Mechanical anti-lock controller and intelligent hydraulic sub-control brake system

Abstract

The invention provides a mechanical anti-lock controller and an intelligent hydraulic sub-control brake system.The mechanical anti-lock controller comprises an outer shell, a main oil duct used for being communicated with an oil outlet of a brake master cylinder is arranged in the outer shell, and the main oil duct is at least communicated with an adjusting cavity; the adjusting cavity is communicated with an oil supply end which is arranged on the outer shell and used for being connected with a brake cylinder, and an adjusting piston is arranged in the adjusting cavity. The outer shell is further provided with a reciprocating driving mechanism used for driving the adjusting piston to do reciprocating motion in the adjusting cavity, and an electromagnetic valve used for controlling on-off of an oil way is arranged between the adjusting cavity and the main oil way. According to the anti-lock controller, the multiple adjusting pistons are driven by the cam shaft to move up and down, independent adjustment of the braking force of the multiple brake cylinders can be achieved in cooperation with the corresponding electromagnetic valves, the adjusting range and the control frequency of the braking force can be flexibly set, and the requirements of different requirements are met.

Description

Technical Field

[0001] The present invention relates to the technical field of automotive parts, in particular to a hydraulic brake system, especially suitable for automobiles and disc / drum hydraulic brake systems for large trucks, and specifically relates to a mechanical anti-lock controller and an intelligent hydraulic sub-control brake system. Background Art

[0002] The brake system is an indispensable braking system for vehicles. For example, the brakes used in automobiles driven by people can be basically divided into two types: one is the disc brake, also commonly known as the caliper brake. Its principle is to use hydraulic pressure to push the brake caliper to clamp the brake disc rotating coaxially with the wheel, and use friction to decelerate. Advantages: fast heat dissipation, sensitive response, and convenient maintenance. Disadvantages: relatively high cost. The other is the drum brake. Its working principle is that hydraulic pressure pushes the brake shoes to expand outwards and frictionally decelerates with the inner wall of the rotating brake drum. Advantages: strong braking force, low cost, and good dust-proof performance (suitable for the rear wheels). However, the disadvantages are also very obvious, that is, poor heat dissipation, obvious heat attenuation, weak braking force after repeated or long-term use, and worse drainage performance than disc brakes.

[0003] For large trucks, due to their large load capacity, the brake system requires higher reliability and braking force, and mainly uses pneumatic brakes. Its principle is to use compressed air to push the brake pads or brake shoes to frictionally brake the brake drum (or disc). The core components include an air compressor, an air storage tank, a brake chamber, and a brake valve. Pneumatic brakes have strong braking force and are suitable for heavy vehicles. Compared with hydraulic systems, the system has high reliability. Due to the compressibility of air, it can still work for a short time even if there is a slight air leak.

[0004] Combining the advantages and disadvantages of the existing brake system, the applicant independently developed and experimented with a new type of sub-control hydraulic brake system. Through the trial production sample test on construction machinery, it was found that the braking force of the system was very ideal and obtained an invention patent. The publication number can be seen in CN114103901B. New problems were found during the subsequent promotion and transformation process. Since the experimental vehicles in the early stage were construction machinery, their tire contact area with the ground was large, the speed was slow, and there was no skidding phenomenon. Later, when tested on ordinary passenger cars, it was found that due to the too large braking force, it was very easy to cause locking in a wet road surface environment. Since the existing brake system is different from the present invention, it is impossible to directly transplant the existing ABS control module. To solve this technical problem, the applicant invested in a new round of research and development again. After more than 2 years of continuous improvement and experiments, a mechanical anti-lock controller and a brake system were developed, aiming to replace the existing brake system. Summary of the Invention

[0005] To solve the problem that the braking system mentioned in the background technology is prone to locking and skidding on slippery roads, the present invention provides a brand-new mechanical anti-lock controller to solve the problem of locking and skidding of the braking system due to excessive braking force. At the same time, the present invention also provides an intelligent hydraulic sub-control braking system, aiming to replace the existing braking system.

[0006] To achieve the above object, the technical solution adopted in this application is as follows:

[0007] The present invention provides a mechanical anti-lock controller, including a housing body. A main oil passage for communicating with the oil outlet of the master brake cylinder is arranged in the housing body. The main oil passage is at least communicated with one adjusting cavity. The adjusting cavity is communicated with a supply oil end arranged on the housing body for connecting to the brake caliper. An adjusting piston is arranged in the adjusting cavity;

[0008] A reciprocating driving mechanism for driving the adjusting piston to reciprocate hermetically in the adjusting cavity is further installed on the housing body. An electromagnetic valve for controlling the on-off of the oil passage is arranged between the adjusting cavity and the main oil passage.

[0009] To solve the anti-lock problem smoothly and reliably, preferably, the reciprocating driving mechanism includes a shaft support installed on the housing body, a camshaft rotatably arranged on the shaft support, at least one cam arranged on the camshaft. The cams correspond to the adjusting pistons one by one and push the adjusting pistons to reciprocate hermetically in the adjusting cavity. A second return spring for pushing the adjusting piston to rebound and reset is sleeved on the outer circumference of any one of the adjusting pistons. One end of the camshaft is drivingly connected to a driver.

[0010] To enable a single anti-lock controller to independently control the anti-lock skidding of multiple brakes / wheels, preferably, the number of adjusting cavities is 2-16. A second pressure sensor for collecting the oil pressure in any one of the adjusting cavities is further installed on the housing body; The supply oil end includes an oil supply port for supplying oil to the brake caliper and a supplementary oil and exhaust port for filling hydraulic oil / venting air into the adjusting cavity.

[0011] To meet the hydraulic oil demand of different brake calipers, the present invention also controls the adjustable oil volume of the anti-lock controller. At the same time, to solve the problem that the leakage of individual brake calipers or their pipelines affects the entire anti-lock controller and even the operation of the braking system, the present invention further improves the anti-lock controller. Preferably, an expansion cavity is further arranged between the main oil passage and the adjusting cavity. A floating piston is slidably arranged in the expansion cavity. The floating piston divides the expansion cavity into an upper cavity communicating with the adjusting cavity and a lower cavity communicating with the main oil passage. The electromagnetic valve is arranged between the lower cavity and the main oil passage.

[0012] The present invention also provides an intelligent hydraulic sub-control braking system, which includes a control unit for controlling the braking and anti-lock of the braking system, and a hydraulic oil tank, a hydraulic pump, a one-way valve, a high-pressure oil tank and at least one master brake cylinder that are connected in sequence. The master brake cylinder is connected to a plurality of wheel cylinders through at least one anti-lock controller as described above;

[0013] The master brake cylinder includes a master cylinder housing. A first cavity is provided in the master cylinder housing, and an oil outlet, an oil return port and an oil inlet that are respectively communicated with the first cavity are provided on the master cylinder housing. A second annular oil passage and a first annular oil passage that are communicated with the oil return port and the oil inlet are respectively provided on the inner wall of the master cylinder housing; A master cylinder piston is hermetically and slidably arranged in the first cavity. A T-shaped oil passage is provided in the master cylinder piston. The T-shaped oil passage selectively communicates with the oil outlet and the oil return port or the oil outlet and the oil inlet through reciprocating motion in the first cavity; The oil outlet is communicated with the main oil passage at the hydraulic oil inlet end of the anti-lock controller, and the oil supply end at the hydraulic oil outlet end is communicated with the wheel cylinder.

[0014] Preferably, it further includes a liquid level sensor that is communicatively connected to the control unit and installed in the hydraulic oil tank for detecting the stock of hydraulic oil, a first pressure sensor installed in the high-pressure oil tank for detecting the real-time pressure of the hydraulic oil, an electric push cylinder for pushing the master cylinder piston of any one of the master brake cylinders to reciprocate, and a rotational speed sensor for collecting the rotational speed of the wheel corresponding to any one of the wheel cylinders.

[0015] Preferably, a wired electrical connection and / or a wireless communication connection is adopted between the control unit and the electric push cylinder.

[0016] More preferably, a shut-off valve that is electrically connected to the control unit for controlling the on-off of the hydraulic oil is provided between any one of the wheel cylinders and the oil supply end.

[0017] More preferably, the anti-lock controller includes an outer housing and an upper cover that are hermetically covered with each other. The reciprocating drive mechanism provided in the upper cover of the outer housing includes a driver, a camshaft that is drivingly connected to the driver, a shaft support for fixing the camshaft. A plurality of cams in different directions are spaced on the camshaft. An adjusting piston that abuts against the cam and reciprocates in the adjusting cavity in the outer housing. A second return spring is sleeved on the adjusting piston. The adjusting cavity is also communicated with an expansion cavity with a larger diameter. A floating piston is slidably arranged in the expansion cavity. The floating piston divides the expansion cavity into an upper cavity communicated with the adjusting cavity and a lower cavity communicated with the main oil passage. A solenoid valve for controlling the on-off of the hydraulic oil through the control unit is provided between the lower cavity and the main oil passage.

[0018] More preferably, the master brake cylinder is fixedly connected to the anti-lock controller.

[0019] Beneficial effects:

[0020] 1. The anti-lock controller provided by the present invention drives a plurality of adjusting pistons to move up and down through a camshaft, and can independently adjust the braking force of a plurality of brake cylinders in cooperation with corresponding solenoid valves. Moreover, the range and control frequency of the braking force adjustment can be flexibly set to meet the requirements of different needs.

[0021] 2. The present invention is provided with a floating piston in the anti-lock controller, which can avoid the problem that the entire anti-lock controller fails or the brakes fail due to hydraulic oil leakage when there is a leakage and pressure loss in the pipeline between the anti-lock controller and the brake cylinder or the brake cylinder itself.

[0022] 3. The braking system provided by the present invention can achieve multi-master cylinders, multi-anti-lock controllers and multi-cylinder control, and can meet the braking requirements of various vehicle models. In particular, it can well adapt to the large braking force requirements of large trucks and trailers with multiple wheels.

[0023] 4. The master cylinder provided by the present invention is provided with an annular oil passage on the master cylinder housing, which is respectively communicated with the oil return port and the oil inlet port, so that the master cylinder piston will not be subjected to unbalanced radial forces whether in the state of stepping on the brake or in the natural state. At the same time, there is no stepped structure on the circumferential side wall of the master cylinder piston, and it can quickly rebound naturally, making the brake more smooth when switching between the stepping-on and releasing states.

[0024] 5. The master cylinder of the present invention can drive the master cylinder piston to reciprocate through a traditional mechanical structure, and can also be driven by an electric mechanism, such as an electric push cylinder, etc., through wired or wireless communication; such a structural setting can meet the needs of automatic hitch change of semi-trailers without affecting the operation of the braking system. Description of the drawings

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present application. For those skilled in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0026] Figure 1 It is a schematic structural diagram of the braking system provided by the present invention.

[0027] Figure 2 It is a schematic diagram of the signal connection of the braking system.

[0028] Figure 3 It is a schematic diagram of the structural connection of the braking system.

[0029] Figure 4It is an axonometric view of the structure of the anti-lock controller.

[0030] Figure 5 It is Figure 4 An axonometric view of the partial sectional structure from another visual angle.

[0031] Figure 6 It is the mirror front view of the anti-lock controller.

[0032] Figure 7 It is Figure 6 The full sectional view along the cutting symbol A-A in it.

[0033] Figure 8 It is Figure 6 The full sectional view along the cutting symbol B-B in it.

[0034] Figure 9 It is Figure 4 The left view of it.

[0035] Figure 10 It is Figure 9 The full sectional view along the cutting symbol C-C in it.

[0036] Figure 11 It is Figure 6 The top view of it.

[0037] Figure 12 It is Figure 11 The full sectional view along the cutting symbol D-D in it.

[0038] Figure 13 It is the axonometric view of the structure of the present invention.

[0039] Figure 14 It is Figure 13 The enlarged view of the structure in area E in it.

[0040] In the figure: 1 - hydraulic oil tank; 2 - hydraulic pump; 3 - one-way valve; 4 - high-pressure oil tank; 5 - master brake cylinder; 6 - anti-lock controller; 8 - wheel brake cylinder; 9 - control unit; 10 - liquid level sensor; 11 - first pressure sensor;

[0041] 51 - master cylinder housing; 511 - oil outlet; 512 - first cavity; 513 - first annular oil passage; 514 - second annular oil passage; 515 - second cavity; 516 - oil return port; 517 - oil inlet; 52 - master cylinder piston; 521 - T-shaped oil passage; 522 - threaded blind hole; 53 - first return spring; 54 - snap ring; 55 - piston rod;

[0042] 61 - Second pressure sensor; 62 - Oil supply end; 621 - Oil supply port; 622 - Make-up oil and exhaust port; 63 - Driver; 601 - Outer housing; 602 - Solenoid valve; 603 - Telescopic valve core; 604 - Main oil passage; 605 - Lower cavity; 606 - Floating piston; 607 - Upper cavity; 608 - Adjusting piston; 609 - Camshaft; 610 - Cam; 611 - Second return spring; 612 - Adjusting cavity; 613 - Upper cover. Detailed implementation mode

[0043] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are some, but not all, of the embodiments of the present application. The components of the embodiments of the present application usually described and illustrated in the accompanying drawings here can be arranged and designed in various different configurations.

[0044] Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application claimed, but merely represents selected embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative efforts fall within the scope of protection of the present application.

[0045] It should be noted that similar reference numerals and letters denote similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0046] In the description of the present application, it should be noted that if terms such as "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are used to indicate the orientation or positional relationship, it is based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of this application is usually placed during use. It 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, in the description of the present application, if terms such as "first", "second", etc. are used only for distinguishing descriptions, they cannot be understood as indicating or implying relative importance.

[0047] In addition, in the description of the present application, if terms such as "horizontal" and "vertical" are used, it does not mean that the components are required to be absolutely horizontal or hanging vertically, but they can be slightly inclined. For example, "horizontal" only means that its direction is more horizontal relative to "vertical", and it does not mean that the structure must be completely horizontal, but it can be slightly inclined.

[0048] In the description of the present application, it should also be noted that unless otherwise clearly specified and defined, the terms "arranged", "installed", "connected", and "coupled" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0049] Embodiment 1:

[0050] This embodiment provides a mechanical anti-lock controller. Refer to Figures 4 - 7 As shown, it includes a housing 601. A main oil passage 604 for communicating with the oil outlet 511 of the master cylinder 5 is arranged inside the housing 601. The main oil passage 604 is at least communicated with one regulating chamber 612. The regulating chamber 612 is communicated with a supply end 62 arranged on the housing 601 for connecting the brake cylinder 8. A regulating piston 608 is arranged inside the regulating chamber 612;

[0051] A reciprocating driving mechanism for driving the regulating piston 608 to reciprocate hermetically inside the regulating chamber 612 is also installed on the housing 601. An electromagnetic valve 602 for controlling the on-off of the oil passage is arranged between the regulating chamber 612 and the main oil passage 604. When any one of the brake cylinders 8 fails or leaks, the oil passage can be closed through the electromagnetic valve 602, so that the faulty or leaking brake cylinder 8 will not affect the normal operation of other brake cylinders 8.

[0052] Explanation of the working principle and structural relationship:

[0053] First, the hydraulic oil enters the main oil passage 604 from the master brake cylinder 5, then enters the regulating chambers 612 respectively communicating with the main oil passage 604, and finally supplies the hydraulic oil to the brake caliper 8 through the oil supply end 62 to achieve braking. Conversely, when the brake is released, the master brake cylinder 5 rebounds, and the hydraulic oil flows back along the original path to achieve brake release. This is the process of the brake system including the anti-lock controller described in this embodiment under normal conditions. Under normal conditions, the anti-lock controller does not participate in the operation and only starts to work when the reciprocating drive mechanism receives a drive command. Generally, only when at least one brake caliper 8 is about to lock the wheel will the reciprocating drive mechanism be triggered to start working. In this embodiment, the reciprocating drive mechanism can be one mechanism driving multiple regulating pistons 608 to perform sealed reciprocating motion, or each regulating piston 608 can have an independent reciprocating driver for driving, which is not limited here as long as it can satisfy the sealed reciprocating motion of the regulating piston 608. When the reciprocating drive mechanism receives the start electrical signal, the solenoid valve 602 corresponding to the regulating chamber 612 communicating with the brake caliper 8 of the locked wheel will be activated and disconnect the regulating chamber 612 from the main oil passage 604. After the solenoid valve 602 is closed, at this time, the hydraulic oil in the brake caliper 8 communicating with the regulating chamber 612 will be in a sealed state. Under the driving action of the reciprocating drive mechanism, the regulating piston 608 moves up and down, squeezing the space of the regulating chamber 612. Since the hydraulic oil is not compressible, when the regulating piston 608 moves downward, the hydraulic oil will overcome the resistance of the solenoid valve 602 and squeeze the excess hydraulic oil into the main oil passage 604 until the regulating piston 608 moves downward to the maximum stroke. It should be noted that the downward movement of the regulating piston 608 refers to moving from one end away from the solenoid valve 602 to the end closer to the solenoid valve. At the same time, the amount of hydraulic oil squeezed into the main oil passage 604 by the regulating piston 608 depends on the cross-sectional area and stroke size of the regulating piston 608, and this parameter can be flexibly set according to actual needs. Generally speaking, after the hydraulic oil is squeezed out, based on the principle that the oil is not compressible, the more the squeezed oil volume, the smaller the oil pressure remaining in the regulating chamber 612. The comprehensive effective braking force is generally controlled at 20%-50% of the maximum braking force, which is appropriate. Of course, throughout the process, the regulating piston 608 always maintains a sliding seal with the regulating chamber 612. The specific adjustment range is jointly determined by the cross-sectional area of the regulating piston 608 and the effective drive of the reciprocating drive mechanism. Those skilled in the art can flexibly set according to actual needs without any impact on the structure provided in this embodiment.Since the solenoid valve 602 corresponding to the locked wheel is always in the closed state, the hydraulic oil cannot return to the regulating chamber 612 after being squeezed into the main oil passage 604. When the regulating piston 608 completes the first cycle, the pressure in the regulating chamber 612 will show a linear fluctuation with the up and down movement of the regulating piston 608. When the regulating piston 608 is at the lower limit position, the braking force at this time is the maximum braking force. When the regulating piston 608 is at the uppermost position, the braking force at this time is the minimum braking force, or even 0, thus presenting a regular point braking state, and the comprehensive effective braking force is 20%-50% of the maximum braking force. Of course, the comprehensive braking force is not an absolute range and can be increased or decreased. The solenoid valves 602 corresponding to the other non-sliding wheels are always in the open state. Therefore, the entire main oil passage 604, any regulating chamber 612 connected thereto, and the master cylinder are all in a connected state, and the up and down movement of the corresponding regulating piston 608 affects the oil pressure. In addition, the movement states of the regulating pistons 608 in the multiple interconnected regulating chambers 612 are crossed, so they can also cancel each other out, showing a state of one rising and the other falling. Therefore, the anti-lock controller does not have the function of regulating the braking force when the solenoid valve 602 is not in the closed state. Thus, the anti-lock regulation of a single wheel is achieved.

[0054] Embodiment 2:

[0055] In order to more smoothly and reliably solve the anti-lock problem in this embodiment, further refer to Figures 4 - 12 As shown, the reciprocating drive mechanism includes a shaft support installed on the outer housing 601, a camshaft 609 rotatably arranged on the shaft support, and at least one cam 610 arranged on the camshaft 609. The cams 610 correspond to the regulating pistons 608 one by one and push the regulating pistons 608 to reciprocate hermetically in the regulating chambers 612. A second return spring 611 for pushing the regulating piston 608 to rebound and reset is sleeved on the outer circumference of any one of the regulating pistons 608. One end of the camshaft 609 is drivingly connected to a driver 63. Specifically refer to Figure 7 As shown, under the driving action of the driver 63, the camshaft 609 drives each cam 610 to rotate, thereby pushing the corresponding regulating piston 608 to reciprocate hermetically up and down in the regulating chamber 612.

[0056] In order to better achieve the independent control of anti-lock skidding of multiple brakes / wheels by a single anti-lock controller, the number of the adjustment chambers 612 is preferably 2-16. In this embodiment, 4 adjustment chambers are taken as an example for illustration. A second pressure sensor 61 for collecting the oil pressure in any one of the adjustment chambers 612 is further installed on the outer housing 601; the oil supply end 62 includes an oil supply port 621 for supplying oil to the brake caliper 8 and a replenishing and exhaust port 622 for filling hydraulic oil / discharging air into the adjustment chamber 612. The real-time pressure value collected by the second pressure sensor 61 has two functions. One is to feed back to the control unit to judge whether the oil pressure changes, so as to detect whether the anti-lock function is normal; the other is for display, so that the driver can know whether there is pressure loss in one or more brake calipers 8 and whether there is a fault, so as to facilitate timely maintenance. The oil supply end 62 in this embodiment is specially designed. Refer to Figure 7 As shown, under normal circumstances, the oil supply end 62 supplies oil to the brake caliper 8 through the oil supply port 621, and the replenishing and exhaust port 622 does not participate in the braking work. However, during the first installation and debugging, it is necessary to ensure that there is no air in the oil circuit of the anti-lock controller. Therefore, by slowly opening the replenishing and exhaust port 622, the air in the oil circuit can be exhausted, avoiding insufficient braking force caused by the existence of air in the brake system.

[0057] In order to meet the hydraulic oil demand of different brake calipers 8, the present invention also controls the adjustable oil volume of the anti-lock controller. At the same time, in order to solve the problem that the leakage of an individual brake caliper 8 or its pipeline affects the entire anti-lock controller and even the operation of the brake system, the present invention further improves the anti-lock controller. In this embodiment, an expansion chamber is further provided between the main oil passage 604 and the adjustment chamber 612. A floating piston 606 is slidably and sealingly arranged in the expansion chamber. The floating piston 606 divides the expansion chamber into an upper chamber 607 communicating with the adjustment chamber 612 and a lower chamber 605 communicating with the main oil passage 604. The solenoid valve 602 is arranged between the lower chamber 605 and the main oil passage 604. Further refer to Figure 7As shown, during braking, when the hydraulic oil supplies oil to / returns oil from the brake caliper 8, the floating piston 606 will float up and down accordingly. When there is a leak at one end of the brake caliper 8, the floating piston 606 will move up to the top at most and will no longer move. At this time, it plays a role of plugging like a valve. Of course, in order to avoid the influence of the floating piston 606 on the oil supply of the normal braking system, its effective floating range should be greater than the maximum oil supply of the brake caliper connected to it, so that even when the brake pads are worn to the limit and the oil supply to the brake caliper 8 reaches the theoretical maximum value at this time, the floating piston 606 still will not reach the upper limit position and still has the ability to adjust. In order to further improve the design margin of this embodiment, this embodiment solves this problem through a specially designed oil replenishing and exhaust port 622, that is, as the brake pads wear, the stroke of the brake caliper 8 will inevitably increase. At this time, no matter what position the floating piston 606 is in, hydraulic oil can be added to the regulating chamber 612 / upper cavity 607 through the oil replenishing and exhaust port 622 for supplement. Further, in order to more conveniently adjust the controllable adjustment range of the anti-lock controller, it can be achieved by replacing the adjusting piston 608. Replacing the adjusting piston 608 with the same diameter but different lengths can effectively increase / decrease the anti-lock adjustment margin. For example, increasing the maximum stroke adjustment amount of the original adjusting piston 608 from 1 ml to 1.3 ml can increase the original oil pressure fluctuation range; conversely, if the maximum stroke adjustment amount of the adjusting piston 608 is increased from 1 ml to 0.8 ml, then the oil pressure fluctuation range will decrease, thus solving the problem of adjusting the anti-lock force range. Of course, if the length of the adjusting piston 608 is increased, then in extreme cases, if the adjusting piston 608 extends out of the regulating chamber 612 when it is in the lower extreme position of movement, it may interfere with the floating piston 606. In this case, an avoidance blind hole or avoidance groove needs to be set at the corresponding position between the upper end surface of the adjusting piston 608 and the adjusting piston 608 to solve the problem of structural interference. However, this avoidance blind hole or avoidance groove cannot penetrate the entire floating piston 606 to avoid the failure of the floating seal of the floating piston 606; no matter what position the floating piston is in, it is necessary to ensure a sliding seal fit with the inner wall of the expansion chamber; for example, the sliding seal of the floating piston is realized by setting a sealing ring, a sealing ring or improving the sealing accuracy, etc.

[0058] Embodiment 3:

[0059] The present invention also provides an intelligent hydraulic sub-control braking system, including a control unit for controlling the braking and anti-lock of the braking system, and a hydraulic oil tank 1, a hydraulic pump 2, a one-way valve 3, a high-pressure oil tank 4 and at least one master brake cylinder 5 connected in sequence. The master brake cylinder 5 is connected to a plurality of brake calipers 8 through at least one anti-lock controller 6 as described above;

[0060] The master brake cylinder 5 includes a master cylinder housing 51. A first cavity 512 is provided inside the master cylinder housing 51, and an oil outlet 511, an oil return port 516, and an oil inlet 517 are provided on the master cylinder housing 51 and are respectively communicated with the first cavity 512. A second annular oil passage 514 and a first annular oil passage 513 are respectively provided on the inner wall of the master cylinder housing 51 and are communicated with the oil return port 516 and the oil inlet 517. A master cylinder piston 52 is hermetically and slidably arranged in the first cavity 512. A T-shaped oil passage 521 is provided in the master cylinder piston 52. The T-shaped oil passage 521 selectively communicates with the oil outlet 511 and the oil return port 516 or the oil outlet 511 and the oil inlet 517 through reciprocating motion in the first cavity 512. The oil outlet 511 is communicated with the main oil passage 604 at the hydraulic oil inlet end of the anti-lock controller 6, and the oil supply end 62 at the hydraulic oil outlet end is communicated with the brake caliper 8. The advantage of adopting the structural form of the annular oil passage is that the high-pressure oil always surrounds the master cylinder piston 52, forming stress cancellation, and will not cause the master cylinder piston 52 to be subjected to a large radial external force, thereby increasing the resistance to the return of the master cylinder piston 52 and resulting in the problem of unsmooth return.

[0061] In this embodiment, it further includes a liquid level sensor 10 that is communicatively connected to the control unit and installed in the hydraulic oil tank 1 for detecting the hydraulic oil inventory, a first pressure sensor 11 installed in the high-pressure oil tank 4 for detecting the real-time pressure of the hydraulic oil, an electric push cylinder for pushing the master cylinder piston 52 of any one of the master brake cylinders 5 to reciprocate, and a rotational speed sensor for collecting the rotational speed of the wheel corresponding to any one of the brake calipers 8.

[0062] In this embodiment, a wired electrical connection and / or a wireless communication connection is adopted between the control unit and the electric push cylinder.

[0063] In this embodiment, the anti-lock controller 6 includes an outer housing 601 and an upper cover 613 that are hermetically covered with each other. The reciprocating drive mechanism provided in the upper cover 613 on the outer housing 601 includes a driver 63, a camshaft 609 that is drivingly connected to the driver 63, a shaft support for fixing the camshaft 609. A plurality of cams 610 in different directions are spaced on the camshaft 609. An adjusting piston 608 that abuts against the cam 610 and reciprocates in the adjusting cavity 612 in the outer housing 601. A second return spring 611 is sleeved on the adjusting piston 608. The adjusting cavity 612 is further communicated with an expansion cavity with a larger diameter. A floating piston 606 is slidably arranged in the expansion cavity. The floating piston 606 divides the expansion cavity into an upper cavity 607 communicated with the adjusting cavity 612 and a lower cavity 605 communicated with the main oil passage 604. A solenoid valve 602 for controlling the on-off of the hydraulic oil is provided between the lower cavity 605 and the main oil passage 604 and is controlled by the control unit.

[0064] In this embodiment, the master brake cylinder 5 is fixedly connected to the anti-lock controller 6. As Figures 4 - 6 , Figures 13 - 14 shown, compared with pipeline connection, fixed connection reduces the risk of pipeline leakage and is more reliable. At the same time, during installation, it can save more installation space.

[0065] Principle description:

[0066] The working principle of the intelligent sub-control brake system provided in this embodiment is relatively simple. The main differences lie in the master brake cylinder 5 and the anti-lock controller 6, which will be described separately below:

[0067] Overall working principle of the system:

[0068] Refer to the attached Figures 1 - 3 shown. All the detection elements and actuating components of the system are controlled by the control unit 9 serving as the control center. The control unit 9 can be the ECU of the vehicle or a separate control module that establishes a communication connection with the in-vehicle computer. This part of the control principle and method belongs to the mature prior art, mainly used for setting thresholds, receiving and processing detected information such as pressure, temperature, and rotational speed; at the same time, sending execution electrical signals to the actuating components. Those skilled in the art can adopt the prior art or commercially available control modules, and this part is not the technical improvement part of this system, so it will not be elaborated here.

[0069] The hydraulic oil tank 1 is a device for temporarily storing the hydraulic oil required for the entire brake system. It can be understood as an oil barrel. The function of the hydraulic oil tank 1 is to provide sufficient hydraulic oil and it does not bear pressure itself.

[0070] The hydraulic pump 2 pumps and pressurizes the non-pressure hydraulic oil in the hydraulic oil tank 1 and stores it in the high-pressure oil tank 4; the high-pressure oil tank 4 is not an empty oil tank. Since hydraulic oil is not compressible, there is a mechanism for providing pressure in the high-pressure oil tank 4. At the same time, the first pressure sensor 11 detects whether the hydraulic oil pressure in the high-pressure oil tank 4 reaches the standard or threshold set by the control unit 9; when it reaches the standard, the pressurization of the hydraulic pump 2 stops, otherwise, the booster pump 2 is controlled to pressurize and supply oil.

[0071] The function of the one-way valve 3 is relatively simple, which is to always store the pressurized hydraulic oil in the high-pressure oil tank 4, prevent the hydraulic oil from flowing back and relieving pressure, and always keep the high-pressure oil tank 4 having high-pressure hydraulic oil that can provide braking needs at any time.

[0072] During braking, after the driver steps on the brake pedal, the master brake cylinder 5 is pushed to work mechanically, electrically, or in other electronically controlled ways, thereby conducting the high-pressure oil tank 4 through the master brake cylinder 5 and connecting each brake slave cylinder through the anti-lock controller 6. Refer to the attached Figures 8 - 10As shown, when the master pump piston 52 reciprocates in the first cavity 512, the T-shaped oil passage 521 selectively connects the oil outlet 511 and the oil return port 516 or the oil outlet 511 and the oil inlet 517 in the first cavity 512 through reciprocating motion, thereby achieving loosening or braking. When loosening, the first return spring 53 installed in the second cavity 515 connected to the first cavity 512 and having a diameter larger than the first cavity 512 can quickly push the master pump piston 52 to reset. In order to limit the effective stroke of the master pump piston 52, a clamping ring 54 for limiting the position of the master pump piston 52 is clamped on the master pump housing 51. In order to facilitate the removal of the master pump piston 52, a threaded blind hole 522 is opened on the master pump piston 52. When the master pump piston 52 needs to be taken out, the piston rod 55 matching the threaded blind hole 522 can be used to take out the master pump piston 52. In the present invention, if a mechanical control of the brake master cylinder 5 is adopted, the piston rod 55 controlling the reciprocating movement of the master cylinder piston 52 and other driving mechanisms may adopt an articulated connecting rod or a spherical joint structure, so as to avoid applying an extra radial force to the piston rod 55 as much as possible. It is preferred to convert the driver's action of stepping on the brake pedal into a reciprocating linear movement and drive the piston rod 55 to push the master cylinder piston 52. Those skilled in the art may also adopt all possible mechanisms that can realize the conversion of the deflection motion of stepping on the brake pedal into a reciprocating linear motion for the present invention according to the technical inspiration of the present invention, and they are not listed one by one here.

[0073] The above description is only the preferred embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A mechanical anti-lock brake controller, comprising an outer shell (601), characterized in that: The outer shell (601) is provided with a main oil passage (604) for communicating with the oil outlet (511) of the master brake cylinder (5); the main oil passage (604) is connected to at least one regulating chamber (612); the regulating chamber (612) is connected to an oil supply end (62) provided on the outer shell (601) for connecting to the brake cylinder (8); and a regulating piston (608) is provided in the regulating chamber (612); The outer shell (601) is also provided with a reciprocating drive mechanism for driving the regulating piston (608) to perform a sealed reciprocating motion in the regulating chamber (612), and a solenoid valve (602) for controlling the on-off of the oil circuit is provided between the regulating chamber (612) and the main oil channel (604).

2. A mechanical anti-lock brake controller according to claim 1, characterized in that: The reciprocating drive mechanism includes a shaft support mounted on the outer shell (601), a camshaft (609) rotatably mounted on the shaft support, and at least one cam (610) mounted on the camshaft (609). The cams (610) correspond to the regulating pistons (608) one by one and push the regulating pistons (608) to perform closed reciprocating motion in the regulating chamber (612). A second return spring (611) for pushing the regulating pistons (608) to rebound and return to their original position is sleeved on the outer circumference of any regulating piston (608), and one end of the camshaft (609) is drivingly connected to a driver (63).

3. A mechanical anti-lock brake controller according to claim 2, characterized in that: The number of the regulating chambers (612) is 2-16, and a second pressure sensor (61) for collecting the oil pressure in any of the regulating chambers (612) is also installed on the outer shell (601); the oil supply end (62) includes an oil supply port (621) for supplying oil to the brake cylinder (8) and an oil replenishment and exhaust port (622) for adding hydraulic oil to the regulating chamber (612) / exhausting air.

4. A mechanical anti-lock brake controller according to claim 1, characterized in that: An expansion chamber is also provided between the main oil passage (604) and the regulating chamber (612), and a floating piston (606) is slidably provided in the expansion chamber. The floating piston (606) divides the expansion chamber into an upper chamber (607) connected to the regulating chamber (612) and a lower chamber (605) connected to the main oil passage (604). The solenoid valve (602) is provided between the lower chamber (605) and the main oil passage (604).

5. A mechanical anti-lock brake controller according to claim 4, characterized in that: The upper end surface of the floating piston (606) is provided with an avoidance blind hole or an avoidance groove for avoiding the regulating piston (608).

6. An intelligent hydraulic split-control brake, comprising a control unit for controlling the braking and anti-lock braking of a brake system, and a hydraulic oil tank (1), a hydraulic pump (2), a one-way valve (3), a high-pressure oil tank (4) and at least one brake master cylinder (5) connected in sequence, characterized in that: The master brake cylinder (5) is connected to a plurality of brake cylinders (8) via at least one anti-lock controller (6) as claimed in any one of claims 1 to 4; The brake master cylinder (5) comprises a master cylinder housing (51), a first cavity (512) is arranged in the master cylinder housing (51), and an oil outlet (511), an oil return port (516) and an oil inlet (517) are arranged on the master cylinder housing (51) and are respectively connected to the first cavity (512); a second annular oil passage (514) and a first annular oil passage (513) are respectively arranged on the inner wall of the master cylinder housing (51) and are connected to the oil return port (516) and the oil inlet (517); the first cavity (51 2) A master pump piston (52) is provided in a closed sliding manner inside, and a T-shaped oil passage (521) is provided inside the master pump piston (52). The T-shaped oil passage (521) selectively connects the oil outlet (511) and the oil return port (516) or the oil outlet (511) and the oil inlet (517) in the first cavity (512) through reciprocating motion; the oil outlet (511) is connected to the main oil passage (604) at the hydraulic oil inlet end of the anti-lock controller (6), and the oil supply end (62) of the hydraulic oil outlet end is connected to the brake cylinder (8).

7. The intelligent hydraulic control brake system according to claim 6, characterized in that: It also includes a level sensor (10) which is communicatively connected to the control unit and installed in the hydraulic oil tank (1) for detecting the amount of hydraulic oil stored, a first pressure sensor (11) which is installed in the high-pressure oil tank (4) for detecting the real-time pressure of the hydraulic oil, an electric push cylinder for pushing the master cylinder piston (52) of any of the master brake cylinders (5) to reciprocate, and a speed sensor for collecting the corresponding wheel speed of any of the brake cylinders (8).

8. The intelligent hydraulic control brake system according to claim 7, characterized in that: The control unit and the electric cylinder are connected via wired electrical connection and / or wireless communication.

9. The intelligent hydraulic control brake system according to claim 8, characterized in that: The anti-lock controller (6) comprises an outer shell (601) and an upper cover (613) which are sealed and covered with each other. The reciprocating drive mechanism disposed in the upper cover (613) on the outer shell (601) comprises a driver (63), a camshaft (609) drivingly connected to the driver (63), and a shaft support for fixing the camshaft (609). The camshaft (609) is provided with a plurality of cams (610) located in different directions at intervals, and an adjusting chamber (612) which abuts against the cams (610) and performs a sealed reciprocating motion in the adjusting chamber (612) in the outer shell (601). A regulating piston (608) is provided with a second return spring (611) on the regulating piston (608); the regulating chamber (612) is also connected to an expansion chamber with a larger diameter; a floating piston (606) is slidably arranged in the expansion chamber; the floating piston (606) divides the expansion chamber into an upper chamber (607) connected to the regulating chamber (612) and a lower chamber (605) connected to the main oil channel (604); a solenoid valve (602) is provided between the lower chamber (605) and the main oil channel (604) for controlling the on and off of hydraulic oil through a control unit.

10. An intelligent hydraulic control brake system according to any one of claims 5 to 7 and 9, characterized in that: The brake master cylinder (5) is fixedly connected to the anti-lock controller (6).

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