wheel cylinder based on the first safety control instruction, so that the brake fluid in the reservoir flows into the wheel cylinder.

[0019] Preferably, the system further includes a drive detection module. The pedal braking module includes a master cylinder,

[0020] The driving detection module is configured to send the generated failure information to the brake controller when it detects that the servo cylinder driving module is in a failed state; the failure information indicates that the brake controller can control the brake fluid in the master cylinder to flow through the servo cylinder and then drain to the safety control module.

[0021] Preferably, the system further includes an external brake controller, which is configured to send a third brake command to the servo cylinder driving module; the third brake command causes the servo cylinder driving module to operate to drive the servo cylinder to build pressure, so that the servo cylinder generates a second pressure; the second pressure is determined based on the third brake command, and the second pressure causes the brake fluid in the servo cylinder to flow to the safety control module.

[0022] Preferably, the system further includes a liquid storage tank and an external brake controller, the pedal braking module includes a master cylinder, and the safety control module includes a safety controller and a second safety control unit.

[0023] The safety controller is configured to send a second safety control command to the second safety control unit when the servo cylinder driving module cannot respond to the external controller command.

[0024] The second safety control unit is configured to connect the liquid storage tank and the wheel cylinder based on the second safety control command, so that the brake fluid in the liquid storage tank flows into the wheel cylinder.

[0025] Preferably, the system further includes a driving detection module and a liquid storage tank, the safety control module includes a safety controller and a third safety control unit, and the pedal braking module includes a master cylinder.

[0026] The driving detection module is configured to detect the state of the servo driving module and send the detected state information to the safety controller; when the pedal braking module operates based on the second braking information, the brake controller can send a generated fourth brake command to the servo cylinder driving module, and the state information is determined based on the fourth brake command; the braking modes of the second braking information and the first braking information are opposite.

[0027] The safety controller is configured to send a pressure relief command to the third safety control unit based on the state information.

[0028] The third safety control unit controls the brake fluid in the wheel cylinder to flow through the servo cylinder and the master cylinder in sequence and then enter the liquid storage tank based on the pressure relief command.

[0029] Preferably, the pedal braking module includes a master cylinder and a pedal assembly, and the braking detection module includes a pedal travel detection unit and a pressure detection unit.

[0030] The pedal travel detection unit is configured to detect the displacement of the pedal assembly and send the detected displacement information to the brake controller.

[0031] The pressure detection unit is configured to detect the pressure value of the master cylinder and send the detected pressure value information to the brake controller; the first braking information is determined based on the displacement information and the pressure value information.

[0032] The present invention also provides a vehicle including the vehicle braking system described above.

[0033] Due to the above technical solution, the present application has the following beneficial effects:

[0034] In the vehicle braking system disclosed by the present invention, by adopting a servo cylinder with a double-chamber structure, the two chambers work independently and cooperatively, enabling the servo cylinder to quickly adjust and generate the first pressure in each chamber according to the driving action of the servo cylinder driving module. Moreover, each chamber of the servo cylinder can be respectively connected to the safety control module, which can divide and shunt the brake fluid flowing into the safety control system, eliminating the need to set isolation valves in the servo cylinder and the safety control system, simplifying the structural form and control logic of the vehicle braking system, reducing the cost and complexity of the braking system, and further reducing the noise and maintenance requirements that may be generated by the solenoid valve as well as the power consumption of the entire vehicle. By arranging the chambers in series, the pressures in the chambers are the same, which can reduce pressure fluctuations, thereby maintaining pressure consistency and improving the braking smoothness of the servo cylinder driving module. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] To more clearly illustrate the technical solutions of the present application, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0036] Figure 1 FIG. is an overall structural schematic diagram of a vehicle braking system provided by an embodiment of the present application.

[0037] Figure 2 FIG. is a module schematic diagram of a conventional braking mode in a vehicle braking system provided by an embodiment of the present application.

[0038] Figure 3 FIG. is a module schematic diagram of an external request braking mode in a vehicle braking system provided by an embodiment of the present application.

[0039] Figure 4 It is a schematic diagram of the flow direction of the brake fluid in the normal braking mode of a vehicle braking system provided by an embodiment of the present application.

[0040] Figure 5 It is a schematic diagram of the flow direction of the brake fluid in the locked or unstable mode of a vehicle braking system provided by an embodiment of the present application.

[0041] Figure 6 It is a schematic diagram of the flow direction of the brake fluid in the mechanical backup mode of a vehicle braking system provided by an embodiment of the present application.

[0042] Figure 7 It is a schematic diagram of the flow direction of the brake fluid in the external request braking mode of a vehicle braking system provided by an embodiment of the present application.

[0043] Figure 8 It is a schematic diagram of the flow direction of the brake fluid in the external request braking failure state of a vehicle braking system provided by an embodiment of the present application.

[0044] Figure 9 It is a schematic diagram of the flow direction of the brake fluid in the pressure relief mode of a vehicle braking system provided by an embodiment of the present application.

[0045] Explanation of reference numerals: Vehicle braking system 100, master cylinder 111, first chamber of the master cylinder 1111, second chamber of the master cylinder 1112, first transmission mechanism 1121, brake pedal 1122, motor 121, second transmission mechanism 122, servo cylinder 13, first chamber of the servo cylinder 131, second chamber of the servo cylinder 132, first communication pipeline 133, second communication pipeline 134, pedal stroke detection unit 141, first pressure detection unit 1421, second pressure detection unit 1422, isolation valve 151, pedal feel simulator 152, liquid storage tank 16, motor position sensor 17, first hydraulic pipeline 181, second hydraulic pipeline 182, check valve 183, safety control module 200. Detailed implementation manners

[0046] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0047] As used herein, the term "one embodiment" or "an embodiment" refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present application. In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", "top", "bottom", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present application. In addition, the terms "first" and "second" are only used for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. Moreover, the terms "first", "second", etc. are used to distinguish similar objects and do not necessarily need to be used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein.

[0048] In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or server that includes a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products, or devices.

[0049] Please refer to Figure 1 and Figure 2 , which shows a schematic structural diagram of a vehicle braking system 100 provided by an embodiment of the present invention. The vehicle braking system 100 includes a braking controller, a pedal braking module, a servo cylinder driving module, a servo cylinder 13 PSU (Pressure Serve Unit), a braking state detection module, a safety control module 200, and wheel cylinders. Among them, the servo cylinder 13 has a double-chamber structure, and the chambers of the servo cylinder 13 are connected in series, and each chamber can be respectively connected to the safety control module 200.

[0050] The braking state detection module is used to generate first braking information based on the detected state of the pedal braking module;

[0051] The braking controller is used to send a first braking instruction to the servo cylinder driving module based on the first braking information;

[0052] The servo cylinder driving module is used to operate based on the first braking instruction to drive the servo cylinder 13 to build pressure, so that the servo cylinder 13 generates a first pressure; the first pressure is determined based on the first braking instruction, and the first pressure causes the brake fluid in each chamber of the servo cylinder 13 to flow into the safety control module 200;

[0053] The safety control module 200 is configured to deliver the brake fluid to the wheel cylinder based on the first pressure.

[0054] In the embodiments of the present specification, the state of the pedal braking module refers to the magnitude of the force applied to the brake pedal 1122 when the driver requests vehicle braking by stepping on the brake pedal 1122, that is: when the driver applies different degrees of force to the brake pedal 1122, the pedal braking module can present different states, thereby generating different braking information.

[0055] In the embodiments of the present specification, the pedal braking module includes a pedal assembly and a master cylinder 111 (TMC: Tandem Master Cylinder). The pedal assembly further includes a brake pedal 1122 and a first transmission mechanism 1121. The telescopic rod of the master cylinder 111 is connected to the brake pedal 1122 through the first transmission mechanism 1121. In this way, when the driver steps on the brake pedal 1122, the pedal assembly can transmit the different degrees of force applied by the driver to the telescopic rod of the master cylinder 111 through the first transmission mechanism 1121, thereby driving the telescopic rod of the master cylinder 111 to move in the master cylinder 111, so as to generate pressure inside the master cylinder 111.

[0056] In the embodiments of the present specification, the servo cylinder drive module includes a motor 121 and a second transmission mechanism 122. The brake controller can control the motor 121 to rotate based on the first braking instruction. The motor 121 then transmits the driving force generated by the motor 121 to the servo cylinder 13 through the second transmission mechanism 122 to achieve pressure build-up in the servo cylinder 13.

[0057] In the embodiments of the present specification, after receiving the first braking information, the brake controller can generate a first braking instruction and send the first braking instruction to the servo cylinder drive module, so that the servo cylinder drive module drives the servo cylinder 13 to build pressure. After the first pressure is generated in the servo cylinder 13, the brake fluid in each chamber of the servo cylinder 13 can flow into the safety control module 200, and the safety control module 200 then delivers the brake fluid entering the interior to each wheel cylinder, thereby achieving braking at the wheel end.

[0058] In the embodiments of this specification, the servo cylinder 13 includes a primary cylinder chamber 131 (PC: Primary Cylinder) and a secondary cylinder chamber 132 (SC: Second Cylinder), which are arranged in series, that is, the pressures inside the two are the same. The servo cylinder 13 has a closed structure. The secondary cylinder chamber 132 is arranged close to the second transmission mechanism 122, that is: the telescopic rod of the secondary cylinder chamber 132 is connected to the motor 121 through the second transmission mechanism 122, so as to realize the motor 121 pushing the telescopic rod of the secondary cylinder chamber 132 to move. Springs are provided between the primary cylinder chamber 131, and between the piston of the primary cylinder chamber 131 and the piston of the secondary cylinder chamber 132, so as to provide a restoring force for the movement of the piston.

[0059] In the embodiments of this specification, since the servo cylinder 13 builds pressure by driving the motor 121 to build pressure in each chamber inside the servo cylinder 13, while the master cylinder 111 builds pressure inside the chamber of the master cylinder 111 by the driver stepping on the brake pedal 1122, the pressure in each chamber of the servo cylinder 13 is greater than the pressure inside the master cylinder 111. Therefore, the brake fluid inside the chamber of the master cylinder 111 cannot flow into the servo cylinder 13.

[0060] In the embodiments of this specification, a first hydraulic pipeline 181 is provided between the primary cylinder chamber 131 of the servo cylinder and the safety control module 200, and a second hydraulic pipeline 182 is provided between the secondary cylinder chamber 132 of the servo cylinder and the safety control module 200. Thus, the brake fluid in each chamber of the servo cylinder 13 enters the safety control module 200 through the first hydraulic pipeline 181 and the second hydraulic pipeline 182 respectively. At the same time, the first hydraulic pipeline 181 and the second hydraulic pipeline 182 are respectively connected to two wheel cylinders. Thus, it is realized that the brake fluid flows into the four wheel cylinders through the two hydraulic pipelines.

[0061] In the embodiments of this specification, by adopting the servo cylinder 13 with a double-chamber structure, the two chambers work independently and cooperatively, so that the servo cylinder 13 can quickly adjust and generate the first pressure in each chamber according to the driving action of the servo cylinder driving module. And each chamber of the servo cylinder 13 can be respectively connected to the safety control module 200, so that the brake fluid flowing into the safety control system can be divided and shunted. There is no need to set an isolation valve 151 in the servo cylinder 13 and the safety control system, which simplifies the structural form and control logic of the vehicle braking system 100, reduces the cost and complexity of the braking system, and further reduces the noise and maintenance requirements that the solenoid valve may generate and the power consumption of the whole vehicle; by arranging the chambers in series, the pressures between the chambers are the same, which can reduce the pressure fluctuation, thereby maintaining the pressure consistency and improving the smoothness of the braking of the servo cylinder driving module.

[0062] In the embodiments of this specification, the system further includes a pedal simulation module. The master cylinder 111 includes a primary cylinder first chamber 1111 (PC: Primary Cylinder) and a primary cylinder second chamber 1112 (SC: Second Cylinder) arranged in series. The pedal assembly is connected to the primary cylinder second chamber 1112;

[0063] The pedal simulation module is configured to send the generated simulated braking pedal feel information to the pedal braking module based on the second braking instruction and the first pressure sent by the braking controller; the second braking instruction indicates the activation of the pedal simulation module; the first pressure causes the brake fluid in the primary cylinder second chamber 1112 to flow to the pedal simulation module; the simulated braking pedal feel information causes the pedal assembly to be in different states.

[0064] In the embodiments of this specification, the pedal simulation module includes an isolation valve 151 and a pedal feel simulator 152 (PFS: Pedal Feel Simulator);

[0065] The isolation valve 151 is configured to be opened based on the second braking instruction to conduct the primary cylinder second chamber 1112 and the pedal simulator;

[0066] The pedal simulator is configured to send the simulated braking pedal feel information generated based on the first pressure to the pedal braking module.

[0067] In the embodiments of this specification, the pedal simulator includes a hydraulic pedal simulator, an electromagnetic pedal simulator, a pneumatic pedal simulator, and a mechanical pedal simulator; in the embodiments of this specification, the pedal simulator is a hydraulic pedal simulator, which has at least the following advantages: First, the hydraulic pedal simulator can precisely control the magnitude and variation law of the damping force, thereby more realistically simulating the resistance feel of the braking pedal 1122, enhancing the driving experience and handling feel; Second, the hydraulic pedal simulator is more stable and has high reliability, and can work stably under various working conditions, ensuring the stability and consistency of the pedal feel of the braking pedal 1122; Third, the hydraulic pedal simulator has a relatively fast response speed, can promptly reflect the change of the braking force, and enhance the responsiveness and safety of the braking system, etc.; in other embodiments, it can be set as required according to factors such as the braking requirements, simulation effect, and response speed of the vehicle braking system 100.

[0068] In the embodiments of this specification, the interior of the pedal feel simulator 152 is composed of a sealing pair, a piston, and a damping spring. Different combinations of damping springs provide the simulated braking pedal feel for the braking system. After this module is designed and encapsulated, the pedal feel is solidified.

[0069] In the embodiments of this specification, the isolation valve 151 can be opened based on the second braking instruction, conducting the second chamber 1112 of the master cylinder and the pedal feel simulator 152, and transmitting the braking fluid pressure in the second chamber 1112 of the master cylinder to the pedal feel simulator 152; the pedal feel simulator 152 can then convert the braking fluid pressure in the second chamber 1112 of the master cylinder into simulated braking pedal feel information and transmit it to the pedal braking module to simulate the resistance feeling of the real braking pedal 1122; thus, through the collaborative work of the isolation valve 151 and the pedal feel simulator 152, the decoupling of the pedal feel and the decoupling of the pedal feel and the braking force are achieved. Even in an electronic braking system, the driver can feel a pedal feel similar to that of a mechanical braking system, enhancing the driving experience and the sense of control. At the same time, the isolation valve 151 is only opened when it is necessary to simulate the pedal feel, reducing the use of solenoid valves, simplifying the system structure, and reducing the system cost.

[0070] In the embodiments of this specification, the pedal simulation module receives the second braking instruction from the braking controller and the first pressure generated by the servo cylinder 13. Among them, the first pressure can cause the braking fluid in the second chamber 1112 of the master cylinder to flow to the pedal simulation module, pushing the piston of the pedal simulator to move, generating a damping force, and simulating the resistance feeling of the braking pedal 1122; the pedal simulation module then generates simulated braking pedal feel information according to the second braking instruction and the piston position, and transmits it to the braking pedal 1122 in a hydraulic manner, that is, transmits the braking force to the driver's foot through the "hydraulic - push rod - braking pedal" method.

[0071] In the embodiments of this specification, by setting the pedal simulation module to brake the real pedal feel in the way of spring compression and hydraulic feedback, the driving experience and the sense of control of the driver are enhanced. Also, by simulating the feel of the real braking pedal 1122, it can also help the driver better perceive the braking state and improve driving safety.

[0072] As Figure 3 shown, the system further includes an external braking controller, which is used to send a third braking instruction to the servo cylinder drive module; the third braking instruction causes the servo cylinder drive module to operate to drive the servo cylinder 13 to build pressure, so that the servo cylinder 13 generates a second pressure; the second pressure is determined based on the third braking instruction, and the second pressure causes the braking fluid in the servo cylinder 13 to flow to the safety control module 200.

[0073] In the embodiments of this specification, in the autonomous driving mode, the ADAS (Advanced Driver Assistance System) calculates the required vehicle deceleration based on information such as the perceived road conditions and traffic conditions, and sends a braking request signal through the CAN (Controller Area Network) bus. For example, when the ADAS system detects an obstacle ahead or needs to perform an emergency brake, it sends an instruction to require the braking system to brake, so that the vehicle decelerates or stops. In this way, the external brake controller is responsible for receiving the braking request signal from the ADAS system and converting it into an instruction that the braking system can understand, such as the third braking instruction. The third braking instruction will instruct the servo cylinder drive module to drive the servo cylinder 13 to build pressure, generating the corresponding braking pressure to decelerate or stop the vehicle. In addition, the external brake controller can also judge the priority of the braking request to ensure that the vehicle can brake in time in an emergency.

[0074] In the embodiments of this specification, the purpose of setting the external brake controller is as follows: First, decouple the braking request of the ADAS system from the braking system control logic, making the braking system more flexible and capable of responding to braking requests from different sources; Second, the external brake controller can monitor and judge the braking request to ensure that the braking system operates within a safe range, preventing misoperation or excessive braking; At the same time, the external brake controller is responsible for processing the braking request from the ADAS system, simplifying the control logic of the braking system and making the system easier to develop and maintain. Therefore, according to the foregoing, the external brake controller is an important component connecting the ADAS system and the braking system. It is responsible for receiving the braking request from the ADAS system and converting it into an instruction that the braking system can execute, ensuring that the vehicle can drive safely and smoothly in the autonomous driving mode.

[0075] In the embodiments of this specification, when other systems of the vehicle need to brake, the external brake controller sends the third braking instruction to the servo cylinder drive module; the servo cylinder drive module then controls the motor 121 according to the third braking instruction to drive the servo cylinder 13 to establish the corresponding braking pressure, that is, the second pressure; the second pressure can cause the brake fluid in each chamber of the servo cylinder 13 to flow to the safety control module 200 and finally be transmitted to the wheel cylinder to achieve braking at the wheel end.

[0076] In the embodiments of this specification, the external brake controller can receive the braking requests from other systems or other control units in real time and respond quickly, improving the response speed of the braking system. Moreover, the external brake controller can also control the servo cylinder drive module to drive the servo cylinder to establish different braking pressures according to different braking requirements, achieving flexible braking control. At the same time, the servo cylinder drive module has the ability to actively build pressure and can respond to external braking requests to ensure the braking safety of the vehicle.

[0077] As Figure 1 shown, the braking detection module includes a pedal travel detection unit 141 (PTS: Pedal Travel Sensor) and a pressure detection unit;

[0078] The pedal travel detection unit 141 is used to detect the displacement of the pedal assembly and send the detected displacement information to the braking controller;

[0079] The pressure detection unit is used to detect the pressure value of the master cylinder 111 and send the detected pressure value information to the braking controller; the first braking information is determined based on the displacement information and the pressure value information.

[0080] In the embodiments of this specification, the pedal travel detection unit 141 is used to detect the displacement of the pedal assembly, specifically the displacement of the brake pedal 1122, convert it into an electrical signal, and send it to the braking controller; the pressure detection unit is used to detect the pressure value of the master cylinder 111, specifically the pressure value of the first chamber 1111 of the master cylinder, convert it into an electrical signal, and send it to the braking controller. In this way, the braking controller can judge the driver's braking intention and the braking state of the vehicle, such as the braking force and the braking speed, according to the received displacement information and pressure value information.

[0081] In the embodiments of this specification, the pressure detection unit includes a first pressure detection unit 1421 (PS_SC) and a second pressure detection unit 1422 (PS_AC). Among them, when the driver steps on the brake pedal 1122, the telescopic rod of the master cylinder 111 can be driven to move through the first transmission mechanism 1121, thereby changing the pressure in the master cylinder 111. Therefore, the first pressure detection unit 1421 is used to detect the pressure value in the master cylinder 111; when the servo cylinder driving module is running, the servo cylinder 13 can be built with pressure through the second transmission mechanism 122. Therefore, the second pressure detection unit 1422 is used to detect the pressure value in the servo cylinder 13.

[0082] In the embodiments of this specification, the braking controller can adjust the braking pressure in time according to the information of the braking detection module to ensure the braking safety of the vehicle and optimize the braking control logic. For example, according to the driver's braking intention, select a suitable braking strategy to achieve smooth and efficient braking. In addition, the braking controller can also judge whether there is a fault in the braking system according to the information of the braking detection module and take corresponding measures in time, such as enabling the safety control system or issuing a warning.

[0083] As Figure 1 shown, the system further includes a liquid storage tank 16, and the safety control module 200 includes a safety controller and a first safety control unit;

[0084] The safety controller is used to send a first safety control instruction to the first safety control unit when the brake state detection module detects that the pedal brake module is in a failure state;

[0085] The first safety control unit is used to connect the liquid storage tank 16 and the wheel cylinder based on the first safety control instruction, so that the brake fluid in the liquid storage tank 16 flows into the wheel cylinder.

[0086] In the embodiment of this specification, the safety control module 200 includes ESC (Electronic Stability Control System) and ABS (Anti-lock Braking System).

[0087] In the embodiment of this specification, when the brake state detection module detects that the pedal brake module is in a failure state, the pedal brake module cannot respond to the braking request of the brake controller. At this time, the pistons in the master cylinder 111 and the servo cylinder 13 are all located at their respective initial positions. Therefore, the first safety control unit can connect the liquid storage tank 16 and the wheel cylinder based on the first safety control instruction, so that the brake fluid flows out of the liquid storage tank 16 until it flows into the wheel cylinder.

[0088] In the embodiment of this specification, there are also two connecting pipes between the safety control module 200 and the liquid storage tank 16, namely the first connecting pipe 133 and the second connecting pipe 134. One ends of the two connecting pipes are both connected to the liquid storage tank 16, and the other ends of the two connecting pipes are respectively connected to the first hydraulic pipe 181 and the second hydraulic pipe 182, that is, the other end of the first connecting pipe is connected to the first hydraulic pipe 181, and the other end of the second connecting pipe is connected to the second hydraulic pipe 182, so that the two connecting pipes can be respectively connected to the two wheel cylinders, and finally the two connecting pipes are connected to the four wheel cylinders. Thus, after the brake fluid flows out of the liquid storage tank 16, it flows to the wheel cylinder through four lines: one is to flow out of the liquid storage tank 16, pass through the first connecting pipe 133 and the first hydraulic pipe 181 in sequence, and then flow into the wheel cylinder; the second is to flow out of the liquid storage tank 16, flow through the first chamber 1111 of the master cylinder and the first chamber 131 of the servo cylinder in sequence, and finally flow into the wheel cylinder through the first hydraulic pipe 181; the third is to flow out of the liquid storage tank 16, flow through the second chamber 1112 of the master cylinder and the second chamber 132 of the servo cylinder in sequence, and finally flow into the wheel cylinder through the second hydraulic pipe 182; the fourth is to flow out of the liquid storage tank 16, pass through the second connecting pipe 134 and the second hydraulic pipe 182 in sequence, and then flow into the wheel cylinder.

[0089] In the embodiment of this specification, one-way valves 183 are provided on both of the two connecting pipes to provide a guide for the brake fluid to flow from the liquid storage tank 16 to the wheel cylinder to avoid the reverse flow of the brake fluid.

[0090] In the embodiment of this specification, when the braking pressure causes the vehicle to lock or become unstable, the safety control module 200 will intervene and take over the vehicle's braking function to regulate the vehicle's stability and ensure the vehicle's braking ability. Therefore, by setting up the safety control module 200, it is ensured that the vehicle can still brake safely when the braking system fails. And through the design of the safety controller and the first safety control unit, the safety control module 200 can quickly respond to the braking request and improve the response speed of the braking system.

[0091] like Figure 1 As shown, the system also includes a drive detection module;

[0092] The drive detection module is used to send the generated failure information to the brake controller when it detects that the servo cylinder drive module is in a failed state; the failure information indicates that the brake controller can control the brake fluid in the master cylinder 111 to flow through the servo cylinder 13 and then be discharged to the safety control module 200.

[0093] In the embodiment of this specification, when the electrical system fails and the servo cylinder drive module cannot drive the servo cylinder 13 to increase pressure, the system will switch to the mechanical backup mode. At this time, the isolation valve 151 and the servo cylinder drive module are not working, so the pistons of each chamber in the servo cylinder 13 are all at their initial positions. At this time, the driver drives the brake system by stepping on the brake pedal 1122 to build pressure in the master cylinder 111, so that the brake fluid in the master cylinder 111 flows through the servo cylinder 13 and the safety control module 200 in turn and enters the wheel cylinder to achieve vehicle deceleration. Therefore, in the mechanical backup mode, the magnitude of the vehicle deceleration depends on the magnitude of the driver's pedaling force.

[0094] In the embodiment of this specification, when the electrical system fails, the system can automatically switch to the mechanical backup mode to ensure that the vehicle can still be decelerated by manual braking in critical situations. This design improves the reliability of the system and ensures the safety of the vehicle even in the event of electrical system failure.

[0095] In the embodiment of this specification, the safety control module 200 also includes a safety controller and a second safety control unit;

[0096] The safety controller is used to send a second safety control instruction to the second safety control unit when the servo cylinder drive module cannot respond to the external controller instruction;

[0097] The second safety control unit is used to connect the fluid reservoir 16 and the wheel cylinder based on the second safety control instruction, so that the brake fluid in the fluid reservoir 16 flows into the wheel cylinder.

[0098] In the embodiments of this specification, in a vehicle with an L3+ intelligent driving configuration, when the braking system fails to respond to an external request for pressure boost, that is, when the servo cylinder drive module fails to respond to the braking request of the external brake controller, the active pressure build-up function of the safety control module 200 can continue to respond to the external braking request. That is, the active pressure build-up function of the ESC can serve as a secondary safety guarantee mechanism to ensure that the vehicle can still decelerate in an emergency.

[0099] In the embodiments of this specification, when the servo cylinder drive module fails to respond to the external controller, the pistons in the master cylinder 111 and the servo cylinder 13 are all located at their respective initial positions. Therefore, the second safety control unit can connect the reservoir 16 and the wheel cylinder based on the second safety control instruction, so that the brake fluid flows out of the reservoir 16 until it flows into the wheel cylinder.

[0100] In the embodiments of this specification, there are also two connecting pipes between the safety control module 200 and the reservoir 16, namely the first connecting pipe 133 and the second connecting pipe 134. One end of the two connecting pipes is connected to the reservoir 16, and the other end of the two connecting pipes is respectively connected to the first hydraulic pipe 181 and the second hydraulic pipe 182. That is, the other end of the first connecting pipe is connected to the first hydraulic pipe 181, and the other end of the second connecting pipe is connected to the second hydraulic pipe 182, so that the two connecting pipes can be respectively connected to the two wheel cylinders, and finally the two connecting pipes are connected to the four wheel cylinders. Thus, after the brake fluid flows out of the reservoir 16, it flows to the wheel cylinder through four lines: First, it flows out of the reservoir 16, passes through the first connecting pipe 133 and the first hydraulic pipe 181 in sequence, and then flows into the wheel cylinder; Second, it flows out of the reservoir 16, flows through the first chamber 1111 of the master cylinder and the first chamber 131 of the servo cylinder in sequence, and finally flows into the wheel cylinder through the first hydraulic pipe 181; Third, it flows out of the reservoir 16, flows through the second chamber 1112 of the master cylinder and the second chamber 132 of the servo cylinder in sequence, and finally flows into the wheel cylinder through the second hydraulic pipe 182; Fourth, it flows out of the reservoir 16, passes through the second connecting pipe 134 and the second hydraulic pipe 182 in sequence, and then flows into the wheel cylinder.

[0101] In the embodiments of this specification, check valves 183 are provided on both of the two connecting pipes to guide the brake fluid to flow from the reservoir 16 to the wheel cylinder to avoid the reverse flow of the brake fluid.

[0102] In the embodiments of the present specification, this design improves the safety of the vehicle in the high-level autonomous driving state, and can maintain the stability and controllability of the vehicle even in the case of a brake system failure. Moreover, the active pressure building function of the ESC can work independently of the brake system and is not affected by the brake system failure. In this way, even if the brake system cannot respond, the ESC can still independently control the vehicle to decelerate, ensuring the safety of the vehicle in an emergency. At the same time, when the ESC takes over the brake control, the vehicle can rely on the active pressure building function of the ESC to decelerate without the need for the driver to intervene in the operation, simplifying the fault handling process, reducing the driver's operation burden in an emergency, and improving the efficiency of emergency response.

[0103] As Figure 1 shown, the system further includes a drive detection module, and the safety control module 200 includes a safety controller and a third safety control unit;

[0104] The drive detection module is used to detect the state of the servo drive module and send the detected state information to the safety controller; when the pedal brake module operates based on the second braking information, the brake controller can send the generated fourth braking instruction to the servo cylinder drive module based on the second braking information, and the state information is determined based on the fourth braking instruction; the braking methods of the second braking information and the first braking information are opposite;

[0105] The safety controller is used to send a pressure relief instruction to the third safety control unit based on the state information;

[0106] The third safety control unit controls the brake fluid in the wheel cylinder to flow through the servo cylinder 13 and the master cylinder 111 in sequence and then enter the liquid storage tank 16 based on the pressure relief instruction.

[0107] In the embodiments of the present specification, the braking method of the first braking information represents that the driver steps on the brake pedal 1122 to request braking, and / or the external brake controller requests braking. In this case, the motor 121 of the servo cylinder drive module rotates forward to drive the servo cylinder 13 to build pressure; the braking method of the second braking information represents that the driver releases the brake pedal 1122 to request the end of braking, and / or the external brake controller requests the end of braking, and the motor 121 of the servo cylinder drive module rotates in reverse to drive the servo cylinder 13 to relieve pressure. Thus, it can be seen that the braking methods of the second braking information and the first braking information are opposite.

[0108] In the embodiments of this specification, when the driver releases the brake pedal 1122 or the external brake controller's braking request ends, the pistons of the master cylinder 111 and the servo cylinder 13 will both return to their initial positions. The wheel cylinder is connected to the reservoir 16 through the system oil circuit, enabling the wheel cylinder to communicate with the atmosphere, thereby timely discharging the residual pressure in the wheel cylinder and reducing the phenomenon of brake drag. Brake drag refers to the involuntary sliding of the vehicle due to the residual pressure in the braking system after braking ends. Therefore, by discharging the pressure, the driving experience and safety can be improved.

[0109] In the embodiments of this specification, since check valves 183 are respectively provided on both of the two connecting pipes, the brake fluid will not enter the reservoir 16 through the two connecting pipes. Thus, there are only two routes for the brake fluid to flow from the wheel cylinder to the reservoir 16 for pressure relief: one is to flow out from the wheel cylinder, sequentially flow through the first chamber 131 of the servo cylinder and the first chamber 1111 of the master cylinder, and finally flow into the reservoir 16; the other is to flow out from the wheel cylinder, sequentially flow through the second chamber 132 of the servo cylinder and the second chamber 1112 of the master cylinder, and finally flow into the reservoir 16.

[0110] In the embodiments of this specification, the drive detection module includes a motor position sensor 17 (MPS: Motor Position Sensor), which determines the current state of the motor 121 by detecting the current position of the rotor of the motor 121.

[0111] In the embodiments of this specification, through the drive detection module, the safety control module 200, and the pressure relief design, the wheel cylinder can quickly communicate with the atmosphere after braking ends, effectively discharging the residual pressure and avoiding the occurrence of brake drag, so as to improve the driving experience and safety.

[0112] Please refer to Figures 4 - 9 As shown below, the specific working principles of each mode of the vehicle braking system 100 in the embodiments of this specification will be described in detail:

[0113] I. Conventional braking mode:

[0114] As Figure 4 shown, it shows a schematic diagram of the flow direction of the brake fluid when the vehicle is in the conventional braking mode. Figure 4The arrow in it represents the flow direction of the brake fluid. When the driver steps on the brake pedal 1122, the brake pedal 1122 can transmit the driver's stepping force to the telescopic rod of the second chamber 1112 of the master cylinder through the first transmission mechanism 1121. The telescopic rod of the second chamber 1112 of the master cylinder can not only move to change the pressure in the second chamber 1112 of the master cylinder, but also drive the piston of the first chamber 1111 of the master cylinder to move through the spring to change the pressure in the first chamber 1111 of the master cylinder. When the pedal travel detection unit 141 detects that the displacement of the brake pedal 1122 changes, and the first pressure detection unit 1421 detects that the pressure in each chamber of the master cylinder 111 changes, the braking intention of the driver can be recognized. At this time, the braking detection module sends the first braking information to the brake controller. The first braking information is the displacement amount information detected by the pedal travel detection unit 141 and the pressure value information detected by the first pressure detection unit 1421. After receiving the first braking information, the brake controller can generate a first braking instruction. The brake controller sends the first braking instruction to the servo cylinder drive module, that is, sends it to the motor 121. The motor 121 can operate based on the first braking instruction after receiving the first braking instruction. The motor 121 transmits the driving force generated by it to the telescopic rod of the second chamber 132 of the servo cylinder through the second transmission mechanism 122 to drive the servo cylinder 13 to build pressure and generate a first pressure. That is, the telescopic rod of the second chamber 132 of the servo cylinder can not only move to change the pressure in the second chamber 132 of the servo cylinder, but also drive the piston of the first chamber 131 of the servo cylinder to move through the spring to change the pressure in the first chamber 131 of the servo cylinder. Thus, each chamber of the servo cylinder 13 can respectively deliver the brake fluid to the first hydraulic pipeline 181 and the second hydraulic pipeline 182. That is, the brake fluid in the first chamber 131 of the servo cylinder enters the first hydraulic pipeline 181, and the brake fluid in the second chamber 132 of the servo cylinder enters the second hydraulic pipeline 182. Finally, the brake fluid in the first hydraulic pipeline 181 and the second hydraulic pipeline 182 both flows into the safety control module 200, and then flows to the wheel cylinder for braking at each wheel end. At the same time as the brake controller sends the first braking instruction to the servo cylinder drive module, the brake controller also conducts the pedal simulation module. That is, the brake controller sends a second braking instruction to the isolation valve 151 to open the isolation valve 151, that is, controls the coil of the isolation valve 151 to be energized to realize the conduction between the second chamber 1112 of the master cylinder and the pedal simulator. Since the pressure in the chamber of the servo cylinder 13 is greater than the pressure in the chamber of the master cylinder 111, after the brake fluid enters the master cylinder 111 from the liquid storage tank 16, it will only flow through the isolation valve 151 and then enter the pedal feel simulator 152. That is, no brake fluid will enter the servo cylinder 13. Thus, the pedal simulator can send the generated simulated braking foot feel information to the brake pedal 1122 based on the first pressure for the driver to simulate the braking foot feel.

[0115] II. Locking or unstable mode:

[0116] Such asFigure 5 As shown, it is a schematic diagram of the flow direction of the brake fluid when the vehicle is in a locked or unstable mode. Figure 5 The arrows in it represent the flow direction of the brake fluid. At this time, the main braking system, that is, the pedal braking module, is in a failure state. That is, when the braking state detection module detects that the pedal braking module is in a failure state, the braking state detection module can send a first safety control instruction to the safety braking module, that is, the first safety control unit. The first safety control unit can connect the reservoir 16 and the wheel cylinder based on the first safety control instruction, so that the brake fluid in the reservoir 16 flows into the wheel cylinder. Specifically, it includes four lines flowing into the wheel cylinder: First, it flows out of the reservoir 16, and after passing through the first connecting pipe 133 and the first hydraulic pipe 181 in sequence, it flows into the wheel cylinder; Second, it flows out of the reservoir 16, flows through the first chamber 1111 of the master cylinder and the first chamber 131 of the servo cylinder in sequence, and finally flows into the wheel cylinder through the first hydraulic pipe 181; Third, it flows out of the reservoir 16, flows through the second chamber 1112 of the master cylinder and the second chamber 132 of the servo cylinder in sequence, and finally flows into the wheel cylinder through the second hydraulic pipe 182; Fourth, it flows out of the reservoir 16, and after passing through the second connecting pipe 134 and the second hydraulic pipe 182 in sequence, it flows into the wheel cylinder.

[0117] III. Mechanical backup mode:

[0118] As Figure 6 shown, it is a schematic diagram of the flow direction of the brake fluid when the vehicle is in the mechanical backup mode. Figure 6The arrow in it represents the flow direction of the brake fluid. At this time, the servo cylinder driving module is in a failure state, resulting in its inability to respond to the braking instruction of the brake controller, that is, when it is unable to drive the servo cylinder 13 to boost pressure, the driver can only rely on the stepping force of stepping on the brake pedal 1122 to achieve vehicle braking. At this time, when the driver steps on the brake pedal 1122, the brake pedal 1122 can transmit the stepping force of the driver to the telescopic rod of the second chamber 1112 of the master cylinder through the first transmission mechanism 1121. The telescopic rod of the second chamber 1112 of the master cylinder can not only move to change the pressure of the second chamber 1112 of the master cylinder, but also drive the piston of the first chamber 1111 of the master cylinder to move through the spring to change the pressure of the first chamber 1111 of the master cylinder. When the driving detection module, that is, the motor position sensor 17, detects that the servo cylinder driving module is in a failure state, it sends the generated failure information to the brake controller. At the same time, the braking state detection module can detect the state of the brake pedal 1122 and also transmit a signal to the brake controller. The brake controller can then control the isolation valve 151 to conduct based on the failure information and the signal received from the braking state detection module, allowing a part of the brake fluid flowing from the reservoir 16 to the second chamber 1112 of the master cylinder to flow to the pedal feel simulator 152 for simulating the braking feel, and another part to flow through the second chamber 131 of the servo cylinder and then to the safety control module 200, and finally to the wheel cylinder. The brake fluid flowing from the reservoir 16 to the first chamber 1111 of the master cylinder all flows through the first chamber 131 of the servo cylinder and then to the safety control module 200, and finally to the wheel cylinder to achieve wheel-end braking.

[0119] IV. External Request Braking Mode:

[0120] As Figure 7 shown, it shows a schematic diagram of the flow direction of the brake fluid when the vehicle is in the external request braking mode. Figure 7The arrow in it represents the flow direction of the brake fluid. When the external brake controller receives a brake request signal from the ADAS system, the external brake controller sends a third brake instruction to the servo cylinder drive module, that is, it sends it to the motor 121. After receiving the third brake instruction, the motor 121 can operate based on the third brake instruction. The motor 121 transmits the driving force generated by it to the telescopic rod of the second chamber 132 of the servo cylinder through the second transmission mechanism 122 to drive the servo cylinder 13 to build pressure and generate a second pressure. That is, the telescopic rod of the second chamber 132 of the servo cylinder can not only move to change the pressure of the second chamber 132 of the servo cylinder, but also drive the piston of the first chamber 131 of the servo cylinder to move through the spring to change the pressure of the first chamber 131 of the servo cylinder. Thus, after the brake fluid flows out of the liquid storage tank 16, a part of it flows through the first chamber 1111 of the master cylinder and then enters the first chamber 131 of the servo cylinder, and another part flows through the second chamber 1112 of the master cylinder and then enters the second chamber 132 of the servo cylinder. Then, each chamber of the servo cylinder 13 can respectively transport the brake fluid to the first hydraulic pipeline 181 and the second hydraulic pipeline 182. That is, the brake fluid in the first chamber 131 of the servo cylinder enters the first hydraulic pipeline 181, and the brake fluid in the second chamber 132 of the servo cylinder enters the second hydraulic pipeline 182. Finally, the brake fluid in the first hydraulic pipeline 181 and the second hydraulic pipeline 182 both flow to the safety control module 200, and then flow to the wheel cylinder for braking at each wheel end.

[0121] V. External Request Brake Failure State:

[0122] As Figure 8 shown, it shows a schematic diagram of the flow direction of the brake fluid when the vehicle is in the external request brake failure state. Figure 8 The arrow in it represents the flow direction of the brake fluid. At this time, the servo cylinder drive module is in a failure state, resulting in its inability to respond to the brake instruction of the external brake controller, that is, when it is unable to drive the servo cylinder 13 to increase pressure, the safety brake controller can send a second safety control instruction to the second safety control unit, and the second safety control unit can connect the liquid storage tank 16 and the wheel cylinder based on the second safety control instruction, so that the brake fluid in the liquid storage tank 16 flows to the wheel cylinder. Specifically, it includes four lines flowing to the wheel cylinder: First, it flows out of the liquid storage tank 16, passes through the first connecting pipeline 133 and the first hydraulic pipeline 181 in sequence, and then flows into the wheel cylinder; Second, it flows out of the liquid storage tank 16, flows through the first chamber 1111 of the master cylinder and the first chamber 131 of the servo cylinder in sequence, and finally flows into the wheel cylinder through the first hydraulic pipeline 181; Third, it flows out of the liquid storage tank 16, flows through the second chamber 1112 of the master cylinder and the second chamber 132 of the servo cylinder in sequence, and finally flows into the wheel cylinder through the second hydraulic pipeline 182; Fourth, it flows out of the liquid storage tank 16, passes through the second connecting pipeline 134 and the second hydraulic pipeline 182 in sequence, and then flows into the wheel cylinder.

[0123] VI. Pressure Relief Mode:

[0124] As shown Figure 9 in the figure, it shows a schematic diagram of the flow direction of the brake fluid when the vehicle is in the pressure relief mode. Figure 9 The arrows in it represent the flow direction of the brake fluid. At this time, the driver releases the brake pedal 1122, which ends the braking request. The brake pedal 1122 can transmit the driver's stepping force to the telescopic rod of the second chamber 1112 of the master cylinder through the first transmission mechanism 1121, so that the pistons in each chamber of the master cylinder 111 return to their initial positions, that is, the braking state detection module detects the driver's release intention and sends the generated second braking information to the brake controller. After receiving the second braking information, the brake controller can generate a fourth braking instruction. The brake controller sends the fourth braking instruction to the servo cylinder drive module, that is, to the motor 121. After receiving the fourth braking instruction, the motor 121 can operate based on the fourth braking instruction. The motor 121 transmits the reverse driving force generated by it to the telescopic rod of the second chamber 132 of the servo cylinder through the second transmission mechanism 122, so that the pistons in each chamber of the servo cylinder 13 return to their initial positions. Thus, there are only two lines for the brake fluid to flow from the wheel cylinder to the reservoir 16 for pressure relief: one is to flow out of the wheel cylinder, flow through the first chamber 131 of the servo cylinder and the first chamber 1111 of the master cylinder in sequence, and finally flow into the reservoir 16; the other is to flow out of the wheel cylinder, flow through the second chamber 132 of the servo cylinder and the second chamber 1112 of the master cylinder in sequence, and finally flow into the reservoir 16.

[0125] On the other hand, the embodiment of the present specification also discloses a vehicle, which includes the vehicle braking system 100 described above. This vehicle has various technical effects such as simplified structure, reduced noise, simplified control logic, reduced braking drag, strong adaptability, high system safety and reliability, fast braking response speed, high performance, and reduced maintenance cost in the above vehicle braking system 100.

[0126] In the embodiment of the present application, the beneficial effects of the vehicle braking system 100 are as follows:

[0127] (1) By adopting the servo cylinder 13 with a double-chamber structure, the two chambers work independently and cooperatively, so that the servo cylinder 13 can quickly adjust and generate the first pressure in each chamber according to the driving action of the servo cylinder drive module. Moreover, each chamber of the servo cylinder 13 can be respectively connected to the safety control module 200, so that the brake fluid flowing into the safety control system can be divided in pressure and flow, and there is no need to set the isolation valve 151 in the servo cylinder 13 and the safety control system, which simplifies the structural form and control logic of the vehicle braking system 100, reduces the cost and complexity of the braking system, and further reduces the noise and maintenance requirements that may be generated by the solenoid valve and the power consumption of the whole vehicle;

[0128] (2) By setting them in series between each cavity, the pressures between each cavity are the same, which can reduce pressure fluctuations, thereby maintaining pressure consistency and improving the smoothness of braking of the servo cylinder drive module.

[0129] The above description has fully disclosed the specific implementation manners of the present application. It should be noted that any changes made by those skilled in the art to the specific implementation manners of the present application do not depart from the scope of the claims of the present application. Accordingly, the scope of the claims of the present application is not limited solely to the foregoing specific implementation manners.

Claims

1. A vehicle braking system, characterized in that: It comprises a brake controller, a pedal brake module, a servo cylinder (13) drive module, a servo cylinder (13), a brake state detection module, a safety control module (200) and a wheel cylinder, wherein the servo cylinder (13) is a double-chamber structure, each chamber of the servo cylinder (13) is arranged in series, and each chamber can be connected to the safety control module (200) respectively; The braking state detection module is used to generate first braking information based on detecting the state of the pedal braking module; The brake controller is used to send a first brake instruction to the servo cylinder (13) drive module based on the first brake information; The servo cylinder (13) driving module is used to operate based on the first braking instruction to drive the servo cylinder (13) to build pressure, so that the servo cylinder (13) generates a first pressure; the first pressure is determined based on the first braking instruction, and the first pressure causes the brake fluid in each chamber of the servo cylinder (13) to flow into the safety control module (200); The safety control module (200) is used to deliver the brake fluid to the wheel cylinder based on the first pressure.

2. A vehicle braking system according to claim 1, characterized in that: The system further comprises a pedal simulation module, the pedal brake module comprises a master cylinder (111) and a pedal assembly, the master cylinder (111) comprises a master cylinder first chamber (1111) and a master cylinder second chamber (1112) arranged in series, the pedal assembly and the master cylinder second chamber (1112) are connected; The pedal simulation module is used to send the generated simulated brake foot feel information to the pedal brake module based on the second brake instruction sent by the brake controller and the first pressure; the second brake instruction represents the activation of the pedal simulation module; the first pressure causes the brake fluid in the second chamber (1112) of the master cylinder to flow to the pedal simulation module; the simulated brake foot feel information causes the pedal assembly to be in different states.

3. A vehicle braking system according to claim 2, characterized in that: The pedal simulation module comprises an isolation valve (151) and a pedal feel simulator (152). The isolation valve (151) is used to open based on the second braking command to connect the second chamber (1112) of the master cylinder and the pedal simulator; The pedal simulator is used to send the simulated brake feel information generated based on the first pressure to the pedal brake module.

4. A vehicle braking system according to claim 1, characterized in that: The system further comprises a liquid storage tank (16), the safety control module (200) comprises a safety controller and a first safety control unit, The safety controller is used for sending a first safety control instruction to the first safety control unit when the brake state detection module detects that the pedal brake module is in a failed state; The first safety control unit is used to connect the fluid reservoir (16) and the wheel cylinder based on the first safety control instruction, so that the brake fluid in the fluid reservoir (16) flows into the wheel cylinder.

5. A vehicle braking system according to claim 1, characterized in that: The system further comprises a driving detection module, the pedal brake module comprises a master cylinder (111), The drive detection module is used to send generated failure information to the brake controller when it detects that the drive module of the servo cylinder (13) is in a failed state; the failure information indicates that the brake controller can control the brake fluid in the master cylinder (111) to flow through the servo cylinder (13) and then be discharged to the safety control module (200).

6. A vehicle braking system according to claim 1, characterized in that: The system further comprises an external brake controller, which is used to send a third brake instruction to the servo cylinder (13) drive module; the third brake instruction causes the servo cylinder (13) drive module to operate to drive the servo cylinder (13) to build pressure, so that the servo cylinder (13) generates a second pressure; the second pressure is determined based on the third brake instruction, and the second pressure causes the brake fluid in the servo cylinder (13) to flow to the safety control module (200).

7. A vehicle braking system according to claim 1 or 6, characterized in that: The system further comprises a fluid reservoir (16) and an external brake controller, the pedal brake module comprises a master cylinder (111), the safety control module (200) comprises a safety controller and a second safety control unit, The safety controller is used to send a second safety control instruction to the second safety control unit when the servo cylinder (13) drive module cannot respond to the external controller instruction; The second safety control unit is used to connect the fluid reservoir (16) and the wheel cylinder based on the second safety control instruction, so that the brake fluid in the fluid reservoir (16) flows into the wheel cylinder.

8. A vehicle braking system according to claim 1, characterized in that: The system further comprises a drive detection module and a fluid storage tank (16); the safety control module (200) comprises a safety controller and a third safety control unit; the pedal brake module comprises a master cylinder (111); The drive detection module is used to detect the state of the servo drive module and send the detected state information to the safety controller; In the case where the pedal brake module operates based on the second brake information, the brake controller can send a fourth brake command generated based on the second brake information to the servo cylinder (13) drive module, and the state information is determined based on the fourth brake command; the braking mode of the second brake information is opposite to that of the first brake information; The safety controller is used to send a pressure relief instruction to the third safety control unit based on the state information; The third safety control unit controls the brake fluid in the wheel cylinder to flow through the servo cylinder (13) and the master cylinder (111) in sequence based on the pressure relief instruction and then enter the fluid storage tank (16).

9. A vehicle braking system according to claim 1, characterized in that: The pedal brake module comprises a master cylinder (111) and a pedal assembly, and the brake detection module comprises a pedal travel detection unit (141) and a pressure detection unit. The pedal stroke detection unit (141) is used to detect the displacement of the pedal assembly and send the detected displacement information to the brake controller; The pressure detection unit is used to detect the pressure value of the master cylinder (111) and send the detected pressure value information to the brake controller; the first brake information is determined based on the displacement information and the pressure value information.

10. A vehicle, characterized in that: Comprising a vehicle braking system as described in any one of claims 1-9.

Images