Vehicle kinetic energy recovery multi-channel combined hydraulic brake power-assisted control system and method

Abstract

The invention discloses a multi-channel combined type hydraulic brake boosting control system and method for vehicle kinetic energy recovery, a hydraulic booster is provided with a high-pressure oil inlet and a damping oil outlet, the damping oil outlet is closed during braking, and hydraulic oil pumped from the high-pressure oil inlet forms high-pressure boosting. The oil inlet ends of the first oil pump and the second oil pump are connected with the oil storage pot, the oil outlet ends of the first oil pump and the second oil pump are connected with the high-pressure oil inlet, the first oil pump is in driving connection with a vehicle spindle so as to adjust the oil pumping flow according to the running speed, and the second oil pump is connected with a driving motor and used for providing hydraulic assistance when the vehicle is in a static or low-speed state; the standby energy storage device is used for storing standby braking energy in the operation process of the first oil pump and / or the second oil pump; and the brake controller is used for executing a brake control action. The control system is simpler in overall structure, electronic elements adopted by the system are fewer, the probability of brake faults in the using process is lower, and the brake safety is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automotive braking, and in particular to a multi-channel combined hydraulic braking assist control system and method for vehicle kinetic energy recovery. Background Art

[0002] The braking system is an important guarantee for the safe driving of vehicles. In order to facilitate the execution of braking actions, a booster device is usually configured to make it easier to step on the brake. Currently, the booster devices usually include a vacuum booster, an electronic control booster, and a hydraulic booster. Among them, the hydraulic booster is usually widely used in light vehicles. The existing hydraulic boosters usually do not configure a fault emergency module, while the overall structure of the hydraulic booster configured with a fault emergency module is relatively complex and the cost is relatively high. Summary of the Invention

[0003] In order to overcome the deficiencies of the prior art, the purpose of the present invention is to provide a multi-channel combined hydraulic braking assist control system and method for vehicle kinetic energy recovery, which has the advantages of simple overall structure, easy control, and high safety.

[0004] The purpose of the present invention is achieved by the following technical solutions: According to the first aspect of the embodiments of the present disclosure, a multi-channel combined hydraulic braking assist control system for vehicle kinetic energy recovery is provided. The hydraulic booster has a high-pressure oil inlet and a damping oil outlet. When braking, the damping oil outlet is closed, and the hydraulic oil pumped in from the high-pressure oil inlet forms high-pressure assistance. The system includes: An oil storage pot for storing hydraulic oil; A first oil pump and a second oil pump whose inlet ends are connected to the oil storage pot and whose outlet ends are connected to the high-pressure oil inlet. The first oil pump is drivingly connected to the vehicle main shaft to adjust the oil pumping flow according to the driving speed, and the second oil pump is connected to a driving motor and is used to provide hydraulic assistance when the vehicle is stationary or at a low speed; A standby energy storage device for storing standby braking energy during the operation of the first oil pump and / or the second oil pump; and, A brake controller for performing brake control actions; Wherein, the standby energy storage device includes: An energy storage cylinder body whose inlet end is unidirectionally communicated with the high-pressure oil inlet through a first pipeline and whose outlet end is unidirectionally communicated with the high-pressure oil inlet through a second pipeline. A pressure control valve is provided on the second pipeline; A energy storage piston slidably assembled on the energy storage cylinder block, the energy storage piston and the energy storage cylinder block are elastically connected by an energy storage elastic member, and are used to receive hydraulic oil during the operation of the first oil pump and / or the second oil pump to move to the energy storage limit position. And energy storage chambers and oil return chambers are respectively formed on both sides of the energy storage piston, and the oil return chamber is communicated with the oil storage pot; and, A first oil drain port and a second oil drain port are arranged on the energy storage cylinder block at the energy storage limit position, the first oil drain port and the second oil drain port are communicated through an oil drain pipe, and when the energy storage piston moves to the energy storage limit position, the first oil drain port and the second oil drain port communicate both sides of the energy storage piston to drain the hydraulic oil to the oil return chamber and store the hydraulic oil in the energy storage chamber to form standby braking energy; When the first oil pump and the second oil pump have a fuel supply failure, the brake controller controls the pressure control valve to open so that the hydraulic oil stored in the energy storage chamber is injected into the high-pressure oil inlet to form hydraulic assistance.

[0005] To implement the above technical solution, when the vehicle is stopped or in a low-speed state, the second oil pump is driven by the drive motor to supply hydraulic oil. When braking, the second oil pump provides braking power to the hydraulic booster to meet the demand for low-speed slow braking; when the vehicle is in a medium-high speed state, the first oil pump is driven by the vehicle main shaft to provide braking power to the hydraulic booster, and the flow rate of the first oil pump is associated with the vehicle speed, and the kinetic energy of the vehicle during driving can be recovered, that is, the faster the vehicle speed, the greater the flow rate, and the greater the assistance during braking, meeting the demand for medium-high speed braking of the vehicle and improving the safety of braking; During the operation of the first oil pump and the second oil pump, the hydraulic oil is unidirectionally injected into the energy storage chamber while being injected into the high-pressure oil inlet for energy storage. Due to the limitation of the pressure control valve, there is always hydraulic assistance in the energy storage chamber. When the energy storage piston moves to the energy storage limit position, the first oil drain port is located at the energy storage chamber, the second oil drain port is located at the oil return chamber, and the energy storage chamber and the oil return chamber are communicated through the oil drain pipe, so that the subsequent injected hydraulic oil directly drains from the oil return chamber to the oil storage pot, so that the energy storage piston can be kept at the energy storage limit position; when braking, if the first oil pump and the second oil pump have a fuel supply failure, the brake controller immediately controls the pressure control valve to open. At this time, the energy storage elastic member releases the standby braking energy to supply the hydraulic oil in the energy storage chamber into the hydraulic booster to form braking assistance, realizing braking and reducing the vehicle speed as much as possible to improve the driving safety; The overall structure of this control system is simpler, and the system uses fewer electronic components. The probability of brake failure during use is lower, effectively improving the safety of braking, reducing the occurrence of traffic accidents due to brake failure, and being able to achieve large-flow assistance, meeting the braking needs of various models such as new energy vehicles, off-road vehicles, and SUVs.

[0006] In some exemplary embodiments, a first one-way valve is provided between the first oil pump and the high-pressure oil inlet, and a second one-way valve is provided between the second oil pump and the high-pressure oil inlet to control the unidirectional flow of hydraulic oil into the high-pressure oil inlet; a third one-way valve is provided at the oil inlet end of the first pipeline close to the energy storage cylinder block.

[0007] To implement the above technical solution, the setting of the first one-way valve and the second one-way valve can ensure the unidirectional flow of hydraulic oil into the hydraulic booster to achieve hydraulic assistance, and ensure that the oil supply of the first oil pump and the second oil pump will not interfere with each other. The third one-way valve can control the unidirectional input of hydraulic oil into the energy storage cavity.

[0008] In some exemplary embodiments, a high-level oil outlet and a low-level oil outlet are provided on the oil storage pot. The first oil pump is connected to the high-level oil outlet, and the second oil pump is connected to the low-level oil outlet.

[0009] To implement the above technical solution, usually, the oil pipe of the first oil pump is arranged at the bottom of the vehicle body, and the oil pipe of the second oil pump is arranged in the front compartment. Therefore, the oil pipe of the first oil pump is more likely to be cracked and damaged. By setting the high-level oil outlet and the low-level oil outlet, when the oil pipe of the first oil pump is damaged and leaks oil, it can only leak to the position of the high-level oil outlet, so that the second oil pump can still have enough hydraulic oil to provide brake assistance.

[0010] In some exemplary embodiments, a flow restrictor is further connected to the first pipeline. The flow restrictor is used to restrict the flow rate of the hydraulic oil supplied from the high-pressure oil inlet to the energy storage cylinder block.

[0011] To implement the above technical solution, it can ensure that the normal hydraulic assistance is not affected while injecting hydraulic oil into the energy storage cylinder block. At the same time, by restricting the flow through the flow restrictor, it can prevent the pipeline from bursting during high-pressure brake assistance at high speeds.

[0012] In some exemplary embodiments, the brake controller is further connected to a brake start induction switch for generating a braking control signal when the brake pedal is depressed. The brake controller controls the start of the second oil pump in the vehicle start state in response to the braking control signal.

[0013] To implement the above technical solution, a braking control signal is generated through the brake start induction switch to control the start of the second oil pump when the vehicle starts, so as to achieve brake assistance in the initial driving state.

[0014] In some exemplary embodiments, the brake controller is further connected to an emergency brake induction switch for generating a first emergency braking signal when the brake pedal is depressed to the limit position; The brake controller is also connected to an emergency brake button switch on the steering wheel. The emergency brake button switch on the steering wheel is used to manually control the generation of a second emergency braking signal. In response to the first emergency braking signal and the second emergency braking signal, the brake controller controls the second oil pump to operate at maximum power and controls the pressure control valve to open when the vehicle is in a starting state.

[0015] To implement the above technical solution, during the driving of the vehicle, when the brake pedal is depressed to the limit position, it indicates an emergency situation that requires an emergency brake. At this time, the emergency brake induction switch generates a first emergency braking signal, controls the second oil pump to operate at maximum power, and controls the pressure control valve to open, generating a high braking force for emergency braking. When the emergency brake button switch on the steering wheel is pressed to generate a second emergency braking signal, the second oil pump is also controlled to operate at maximum power, and the pressure control valve is controlled to open, generating a high braking force for emergency braking. Since the emergency brake button switch on the steering wheel is set on the steering wheel, it is convenient for the driver to press and operate, facilitating novice drivers to perform braking operations in case of emergencies.

[0016] In some exemplary embodiments, a first pressure sensor is connected to the high-pressure oil inlet to detect the first oil pressure value at the high-pressure oil inlet; a second pressure sensor is connected to the energy storage cylinder body at the energy storage cavity to detect the second oil pressure value in the energy storage cavity; the first pressure sensor and the second pressure sensor are connected to the brake controller. If the first oil pressure value measured by the first pressure sensor is less than a first predetermined threshold and the second pressure sensor reaches a second predetermined threshold, the brake controller controls the pressure control valve to open in response to the brake start induction switch.

[0017] To implement the above technical solution, when the first pressure sensor detects that the first oil pressure value is less than the first predetermined threshold, it indicates that there is a fuel supply failure in the first oil pump and the second oil pump. Under normal circumstances, the hydraulic oil stored in the energy storage cavity usually forms a second oil pressure value greater than the second predetermined threshold. When the brake controller controls the pressure control valve to open, the hydraulic oil stored in the energy storage cavity can be released to form a brake assist, improving the driving safety.

[0018] In some exemplary embodiments, a handbrake proportional valve control device is further connected between the hydraulic booster and the standby energy storage device. The handbrake proportional valve control device includes: A handbrake cylinder body, which is provided with an oil inlet channel and an oil outlet channel. The oil inlet side of the oil inlet channel is connected to the oil outlet end of the energy storage cylinder body, and the oil outlet side is connected to the high-pressure oil inlet. The oil inlet side of the oil outlet channel is connected to the damping oil outlet, and the oil outlet side is connected to the oil storage pot. A first plug column slidably assembled to the handbrake cylinder block for opening or blocking the oil inlet passage and the oil outlet passage. The first plug column is provided with a first oil outlet groove and an oil inlet groove, and the first plug column is controlled by a handbrake operation switch to slide for oil circuit switching; and, A second plug column disposed in the handbrake cylinder block for opening or blocking the oil outlet passage. The second plug column is provided with a second oil outlet groove corresponding to the oil outlet passage. The first end of the second plug column is elastically connected to the handbrake cylinder block through an adjusting spring. An emergency brake control proportional valve corresponding to the second plug column is disposed outside the handbrake cylinder block. The emergency brake control proportional valve is connected to a brake controller, and in response to a second emergency braking signal of the emergency brake button switch of the steering wheel, controls the second plug column to slide to completely or partially block the oil outlet passage.

[0019] To implement the above technical solution, when the handbrake is not actuated, the oil inlet groove is deviated from the oil inlet passage and in a closed state. The first oil outlet groove and the second oil outlet groove are both connected to the oil outlet passage. At this time, the hydraulic oil in the energy storage cylinder is restricted in the energy storage cavity. The hydraulic oil pumped by the first oil pump enters the high-pressure oil inlet, then flows out from the damping oil outlet and enters the oil outlet passage, and returns to the oil storage pot through the first oil outlet groove and the second oil outlet groove to form a hydraulic oil cycle; when the handbrake is started, the first plug column slides to make the oil inlet groove correspond to the oil inlet passage, and the first oil outlet groove deviates from the oil outlet passage to form a seal with the handbrake cylinder block. At this time, the hydraulic oil flowing out from the energy storage cylinder can also flow into the high-pressure oil inlet through the oil inlet passage and the oil inlet groove, and the hydraulic oil flowing out from the damping oil outlet cannot flow out, and can only form a braking boost in the hydraulic booster to complete the handbrake action, and can achieve the same effect as the foot brake; when the brake controller receives the second emergency braking signal, the emergency brake control proportional valve sucks the second plug column, so that the second oil outlet groove deviates from the oil outlet passage to form a seal with the handbrake cylinder block, also making the hydraulic oil flowing out from the damping oil outlet unable to flow out, and then forming a braking boost in the hydraulic booster to complete the emergency braking action. After the braking is completed, the second plug column can be reset under the action of the adjusting spring.

[0020] According to a second aspect of the embodiments of the present disclosure, a vehicle hydraulic braking boost control method is provided. The method is implemented based on the control system as described in the first aspect, and includes: Supplying hydraulic oil into the energy storage cavity during vehicle driving for energy storage; Obtaining vehicle state parameters to control the operation of the first oil pump and / or the second oil pump to perform a braking action. Wherein, the first oil pump is drivingly connected to the vehicle main shaft to adjust the pump oil flow according to the driving speed, and the second oil pump provides hydraulic boost in a vehicle stationary or low-speed state; Obtaining the oil pressure value at the high-pressure oil inlet to determine whether the first oil pump and the second oil pump are faulty. If so, controlling the pressure control valve to open when receiving a braking control signal.

[0021] To implement the above technical solution, under normal circumstances, the second oil pump provides hydraulic assistance for braking when the vehicle is stationary or moving at a low speed, and the first oil pump provides hydraulic assistance for braking when the vehicle is moving at a medium or high speed. Since the flow rate of the first oil pump is associated with the vehicle speed, that is, the faster the vehicle speed, the greater the flow rate and the greater the braking assistance, which meets the requirements of the vehicle for medium and high speed braking and improves the braking safety. During the driving process of the vehicle, the first oil pump and the second oil pump continuously operate to provide braking assistance at any time. During the operation of the first oil pump and the second oil pump, hydraulic oil is continuously supplied into the energy storage chamber for energy storage to form standby braking energy. When it is determined that the first oil pump and the second oil pump fail, the pressure control valve is controlled to open to release the standby braking energy for braking assistance, further improving the driving safety.

[0022] In some exemplary embodiments, it further includes: If an emergency braking signal is received, control the second oil pump to operate at the maximum power and control the pressure control valve to open.

[0023] To implement the above technical solution, when an emergency braking signal is received, it indicates that an emergency situation occurs and emergency braking is required. By controlling the second oil pump to operate at the maximum power and the pressure control valve to open, a high-flow high-pressure braking assistance is formed to achieve the braking process.

[0024] In summary, compared with the prior art, the present invention has the following beneficial effects: In an embodiment of the present invention, a multi-channel combined hydraulic brake booster control system and method for vehicle kinetic energy recovery are provided. When the vehicle is stopped or in a low-speed state, the second oil pump is driven by the drive motor to supply hydraulic oil. When braking, the second oil pump provides braking power to the hydraulic booster to meet the demand for low-speed gentle braking. When the vehicle is in a medium-high speed state, the first oil pump is driven by the vehicle main shaft to provide braking power to the hydraulic booster, and the flow rate of the first oil pump is associated with the vehicle speed, capable of recovering the kinetic energy of the vehicle during driving, that is, the faster the vehicle speed, the greater the flow rate, and the greater the braking assistance during braking, meeting the demand for medium-high speed braking of the vehicle and improving braking safety. During the operation of the first oil pump and the second oil pump, the hydraulic oil is unidirectionally injected into the energy storage cavity while being injected into the high-pressure oil inlet for energy storage. Due to the restriction of the pressure control valve, there is always hydraulic assistance in the energy storage cavity. When the energy storage piston moves to the energy storage limit position, the first oil drain port is located at the energy storage cavity and the second oil drain port is located at the oil return cavity. The energy storage cavity and the oil return cavity are connected through an oil drain pipe, so that the subsequent injected hydraulic oil directly drains from the oil return cavity to the oil storage pot, enabling the energy storage piston to remain at the energy storage limit position. When braking, if a fuel supply failure occurs in the first oil pump and the second oil pump, the brake controller controls the pressure control valve to open. At this time, the energy storage elastic member releases the standby braking energy to supply the hydraulic oil in the energy storage cavity into the hydraulic booster to form braking assistance, realizing braking, reducing the vehicle speed as much as possible, and improving driving safety. The overall structure of this control system is simpler, and the system uses fewer electronic components, with a lower probability of brake failure during use, effectively improving braking safety, reducing the occurrence of traffic accidents due to brake failure, and being able to achieve large-flow assistance, meeting the braking requirements of various vehicle types such as new energy vehicles, off-road vehicles, and SUVs. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 FIG. 6 is a schematic structural diagram of the multi-channel combined hydraulic brake booster control system for vehicle kinetic energy recovery in the first embodiment of the present invention.

[0026] Figure 2 FIG. 10 is a control block diagram of the multi-channel combined hydraulic brake booster control system for vehicle kinetic energy recovery in the first embodiment of the present invention.

[0027] Figure 3 FIG. 14 is a schematic structural diagram of the standby energy storage device in the first embodiment of the present invention.

[0028] Figure 4 FIG. 18 is a schematic structural diagram of the multi-channel combined hydraulic brake booster control system for vehicle kinetic energy recovery in the third embodiment of the present invention.

[0029] Figure 5 FIG. 22 is a schematic structural diagram of the multi-channel combined hydraulic brake booster control system for vehicle kinetic energy recovery in the third embodiment of the present invention.

[0030] Figure 6 This is a schematic structural diagram of the handbrake proportional valve control device in the third embodiment of the present invention.

[0031] Figure 7 This is a perspective view of the handbrake proportional valve control device in the third embodiment of the present invention.

[0032] Figure 8 This is a schematic structural diagram of the first plug and the second plug in the third embodiment of the present invention.

[0033] The corresponding component names indicated by the numbers and letters in the figure: 10. Hydraulic booster; 11. High-pressure oil inlet; 12. Damping oil outlet; 13. Electrically controlled proportional pressure limiting valve; 20. Oil storage pot; 21. High-level oil outlet; 22. Low-level oil outlet; 30. First oil pump; 31. Main shaft connector; 32. First one-way valve; 33. One-way negative pressure valve; 34. Fourth one-way valve; 40. Second oil pump; 41. Driving motor; 42. Second one-way valve; 50. Backup energy storage device; 51. Energy storage cylinder body; 511. First pipeline; 512. Second pipeline; 513. Pressure control valve; 514. Third one-way valve; 515. Flow limiter; 52. Energy storage piston; 521. Energy storage elastic member; 522. Energy storage cavity; 523. Oil return cavity; 53. First oil drain port; 54. Second oil drain port; 55. Oil drain pipe; 60. Brake controller; 61. Brake start induction switch; 62. Emergency brake induction switch; 63. Steering wheel emergency brake button switch; 64. First pressure sensor; 65. Second pressure sensor; 70. Handbrake proportional valve control device; 71. Handbrake cylinder body; 711. Oil inlet passage; 712. Oil outlet passage; 713. First oil inlet pipe; 714. Oil return pipe; 715. Second oil inlet pipe; 716. Pressure balance passage; 72. First plug; 721. First oil outlet groove; 722. Oil inlet groove; 73. Second plug; 731. Second oil outlet groove; 732. Adjusting spring; 733. Emergency brake control proportional valve; 734. Balance groove; 74. Buffer damper. Detailed implementation manners

[0034] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0035] Embodiment 1 As Figures 1 to 3As shown in the figure, the first aspect of the embodiment of the present invention provides a multi-channel combined hydraulic braking assist control system for vehicle kinetic energy recovery. This system is used to control the hydraulic assist of the hydraulic booster 10. Among them, the hydraulic booster 10 has a high-pressure oil inlet 11 and a damping oil outlet 12. When braking, the damping oil outlet 12 is closed, and the hydraulic oil pumped in from the high-pressure oil inlet 11 forms high-pressure assistance. This system includes: An oil storage pot 20 for storing hydraulic oil; a first oil pump 30 and a second oil pump 40 whose inlet ends are connected to the oil storage pot 20 and whose outlet ends are connected to the high-pressure oil inlet 11. The first oil pump 30 is drivingly connected to the vehicle main shaft to adjust the oil pumping flow rate according to the driving speed. The second oil pump 40 is connected to a driving motor 41 and is used to provide hydraulic assistance when the vehicle is stationary or at a low speed; a standby energy storage device 50 for storing standby braking energy during the operation of the first oil pump 30 and / or the second oil pump 40; and a brake controller 60 for performing brake control actions.

[0036] Specifically, the first oil pump 30 is drivingly connected to the vehicle main shaft through a main shaft connector 31. The main shaft connector 31 transmits the power of the vehicle main shaft to the first oil pump 30 through means such as gear transmission. Thus, the oil pumping flow rate of the first oil pump 30 is positively correlated with the vehicle speed, that is, the faster the vehicle speed, the higher the oil pumping flow rate of the first oil pump 30 and the greater the braking assistance generated, thereby improving the driving safety of the vehicle when driving at high speed; the second oil pump 40 is directly drivingly connected to the driving motor 41 or is drivingly connected to the second oil pump 40 after power conversion through a gearbox. The driving motor 41 preferably uses a servo motor and can be adjusted to different speeds as needed, thereby enabling the second oil pump 40 to generate different oil pumping flow rates. It can be understood that the second oil pump 40 provides braking assistance when the vehicle is stopped, and mainly provides braking assistance when the vehicle is at a low speed. The first oil pump 30 can synchronously provide a small flow rate of braking assistance. In this embodiment, the low-speed state is set as the vehicle speed being less than 30 Km / h. When the vehicle is in the medium and high speed state, the first oil pump 30 mainly provides braking assistance, and the second oil pump 40 synchronously provides a small flow rate of braking assistance. This medium and high speed state is the vehicle speed being greater than or equal to 30 Km / h.

[0037] A first one-way valve 32 is provided between the first oil pump 30 and the high-pressure oil inlet 11, and a second one-way valve 42 is provided between the second oil pump 40 and the high-pressure oil inlet 11 to control the unidirectional flow of hydraulic oil into the high-pressure oil inlet 11. It can be understood that the oil outlet of the first oil pump 30 is connected to a first oil supply pipe, the first one-way valve 32 is connected to the first oil supply pipe, the oil outlet of the second oil pump 40 is connected to a second oil supply pipe, the second one-way valve 42 is connected to the second oil supply pipe, and the output ends of the first one-way valve 32 and the second one-way valve 42 are connected to a third oil supply pipe through a tee joint. The third oil supply pipe is connected to the high-pressure oil inlet 11, and the hydraulic oil is unidirectionally output through the first one-way valve 32 and the second one-way valve 42, then converges to the third oil supply pipe and is transported to the high-pressure oil inlet 11; in some embodiments, the first one-way valve 32 and the second one-way valve 42 can be arranged side by side in a valve seat to form a combined valve body with a double one-way channel for convenient pipe connection; the setting of the first one-way valve 32 and the second one-way valve 42 can ensure the unidirectional flow of hydraulic oil into the hydraulic booster 10 to achieve hydraulic assistance and ensure that the oil supply of the first oil pump 30 and the second oil pump 40 does not interfere with each other.

[0038] Meanwhile, a one-way negative pressure valve 33 is provided between the oil inlet end and the oil outlet end of the first oil pump 30. The one-way negative pressure valve 33 is used to start during reverse driving to control the flow of hydraulic oil from the oil inlet end to the oil outlet end of the first oil pump 30. By setting the one-way negative pressure valve 33 to form an internal circulation during reverse driving, the first oil pump 30 can be protected.

[0039] A high-level oil outlet 21 and a low-level oil outlet 22 are provided on the oil storage pot 20. The first oil pump 30 is connected to the high-level oil outlet 21 through the first oil supply pipe, and the second oil pump 40 is connected to the low-level oil outlet 22 through the second oil supply pipe; usually, the oil pipe of the first oil pump 30 is arranged at the bottom of the vehicle body, and the oil pipe of the second oil pump 40 is arranged in the front engine compartment. Therefore, the oil pipe of the first oil pump 30 is more likely to be broken and damaged. By setting the high-level oil outlet 21 and the low-level oil outlet 22, when the oil pipe of the first oil pump 30 is damaged and leaks oil, it can only leak to the position of the high-level oil outlet 21, so that the second oil pump 40 can still have enough hydraulic oil to provide brake assistance.

[0040] The damping oil outlet 12 of the hydraulic booster 10 is also connected to an electronically controlled proportional pressure limiting valve 13, which is used to limit the flow rate and pressure of the discharged hydraulic oil. In the non-braking state, the hydraulic oil can freely circulate between the high-pressure oil inlet 11, the damping oil outlet 12 and the oil storage pot 20. In the braking state, the oil pressure in the hydraulic booster 10 increases, and it cannot completely flow out of the damping oil outlet 12 under the limitation of the electronically controlled proportional pressure limiting valve 13, thereby forming hydraulic assistance. At the same time, in the intelligent driving state, different voltages can be input to control the electronically controlled proportional pressure limiting valve 13 to form different opening degrees, so as to adjust the oil discharge flow rate of the damping oil outlet 12 or close the damping oil outlet to form automatic braking assistance.

[0041] The standby energy storage device 50 includes: an energy storage cylinder body 51, the oil inlet end of the energy storage cylinder body 51 is unidirectionally communicated with the high-pressure oil inlet 11 through a first pipeline 511, and the oil outlet end is unidirectionally communicated with the high-pressure oil inlet 11 through a second pipeline 512. A pressure control valve 513 is provided on the second pipeline 512; an energy storage piston 52 slidably assembled in the energy storage cylinder body 51, the energy storage piston 52 is elastically connected to the energy storage cylinder body 51 through an energy storage elastic member 521, and is used to receive hydraulic oil during the operation of the first oil pump 30 and / or the second oil pump 40 to move to the energy storage limit position. Energy storage chambers 522 and an oil return chamber 523 are respectively formed on both sides of the energy storage piston 52, and the oil return chamber 523 is communicated with the oil storage pot 20; and a first oil drain port 53 and a second oil drain port 54 are provided at the energy storage limit position on the energy storage cylinder body 51, and the first oil drain port 53 and the second oil drain port 54 are communicated through an oil drain pipe 55. When the energy storage piston 52 moves to the energy storage limit position, the first oil drain port 53 and the second oil drain port 54 communicate with both sides of the energy storage piston 52 to drain the hydraulic oil to the oil return chamber 523 and store the hydraulic oil in the energy storage chamber 522 to form standby braking energy. When the first oil pump 30 and the second oil pump 40 have a fuel supply failure, the brake controller 60 controls the pressure control valve 513 to open so that the hydraulic oil stored in the energy storage chamber 522 is injected into the high-pressure oil inlet 11 to form hydraulic assistance.

[0042] The pressure control valve 513 adopts a solenoid valve. A third one-way valve 514 is provided on the first pipeline 511 near the oil inlet end of the energy storage cylinder body 51. Through the third one-way valve 514, the hydraulic oil can be controlled to be input into the energy storage cavity 522 unidirectionally. At the same time, a flow restrictor 515 is also connected to the first pipeline 511. The flow restrictor 515 is used to limit the flow rate of the hydraulic oil supplied from the high-pressure oil inlet 11 to the energy storage cylinder body 51, so that the normal hydraulic assist will not be affected while injecting hydraulic oil into the energy storage cylinder body 51. At the same time, by restricting the flow through the flow restrictor 515, it can prevent the pipeline from bursting when performing high-pressure brake assist at high speeds. In some embodiments, a pipeline joint can also be provided on the hydraulic booster 10, and the joint part of the pipeline joint connecting the first pipeline 511 is set as a flow-limiting small hole, and the flow rate of the hydraulic oil flowing to the energy storage cavity 522 can be restricted through the flow-limiting small hole.

[0043] One end of the energy storage elastic member 521 is fixed to the end face of the energy storage piston 52, and the other end is fixed to the bottom wall of the energy storage cylinder body 51. The energy storage elastic member 521 can be set as one or more elastic members. In this embodiment, the energy storage elastic member 521 is set in the form of a double spring sleeved with each other. When the energy storage elastic member 521 is compressed to the limit position, its elastic force is greater than the highest rated pressure when the hydraulic booster 10 brakes. For example, if the highest rated pressure when the hydraulic booster 10 brakes is 50 kg, then the elastic force of the energy storage elastic member 521 should be greater than 50 kg when the energy storage elastic member 521 is compressed to the limit position.

[0044] The brake controller 60 is also connected with a brake start induction switch 61 for generating a braking control signal when stepping on the brake pedal. The brake controller 60 controls the start of the second oil pump 40 in response to the braking control signal in the vehicle start state. The brake start induction switch 61 can adopt a normally closed contact switch, for example. It is arranged above the rotation fulcrum of the brake pedal. When the brake pedal is not stepped on, the brake start induction switch 61 is in a contact closed state, and when the brake pedal is stepped on, the contact part of the brake start induction switch 61 is disengaged and in an open state. At this time, a braking control signal can be generated through the brake start induction switch 61 to control the start of the second oil pump 40 when the vehicle starts, so as to realize the brake assist in the initial driving state.

[0045] A sealing ring is also sleeved at positions near both ends of the energy storage piston 52 for sealing connection with the energy storage cylinder block 51. A first pressure sensor 64 is connected to the high-pressure oil inlet 11 for detecting the first oil pressure value at the high-pressure oil inlet 11. The energy storage cylinder block 51 is connected with a second pressure sensor 65 at the energy storage cavity 522 for detecting the second oil pressure value in the energy storage cavity 522. The first pressure sensor 64 and the second pressure sensor 65 are connected to the brake controller 60. If the first oil pressure value measured by the first pressure sensor 64 is less than the first predetermined threshold and the second pressure sensor 65 reaches the second predetermined threshold, the brake controller 60 controls the pressure boosting control valve 513 to open in response to the brake start induction switch 61.

[0046] When the first pressure sensor 64 detects that the first oil pressure value is less than the first predetermined threshold, it indicates that the first oil pump 30 and the second oil pump 40 have oil supply failures. Under normal circumstances, the hydraulic oil usually stored in the energy storage cavity 522 forms a second oil pressure value greater than the second predetermined threshold. When the brake controller 60 controls the pressure boosting control valve 513 to open, the hydraulic oil stored in the energy storage cavity 522 can be released to form brake assistance, improving the driving safety. Of course, if the second oil pressure value measured by the second pressure sensor 65 does not reach the second predetermined threshold all the time within a predetermined time period, it indicates that the energy storage function of the standby energy storage device 50 is abnormal, and a fault signal can be sent to the vehicle machine system through the brake controller 60 for alarm prompt.

[0047] Furthermore, the brake controller 60 is also connected with an emergency brake induction switch 62 for generating a first emergency braking signal when the brake pedal is stepped on to the limit position. The emergency brake induction switch 62 can be, for example, a normally open contact switch, which is arranged below the rotation fulcrum of the brake pedal. During normal braking, the brake pedal is gently stepped on to slow down gradually without triggering the emergency brake induction switch 62. When the brake pedal is stepped on to the limit position, the contact part of the emergency brake induction switch 62 closes, thereby generating a first emergency braking signal and sending it to the brake controller 60.

[0048] The brake controller 60 is also connected to a steering wheel emergency brake button switch 63, which is arranged on the steering wheel for manually controlling the generation of a second emergency brake signal. Preferably, the steering wheel emergency brake button switch 63 is arranged on the steering wheel to facilitate the driver to press the button switch for emergency braking. The steering wheel emergency brake button switch 63 is arranged to be directly connected to the electronically controlled proportional pressure limiting valve 13, and can directly control the closing of the electronically controlled proportional pressure limiting valve 13 through the steering wheel emergency brake button switch 63. The steering wheel emergency brake button switch 63 requires separate wiring and power supply, and is not associated with other electronic components, that is, the steering wheel emergency brake button switch 63 is directly connected to the power supply, which can be a battery pack of the car or a separately set battery. Power supply. When the steering wheel emergency brake button switch 63 is pressed, power is directly supplied to the electronically controlled proportional pressure limiting valve 13, so that the electronically controlled proportional pressure limiting valve 13 is powered on and closed, and the braking function is executed, so that the braking control function of the steering wheel emergency brake button switch 63 is not constrained by the brake controller 60, further reducing faults and ensuring braking safety. At the same time, it can also ensure that when the steering wheel emergency brake button switch 63 is pressed, the second emergency brake signal is directly sent to the brake controller 60 to reduce the risk of open circuit; at the same time, after pressing the steering wheel emergency brake button switch 63, the body stabilization function of the vehicle system can also be triggered through the brake controller 60, so that the body is more stable when braking. When the first emergency brake signal is received, the electronically controlled proportional pressure limiting valve 13 is reopened to cancel the braking action, and the vehicle returns to normal.

[0049] In this embodiment, the brake controller 60 controls the second oil pump 40 to operate at maximum power and controls the pressure control valve 513 to open in response to the first emergency brake signal and the second emergency brake signal when the vehicle is started. During vehicle driving, when the brake pedal is stepped on to the extreme position, it indicates that an emergency situation requires emergency braking. At this time, the emergency brake sensing switch 62 generates a first emergency brake signal, controls the second oil pump 40 to operate at maximum power, and controls the pressure control valve 513 to open, generating high-pressure power for emergency braking; when the steering wheel emergency brake button switch 63 is pressed to generate the second emergency brake signal, the second oil pump 40 is also controlled to operate at maximum power, and controls the pressure control valve 513 to open, generating high-pressure power for emergency braking. Since the steering wheel emergency brake button switch 63 is set on the steering wheel, it is convenient for the driver to press the operation, which is convenient for novice drivers to perform braking operations in emergency situations.

[0050] When the vehicle is stopped or in a low-speed state, the second oil pump 40 is driven by the drive motor 41 to supply hydraulic oil. When braking, the second oil pump 40 provides braking power to the hydraulic booster 10 to meet the demand for low-speed gentle braking. In this application, when the vehicle is stopped or turned off, it is necessary to ensure that the second oil pump 40 operates periodically or continuously to maintain sufficient pressure at all times. When the vehicle is turned off, the electronically controlled proportional pressure limiting valve 13 needs to be kept closed. At this time, braking assistance can also be formed without stepping on the brake pedal. When the vehicle is in a medium-high speed state, the first oil pump 30 is driven by the vehicle main shaft to provide braking power to the hydraulic booster 10, and the flow rate of the first oil pump 30 is associated with the vehicle speed, which can recover the kinetic energy of the vehicle during driving, that is, the faster the vehicle speed, the greater the flow rate, and the greater the braking assistance, meeting the demand for medium-high speed braking of the vehicle and improving braking safety. During the operation of the first oil pump 30 and the second oil pump 40, hydraulic oil is injected into the high-pressure oil inlet 11 and unidirectionally injected into the energy storage cavity 522 for energy storage. Limited by the pressure control valve 513, hydraulic assistance always exists in the energy storage cavity 522. When the energy storage piston 52 moves to the energy storage limit position, the first oil drain port 53 is located at the energy storage cavity 522 and the second oil drain port 54 is located at the oil return cavity 523. The energy storage cavity 522 and the oil return cavity 523 are connected through the oil drain pipe 55, so that the subsequently injected hydraulic oil directly drains from the oil return cavity 523 to the oil storage pot 20, enabling the energy storage piston 52 to remain at the energy storage limit position. When braking, if the first oil pump 30 and the second oil pump 40 have a fuel supply failure, the brake controller 60 controls the pressure control valve 513 to open. At this time, the energy storage elastic member 521 releases the standby braking energy to supply the hydraulic oil in the energy storage cavity 522 into the hydraulic booster 10 to form braking assistance, realizing braking and reducing the vehicle speed as much as possible to improve driving safety. The overall structure of this control system is simpler, and the system uses fewer electronic components, with a lower probability of brake failure during use, effectively improving braking safety, reducing the occurrence of traffic accidents caused by brake failure, and being able to achieve large-flow assistance to meet the braking requirements of various vehicle types such as new energy vehicles, off-road vehicles, and SUVs.

[0051] Embodiment 2 According to a second aspect of the invention embodiment, a vehicle hydraulic braking assistance control method is provided. The method is implemented based on the control system in the first aspect and includes: S100. Supply hydraulic oil into the energy storage cavity 522 during vehicle driving for energy storage. Specifically, during vehicle driving, the first oil pump 30 and the second oil pump 40 operate normally for the pump oil cycle, and part of the hydraulic oil is supplied into the energy storage cavity 522 and stored in the energy storage cavity 522 under the limitation of the third one-way valve 514 and the pressure control valve 513 to achieve energy storage.

[0052] S200, obtaining vehicle status parameters to control the operation of the first oil pump 30 and / or the second oil pump 40 to perform braking action, wherein the first oil pump 30 is connected to the vehicle main shaft drive to adjust the pumping oil flow according to the driving speed, and the second oil pump 40 provides hydraulic assistance when the vehicle is stationary or at a low speed.

[0053] Specifically, the vehicle status parameters may include, for example, vehicle speed information, vehicle start-up information, etc. When the vehicle is stopped, the second oil pump 40 provides brake assist. When the vehicle is at a low speed, the second oil pump 40 mainly provides brake assist, and the first oil pump 30 can simultaneously provide a small flow of brake assist. In this embodiment, the low speed state is set to a vehicle speed of less than 30 km / h. When the vehicle is in a medium and high speed state, the first oil pump 30 mainly provides brake assist, and the second oil pump 40 simultaneously provides a small flow of brake assist. The medium and high speed state is a vehicle speed greater than or equal to 30 km / h.

[0054] S300, obtaining the oil pressure value at the high-pressure oil inlet 11 to determine whether the first oil pump 30 and the second oil pump 40 are faulty, and if so, controlling the pressurization control valve 513 to open when receiving a brake control signal.

[0055] Specifically, when the vehicle is in normal driving state, the first oil pump 30 and the second oil pump 40 continue to operate, and hydraulic oil will continue to be supplied from the high-pressure oil inlet 11, thereby generating a certain oil pressure. When the first oil pump 30 and the second oil pump 40 both fail, such as oil leakage, oil pump damage, etc., the first oil pump 30 and the second oil pump 40 cannot pump oil to the high-pressure oil inlet 11, and the high-pressure oil inlet 11 is in a low-pressure state. At this time, a low-pressure threshold is set. When the oil pressure value is less than the low-pressure threshold, it can be determined that the first oil pump 30 and the second oil pump 40 have failed. At this time, the vehicle system can be prompted with a fault information. If a brake signal is received, the pressurization control valve 513 is controlled to open, and the stored standby brake energy is released for brake assist to reduce the vehicle speed as much as possible.

[0056] Under normal circumstances, the second oil pump 40 provides hydraulic assistance for braking when the vehicle is stationary or at a low speed, and the first oil pump 30 provides hydraulic assistance for braking at a medium or high speed. Since the flow of the first oil pump 30 is related to the vehicle speed, that is, the faster the speed, the greater the flow, and the greater the assistance during braking, the demand for medium and high speed braking of the vehicle is met and the safety of braking is improved. While the vehicle is driving, the first oil pump 30 and the second oil pump 40 continue to operate to provide braking assistance at any time. During the operation of the first oil pump 30 and the second oil pump 40, hydraulic oil is continuously supplied to the energy storage chamber 522 to store energy to form standby braking energy. When it is determined that the first oil pump 30 and the second oil pump 40 have failed, the pressurization control valve 513 is controlled to open to release the standby braking energy to provide braking assistance, thereby further improving driving safety.

[0057] Further, the method further includes: S400. If an emergency braking signal is received, control the second oil pump 40 to operate at the maximum power and control the pressure boosting control valve 513 to open. Specifically, the emergency braking signal includes a first emergency braking signal generated by stepping on the brake pedal to the limit position to close the emergency brake induction switch 62 and a second emergency braking signal generated by pressing the emergency brake button switch 63 on the steering wheel. When an emergency braking signal is received, it indicates that an emergency situation occurs and emergency braking is required. By controlling the second oil pump 40 to operate at the maximum power and the pressure boosting control valve 513 to open, a large-flow high-pressure brake boost is formed to achieve braking processing.

[0058] Embodiment III The difference between this embodiment and Embodiment I is that as Figure 4 shown, the oil outlet of the second oil pump 40 is connected to the oil inlet end of the energy storage cylinder block 51 through a second oil supply pipe, and a second one-way valve 42 is connected to the second oil supply pipe. When the second oil pump 40 operates, hydraulic oil is directly pumped into the energy storage cylinder block 51 for energy storage. When braking is required in a low-speed state, the braking boost can be controlled by controlling the opening degree of the pressure boosting control valve 513, so that the drive motor 41 connected to the second oil pump 40 only needs to use a common motor instead of a servo motor, reducing the cost.

[0059] Embodiment IV The difference between this embodiment and Embodiment I is that as Figures 5 to 8 shown, in this embodiment, a handbrake proportional valve control device 70 is further connected between the hydraulic booster 10 and the standby energy storage device 50. In this embodiment, the oil inlet end of the first oil pump 30 is connected to the oil storage pot 20, and the oil outlet end is unidirectionally connected to the high-pressure oil inlet 11. The oil inlet end of the second oil pump 40 is connected to the oil storage pot 20, and the oil outlet end is unidirectionally connected to the oil inlet end of the energy storage oil cylinder.

[0060] Specifically, the handbrake proportional valve control device 70 includes: a handbrake cylinder block 71, on which an oil inlet passage 711 and an oil outlet passage 712 are provided. The oil inlet side of the oil inlet passage 711 is connected to the oil outlet end of the energy storage cylinder block 51 by a first oil inlet pipe 713, and the oil outlet side is connected to the high-pressure oil inlet 11. The oil inlet side of the oil outlet passage 712 is connected to the damping oil outlet 12, and the oil outlet side is connected to the oil storage pot 20 through a return oil pipe 714; a first plug 72 slidably assembled in the handbrake cylinder block 71 for opening or blocking the oil inlet passage 711 and the oil outlet passage 712. The first plug 72 has a first oil outlet groove 721 and an oil inlet groove 722, and the first plug 72 is controlled by a handbrake operation switch to slide for oil circuit switching; and a second plug 73 disposed in the handbrake cylinder block 71 for opening or blocking the oil outlet passage 712. The second plug 73 is provided with a second oil outlet groove 731 corresponding to the oil outlet passage 712. The first end of the second plug 73 is elastically connected to the handbrake cylinder block 71 by an adjusting spring 732. An emergency brake control proportional valve 733 corresponding to the second plug 73 is provided outside the handbrake cylinder block 71. The emergency brake control proportional valve 733 is connected to the brake controller 60. In response to a second emergency braking signal of the steering wheel emergency brake button switch 63, it controls the second plug 73 to slide to completely or partially block the oil outlet passage 712. The emergency brake control proportional valve 733 can be set as a proportional solenoid valve capable of attracting the second plug 73, for example.

[0061] Among them, the first end of the first plug 72 is a connection part connected to the handbrake operation switch. The second end of the first plug 72 is elastically connected to the handbrake cylinder block 71. Specifically: an installation box is fixed outside the handbrake cylinder block 71. The second end of the first plug 72 extends through the handbrake cylinder block 71 into the installation box. A return spring is fixed to the second end of the first plug 72. The return spring abuts against the inner wall of the installation box. Thus, when the handbrake is reset, the first plug 72 can return to the state where the first oil outlet groove 721 communicates with the oil outlet passage 712 under the elastic force of the return spring.

[0062] When the handbrake is not actuated, the oil inlet groove 722 is deviated from the oil inlet passage 711 and is in a closed state. Both the first oil outlet groove 721 and the second oil outlet groove 731 communicate with the oil outlet passage 712. At this time, the hydraulic oil in the energy storage cylinder block 51 is restricted in the energy storage cavity 522. The hydraulic oil pumped by the first oil pump 30 enters the high-pressure oil inlet 11, then flows out from the damping oil outlet 12 and enters the oil outlet passage 712, and returns to the oil storage pot 20 through the first oil outlet groove 721 and the second oil outlet groove 731, forming a hydraulic oil circulation.

[0063] When the handbrake is activated, the first plug 72 slides to align the oil inlet groove 722 with the oil inlet passage 711, while the first oil outlet groove 721 deviates from the oil outlet passage 712 to form a seal with the handbrake cylinder block 71. At this time, the hydraulic oil flowing out of the energy storage cylinder block 51 can also flow into the high-pressure oil inlet 11 through the oil inlet passage 711 and the oil inlet groove 722, and the hydraulic oil flowing out of the damping oil outlet 12 cannot drain, but can only form a braking boost in the hydraulic booster 10 to complete the handbrake operation and achieve the same effect as the foot brake.

[0064] When the brake controller 60 receives the second emergency braking signal, the emergency brake control proportional valve 733 sucks in the second plug 73, causing the second oil outlet groove 731 to deviate from the oil outlet passage 712 to form a seal with the handbrake cylinder block 71. Similarly, the hydraulic oil flowing out of the damping oil outlet 12 cannot drain, and thus a braking boost is formed in the hydraulic booster 10 to complete the emergency braking operation. After braking, the second plug 73 can be reset under the action of the adjusting spring 732.

[0065] To facilitate the reset of the second plug 73, a balance groove 734 is provided on the second plug 73 on one side of the second oil outlet groove 731, and a chamber for accommodating the adjusting spring 732 is provided on the handbrake cylinder block 71. A pressure balance passage 716 is also connected between this chamber and the balance groove 734, so that the second plug 73 is in an overall balanced state, making it more convenient for the emergency brake control proportional valve 733 to control the movement of the second plug 73 or for the second plug 73 to be reset.

[0066] In actual application, the emergency brake control proportional valve 733 can also have the same function as the electronic control proportional pressure limiting valve 13, that is, it can be used to limit the flow rate and pressure of the discharged hydraulic oil. In the non-braking state, the hydraulic oil can freely circulate between the high-pressure oil inlet 11, the damping oil outlet 12, the oil outlet passage 712 and the oil storage pot 20. In the braking state, the oil pressure in the hydraulic booster 10 increases, and under the control of the emergency brake control proportional valve 733, the hydraulic oil flowing out of the damping oil outlet 12 is restricted, thereby forming a hydraulic boost. At the same time, in the intelligent driving state, different voltages or currents can be input to control the emergency brake control proportional valve 733 to drive the second plug 73 to slide to form different openings, thereby adjusting the oil flow rate of the damping oil outlet 12 or closing the damping oil outlet 12 to form an automatic braking boost.

[0067] Furthermore, the oil outlet end of the energy storage cylinder block 51 is connected to the high-pressure oil inlet 11 through the second oil inlet pipe 715, and a pressure control valve 513 is connected to the second oil inlet pipe 715, which is used to release the hydraulic oil stored in the energy storage cylinder block 51 for braking in case of failure or emergency of the first oil pump 30 and the second oil pump 40, improving the driving safety.

[0068] In some embodiments, the oil outlet of the first oil pump 30 can also be unidirectionally connected to the energy storage cylinder block 51 by setting a fourth one-way valve 43. The opening pressure of the fourth one-way valve 34 needs to be set greater than that of the first one-way valve 32. Since when the vehicle is traveling at a high speed, the hydraulic oil flow formed by the operation of the first oil pump 30 is large and the instantaneous pressure is high, at this time, the fourth one-way valve 43 will be flushed open, thereby discharging a certain amount of high-pressure flow, reducing the damage rate of the pipeline and related devices, and at the same time, it can also pressurize and store energy in the energy storage cylinder block 51.

[0069] A buffer damper 74 is also connected between the second oil pump 40 and the oil inlet end of the energy storage cylinder block 51. The damping force of the buffer damper 74 is usually set to 10% - 20% of the braking assistance. In the initial startup stage of the vehicle, the buffer damper 74 is first energized, and after the energization is completed, hydraulic oil is injected into the energy storage cylinder block 51. Thus, when starting, the drive motor 41 only needs to provide a small amount of power, reducing the instantaneous startup current and effectively preventing the drive motor 41 from being damaged due to excessive instantaneous current.

[0070] Through the above method, after the second oil pump 40 directly injects hydraulic oil into the energy storage cylinder block 51, it is then injected into the hydraulic booster 10 through the handbrake proportional valve control device 70. During driving, it can ensure that there is always a certain amount of hydraulic oil stored in the energy storage cylinder block 51, and a certain amount of braking assistance can be provided by the standby energy storage device 50 during braking, improving the braking stability. And in this method, the drive motor 41 can be realized by using an ordinary motor without using a servo motor, reducing the cost.

[0071] The above embodiments only represent several implementation manners of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the invention patent. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several deformations and improvements can be made. These are all equivalent modifications and evolutions made to the above embodiments based on the essence of the present invention, and these all belong to the protection scope of the present invention.

Claims

1. A multi-channel combined hydraulic brake boost control system for vehicle kinetic energy recovery, characterized in that, The hydraulic booster has a high-pressure oil inlet and a damping oil outlet. When braking, the damping oil outlet is closed, and the hydraulic oil pumped in from the high-pressure oil inlet forms high-pressure assistance. The system includes: An oil storage pot for storing hydraulic oil; A first oil pump and a second oil pump with an oil inlet end connected to the oil storage pot and an oil outlet end connected to the high-pressure oil inlet. The first oil pump is drivingly connected to the vehicle main shaft to adjust the oil pumping flow rate according to the driving speed, and the second oil pump is connected to a driving motor and is used to provide hydraulic assistance when the vehicle is stationary or at a low speed; A standby energy storage device for storing standby braking energy during the operation of the first oil pump and / or the second oil pump; and, A brake controller for performing brake control actions; Wherein, the standby energy storage device includes: An energy storage cylinder body. The oil inlet end of the energy storage cylinder body is unidirectionally communicated with the high-pressure oil inlet through a first pipeline, and the oil outlet end is unidirectionally communicated with the high-pressure oil inlet through a second pipeline. A pressure control valve is provided on the second pipeline; An energy storage piston slidably assembled in the energy storage cylinder body. The energy storage piston is elastically connected to the energy storage cylinder body through an energy storage elastic member and is used to receive hydraulic oil during the operation of the first oil pump and / or the second oil pump to move to the energy storage limit position. An energy storage chamber and an oil return chamber are respectively formed on both sides of the energy storage piston, and the oil return chamber is communicated with the oil storage pot; and, A first oil drain port and a second oil drain port provided at the energy storage limit position on the energy storage cylinder body. The first oil drain port and the second oil drain port are communicated with each other through an oil drain pipe. When the energy storage piston moves to the energy storage limit position, the first oil drain port and the second oil drain port communicate both sides of the energy storage piston to drain the hydraulic oil to the oil return chamber and store the hydraulic oil in the energy storage chamber to form standby braking energy; When the first oil pump and the second oil pump have a fuel supply failure, the brake controller controls the pressure control valve to open so that the hydraulic oil stored in the energy storage chamber is injected into the high-pressure oil inlet to form hydraulic assistance.

2. The multi-channel combined hydraulic brake booster control system for vehicle kinetic energy recovery according to claim 1, characterized in that, A first one-way valve is provided between the first oil pump and the high-pressure oil inlet, and a second one-way valve is provided between the second oil pump and the high-pressure oil inlet to control the unidirectional flow of hydraulic oil into the high-pressure oil inlet; a third one-way valve is provided on the first pipeline near the oil inlet end of the energy storage cylinder body.

3. The multi-channel combined hydraulic braking assist control system for vehicle kinetic energy recovery according to claim 1 or 2, characterized in that A high-level oil outlet and a low-level oil outlet are provided on the oil storage pot. The first oil pump is connected to the high-level oil outlet, and the second oil pump is connected to the low-level oil outlet.

4. The multi-channel combined hydraulic brake boost control system for vehicle kinetic energy recovery according to claim 1 or 2, characterized in that, A flow restrictor is further connected to the first pipeline, and the flow restrictor is used to limit the flow rate of the hydraulic oil supplied from the high-pressure oil inlet to the energy storage cylinder body.

5. The multi-channel combined hydraulic brake booster control system for vehicle kinetic energy recovery according to claim 1, wherein The brake controller is further connected to a brake start induction switch for generating a braking control signal when the brake pedal is stepped on. The brake controller controls the second oil pump to start in response to the braking control signal when the vehicle is in a starting state.

6. The multi-channel combined hydraulic braking assist control system for vehicle kinetic energy recovery according to claim 1 or 5, characterized in that, The brake controller is further connected to an emergency brake induction switch for generating a first emergency braking signal when the brake pedal is stepped on to the limit position; The brake controller is also connected to an emergency brake button switch on the steering wheel. The emergency brake button switch on the steering wheel is disposed on the steering wheel or at the driver's seat and is used to manually control the generation of a second emergency braking signal. In response to the first and second emergency braking signals, the brake controller controls the second oil pump to operate at maximum power and controls the pressure control valve to open when the vehicle is in a starting state.

7. The multi-channel combined hydraulic brake booster control system for vehicle kinetic energy recovery according to claim 5, characterized in that, A first pressure sensor is connected to the high-pressure oil inlet to detect the first oil pressure value at the high-pressure oil inlet. A second pressure sensor is connected to the energy storage cylinder at the energy storage chamber to detect the second oil pressure value in the energy storage chamber. The first pressure sensor and the second pressure sensor are connected to the brake controller. If the first oil pressure value measured by the first pressure sensor is less than a first predetermined threshold and the second pressure sensor reaches a second predetermined threshold, the brake controller controls the pressure control valve to open in response to the brake start induction switch.

8. The multi-channel combined hydraulic brake booster control system for vehicle kinetic energy recovery according to claim 6, wherein A handbrake proportional valve control device is further connected between the hydraulic booster and the standby energy storage device. The handbrake proportional valve control device includes: A handbrake cylinder body provided with an oil inlet passage and an oil outlet passage. The oil inlet side of the oil inlet passage is connected to the oil outlet end of the energy storage cylinder, and the oil outlet side is connected to the high-pressure oil inlet. The oil inlet side of the oil outlet passage is connected to the damping oil outlet, and the oil outlet side is connected to the oil storage pot. A first plug column slidably assembled in the handbrake cylinder body for opening or blocking the oil inlet passage and the oil outlet passage. The first plug column is provided with a first oil outlet groove and an oil inlet groove, and the first plug column is controlled by a handbrake operation switch to slide for oil circuit switching. And A second plug column disposed in the handbrake cylinder body for opening or blocking the oil outlet passage. The second plug column is provided with a second oil outlet groove corresponding to the oil outlet passage. The first end of the second plug column is elastically connected to the handbrake cylinder body through an adjusting spring. An emergency brake control proportional valve corresponding to the second plug column is disposed outside the handbrake cylinder body. The emergency brake control proportional valve is connected to the brake controller and controls the second plug column to slide to completely or partially block the oil outlet passage in response to the second emergency braking signal of the emergency brake button switch on the steering wheel.

9. A vehicle hydraulic braking assist control method, characterized in that, The method is implemented based on the control system according to any one of claims 1-8 and includes: Supplying hydraulic oil into the energy storage chamber during vehicle travel for energy storage. Obtaining vehicle state parameters to control the operation of the first oil pump and / or the second oil pump to perform a braking action. The first oil pump is drivingly connected to the vehicle main shaft to adjust the oil pumping flow according to the travel speed, and the second oil pump provides hydraulic assistance when the vehicle is stationary or at a low speed. Obtaining the oil pressure value at the high-pressure oil inlet to determine whether the first oil pump and the second oil pump are faulty. If so, the pressure control valve is controlled to open when a braking control signal is received.

10. The vehicle hydraulic brake assist control method according to claim 9, characterized in that, It further includes: If an emergency braking signal is received, controlling the second oil pump to operate at maximum power and controlling the pressure control valve to open.

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