Hydraulic decoupling compound brake system

Abstract

The invention discloses a hydraulic decoupling composite braking system which is characterized in that a brake pedal position sensor is connected to a simulation main cylinder push rod; the hydraulic pressure simulator, the simulation main cylinder and the power-assisted main cylinder are connected in parallel between the liquid storage pot and the ESC vehicle body stability control system; the second electromagnetic isolation valve is connected between the simulation main cylinder and the ESC vehicle body stability control system; a power-assisted main cylinder hydraulic pressure sensor is connected between the third electromagnetic isolation valve and the power-assisted main cylinder; the third one-way valve is connected to an oil inlet pipe of the power-assisted main cylinder; the third electromagnetic isolation valve is connected between the second electromagnetic isolation valve and the fourth electromagnetic isolation valve; the fourth electromagnetic isolation valve is connected between the power-assisted main cylinder and the ESC vehicle body stability control system; the first one-way valve and the second one-way valve are respectively connected to two pipelines between the liquid storage pot and the ESC vehicle body stability control system; the first electromagnetic isolation valve is connected between the second electromagnetic isolation valve and the hydraulic pressure simulator; the simulation main cylinder hydraulic pressure sensor is connected between the simulation main cylinder and the second electromagnetic isolation valve; and the power-assisted motor is connected with the power-assisted main cylinder.

Description

Technical Field

[0001] The present invention relates to the field of automobiles, and particularly to a hydraulic decoupling composite braking system. Background Art

[0002] With the development of new energy vehicle technologies, electric vehicles have seen great development. To increase the driving range of electric vehicles, the kinetic energy during vehicle driving can be converted into electrical energy and stored in the battery through regenerative braking energy recovery. Secondly, the intelligence level of new energy vehicles is getting better and better, and the autonomous driving ability has gradually developed from the initial L1 to above the high level L3. A safe, reliable and fast-responsive braking execution system is required. This poses new requirements for traditional braking systems.

[0003] The power assistance source of traditional vacuum braking systems is the intake manifold of the engine or an electric vacuum pump. With increasingly strict emission regulations and the continuous development of engine technologies, the intake manifold vacuum degree fails to meet the requirements of the vacuum booster, and an electric vacuum pump is configured for assistance. However, this increases the cost of components and the complexity of vehicle components; the drive unit of electric vehicles relies on motors and has no engine. Purely relying on an electric vacuum pump increases the components of the vehicle, increases the volume, reduces the reliability, and cannot coordinate regenerative braking energy recovery.

[0004] At present, electro-hydraulic composite braking systems are widely used. In terms of control strategies, since the magnitude of the electric braking force is affected by the battery state and vehicle conditions, the electronic hydraulic braking system needs to cooperate with the regenerative braking of the drive motor to jointly provide the vehicle braking force; if there is no mechanical connection between the brake pedal and the hydraulic braking system, a pedal simulator needs to be designed to maintain the pedal feel for the driver. If there is a mechanical coupling between the brake pedal and the hydraulic braking system, the ESC vehicle stability control system is combined to adjust the pedal feel to be consistent; in addition, the hydraulic system needs to have adjustable hydraulic pressure and fast response; for safety reasons, in the event of a power failure, there must be a backup mode to provide sufficient braking pressure by manpower to ensure emergency braking that meets the regulations; and it can work in coordination with traditional ESC / ABS.

[0005] Currently, the market is mainly divided into decoupled and non-decoupled types. For the non-decoupled solution, a special ESC vehicle stability control system needs to be used to achieve regenerative braking; the decoupled braking system can distribute motor regenerative braking and hydraulic braking without affecting the driver's pedal feel, and can achieve the control of regenerative braking and wheel cylinder hydraulic pressure. This reduces the complexity of the entire system, while significantly improving flexibility, allowing for a large amount of recoverable braking energy and preventing unexpected pedal sinking. In the market, the most commonly used solution is the mechanical decoupling scheme, which uses a spring-damper simulator to simulate the real pedal feel. There is a decoupling gap between the brake pedal push rod and the master cylinder piston rack. In case of failure, the dead zone needs to be overcome to generate braking force. Summary of the Invention

[0006] A series of simplified concepts are introduced in the Summary of the Invention section. These simplified concepts are simplified from the prior art in this field and will be further described in detail in the Detailed Description section. The Summary of the Invention section of the present invention does not mean to attempt to define the key features and essential technical features of the claimed technical solution, nor does it mean to attempt to determine the protection scope of the claimed technical solution.

[0007] The technical problem to be solved by the present invention is to provide a hydraulic decoupling composite braking system based on hydraulic decoupling, with redundant failure braking protection function, which can reasonably distribute motor regenerative braking and hydraulic braking.

[0008] To solve the above technical problem, the hydraulic decoupling composite braking system provided by the present invention includes:

[0009] A fluid reservoir 1, which is respectively connected to a hydraulic pressure simulator 7, a simulated master cylinder 8, an ESC vehicle stability control system 14, and an assist master cylinder 25, for providing brake fluid;

[0010] A brake pedal position sensor 3 and a brake light sensor 4 are arranged on the push rod of the simulated master cylinder 8;

[0011] A brake pedal 5, which is connected to the push rod of the simulated master cylinder 8;

[0012] A throttle valve 6, which is arranged between the fluid reservoir 1 and the simulated master cylinder 8;

[0013] The hydraulic pressure simulator 7, the simulated master cylinder 8, and the assist master cylinder 25 are connected in parallel between the fluid reservoir 1 and the ESC vehicle stability control system 14;

[0014] A second electromagnetic isolation valve 9, which is arranged between the simulated master cylinder 8 and the ESC vehicle stability control system 14;

[0015] An assist master cylinder hydraulic pressure sensor 10, which is arranged between a third electromagnetic isolation valve 12 and the assist master cylinder 25;

[0016] The third one-way valve 11, which is arranged on the oil inlet pipe of the power assist master cylinder 25;

[0017] The third electromagnetic isolation valve 12, which is arranged between the second electromagnetic isolation valve 9 and the fourth electromagnetic isolation valve 13;

[0018] The fourth electromagnetic isolation valve 13, which is arranged between the power assist master cylinder 25 and the ESC vehicle stability control system 14;

[0019] The first one-way valve 2 and the second one-way valve 15 are respectively arranged on two pipelines between the reservoir 1 and the ESC vehicle stability control system 14;

[0020] The first electromagnetic isolation valve 17, which is arranged between the second electromagnetic isolation valve 9 and the hydraulic pressure simulator 7;

[0021] The simulated master cylinder hydraulic pressure sensor 23, which is arranged between the simulated master cylinder 8 and the second electromagnetic isolation valve 9;

[0022] The power assist motor 24, which is connected to the power assist master cylinder 25 through a reduction mechanism.

[0023] Preferably, further improve the hydraulic decoupling composite braking system, and the normal working mode adopts pure regenerative braking force for braking to execute the following control;

[0024] The brake pedal position sensor 3 obtains the brake pedal displacement and transmits it to the in-vehicle ECU system control unit 22. The in-vehicle ECU system control unit 22 analyzes and obtains the target braking force. If the target braking force is less than the regenerative braking force allowed by the drive motor and the power battery, the power assist motor does not work, and the target braking force is completely provided by the regenerative braking force of the drive motor;

[0025] The first electromagnetic isolation valve 17 is in a conducting state, the second electromagnetic isolation valve 9 is disconnected, and the simulated feedback when the driver steps on the brake is generated by the spring and hydraulic damping of the hydraulic pressure simulator 7. The excess brake fluid goes to the reservoir 1 through the pipeline.

[0026] Preferably, further improve the hydraulic decoupling composite braking system, and the normal working mode adopts a mixed braking of regenerative braking force and hydraulic braking force to execute the following control;

[0027] The brake pedal position sensor 3 obtains the brake pedal displacement and transmits it to the in-vehicle ECU system control unit 22. The in-vehicle ECU system control unit 22 analyzes and obtains the target braking force;

[0028] If the target braking force is greater than the regenerative braking force allowed by the drive motor and the power battery, the difference between the target braking force and the regenerative braking force will be compensated by the hydraulic braking force. The power assist motor works, and the generated hydraulic pressure forms a closed loop through the feedback of the hydraulic pressure sensor 10;

[0029] The third electromagnetic isolation valve 12 and the fourth electromagnetic isolation valve 13 are in communication, and hydraulic oil flows through two pipelines to the ESC vehicle stability control system 14 and is distributed to each wheel cylinder.

[0030] Preferably, the hydraulic decoupling composite braking system is further improved, and the following control is executed by using pure hydraulic braking force in the normal working mode;

[0031] The brake pedal position sensor 3 obtains the brake pedal displacement and transmits it to the in-vehicle ECU system control unit 22, and the in-vehicle ECU system control unit 22 analyzes and obtains the target braking force;

[0032] If the allowable regenerative braking force is zero, the booster motor works, and the generated hydraulic pressure is feedback by the hydraulic pressure sensor 10 to form a closed loop;

[0033] The third electromagnetic isolation valve 12 and the fourth electromagnetic isolation valve 13 are in communication, and the hydraulic pressure is conducted through two pipelines to the ESC vehicle stability control system component 14 and distributed to each wheel cylinder.

[0034] Preferably, the hydraulic decoupling composite braking system is further improved, and the following control is executed in the failure mode;

[0035] The brake pedal position sensor 3 obtains the brake pedal displacement and transmits it to the in-vehicle ECU system control unit 22, and the in-vehicle ECU system control unit 22 analyzes and obtains the target braking force;

[0036] The first electromagnetic isolation valve 17 and the fourth electromagnetic isolation valve 13 are disconnected, the third electromagnetic isolation valve 12 and the fourth electromagnetic isolation valve 13 are in communication, and the hydraulic pressure generated by the simulated master cylinder 8 is transmitted through the pipeline to the ESC vehicle stability control system 14 and distributed to each wheel cylinder.

[0037] Preferably, the hydraulic decoupling composite braking system is further improved, and the following control is executed in the failure mode;

[0038] The ESC vehicle stability control system 14 will be requested to assist in building pressure to generate a braking compensation. If there is not enough brake fluid, the brake fluid is extracted from the reservoir 1 through the pipeline connected by the first one-way valve 2 and the second one-way valve 15 for compensation.

[0039] Preferably, the hydraulic decoupling composite braking system is further improved, and the following control is executed under the condition of insufficient assistance;

[0040] The ESC vehicle stability control system 14 is requested to assist in building pressure, and the brake fluid is extracted from the reservoir 1 through the pipeline connected by the first one-way valve 2 and the second one-way valve 15 for compensation.

[0041] Preferably, the hydraulic decoupling composite braking system is further improved, and the following control is executed in the self-check mode;

[0042] The internal valve circuit of the ESC vehicle stability control system 14 is closed. The in-vehicle ECU system control unit 22 controls all the second electromagnetic isolation valve 9, the third electromagnetic isolation valve 12, and the fourth electromagnetic isolation valve 13 to be open circuits, and the first electromagnetic isolation valve 17 is closed. The booster motor generates boost. The brake fluid flows into the reservoir 1 through the throttle valve 6. The analog master cylinder hydraulic pressure sensor 23 and the hydraulic pressure sensor 10 of the booster master cylinder have corresponding pressure values to detect whether there is a leakage in the brake pipeline.

[0043] The present invention uses a hydraulic decoupling solution of four solenoid valves, eliminates the decoupling gap, and can provide a more comfortable damping feel through a hydraulic simulator. Through the displacement signal of the pedal displacement sensor, the system converts the displacement signal into a target braking force. A part of it is allocated to the regenerative braking force of the drive motor, and a part is allocated to the target hydraulic pressure signal of the booster motor. The motor realizes a fast and stable thrust through a reduction mechanism, thereby establishing a hydraulic braking force. In the case of a boost failure caused by a circuit system fault, by controlling the position of the solenoid valve, the driver can directly act on the analog master cylinder to provide a hydraulic braking force. The present invention can be used not only in new energy vehicles but also in traditional fuel vehicles. It can be paired with a traditional ABS / ESC to achieve active braking, can realize braking energy recovery and failure protection, and is especially suitable for pure electric vehicles and hybrid electric vehicles, improving the endurance while ensuring safety.

[0044] Under normal braking conditions of the present invention, the motor regenerative braking and hydraulic braking are coordinated and distributed to achieve the deceleration target required by the driver. In the case of a boost failure, by controlling the on-off of the four solenoid valves, the failure redundant backup is completed. The decoupled braking system can distribute the motor regenerative braking and hydraulic braking without affecting the driver's pedal feel, can recover a large amount of braking energy, and will not cause unexpected pedal sinking.

[0045] Under normal boost conditions of the present invention, when the driver steps on the brake pedal, the generated pedal force forms a hydraulic pressure in the analog master cylinder. The solenoid valve controls the flow to the hydraulic simulator, and the excess flows into the reservoir. The system converts the position of the pedal position sensor into a target braking force, and then calculates how much regenerative braking force can be generated according to the states feedback by the motor and the battery. The target braking force minus the regenerative braking force is the hydraulic braking force required by the system. A closed loop is formed based on the actual pressure and the target hydraulic pressure of the hydraulic pressure sensor on the booster master cylinder to control the required hydraulic braking force.

[0046] In the case of the failure of the assistance of the present invention, the solenoid valve returns to the default de-energized position. The hydraulic braking force generated when the driver steps on the pedal is directly conducted into the ESC vehicle stability control system. If the ESC vehicle stability control system triggers the assistance function to amplify the assistance coefficient and simulates that the liquid volume in the master cylinder is not sufficient to support the liquid extraction of the ESC vehicle stability control system, liquid can be directly pumped from the reservoir into the ESC vehicle stability control system through two one-way valve pipelines.

[0047] Compared with the existing electro-hydraulic composite braking technology, the present invention has at least the following technical effects:

[0048] 1. A permanent magnet synchronous motor is used to control the reduction mechanism to form a thrust, with a fast response speed. The stroke of the piston in the assisted master cylinder can be accurately controlled, and the hydraulic braking force generated is controlled in a closed loop through a liquid pressure sensor. Combined with the regenerative braking force of the motor, the braking target of the driver is completed.

[0049] 2. Compared with the mechanical decoupling braking system, the present invention overcomes the decoupling gap, avoids the dead stroke of braking, better connects the regenerative braking and the hydraulic braking, and the overall structure is more compact.

[0050] 3. In the case of system failure, the solenoid valve of the present invention will switch states, and the pressure simulated by the master cylinder can be directly introduced into the ESC vehicle stability control system, generating a faster and greater braking force compared with the failure mode of the mechanical decoupling braking system.

[0051] 4. The present invention can adjust the spring force of the hydraulic simulator to adjust the driver's pedal feeling.

[0052] 5. The present invention only has four solenoid valves, with a simple control logic and a fast adjustment speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] The drawings of the present invention are intended to show the general characteristics of the methods, structures, and / or materials used in specific exemplary embodiments of the present invention to supplement the description in the specification. However, the drawings of the present invention are schematic diagrams not drawn to scale, and thus may not be able to accurately reflect the precise structure or performance characteristics of any given embodiment. The drawings of the present invention should not be construed as limiting or restricting the scope of the numerical values or properties covered by the exemplary embodiments according to the present invention. The present invention will be further described in detail below in conjunction with the drawings and the specific embodiments:

[0054] Figure 1 It is a schematic diagram of the overall structure of the present invention.

[0055] Description of the reference numerals in the drawings:

[0056] Reservoir 1

[0057] First one-way valve 2

[0058] Brake pedal position sensor 3

[0059] Brake light sensor 4

[0060] Brake pedal 5

[0061] Throttle valve 6

[0062] Hydraulic pressure simulator 7

[0063] Simulated master cylinder 8

[0064] Second electromagnetic isolation valve 9

[0065] Power assist master cylinder hydraulic pressure sensor 10

[0066] Third one-way valve 11

[0067] Third electromagnetic isolation valve 12

[0068] Fourth electromagnetic isolation valve 13

[0069] ESC vehicle stability control system 14

[0070] Second one-way valve 15

[0071] Motor position sensor 16

[0072] First electromagnetic isolation valve 17

[0073] Right rear wheel cylinder 18

[0074] Left front wheel cylinder 19

[0075] Left rear wheel cylinder 20

[0076] Right front wheel cylinder 21

[0077] ECU system control unit 22

[0078] Power assist motor 24

[0079] Power assist master cylinder 25. Specific implementation mode

[0080] The following describes the embodiments of the present invention through specific specific examples. Those skilled in the art can fully understand other advantages and technical effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through different specific embodiments. The details in this specification can also be applied based on different viewpoints, and various modifications or changes can be made without departing from the overall design concept of the invention. It should be noted that, without conflict, the following embodiments and the features in the embodiments can be combined with each other. The following exemplary embodiments of the present invention can be implemented in many different forms and should not be construed as being limited only to the specific embodiments described herein. It should be understood that these embodiments are provided to make the disclosure of the present invention complete and thorough, and to fully convey the technical solutions of these exemplary specific embodiments to those skilled in the art. It should be understood that when an element is referred to as being "connected" or "coupled" to another element, the element can be directly connected or coupled to the other element, or there can be an intermediate element. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there is no intermediate element. In all the drawings, the same reference numerals always represent the same elements. As used herein, the term "and / or" includes any combination and all combinations of one or more of the related listed items.

[0081] Referring Figure 1 as shown, the present invention provides a hydraulic decoupling composite braking system, including:

[0082] A liquid storage pot 1, which is respectively connected to a hydraulic pressure simulator 7, a simulated master cylinder 8, an ESC vehicle stability control system 14, and an assist master cylinder 25, and is used to provide brake fluid;

[0083] The simulated master cylinder 8 is used to receive the thrust generated by the driver stepping on the brake pedal. Under normal boosting conditions, the hydraulic oil in the simulated master cylinder flows into the hydraulic simulator. In the event of a failure, the position of the solenoid valve is switched to control the brake fluid in the simulated master cylinder to directly flow to the ESC vehicle stability control system and be distributed to the four wheel cylinders to generate braking force;

[0084] The thrust generated by the motor of the assist master cylinder 25 acts directly on it, thereby generating hydraulic pressure. Through the opening and closing of the solenoid valve, the hydraulic pressure is transmitted to the ESC vehicle stability control system to generate braking force;

[0085] The brake pedal position sensor 3 and the brake light sensor 4 are arranged on the push rod of the simulated master cylinder 8 and are used to receive the position of the brake pedal. The system converts it into the target braking force required by the driver; the brake pedal position sensor 3 and the brake light sensor 4 convert the pedal displacement into an electrical signal and input it into the ECU system control unit 22; the simulated master cylinder hydraulic pressure sensor 23 converts the hydraulic pressure into an electrical signal and inputs it into the ECU system control unit 22;

[0086] The brake light sensor 4 lights up the brake light according to the position of the pedal to alert the following vehicles.

[0087] A brake pedal 5, which is connected to the push rod of the analog master cylinder 8; the displacement generated by the brake pedal 5 can directly act on the piston of the analog master cylinder 8, and the piston slides axially inside the analog master cylinder to extract brake fluid from the reservoir 1 through a pipeline.

[0088] A throttle valve 6, which is arranged between the reservoir 1 and the analog master cylinder 8.

[0089] A hydraulic pressure simulator 7, an analog master cylinder 8, and an assist master cylinder 25 are connected in parallel between the reservoir 1 and the ESC vehicle stability control system 14.

[0090] The hydraulic pressure simulator 7 simulates the feel of the brake pedal through an internal spring and hydraulic damper, and the spring force of the hydraulic simulator can be adjusted to adjust the driver's pedal feel.

[0091] A second electromagnetic isolation valve 9, which is a normally open two-way two-port solenoid valve and is arranged between the analog master cylinder 8 and the ESC vehicle stability control system 14.

[0092] An assist master cylinder hydraulic pressure sensor 10, which is arranged between the third electromagnetic isolation valve 12 and the assist master cylinder 25; the assist master cylinder hydraulic pressure sensor 10 converts the hydraulic pressure generated by the assist master cylinder piston into an electrical signal and inputs it into the ECU system control unit 22. The assist master cylinder hydraulic pressure sensor 10 collects the pressure in the assist master cylinder and then matches and controls the motor assist closed-loop target.

[0093] A third one-way valve 11, which is arranged on the inlet pipe of the assist master cylinder 25.

[0094] A third electromagnetic isolation valve 12, which is a normally open two-way two-port solenoid valve and is arranged between the second electromagnetic isolation valve 9 and the fourth electromagnetic isolation valve 13.

[0095] A fourth electromagnetic isolation valve 13, which is a normally closed two-way two-port solenoid valve and is arranged between the assist master cylinder 25 and the ESC vehicle stability control system 14.

[0096] A first one-way valve 2 and a second one-way valve 15 are respectively arranged on two pipelines between the reservoir 1 and the ESC vehicle stability control system 14.

[0097] A first electromagnetic isolation valve 17, which is a normally closed two-way two-port solenoid valve and is arranged between the second electromagnetic isolation valve 9 and the hydraulic pressure simulator 7.

[0098] An analog master cylinder hydraulic pressure sensor 23, which is arranged between the analog master cylinder 8 and the second electromagnetic isolation valve 9; the analog master cylinder hydraulic pressure sensor 23 collects the pressure in the analog master cylinder and then matches and controls the motor assist closed-loop target.

[0099] The assist motor 24 is connected to the assist master cylinder 25 through a reduction mechanism, generates a thrust through the reduction mechanism, and pushes to generate the required hydraulic pressure to the ESC vehicle stability control system to generate braking force;

[0100] The motor position sensor 16 identifies the rotation angle of the motor. The system calculates the piston stroke of the assist master cylinder to be advanced through a fixed gear ratio and forms a closed loop through the hydraulic pressure sensor of the assist master cylinder to reach the target hydraulic pressure;

[0101] The ESC vehicle stability control system 14 is connected to the right rear wheel cylinder 18, left front wheel cylinder 19, left rear wheel cylinder 20, and right front wheel cylinder 21 through four oil circuits.

[0102] In the above embodiment, in the normal working mode, pure regenerative braking force is used for braking and the following control is executed;

[0103] The brake pedal position sensor 3 obtains the brake pedal displacement and transmits it to the in-vehicle ECU system control unit 22. The in-vehicle ECU system control unit 22 analyzes and obtains the target braking force. If the target braking force is less than the regenerative braking force allowed by the drive motor and the power battery, the assist motor does not work, and the target braking force is completely provided by the regenerative braking force of the drive motor;

[0104] The first electromagnetic isolation valve 17 is in a conducting state, the second electromagnetic isolation valve 9 is disconnected, and the simulated feedback when the driver steps on the pedal is generated by the spring and hydraulic damper of the hydraulic pressure simulator 7. The excess brake fluid flows through the pipeline to the reservoir 1.

[0105] In the above embodiment, in the normal working mode, a mixed braking of regenerative braking force and hydraulic braking force is used to execute the following control;

[0106] The brake pedal position sensor 3 obtains the brake pedal displacement and transmits it to the in-vehicle ECU system control unit 22. The in-vehicle ECU system control unit 22 analyzes and obtains the target braking force;

[0107] If the target braking force is greater than the regenerative braking force allowed by the drive motor and the power battery, the difference between the target braking force and the regenerative braking force will be compensated by the hydraulic braking force. The assist motor works, and the generated hydraulic pressure forms a closed loop through the feedback of the hydraulic pressure sensor 10;

[0108] The third electromagnetic isolation valve 12 and the fourth electromagnetic isolation valve 13 are in a conducting state, and the hydraulic oil flows through two pipelines to the ESC vehicle stability control system 14 and is distributed to each wheel cylinder.

[0109] In the above embodiment, in the normal working mode, pure hydraulic braking force is used for braking and the following control is executed;

[0110] The brake pedal position sensor 3 obtains the displacement of the brake pedal and transmits it to the in-vehicle ECU system control unit 22, and the in-vehicle ECU system control unit 22 analyzes and obtains the target braking force;

[0111] If the allowable regenerative braking force is zero, the booster motor operates, and the generated hydraulic pressure is fed back by the hydraulic pressure sensor 10 to form a closed loop;

[0112] The third electromagnetic isolation valve 12 and the fourth electromagnetic isolation valve 13 are in communication, and the hydraulic pressure is conducted through two pipelines to the ESC vehicle stability control system component 14 and distributed to each wheel cylinder.

[0113] For the above embodiments, the following controls are executed in the failure mode;

[0114] The brake pedal position sensor 3 obtains the displacement of the brake pedal and transmits it to the in-vehicle ECU system control unit 22, and the in-vehicle ECU system control unit 22 analyzes and obtains the target braking force;

[0115] The first electromagnetic isolation valve 17 and the fourth electromagnetic isolation valve 13 are disconnected, the third electromagnetic isolation valve 12 and the fourth electromagnetic isolation valve 13 are in communication, and the hydraulic pressure generated by the simulated master cylinder 8 is transmitted through the pipeline to the ESC vehicle stability control system 14 and distributed to each wheel cylinder.

[0116] For the above embodiments, the following controls are executed in the failure mode;

[0117] The ESC vehicle stability control system 14 will be requested to assist in building pressure to generate braking compensation. When there is not enough brake fluid, brake fluid is extracted from the reservoir 1 through the pipeline connected by the first one-way valve 2 and the second one-way valve 15 for compensation.

[0118] For the above embodiments, the following controls are executed in the insufficient boost condition;

[0119] Request the ESC vehicle stability control system 14 to assist in building pressure, and extract brake fluid from the reservoir 1 through the pipeline connected by the first one-way valve 2 and the second one-way valve 15 for compensation.

[0120] For the above embodiments, the following controls are executed in the self-check mode;

[0121] The internal valve circuit of the ESC vehicle stability control system 14 is closed. The in-vehicle ECU system control unit 22 controls the second electromagnetic isolation valve 9, the third electromagnetic isolation valve 12, and the fourth electromagnetic isolation valve 13 to all be open circuits, and the first electromagnetic isolation valve 17 is closed. The booster motor generates boost, and the brake fluid flows into the reservoir 1 through the throttle valve 6. The simulated master cylinder hydraulic pressure sensor 23 and the hydraulic pressure sensor 10 of the booster master cylinder have corresponding pressure values to detect whether there is a leakage in the brake pipeline.

[0122] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will also be understood that terms such as those defined in a general dictionary should be interpreted as having a meaning consistent with their meaning in the context of the relevant art, and not be interpreted in an idealized or overly formal sense unless expressly defined herein.

[0123] The present invention has been described in detail above through specific embodiments and examples, but these do not constitute a limitation to the present invention. Without departing from the principle of the present invention, those skilled in the art can also make many modifications and improvements, which should also be regarded as the protection scope of the present invention.

Claims

1. A hydraulic decoupling compound brake system, characterized in that: include: A fluid storage pot (1), used for providing brake fluid; The brake pedal position sensor (3) and the brake light sensor (4) are arranged on a push rod of a simulated master cylinder (8); A brake pedal (5) connected to a push rod of a simulated master cylinder (8); A throttle valve (6) is arranged between the liquid storage pot (1) and the simulated master cylinder (8); The hydraulic pressure simulator (7), the simulated master cylinder (8) and the booster master cylinder (25) are connected in parallel between the liquid storage pot (1) and the ESC vehicle body stability control system (14); A second electromagnetic isolation valve (9) arranged between the simulated master cylinder (8) and the ESC vehicle stability control system (14); A booster master cylinder hydraulic pressure sensor (10), which is arranged between the third electromagnetic isolation valve (12) and the booster master cylinder (25); A third one-way valve (11) is arranged on the oil inlet pipe of the booster main cylinder (25); a third electromagnetic isolation valve (12), which is arranged between the second electromagnetic isolation valve (9) and the fourth electromagnetic isolation valve (13); a fourth electromagnetic isolation valve (13), which is arranged between the power-assisted master cylinder (25) and the ESC vehicle stability control system (14); A first one-way valve (2) and a second one-way valve (15) are respectively arranged on two pipelines between the liquid storage pot (1) and the ESC vehicle body stability control system (14); a first electromagnetic isolation valve (17) arranged between the second electromagnetic isolation valve (9) and the hydraulic pressure simulator (7); A simulated master cylinder hydraulic pressure sensor (23) arranged between the simulated master cylinder (8) and the second electromagnetic isolation valve (9); The power-assisting motor (24) is connected to the power-assisting master cylinder (25) via a speed reduction mechanism.

2. The hydraulic decoupling compound brake system according to claim 1, characterized in that: The normal working mode uses pure regenerative braking force to perform the following control; The brake pedal position sensor (3) obtains the brake pedal displacement and transmits it to the vehicle-mounted ECU system control unit (22). The vehicle-mounted ECU system control unit (22) analyzes and obtains the target braking force. If the target braking force is less than the regenerative braking force allowed by the drive motor and the power battery, the power assist motor does not work, and the target braking force is completely provided by the regenerative braking force of the drive motor. The first electromagnetic isolation valve (17) is open, the second electromagnetic isolation valve (9) is disconnected, and the simulated feedback of the driver's stepping on the brake is generated by the spring and hydraulic damping of the hydraulic pressure simulator 7, and the excess brake fluid flows into the reservoir (1) through the pipeline.

3. The hydraulic decoupling compound brake system according to claim 1, characterized in that: The normal working mode uses regenerative braking force and hydraulic braking force to perform the following control; The brake pedal position sensor (3) obtains the brake pedal displacement and transmits it to the vehicle-mounted ECU system control unit (22), and the vehicle-mounted ECU system control unit (22) analyzes and obtains the target braking force; If the target braking force is greater than the regenerative braking force allowed by the drive motor and the power battery, the difference between the target braking force and the regenerative braking force will be compensated by the hydraulic braking force, the assist motor will work, and the generated hydraulic pressure will be fed back by the hydraulic pressure sensor (10 to form a closed loop); The third electromagnetic isolation valve (12) and the fourth electromagnetic isolation valve (13) are connected, and the hydraulic oil flows to the ESC vehicle stability control system (14) through the two pipelines and is distributed to each wheel cylinder.

4. The hydraulic decoupling compound brake system according to claim 1, characterized in that: The normal working mode uses pure hydraulic braking force to perform the following control; The brake pedal position sensor (3) obtains the brake pedal displacement and transmits it to the vehicle-mounted ECU system control unit (22), and the vehicle-mounted ECU system control unit (22) analyzes and obtains the target braking force; If the regenerative braking force is allowed to be zero, the booster motor works, and the generated hydraulic pressure is fed back by the hydraulic pressure sensor (10) to form a closed loop; The third electromagnetic isolation valve (12) and the fourth electromagnetic isolation valve (13) are connected, and the hydraulic pressure is transmitted to the ESC vehicle stability control system component (14) through two pipelines and distributed to each wheel cylinder.

5. The hydraulic decoupling compound brake system according to claim 1, characterized in that: The failure mode performs the following controls; The brake pedal position sensor (3) obtains the brake pedal displacement and transmits it to the vehicle-mounted ECU system control unit (22), and the vehicle-mounted ECU system control unit (22) analyzes and obtains the target braking force; The first electromagnetic isolation valve (17) and the fourth electromagnetic isolation valve (13) are disconnected, the third electromagnetic isolation valve (12) and the fourth electromagnetic isolation valve (13) are connected, and the hydraulic pressure generated by the simulated master cylinder (8) is transmitted to the ESC body stability control system (14) through the pipeline and distributed to each wheel cylinder.

6. The hydraulic decoupling compound brake system according to claim 1, characterized in that: The failure mode performs the following controls; The ESC vehicle stability control system (14) will be requested to assist in building up pressure to generate brake compensation. If there is insufficient brake fluid, brake fluid is drawn from the reservoir (1) through a pipeline connected to the first one-way valve (2) and the second one-way valve (15) for compensation.

7. The hydraulic decoupling compound brake system according to claim 1, characterized in that: The following controls are performed in the insufficient power assist condition: The ESC vehicle stability control system (14) is requested to assist in building up pressure, and brake fluid is drawn from the fluid reservoir (1) through a pipeline connected to the first one-way valve (2) and the second one-way valve (15) for compensation.

8. The hydraulic decoupling compound brake system according to claim 1, characterized in that: The self-check mode performs the following controls; The internal valve circuit of the ESC vehicle stability control system (14) is closed, the vehicle-mounted ECU system control unit (22) controls the second electromagnetic isolation valve (9), the third electromagnetic isolation valve (12) and the fourth electromagnetic isolation valve (13) to all be open, the first electromagnetic isolation valve (17) is closed, the power-assisting motor generates power, the brake fluid flows into the reservoir (1) through the throttle valve (6), the simulated master cylinder fluid pressure sensor (23) and the power-assisting master cylinder fluid pressure sensor (10) are provided with corresponding pressure values ​​to detect whether there is leakage in the brake pipeline.

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