Double-channel double-brake-assisted hydraulic braking system for heavy vehicle

Abstract

The invention discloses a double-channel double-brake-boosting heavy vehicle hydraulic braking system which comprises a first hydraulic booster, a second hydraulic booster, a first oil pump, a second oil pump, a second oil pump, a second oil pump, a first hydraulic oil pump, a second hydraulic oil pump, a second hydraulic oil pump and a second hydraulic oil pump, the first hydraulic booster is provided with a high-pressure oil inlet and a damping oil outlet, and the high-pressure oil inlet is connected with the first oil pump; the first oil pump is in driving connection with a vehicle spindle to adjust oil pumping flow according to running speed; the standby energy storage device is connected with a second oil pump and is used for hydraulic energy storage; the hand brake proportional valve control device is used for executing a hand brake action; and the brake pressure control device is used for receiving the hydraulic boosting force of the first hydraulic booster so as to provide brake power for the brake module to execute the brake action. The brake safety can be effectively improved, the better anti-lock brake effect is achieved, the reaction is faster, the controllability is better, the cost is lower, large-flow power assisting can be achieved, and the brake requirements of various vehicle types are met.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking, and particularly to a dual-channel dual-brake-assist hydraulic braking system for heavy vehicles. Background Art

[0002] The braking system is an important guarantee for the safe driving of vehicles. It locks the wheels to make them not easy to rotate, so as to achieve the purpose of braking. The current braking system usually configures an anti-lock function. Through the anti-lock braking system (ABS), the braking pressure applied to the tires can be appropriately controlled to prevent the vehicle from locking and causing the body to deviate.

[0003] The existing anti-lock braking system usually realizes the on-off control of the brake oil by controlling the opening and closing actions of the solenoid valve to achieve the purpose of adjusting the braking pressure. However, it can usually only reach 20 - 30 times / second of on-off, and the higher the on-off frequency, the better the body stability effect that can be achieved. At present, in order to cope with the body stability problem in complex road conditions, high-frequency on-off control is usually achieved by setting a large number of solenoid valves and electronic components and supporting a complex electronic control system. This not only has high costs and cumbersome processing, but also has a higher failure rate of electronic components, increasing the later maintenance and use costs. Summary of the Invention

[0004] In order to overcome the deficiencies of the prior art, the purpose of the present invention is to provide a dual-channel dual-brake-assist hydraulic braking system for heavy vehicles, which has the advantages of rapid on-off response and low failure rate.

[0005] The purpose of the present invention is achieved by the following technical solutions: According to an embodiment of the present disclosure, a dual-channel dual-brake-assist hydraulic braking system for heavy vehicles is provided, including: A first hydraulic booster, which has a high-pressure oil inlet and a damping oil outlet. The high-pressure oil inlet is connected to a first oil pump, and the first oil pump is connected to an oil storage pot to supply hydraulic oil to the first hydraulic booster. The damping oil outlet is used to discharge hydraulic oil. The first oil pump is drivingly connected to the vehicle main shaft to adjust the oil pumping flow according to the driving speed. After receiving the pressure transmitted from the brake pedal, the first hydraulic booster closes the damping oil outlet to output hydraulic assistance; A standby energy storage device, which is connected to a second oil pump. The second oil pump is connected to the oil storage pot to supply hydraulic oil to the standby energy storage device for hydraulic energy storage. And the standby energy storage device is connected to the high-pressure oil inlet to supply hydraulic oil to the hydraulic booster when the first oil pump or the second oil pump fails; Handbrake proportional valve control device, the handbrake proportional valve control device has 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 standby energy storage device, 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. The hydraulic oil discharged from the damping oil outlet flows back to the oil storage pot through the oil outlet passage, and the handbrake proportional valve control device is controlled by the handbrake operation switch to close the oil outlet passage and open the oil inlet passage, and convey the stored hydraulic oil to the first hydraulic booster through the oil inlet passage to form a braking boost; and, Brake pressure control device, which is used to receive the hydraulic boost of the first hydraulic booster to provide braking power to the brake module to perform a braking action. The brake pressure control device includes: a switching spindle with several oil circuit control channels, a drive motor for driving the switching spindle to rotate, an elastic piston assembly for blocking or opening the oil circuit control channels, and a normally open solenoid valve for controlling the free circulation of brake oil or forcing the brake oil to flow through the oil circuit control channels. During braking, the normally open solenoid valve is controlled to close, and the switching spindle guides the brake oil to the brake module to perform a braking action. When the drive motor drives the switching spindle to rotate, the elastic piston assembly can move relatively in the oil circuit control channels to control the brake oil return flow to adjust the braking pressure or release the brake.

[0006] In summary, compared with the prior art, the present invention has the following beneficial effects: In the embodiment of the present invention, by providing a dual-channel dual-braking boost hydraulic braking system for heavy vehicles, when the brake is not activated, the hydraulic oil flows in from the high-pressure oil inlet, discharges from the damping oil outlet, and flows back to the oil storage pot through the oil outlet passage of the handbrake proportional valve control device to form a cycle. When the second oil pump operates, it extracts the hydraulic oil from the oil storage pot and supplies it to the standby energy storage device for hydraulic energy storage; during normal braking, the first oil cylinder mainly provides the hydraulic oil. After the first hydraulic booster receives the pressure transmitted from the brake pedal, it closes the damping oil outlet. At this time, the hydraulic oil cannot flow out from the damping oil outlet, thereby generating a hydraulic boost. 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 boost during braking, thus improving the braking safety during driving; When the handbrake is not actuated, the oil inlet passage is in a closed state and the oil outlet passage is in a conducting state. At this time, the standby energy storage device always maintains the hydraulic energy storage state. When the handbrake is activated, the oil inlet passage is conducting and the oil outlet passage is in a conducting state. At this time, the hydraulic oil flowing out from the standby energy storage device 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 first hydraulic booster to complete the handbrake action and achieve the same effect as the foot brake; In the non - braking state, the normally - open solenoid valve is in the open state, and the brake fluid can circulate freely within the brake pressure control device, so that no pressure is applied to the brake module, and no braking action is formed. When starting to brake, the normally - open solenoid valve closes, cutting off the circulation of the brake fluid and diverting the brake fluid to the brake module, which can drive the brake module to act to achieve braking. At the same time, during the braking process, the opening and closing mandrel can be driven by the drive motor. During the rotation process, under the interaction of the elastic piston assembly and the oil - path control channel, the return oil volume of the brake fluid can be adjusted, thereby adjusting the brake pressure or releasing the brake, achieving the anti - lock braking function. By driving the drive motor to control the rotation of the opening and closing mandrel, the cycle control of braking or releasing the brake is realized, and the rotation angle of the opening and closing mandrel can be controlled to adjust the brake pressure, so as to achieve a better anti - lock braking effect, with better controllability, and fewer electronic control components are required overall, resulting in lower costs; The overall structure of this system is simpler, and the electronic components used in the system are fewer. During use, the probability of brake failure 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 requirements of various vehicle types such as new energy vehicles, off - road vehicles, and SUVs. Description of the Drawings

[0007] Figure 1 It is the system layout diagram of the dual - channel double - brake - boost hydraulic braking system for heavy - duty vehicles in Embodiment 1 of the present invention.

[0008] Figure 2 It is the structural schematic diagram of the first hydraulic booster in Embodiment 1 of the present invention.

[0009] Figure 3 It is the perspective view of the first hydraulic booster in Embodiment 1 of the present invention.

[0010] Figure 4 It is the cross - sectional view of the first hydraulic booster in Embodiment 1 of the present invention.

[0011] Figure 5 It is the structural schematic diagram of the first piston body and the first elastic member in Embodiment 1 of the present invention.

[0012] Figure 6 It is the structural schematic diagram of the second piston body and the second elastic member in Embodiment 1 of the present invention.

[0013] Figure 7 It is the exploded view of the first power conversion component in Embodiment 1 of the present invention.

[0014] Figure 8 It is the control block diagram of the brake controller in Embodiment 1 of the present invention.

[0015] Figure 9It is a schematic structural diagram of the standby energy storage device in the first embodiment of the present invention.

[0016] Figure 10 It is a schematic structural diagram of the handbrake proportional valve control device in the first embodiment of the present invention.

[0017] Figure 11 It is a perspective view of the handbrake proportional valve control device in the first embodiment of the present invention.

[0018] Figure 12 It is a schematic structural diagram of the first plug and the second plug in the first embodiment of the present invention.

[0019] Figure 13 It is a schematic structural diagram of the brake pressure control device in the first embodiment of the present invention.

[0020] Figure 14 It is a schematic structural diagram of the brake pressure control device after removing the installation housing and the drive motor in the first embodiment of the present invention.

[0021] Figure 15 It is a schematic structural diagram of the brake pressure control device after removing the installation housing and the drive motor from another perspective in the first embodiment of the present invention.

[0022] Figure 16 It is a sectional view of the brake pressure control device after removing the installation housing and the drive motor in the first embodiment of the present invention.

[0023] Figure 17 It is a connection schematic diagram of the brake pressure control device and the first hydraulic booster in the first embodiment of the present invention.

[0024] Figure 18 It is a schematic structural diagram of the opening and closing core shaft in the first embodiment of the present invention.

[0025] Figure 19a It is a planar development schematic diagram of the brake pressure control device when setting a group of oil circuit control channels in the first embodiment of the present invention.

[0026] Figure 19b It is a planar development schematic diagram of the brake pressure control device when setting two groups of symmetrically arranged oil circuit control channels in the first embodiment of the present invention.

[0027] Figure 19c It is a brake pressure change diagram when the opening and closing core shaft rotates counterclockwise for one week when the brake pressure control device sets two groups of symmetrically arranged oil circuit control channels in the first embodiment of the present invention.

[0028] Figure 19d It is a planar development schematic diagram when setting two groups of asymmetrically arranged oil circuit control channels in the first embodiment of the present invention.

[0029] Figure 20Explosion schematic diagram of the elastic piston assembly in Embodiment 1 of the present invention.

[0030] Figure 21 Cross-sectional view of the elastic piston assembly in Embodiment 1 of the present invention.

[0031] Figure 22 Control system block diagram of the brake pressure control device in Embodiment 1 of the present invention.

[0032] Figure 23 Structural schematic diagram of the manual flow control assembly in Embodiment 1 of the present invention.

[0033] Figure 24 Cross-sectional view of the manual flow control assembly in Embodiment 1 of the present invention.

[0034] Figure 25 System layout diagram of the dual-channel dual-brake boost heavy vehicle hydraulic braking system in Embodiment 2 of the present invention.

[0035] Figure 26 Perspective view of the valve control switching device in Embodiment 2 of the present invention.

[0036] Figure 27 Cross-sectional view of the valve control switching device in Embodiment 2 of the present invention.

[0037] Figure 28 Structural schematic diagram of the second hydraulic boost device in Embodiment 2 of the present invention.

[0038] Figure 29 Perspective view of the second hydraulic boost device in Embodiment 2 of the present invention.

[0039] Figure 30 Explosion schematic diagram of the pressure relief switching assembly in Embodiment 2 of the present invention.

[0040] Figure 31 Cross-sectional view of the pressure relief switching assembly in Embodiment 2 of the present invention.

[0041] Figure 32 System layout diagram of the dual-channel dual-brake boost heavy vehicle hydraulic braking system in Embodiment 3 of the present invention.

[0042] Names of the corresponding components represented by the numbers and letters in the figure: 10. First hydraulic power assembly; 11. First cylinder block; 111. First oil outlet; 112. First oil inlet; 113. Second oil outlet; 114. Second oil inlet; 115. First fixed flange; 12. First piston body; 121. Piston sealing through-hole; 122. Translation groove; 13. Second piston body; 131. Guide connecting rod; 132. Switch hole; 133. Limit intercommunication flange; 134. Limit step; 135. Clearance intercommunication cavity; 136. Drainage groove; 137. Guide sleeve; 14. First elastic member; 15. Second elastic member; 16. First oil pump; 161. Main shaft connector; 162. First check valve; 163. Unidirectional negative pressure valve; 164. Third check valve; 165. Energy storage solenoid valve; 166. Fourth check valve; 167. First pressure limiting damping hole; 168. Manual control solenoid valve; 20. First power conversion assembly; 21. Second cylinder block; 211. High-pressure oil inlet; 212. Damping oil outlet; 213. Annular oil outlet cavity; 214. Strip-shaped pressure relief damping hole; 215. Second fixed flange; 22. Third piston body; 221. Guide piston rod; 222. First pressure balance hole; 223. Second pressure balance hole; 23. Damping pressure rod; 24. Third elastic member; 30. Spare energy storage device; 31. Energy storage cylinder block; 311. First pipeline; 312. Second pipeline; 313. Pressure control valve; 32. Energy storage piston; 321. Energy storage elastic member; 322. Energy storage cavity; 323. Oil return cavity; 33. First oil drain port; 34. Second oil drain port; 35. Oil drain pipe; 36. Brake controller; 361. Brake start induction switch; 362. Emergency brake induction switch; 363. Steering wheel emergency brake button switch; 364. First pressure sensor; 365. Second pressure sensor; 37. Second oil pump; 371. Pumping motor; 372. Second check valve; 373. Engine; 374. Second pressure limiting damping hole 38. Oil storage pot; 381. High-level oil outlet; 382. Low-level oil outlet; 40. Handbrake proportional valve control device; 41. Handbrake cylinder block; 411. Oil inlet passage; 412. Oil outlet passage; 413. First oil inlet pipe; 414. Oil return pipe; 415. Second oil inlet pipe; 416. Pressure balance passage; 42. First plug; 421. First oil outlet groove; 422. Oil inlet groove; 43. Second plug; 431. Second oil outlet groove; 432. Adjusting spring; 433. Emergency brake control proportional valve; 434. Balance groove; 44. Buffer damper; 50. Brake pressure control device; 51. Installation cylinder; 511. Brake oil inlet; 512. Oil return passage; 513. Connecting passage; 514. Normally open solenoid valve; 515. Stable roller; 516. Positioning pin; 517. Installation housing; 52. Opening and closing mandrel; 521. Oil guiding passage; 522. First passage; 523. Second passage; 524. Arc transition ramp; 525. Coupling joint; 526. Angle detection sensor; 527. Angle encoder; 53. Driving motor; 54. Elastic piston assembly; 541. Installation housing cover; 542. Movable core column; 43. Ball piston; 544. Elastic pressing member; 545. Graphite lubricating block; 55. Main control processor; 551. Motor controller; 552. Angle information processing module; 553. Valve control module; 554. Wheel speed detection module; 555. Pressure monitoring module; 556. Brake pressure sensor; 557. Valve control button module; 60. Manual flow control component; 61. Flow control cylinder block; 611. Flow control passage; 62. Oil pressure detection sensor; 63. Flow control valve core; 631. Flow control ring groove; 70. Valve control switching device; 71. First valve body; 711. Oil inlet flow passage; 712. Oil outlet flow passage; 713. First switching diversion passage; 72. Switching valve core assembly; 721. First magnetic valve part; 722. First card nesting port; 723. First valve core part; 724. First balance spring; 725. First sealing section; 726. First elastic snap ring; 727. First snap buckle boss; 80. Second hydraulic booster; 81. Second hydraulic power component; 82. Second power conversion component; 83. Pressure relief protection valve part; 831. Pressure relief valve sleeve; 832. Pressure relief piston; 8321. Link rod; 8322. Fourth elastic member; 833. Pressure relief switching component; 8330. Second valve body; 8331. Pressure relief oil port; 8332. Second switching diversion passage; 8333. Second magnetic valve part; 8334. Second card nesting port; 8335. Second valve core part; 8336. Second balance spring; 8337. Second sealing section; 8338. Second elastic snap ring; 8339. Second snap buckle boss. Detailed implementation mode

[0043] 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. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0044] Embodiment 1 As Figures 1 to 20As shown in the figure, the present invention provides a dual-channel dual-brake-assist heavy vehicle hydraulic braking system, comprising: a first hydraulic booster, which has a high-pressure oil inlet 211 and a damping oil outlet 212. The high-pressure oil inlet 211 is connected to a first oil pump 16, and the first oil pump 16 is connected to an oil storage pot 38 to supply hydraulic oil to the first hydraulic booster. The damping oil outlet 212 is used to discharge hydraulic oil. The first oil pump 16 is drivingly connected to the vehicle main shaft to adjust the oil pumping flow according to the driving speed. After receiving the pressure transmitted from the brake pedal, the first hydraulic booster closes the damping oil outlet 212 to output hydraulic assistance; a standby energy storage device 30, which is connected to a second oil pump 37. The second oil pump 37 is connected to the oil storage pot 38 to supply hydraulic oil into the standby energy storage device 30 for hydraulic energy storage, and the standby energy storage device 30 is connected to the high-pressure oil inlet 211 to supply hydraulic oil to the hydraulic booster when the first oil pump 16 or the second oil pump 37 fails; a handbrake proportional valve control device 40, which has an oil inlet channel 411 and an oil outlet channel 412. The oil inlet side of the oil inlet channel 411 is connected to the oil outlet end of the standby energy storage device 30, and the oil outlet side is connected to the high-pressure oil inlet 211. The oil inlet side of the oil outlet channel 412 is connected to the damping oil outlet 212, and the oil outlet side is connected to the oil storage pot 38. The hydraulic oil discharged from the damping oil outlet 212 flows back to the oil storage pot 38 through the oil outlet channel 412. The handbrake proportional valve control device 40 is controlled by the handbrake operation switch to close the oil outlet channel 412 and open the oil inlet channel 411, and convey the stored hydraulic oil to the first hydraulic booster through the oil inlet channel 411 to form brake assistance; and a brake pressure control device 50, which is used to receive the hydraulic assistance of the first hydraulic booster to provide brake power to the brake module to perform a braking action.

[0045] Specifically, as Figures 2 to 7As shown, the first hydraulic booster includes: a first hydraulic booster device, including a first hydraulic power assembly 10 and a first power conversion assembly 20 which are relatively sealed and connected, the first power conversion assembly 20 is used to receive the pressure transmitted from the brake pedal, the first hydraulic power assembly 10 is used to receive the power converted by the first power conversion assembly 20, and the first hydraulic power assembly 10 has at least two oil outlets to output hydraulic boost, and an oil pressure sensor is provided at the oil outlet to detect the oil output pressure; a valve-controlled switching device 70, the valve-controlled switching device 70 has at least two oil inlet channels 411 corresponding to each oil outlet, and an oil outlet channel 412 corresponding to the oil inlet channel 411, and a pressure sensor is arranged between the oil inlet channel 411 and the oil outlet channel 412. It has a switching valve core assembly 72, which is used to close the corresponding oil inlet channel 411 when the oil outlet pressure is lower than a predetermined threshold value; and a second hydraulic booster device, including a second hydraulic power assembly 81, a second power conversion assembly 82 and a pressure relief protection valve component 83 that are relatively sealed and connected. The pressure relief protection valve component 83 has at least two pressure relief oil ports 8331 respectively connected to each oil outlet channel 412, and the pressure relief protection valve component 83 closes the corresponding pressure relief oil ports 8331 in response to the switching action of the switching valve core assembly 72. The second power conversion assembly 82 is used to receive the hydraulic power output from the valve-controlled switching device 70, and the second hydraulic power assembly 81 is used to connect with the brake power assembly to achieve hydraulic boosting.

[0046] Specifically, Figures 2 to 6 As shown, the first hydraulic power assembly 10 includes: a first cylinder body 11, on which a first oil outlet 111, a first oil inlet 112, a second oil outlet 113 and a second oil inlet 114 are sequentially spaced along the axial direction thereof; a first piston body 12 elastically connected to the first cylinder body 11 and slidably arranged between the first oil outlet 111 and the second oil outlet 113; a second piston body 13 elastically connected to the first piston body 12 and slidably arranged between the second oil outlet 113 and the opening of the first cylinder body 11; in the unbraked state, the first piston body 12 is located between the first oil inlet 112 and the second oil outlet 113, and the second piston body 13 is located between the second oil inlet and the opening of the first cylinder body 11.

[0047] Wherein, a first chamber is formed between the first piston body 12 and the bottom of the first cylinder block 11, a second chamber is formed between the first piston body 12 and the second piston body 13, the first piston body 12 is elastically connected to the first cylinder block 11 through a first elastic member 14, the first elastic member 14 is a spring, and a piston sealing through hole 121 for docking with the second piston body 13 is provided on the first piston body 12; a guiding and communicating rod 131 which is in plug-in fit with the piston sealing through hole 121 is provided on the first side of the second piston body 13, a switch hole 132 is provided on the guiding and communicating rod 131, the switch hole 132 connects the first chamber and the second chamber in an unbraked state and is closed by the piston sealing through hole 121 in a braked state. It can be understood that one opening side of the switch hole 132 is located at the end face of the guiding and communicating rod 131, and the other opening side is located on the side face of the guiding and communicating rod 131. In a natural state, the other opening side is located outside the piston sealing through hole 121.

[0048] When not braking, the first chamber and the second chamber can communicate with each other through the piston sealing through hole 121 and the switch hole 132, maintaining the pressure balance between the first chamber and the second chamber, making the brake fluid flow more smoothly; during the braking process, when the second piston body 13 moves forward, it will synchronously drive the guiding and communicating rod 131 to move forward until the switch hole 132 moves into the piston sealing through hole 121 and is closed. At this time, the first chamber and the second chamber are in an isolated state, so that pressure can be generated on the brake fluid to form high-pressure assistance; the first elastic member 14 is used to drive the first piston body 12 to reset when braking is cancelled.

[0049] In order to improve the stability of the sliding of the first piston body 12, a translation groove 122 can also be provided on the first piston body 12, and a sliding guiding block matching with the translation groove 122 is provided on the inner wall of the first cylinder block 11, so that the first piston body 12 can slide stably and the limit position of the movement of the first piston body 12 can be restricted, improving the stability.

[0050] A limiting and communicating flange 133 is slidably assembled on the guiding and communicating rod 131, the limiting and communicating flange 133 is elastically connected to the second piston body 13 through a second elastic member 15, the second elastic member 15 is a spring, and the limiting and communicating flange 133 is used to abut against the first piston body 12 to push the first piston body 12 to slide; by abutting the limiting and communicating flange 133 against the first piston body 12, when the second piston body 13 moves forward, it can stably push the first piston body 12, and the second elastic member 15 can drive the second piston body 13 to reset when braking is cancelled.

[0051] Generally, the elastic restoring force of the first elastic member 14 is greater than that of the second elastic member 15, so that when the brake is released, the elastic force of the first elastic member 14 can push the first piston body 12 and the second piston body 13 to recover synchronously as a whole. If the elastic restoring force of the first elastic member 14 is less than that of the second elastic member 15, during the process of releasing the brake, the elastic force of the second elastic member 15 still has a tendency to push the first piston body 12 to one side, so it will cause delays and other effects on the reset of the first piston body 12.

[0052] Meanwhile, a limiting step 134 for restricting the moving position of the limiting intercommunicating flange 133 is provided on the guiding connecting rod 131, and an avoiding intercommunicating cavity 135 and a plurality of drain grooves 136 which are interconnected are provided on one end face of the limiting intercommunicating flange 133. In the non-braking state, the avoiding intercommunicating cavity is communicated with the switch hole 132. Usually, one drain groove 136 is provided, preferably several, and they are evenly distributed on the end face of the limiting intercommunicating flange 133. In order to shorten the overall volume of the device as much as possible, in the non-braking state, the switch hole 132 is exactly located in the avoiding intercommunicating cavity, and the depth of the avoiding intercommunicating cavity is equal to the diameter of the switch hole 132. The limiting step 134 restricts the extreme position of the limiting intercommunicating flange 133 to prevent the switch hole 132 from being closed in the non-braking state, and the avoiding intercommunicating cavity and the drain grooves 136 can ensure the intercommunication between the first cavity and the second cavity.

[0053] It can be understood that in order to improve the sealing performance of the first piston body 12 and the second piston body 13, sealing rings are provided at positions near both ends of the first piston body 12 and the second piston body 13. The sealing rings are in contact with the inner wall of the first cylinder block 11 to form an effective seal. Usually, sealing grooves are provided at corresponding positions of the first piston body 12 and the second piston body 13, and the sealing rings are sleeved in the sealing grooves to form a tight fit.

[0054] As Figure 2 、 Figure 3 、 Figure 4 and Figure 7 shown, the first power conversion assembly 20 includes: a second cylinder block 21 hermetically connected to the first cylinder block 11, a high-pressure oil inlet 211 and a damping oil outlet 212 are sequentially provided on the second cylinder block 21 along its axial direction; a third piston body 22 slidably disposed in the second cylinder block 21 and elastically connected to the second cylinder block 21, a hydraulic power cavity is provided between the third piston body 22 and the second piston body 13, and the third piston body 22 is connected with a damping pressure rod 23 extending out of the second cylinder block 21 to receive the pressure transmitted from the brake pedal; in the non-braking state, the third piston body 22 is located between the damping oil outlet 212 and the end of the second cylinder block 21.

[0055] When braking, the damping rod 23 is under pressure to push the third piston body 22 to move to partially or completely block the damping oil outlet 212 to form a pressure difference in the hydraulic power chamber. The high-pressure liquid flow injected from the high-pressure oil inlet 211 utilizes the pressure difference to push the first piston body 12 and the second piston body 13 forward to respectively block the first oil inlet 112 and the second oil inlet 114 to form a high-pressure boost.

[0056] Specifically, the third piston body 22 is elastically connected to the second cylinder body 21 through a third elastic member 24, and the third elastic member 24 is a spring. A first fixing flange 115 is provided on the first cylinder body 11, and the first fixing flange 115 is used to lock the second cylinder body 21. A second fixing flange 215 is provided on the second cylinder body 21, and the second fixing flange 215 is used to lock with the vehicle bracket. The first fixing flange 115 and the second fixing flange 215 can facilitate the installation and fixation of the first cylinder body 11 and the second cylinder body 21; a dustproof sealing flange is also provided at the end of the second cylinder body 21, and a dustproof sealing flange is provided at the end of the second cylinder body 21. A sealing hole matched with the damping pressure rod 23 is provided on the sealing flange, and the damping pressure rod 23 is driven and connected to the brake pedal through the sealing hole. It can be understood that the damping pressure rod 23 and the brake pedal are driven and connected through an existing linkage mechanism such as a connecting rod. When the brake pedal is subjected to pedal pressure, the linkage mechanism transmits the pressure to the damping pressure rod 23 to push the damping pressure rod 23 to slide in the second cylinder body 21; and a sealed connection is formed between the damping pressure rod 23 and the sealing hole. In some embodiments, a guide wear-resistant ring and a sealing ring can also be provided on the damping pressure rod 23 to improve wear resistance and sealing.

[0057] A guide sleeve 137 is provided at the second end of the second piston body 13, and a guide piston rod 221 which is plugged into the guide sleeve 137 is connected to the third piston body 22. A first pressure balance hole 222 for connecting the guide sleeve 137 and the hydraulic power chamber is provided on the guide piston rod 221, and a through second pressure balance hole 223 is provided on the third piston body 22; the guide sleeve 137 cooperates with the guide piston rod 221, so that the second piston body 13 and the third piston body 22 can maintain stable cooperation, and the pressure difference between the inside and outside of the guide piston rod 221 is balanced through the first pressure balance hole 222, and the pressure difference between the two sides of the third piston body 22 is balanced through the second pressure balance hole 223, so that the third piston body 22 will not generate large resistance during movement, and the brake assist process is smoother.

[0058] An annular oil outlet cavity 213 communicating with the damping oil outlet 212 is provided on the second cylinder block 21. The second cylinder block 21 is also provided with a plurality of strip-shaped pressure relief damping holes 214 communicating with the annular oil outlet cavity 213. In the braking state, the third piston body 22 gradually blocks the strip-shaped pressure relief damping holes 214 to adjust the hydraulic boost. By connecting the annular oil outlet cavity 213 to the damping oil outlet 212 and the strip-shaped pressure relief damping holes 214, the damping oil outlet 212 and the strip-shaped pressure relief damping holes 214 can discharge hydraulic oil synchronously. In the braking state, the boost can be adjusted by the closing length of the strip-shaped pressure relief damping holes 214 by the third piston body 22, improving the adjustment accuracy. Of course, in some embodiments, there can also be multiple high-pressure oil inlets 211, and the multiple high-pressure oil inlets 211 are communicated through an annular oil inlet cavity. The third piston body 22 and the damping push rod 23 can also be rotationally connected by providing bearings. During the working process, the third piston body 22 can rotate under the action of hydraulic oil to prevent the hydraulic oil from eroding only fixed sites during long-term flow, extending the service life of the third piston body 22.

[0059] In the non-braking state, the brake oil enters the first cylinder block 11 from the first oil inlet 112 and the second oil inlet 114, and then returns and flows out through the first oil outlet 111 and the second oil outlet 113 respectively. The hydraulic oil enters the hydraulic power cavity from the high-pressure oil inlet 211 and then flows out from the damping oil outlet 212. At this time, the pressure generated in the hydraulic power cavity is not sufficient to push the second piston body 13. When braking, the damping push rod 23 receives the pressure formed by the brake pedal to generate displacement, and drives the third piston body 22 to move forward to block the damping oil outlet 212. At this time, it is difficult for the hydraulic oil to flow out from the damping oil outlet 212, that is, a large pressure is quickly formed in the hydraulic power cavity, and then the second piston body 13 is pushed to move forward to block the second oil inlet 114. The brake oil is pushed out from the second oil outlet 113 through the pressure generated by the movement to form a high-pressure boost. Since the first piston body 12 and the second piston body 13 are elastically connected, the first piston body 12 will also be driven to move forward and block the first oil inlet 112 during the forward movement of the second piston body 13. At this time, the pressure generated by the movement of the first piston body 12 will also push the brake oil out from the first oil outlet 111 to form a high-pressure boost, thus effectively boosting the braking action. At the same time, hydraulic boost is carried out through the coordinated actions of the first piston body 12 and the second piston body 13. When one group fails, the other group can still maintain the braking boost effect, so it has good safety. And this first hydraulic booster reduces the configuration of a large number of electrical components, so it can greatly reduce costs, reduce the overall failure rate, has higher safety and stability, longer service life, and can form a higher-pressure hydraulic boost through the energy aggregation in the hydraulic power cavity to meet the braking requirements of new energy vehicles for rapid response.

[0060] Such as Figure 1, Figure 8 and Figure 9 As shown in Figure 8 and Figure 9 , the standby energy storage device 30 includes: an energy storage cylinder body 31, the oil inlet end of the energy storage cylinder body 31 is unidirectionally communicated with the second oil pump 37 through a first pipeline 311, and the oil outlet end is unidirectionally communicated with the high-pressure oil inlet 211 through a second pipeline 312. A pressure control valve 313 is provided on the second pipeline 312; an energy storage piston 32 slidably assembled in the energy storage cylinder body 31, the energy storage piston 32 is elastically connected to the energy storage cylinder body 31 through an energy storage elastic member 321, and is used to receive hydraulic oil during the operation of the second oil pump 37 to move to the energy storage limit position. Energy storage chambers 322 and an oil return chamber 323 are respectively formed on both sides of the energy storage piston 32, and the oil return chamber 323 is communicated with an oil storage pot 38; and, a first oil drain port 33 and a second oil drain port 34 provided at the energy storage limit position on the energy storage cylinder body 31, the first oil drain port 33 and the second oil drain port 34 are communicated with each other through an oil drain pipe 35. When the energy storage piston 32 moves to the energy storage limit position, the first oil drain port 33 and the second oil drain port 34 communicate the two sides of the energy storage piston 32 to drain the hydraulic oil to the oil return chamber 323 and store the hydraulic oil in the energy storage chamber 322 to form standby braking energy; the pressure control valve 313 is connected to a brake controller 36. When the first oil pump 16 and the second oil pump 37 have a fuel supply failure, the brake controller 36 controls the pressure control valve 313 to open so that the hydraulic oil stored in the energy storage chamber 322 is injected into the high-pressure oil inlet 211 to form hydraulic assistance. The brake controller 36 can be set to work independently or can be set to communicate with the vehicle-mounted system.

[0061] Specifically, the first oil pump 16 is drivingly connected to the vehicle main shaft through a main shaft connector 161. The main shaft connector 161 transmits the power of the vehicle main shaft to the first oil pump 16 through means such as gear transmission. Thus, the oil pumping flow rate of the first oil pump 16 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 16 and the greater the braking assistance generated, thereby improving the driving safety of the vehicle when driving at high speed; the second oil pump 37 is directly drivingly connected to a pump oil motor 371, or is drivingly connected to the second oil pump 37 after power conversion through a gearbox. The pump oil motor 371 preferably uses a servo motor and can be adjusted to different speeds as needed, thereby enabling the second oil pump 37 to generate different oil pumping flow rates; it can be understood that the second oil pump 37 provides braking assistance when the vehicle is in a stopped state, and mainly the second oil pump 37 provides braking assistance when the vehicle is in a low-speed state, while the first oil pump 16 can synchronously provide a small flow rate of braking assistance. In this embodiment, the low-speed state is set to a vehicle speed less than 30 Km / h. When the vehicle is in a medium-high speed state, mainly the first oil pump 16 provides braking assistance, while the second oil pump 37 synchronously provides a small flow rate of braking assistance. The medium-high speed state is a vehicle speed greater than or equal to 30 Km / h. In the stopped and low-speed states, the pressure control valve 313 is usually controlled to be in an open state so that the hydraulic oil can directly enter the high-pressure oil inlet 211 after passing through the energy storage cylinder body 31.

[0062] A first one-way valve 162 is provided between the first oil pump 16 and the high-pressure oil inlet 211, and a second one-way valve 372 is provided between the second oil pump 37 and the oil inlet end of the energy storage cylinder block 31 to control the one-way flow of hydraulic oil. It can be understood that the oil outlet of the first oil pump 16 is connected with a first oil supply pipe, the first one-way valve 162 is connected to the first oil supply pipe, the oil outlet of the second oil pump 37 is connected with a second oil supply pipe, and the second one-way valve 372 is connected to the second oil supply pipe; in some embodiments, the first one-way valve 162 and the second one-way valve 372 can also 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 settings of the first one-way valve 162 and the second one-way valve 372 can ensure the one-way flow of hydraulic oil, realize hydraulic assistance, and ensure that the oil supply of the first oil pump 16 and the second oil pump 37 will not interfere with each other.

[0063] Meanwhile, a one-way negative pressure valve 163 is provided between the oil inlet end and the oil outlet end of the first oil pump 16. The one-way negative pressure valve 163 is used to start during reverse driving to control the flow of hydraulic oil from the oil inlet end of the first oil pump 16 to the oil outlet end. By setting the one-way negative pressure valve 163 to form an internal circulation during reverse driving, the first oil pump 16 can be protected.

[0064] A high-level oil outlet 381 and a low-level oil outlet 382 are provided on the oil storage pot 38. The first oil pump 16 is connected with the high-level oil outlet 381 through the first oil supply pipe, and the second oil pump 37 is connected with the low-level oil outlet 382 through the second oil supply pipe; usually, the oil pipe of the first oil pump 16 is arranged at the bottom of the vehicle body, and the oil pipe of the second oil pump 37 is arranged in the front engine compartment. Therefore, the oil pipe of the first oil pump 16 is more likely to be broken and damaged. By setting the high-level oil outlet 381 and the low-level oil outlet 382, when the oil pipe of the first oil pump 16 is damaged and leaks oil, it can only leak to the position of the high-level oil outlet 381, so that the second oil pump 37 can still have enough hydraulic oil to provide brake assistance.

[0065] One end of the energy storage elastic member 321 is fixed to the end face of the energy storage piston 32, and the other end is fixed to the bottom wall of the energy storage cylinder block 31. The energy storage elastic member 321 can be set as one or more elastic members. In this embodiment, the energy storage elastic member 321 is set in the form of a double spring sleeved with each other, and when the energy storage elastic member 321 is compressed to the limit position, its elastic force is greater than the highest rated pressure when the hydraulic booster brakes. For example, if the highest rated pressure when the hydraulic booster brakes is [X] kilograms, then the elastic force of the energy storage elastic member 321 should be greater than [X] kilograms when the energy storage elastic member 321 is compressed to the limit position.

[0066] The brake controller 36 is also connected to a brake start induction switch 361, which is used to generate a braking control signal when the brake pedal is stepped on. In response to the braking control signal, the brake controller 36 controls the second oil pump 37 to start in the vehicle startup state. The brake start induction switch 361 can be, for example, a normally closed contact switch, which is arranged above the rotation fulcrum of the brake pedal. When the brake pedal is not stepped on, the brake start induction switch 361 is in a closed state. When the brake pedal is stepped on, the contact part of the brake start induction switch 361 disengages and is in an open state. At this time, a braking control signal can be generated through the brake start induction switch 361 to control the second oil pump 37 to start when the vehicle starts, realizing brake assistance in the initial driving state.

[0067] Sealing rings are also sleeved at positions near both ends of the energy storage piston 32 for sealing connection with the energy storage cylinder block 31. A first pressure sensor 364 is connected to the high-pressure oil inlet 211 for detecting the first oil pressure value at the high-pressure oil inlet 211; the energy storage cylinder block 31 is connected with a second pressure sensor 365 at the energy storage cavity 322 for detecting the second oil pressure value in the energy storage cavity 322; the first pressure sensor 364 and the second pressure sensor 365 are connected to the brake controller 36. If the first oil pressure value measured by the first pressure sensor 364 is less than the first predetermined threshold and the second pressure sensor 365 reaches the second predetermined threshold, the brake controller 36 controls the pressure regulating control valve 313 to open in response to the brake start induction switch 361.

[0068] When the first pressure sensor 364 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 16 and the second oil pump 37. Under normal circumstances, the hydraulic oil stored in the energy storage cavity 322 usually forms a second oil pressure value greater than the second predetermined threshold. When the brake controller 36 controls the pressure regulating control valve 313 to open, the hydraulic oil stored in the energy storage cavity 322 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 365 does not reach the second predetermined threshold within a predetermined time period, it indicates that the energy storage function of the standby energy storage device 30 is abnormal, and a fault signal can be sent to the vehicle-mounted system through the brake controller 36 for alarm prompt.

[0069] Furthermore, the brake controller 36 is also connected to an emergency brake induction switch 362, which is used to generate a first emergency braking signal when the brake pedal is stepped on to the limit position. The emergency brake induction switch 362 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 slowly, and the emergency brake induction switch 362 will not be triggered. When the brake pedal is stepped on to the limit position, the contact part of the emergency brake induction switch 362 closes, thereby generating a first emergency braking signal and sending it to the brake controller 36.

[0070] The brake controller 36 is also connected to a steering wheel emergency brake button switch 363, which is arranged on the steering wheel for manually controlling the generation of a second emergency brake signal. The steering wheel emergency brake button switch 363 is arranged on the steering wheel to facilitate the driver to press the button to facilitate emergency braking. The steering wheel emergency brake button switch 363 is arranged to be directly connected to the emergency brake control proportional valve 433, and the emergency brake control proportional valve 433 can be directly controlled to be closed through the steering wheel emergency brake button switch 363. The steering wheel emergency brake button switch 363 requires separate wiring and power supply, and is not associated with other electronic components, that is, the steering wheel emergency brake button switch 363 is directly connected to the power supply, which can be a battery pack of the car or a separately set power supply. When the steering wheel emergency brake button switch 363 is pressed, power is directly supplied to the emergency brake control proportional valve 433, so that the emergency brake control proportional valve 433 is powered and closed, and the braking function is executed, so that the braking control function of the steering wheel emergency brake button switch 363 is not constrained by the brake controller 36, further reducing faults and ensuring braking safety. At the same time, it can also ensure that when the steering wheel emergency brake button switch 363 is pressed, the second emergency brake signal can be directly sent to the brake controller 36 to reduce the risk of open circuit; at the same time, after pressing the steering wheel emergency brake button switch 363, the body stability function of the vehicle system can also be triggered through the brake controller 36, making the body more stable when braking. When the first emergency brake signal is received, the emergency brake control proportional valve 433 is reopened to cancel the braking action, and the vehicle returns to normal.

[0071] In this embodiment, the brake controller 36 controls the second oil pump 37 to operate at maximum power and controls the pressure control valve 313 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 362 generates a first emergency brake signal, controls the second oil pump 37 to operate at maximum power, and controls the pressure control valve 313 to open, generating high-pressure power for emergency braking; when the steering wheel emergency brake button switch 363 is pressed to generate the second emergency brake signal, the second oil pump 37 is also controlled to operate at maximum power, and controls the pressure control valve 313 to open, generating high-pressure power for emergency braking. Since the steering wheel emergency brake button switch 363 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.

[0072] When the vehicle is stopped or in a low-speed state, the second oil pump 37 is driven by the pump oil motor 371 to supply hydraulic oil. When braking, the second oil pump 37 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 16 is driven by the vehicle main shaft to provide braking power to the hydraulic booster, and the flow rate of the first oil pump 16 is associated with the vehicle speed, 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 the safety of braking. During the operation of the second oil pump 37, the hydraulic oil is unidirectionally injected into the energy storage cavity 322 for energy storage. Limited by the pressure control valve 313, there is always hydraulic assistance in the energy storage cavity 322. When the energy storage piston 32 moves to the energy storage limit position, the first oil drain port 33 is located at the energy storage cavity 322 and the second oil drain port 34 is located at the oil return cavity 323. The energy storage cavity 322 and the oil return cavity 323 are connected through the oil drain pipe 35, so that the subsequently injected hydraulic oil directly drains from the oil return cavity 323 to the oil storage pot 38, enabling the energy storage piston 32 to remain at the energy storage limit position. When braking, if the first oil pump 16 has an oil supply failure, the brake controller 36 controls the pressure control valve 313 to open. At this time, the energy storage elastic member 321 releases the standby braking energy to supply the hydraulic oil in the energy storage cavity 322 into the hydraulic booster to form braking assistance, realizing braking and reducing the vehicle speed as much as possible to improve driving safety. When the handbrake is activated, the energy storage elastic member 321 releases the standby braking energy to supply the hydraulic oil in the energy storage cavity 322 into the hydraulic booster through the oil inlet passage 411 to form braking assistance.

[0073] Such as Figures 10 to 11As shown in the figure, the handbrake proportional valve control device 40 includes: a handbrake cylinder block 41, on which an oil inlet passage 411 and an oil outlet passage 412 are provided. The oil inlet side of the oil inlet passage 411 is connected to the oil outlet end of the energy storage cylinder block 31 by a first oil inlet pipe 413, and the oil outlet side is connected to the high-pressure oil inlet 211. The oil inlet side of the oil outlet passage 412 is connected to the damping oil outlet 212, and the oil outlet side is connected to the oil storage pot 38 through a return oil pipe 414; a first plug 42 slidably assembled in the handbrake cylinder block 41 for opening or blocking the oil inlet passage 411 and the oil outlet passage 412. The first plug 42 has a first oil outlet groove 421 and an oil inlet groove 422, and the first plug 42 is controlled by the handbrake operation switch to slide for oil circuit switching; and a second plug 43 provided in the handbrake cylinder block 41 for opening or blocking the oil outlet passage 412. The second plug 43 is provided with a second oil outlet groove 431 corresponding to the oil outlet passage 412. The first end of the second plug 43 is elastically connected to the handbrake cylinder block 41 by an adjusting spring 432. An emergency brake control proportional valve 433 corresponding to the second plug 43 is provided outside the handbrake cylinder block 41. The emergency brake control proportional valve 433 is connected to the brake controller 36. In response to the second emergency braking signal of the steering wheel emergency brake button switch 363, it controls the second plug 43 to slide to block the oil outlet passage 412. The emergency brake control proportional valve 433 can be set as a proportional solenoid valve capable of attracting the second plug 43, for example.

[0074] Among them, the first end of the first plug 42 is a connection part connected to the handbrake operation switch. The second end of the first plug 42 is elastically connected to the handbrake cylinder block 41. Specifically: an installation box is fixed outside the handbrake cylinder block 41. The second end of the first plug 42 extends through the handbrake cylinder block 41 into the installation box. A return spring is fixed to the second end of the first plug 42, and the return spring abuts against the inner wall of the installation box. Thus, when the handbrake is reset, the first plug 42 can return to the state where the first oil outlet groove 421 communicates with the oil outlet passage 412 under the elastic force of the return spring.

[0075] When the handbrake is not actuated, the oil inlet groove 422 is deviated from the oil inlet passage 411 and is in a closed state. Both the first oil outlet groove 421 and the second oil outlet groove 431 communicate with the oil outlet passage 412. At this time, the hydraulic oil in the energy storage cylinder block 31 is restricted in the energy storage cavity 322. The hydraulic oil pumped by the first oil pump 16 enters the high-pressure oil inlet 211, then flows out from the damping oil outlet 212 and enters the oil outlet passage 412, and returns to the oil storage pot 38 through the first oil outlet groove 421 and the second oil outlet groove 431, forming a hydraulic oil circulation.

[0076] When the handbrake is activated, the first plug 42 slides to align the oil inlet groove 422 with the oil inlet passage 411, while the first oil outlet groove 421 deviates from the oil outlet passage 412 to form a seal with the handbrake cylinder block 41. At this time, the hydraulic oil flowing out of the energy storage cylinder block 31 can also flow into the high-pressure oil inlet 211 through the oil inlet passage 411 and the oil inlet groove 422, and the hydraulic oil flowing out of the damping oil outlet 212 cannot leak, but can only form a braking boost in the hydraulic booster to complete the handbrake operation and achieve the same effect as the foot brake.

[0077] When the brake controller 36 receives the second emergency braking signal, the emergency braking control proportional valve 433 sucks the second plug 43, causing the second oil outlet groove 431 to deviate from the oil outlet passage 412 to form a seal with the handbrake cylinder block 41. Similarly, the hydraulic oil flowing out of the damping oil outlet 212 cannot leak, and then a braking boost is formed in the hydraulic booster to complete the emergency braking operation. After braking, the second plug 43 can be reset under the action of the adjusting spring 432.

[0078] To facilitate the reset of the second plug 43, a balance groove 434 is provided on the second plug 43 on one side of the second oil outlet groove 431, and a chamber for accommodating the adjusting spring 432 is provided on the handbrake cylinder block 41. A pressure balance passage 416 is also connected between this chamber and the balance groove 434, so that the second plug 43 is in an overall balanced state, making it more convenient for the emergency braking control proportional valve 433 to control the movement of the second plug 43 or for the second plug 43 to be reset.

[0079] In actual application, the emergency braking control proportional valve 433 has a proportional valve opening function and 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 211, the damping oil outlet 212, the oil outlet passage 412 and the oil storage pot 38. In the braking state, the oil pressure in the first hydraulic booster increases, and under the control of the emergency braking control proportional valve 433, the hydraulic oil flowing out of the damping oil outlet 212 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 braking control proportional valve 433 to drive the second plug 43 to slide to form different openings, thereby adjusting the oil flow rate of the damping oil outlet 212 or closing the damping oil outlet 212 to form an automatic braking boost.

[0080] Furthermore, the oil outlet end of the energy storage cylinder block 31 is connected to the high-pressure oil inlet 211 through the second oil inlet pipe 415, and a pressure control valve 313 is connected to the second oil inlet pipe 415 to release the hydraulic oil stored in the energy storage cylinder block 31 for braking in case of failure or emergency of the first oil pump 16 and the second oil pump 37, improving the driving safety.

[0081] In some embodiments, the oil outlet of the first one-way valve 162 can also be unidirectionally connected to the energy storage cylinder block 31 through a fourth one-way valve 166. The opening pressure of the fourth one-way valve 166 needs to be set greater than that of the first one-way valve 162. When the vehicle is traveling at a high speed, the hydraulic oil flow formed by the operation of the first oil pump 16 is large and the instantaneous pressure is high. At this time, the fourth one-way valve 166 will be flushed open, so as to discharge a certain amount of high-pressure flow, reduce the damage rate of the pipeline and related components, and at the same time be able to charge and store energy in the energy storage cylinder block 31. Moreover, a first pressure-limiting damping hole 167 is also provided on the oil supply path between the oil outlet of the first one-way valve 162 and the energy storage cylinder block 31. The first pressure-limiting damping hole 167 is used to limit the flow rate of the hydraulic oil supplied to the energy storage cylinder block 31, ensure that the hydraulic oil is preferentially supplied to the first power conversion assembly 20, and at the same time when the standby energy storage device 30 fails, the first pressure-limiting damping hole 167 can also limit the pressure and flow rate of the first oil pump 16 from completely leaking, ensure that a certain amount of hydraulic assistance is supplied to the first power conversion assembly 20, and improve the braking safety.

[0082] A buffer damper 44 is also connected between the second oil pump 37 and the oil inlet end of the energy storage cylinder block 31. The damping force of the buffer damper 44 is usually set to 10% - 20% of the braking assistance. In the initial start-up stage of the vehicle, the buffer damper 44 is first charged with energy, and after the charging is completed, hydraulic oil is injected into the energy storage cylinder block 31. Thus, when starting, the drive motor 53 only needs to provide a small amount of power, reducing the instantaneous starting current and effectively preventing the drive motor 53 from being damaged due to excessive instantaneous current.

[0083] By the above method, after the second oil pump 37 directly injects hydraulic oil into the energy storage cylinder block 31, it is then injected into the first hydraulic booster through the handbrake proportional valve control device 40. During driving, it can ensure that there is always a certain amount of hydraulic oil stored in the energy storage cylinder block 31, and a certain amount of braking assistance can be provided by the standby energy storage device 30 during braking, improving the braking stability. And in this method, the drive motor 53 can be realized by using an ordinary motor instead of a servo motor, reducing the cost.

[0084] As Figures 13 to 22 shown, the brake pressure control device 50 includes: an opening and closing core shaft 52 having a plurality of oil circuit control channels, a drive motor 53 for driving the opening and closing core shaft 52 to rotate, an elastic piston assembly 54 for blocking or opening the oil circuit control channels, and a normally open solenoid valve 514 for controlling the free circulation of the brake oil or forcing the brake oil to flow through the oil circuit control channels. During braking, the normally open solenoid valve 514 is controlled to close, and the opening and closing core shaft 52 diverts the brake oil to the brake module to perform the braking action. When the drive motor 53 drives the opening and closing core shaft 52 to rotate, the elastic piston assembly 54 can move relatively in the oil circuit control channels to control the brake oil return flow rate to adjust the brake pressure or release the brake.

[0085] Specifically, the brake pressure control device 50 further includes an installation cylinder 51 for serving as an installation base. Four sets of oppositely arranged brake oil inlets 511 and oil return channels 512 are arranged on the installation cylinder 51 along the axial direction. The brake oil inlets 511 are used to supply brake oil. It can be understood that in this embodiment, the brake oil inlets 511 are connected to the first oil outlet 111 and the second oil outlet 113. It can be that the first oil outlet 111 and the second oil outlet 113 are respectively connected to each brake oil inlet 511, or the first oil outlet 111 is connected to two of the brake oil inlets 511, and the second oil outlet 113 is connected to the other two brake oil inlets 511.

[0086] The first oil return channel 512 is used to supply brake oil to the brake module to provide braking power. Each group of brake oil inlets 511 and oil return channels 512 are connected through a communication channel 513, and normally open solenoid valves 514 are respectively connected to each communication channel 513. The communication channel 513 can be a bypass pipeline, or an installation housing 517 can be arranged outside the installation cylinder 51. The communication channel 513 is a channel arranged in the installation housing 517, and the normally open solenoid valve 514 is fixed on the outside of the installation housing 517.

[0087] As Figure 17 shown, T1~T4 are four paths, corresponding to a group of brake oil inlets 511 and oil return channels 512 respectively. A1~A4 are four brake oil inlets 511, C1~C4 are four groups of oil return channels 512, D1~D4 are four normally open solenoid valves 514, the normally open solenoid valve 514 is a solenoid valve, and C11~C44 are brake modules corresponding to each wheel.

[0088] The opening and closing core shaft 52 is rotationally assembled on the installation cylinder 51 through a bearing. A through oil guiding channel 521 is provided on the opening and closing core shaft 52 corresponding to the brake oil inlet 511 and the oil return channel 512, and an oil path control channel corresponding to the oil guiding channel 521 is also provided on the opening and closing core shaft 52. The oil path control channel includes: a first channel 522 arranged along the circumferential direction of the opening and closing core shaft 52, and a second channel 523 connected to the first channel 522. The second channel 523 is L-shaped and can communicate with the oil guiding channel 521. The second end of the second channel 523 communicates with the first end of the first channel 522. The oil guiding channel 521 can be set to connect to the first end of the second channel 523 or other positions on the horizontal section of the second channel 523. An arc-shaped transition ramp 524 is provided at the first end of the first channel 522. The first channel 522 and the second channel 523 form an approximate 'Z' shape after being connected and unfolded. The oil return channel 512 is C-shaped and can communicate with the first channel 522 correspondingly. It can be understood that the first end of the oil return channel 512 can communicate with the oil guiding channel 521 correspondingly, and the second end can communicate with the first channel 522 correspondingly.

[0089] The length of the first channel 522 is L1, and the length of the horizontal section of the second channel 523 is L2, where L1≥L2. When L1 is greater than L2, the pumping distance is shorter, which can meet the requirements of small-flow braking power. When L1 = L2, the pumping distance can reach the maximum, thus enabling the formation of large-flow braking power. In some embodiments, only one set of oil circuit control channels can be provided, thereby enabling the formation of even larger-flow braking power.

[0090] The drive motor 53 is drivingly connected to the opening and closing mandrel 52 for driving the opening and closing mandrel 52 to rotate. Specifically, a coupling joint 525 is provided at the first end of the opening and closing mandrel 52, and the power output shaft of the drive motor 53 is inserted and drivingly connected to the coupling joint 525. For example, a connector or a connecting member connected to the coupling joint 525 can be provided on the power output shaft of the drive motor 53. Of course, in some embodiments, the power output shaft of the drive motor 53 and the opening and closing mandrel 52 can also be drivingly connected through a coupling to facilitate the driving connection between the drive motor 53 and the opening and closing mandrel 52.

[0091] The elastic piston assembly 54 is connected to the mounting cylinder 51 and corresponds to the first channel 522. The elastic piston assembly 54 has an elastically connected ball piston 43, and the ball piston 43 is adapted to the first channel 522. During the rotation of the opening and closing mandrel 52 driven by the drive motor 53, the ball piston 43 expands and contracts and rolls on the surface of the first channel 522 and the opening and closing mandrel 52. For example, a mounting notch is provided on the mounting cylinder 51, and the elastic piston assembly 54 is snap-fitted and fixed in the mounting notch so that the ball piston 43 is embedded in the first channel 522. Among them, the starting end of the arc-shaped transition ramp 524 is in contact with the ball piston 43 when the opening and closing mandrel 52 is in the zero position. Thus, when the opening and closing mandrel 52 starts to rotate, the ball piston 43 can be pushed inwards to retract, forming a pumping action. The slope of the arc-shaped transition ramp 524 is preferably set to 15-20°.

[0092] Specifically, the elastic piston assembly 54 includes: a mounting shell cover 541, which is sealingly connected to the mounting cylinder 51. Usually, the mounting cylinder 51 is separately provided with a cylinder body and a cover body, and the cover body is locked to the end face of the cylinder body by screws to facilitate the assembly process; a movable core column 542 slidably assembled in the mounting shell cover 541, and the ball piston 43 is rotatably connected to the end of the movable core column 542. Usually, a sealing ring can be provided on the movable core column 542 to improve the sealing performance; and an elastic pressing member 544 with one end connected to the movable core column 542 and the other end connected to the mounting shell cover 541. The elastic pressing member 544 is a spring. A convex ring is provided on the movable core column 542 for providing a butting platform for the elastic pressing member 544, and a space for the convex ring to move is provided on the mounting shell cover 541.

[0093] When the ball piston 43 is located within the first channel 522, under the elastic force of the elastic pressing member 544, it remains in contact with the first channel 522 and can roll relative to the opening and closing mandrel 52. When the ball piston 43 disengages from the arc transition ramp 524, the ball piston 43 retracts into the mounting housing 541 under the contact with the arc transition ramp 524 and the surface of the opening and closing mandrel 52, realizing the elastic expansion and contraction of the ball piston 43.

[0094] For the above several forms of oil circuit control channels, their specific layout methods are as follows: As Figure 19a shown, when only one set of oil circuit control channels is provided, one end of the first channel 522 extends close to the oil return channel 512, one end of the second channel 523 extends close to the other side of the diversion channel, and the first side of the diversion channel is located at a position close to the middle of the horizontal section of the second channel 523. At this time, when the opening and closing mandrel 52 rotates, after the brake inlet 511 deviates from the diversion channel, the brake inlet 511 still remains connected to the horizontal section of the second channel 523. When the ball piston 43 rolls in the first channel 522, it can discharge the brake oil from the brake inlet 511. At this time, it should be noted that the elastic force of the elastic pressing member 544 is set to be greater than the pressure of the hydraulic assist, so as to be able to perform the extrusion and pumping processes simultaneously, forming a large-flow brake power; As Figure 19b shown, when two sets of oil circuit control channels are provided, the two sets of oil circuit control channels are arranged at intervals on both sides of the diversion channel, and the two sets of oil circuit control channels can be set to be completely symmetrical. At this time, the diversion channel can be set at the first end of the second channel 523. When the opening and closing mandrel 52 rotates, after the brake inlet 511 deviates from the diversion channel, the ball piston 43 cannot extrude the brake oil from the brake inlet 511 during the rolling process in the first channel 522. At this time, a corresponding drain channel needs to be set to make this part of the brake oil flow back. Therefore, in this form, the release of the brake mainly relies on the pumping action. When L1 = L2, the pumping distance is the largest, and when L1 > L2, the pumping distance decreases accordingly. This method can meet the requirements of small-flow brake power. The brake pressure change diagram of one rotation of the shaft of the opening and closing mandrel 52 in this way is as Figure 19c shown.

[0095] Of course, as Figure 19d shown, the two sets of oil circuit control channels can also be set to be asymmetrical, and the lengths of the second channels 523 of the two sets of oil circuit control channels can also be set to be different. At this time, the diversion channel can be set at the middle position of the horizontal section of the second channel 523, so as to similarly form the extrusion and pumping actions, and the extrusion oil volume and pumping oil volume formed by the two sets of oil circuit control channels are different, so as to be able to meet the control requirements of more brake scenarios.

[0096] Further, a rolling installation groove is provided at the end of the movable core column 542, the ball piston 43 is located in the rolling installation groove, and a graphite lubricating block 545 is provided in the inner wall of the rolling installation groove to facilitate rolling lubrication of the ball piston 43. At the same time, an arc-shaped through port adapted to the ball piston 43 is provided on the installation cylinder 51, which cooperates with the rolling installation groove to limit the position of the ball piston 43.

[0097] During braking, the normally open solenoid valve 514 is closed, and the drive motor 53 drives the opening and closing core shaft 52 to rotate. When the brake oil inlet 511 corresponds to the oil guiding channel 521, oil is supplied to the brake module to form a high-pressure state to achieve braking. When the ball piston 43 rolls in the first channel 522, the second channel 523 is communicated with the brake oil inlet 511. The ball piston 43 can block the first channel 522 and squeeze out the brake oil in the first channel 522 during the movement and pump and press it from the brake module to cancel the braking until it disengages from the arc-shaped transition ramp 524.

[0098] At the same time, in order to improve the rotation stability of the opening and closing core shaft 52, a stable roller 515 is rotatably connected to the side of the installation cylinder 51 opposite to the elastic piston assembly 54. The stable roller 515 abuts against the opening and closing core shaft 52. Specifically, a roller mounting seat is clamped and fixed on the installation cylinder 51, and the stable roller 515 is rotatably assembled in the roller mounting and abuts against the surface of the core shaft. It should be noted that the position of the stable roller 515 needs to be located between adjacent oil circuit control channels.

[0099] Further, an angle detection sensor 526 is also provided at the first end of the opening and closing core shaft 52 for zero-position calibration of the angle of the opening and closing core shaft 52 after the braking action is completed. In the zero-position state, the brake oil inlet 511 corresponds to the oil guiding channel 521. At the same time, the rotation angle of the opening and closing core shaft 52 can also be detected in real time according to the angle detection sensor 526. According to the brake pressure feedback by the brake pressure sensor 556 and supporting the intelligent driving system, the opening and closing core shaft 52 can be rotated to any angle to match different brake pressure requirements; in order to facilitate the start of the next braking function, after each anti-lock braking action is completed, the opening and closing core shaft 52 needs to be rotated back to the zero position. The angle detection sensor 526 can perform zero-position calibration on the opening and closing core shaft 52 to ensure the accuracy of the reset of the opening and closing core shaft 52. In actual application, the angle detection sensor 526 can be arranged on a zero-position dividing gear disk to ensure the accuracy of zero-position calibration.

[0100] At the same time, an angle encoder 527 is provided at the second end of the opening and closing core shaft 52 for feeding back the angle information and speed information of the opening and closing core shaft 52. According to the angle information and speed information, the drive motor 53 can be automatically controlled to meet the rotational control requirements of different opening and closing core shafts 52.

[0101] In the non-braking state, the normally open solenoid valve 514 is in the open state, and the brake fluid can form a circulation loop through the brake inlet 511, the oil return passage 512, the communication passage 513, and the oil guiding passage 521, without forming a brake, ensuring the normal driving of the vehicle. When braking, the normally open solenoid valve 514 closes, disconnecting the circulation of the brake fluid, so that the brake fluid is supplied from the oil return passage 512 to the brake module, driving the brake module to actuate to achieve braking. According to the need, the anti-lock function can be selected to be started. When the anti-lock function is started, during the braking process, the driving motor 53 controls the opening and closing spindle 52 to rotate counterclockwise. At the beginning of the rotation, the brake inlet 511 corresponds to the oil guiding passage 521 to divert the brake fluid to the brake module to achieve braking. Then, during the rotation of the opening and closing spindle 52, the ball piston 43 rolls relatively in the first passage 522, squeezing out the brake fluid in the first passage 522 and flowing back through the second passage 523. At this time, the brake fluid flows back from the brake module to the first passage 522 through the oil return passage 512 for pressure relief. During the rolling of the ball piston 43 in the arc transition ramp 524 and the first passage 522, it will retract inward due to being resisted, generating a volume difference to accommodate the brake fluid, forming a pumping action to drain the brake fluid until the ball piston 43 disengages from the arc transition ramp 524, that is, canceling the braking action of the brake module. The hydraulic oil volume pumped by the pumping action is the volume V1 retracted by the movable core column 542 minus the volume V2 of the ball piston 43 exposed outside the movable core column 542. When the brake inlet 511 corresponds to the oil guiding passage 521 again, pressurization can be carried out again, raising the pressure of the brake module to the high-pressure state and re-executing the braking action, forming a braking-canceling braking-re-braking action cycle to achieve the anti-lock function.

[0102] By controlling the rotation of the opening and closing spindle 52 through the driving motor 53, two braking cycles can be achieved for each rotation. By controlling the rotation speed of the driving motor 53, the on-off times per second can be obtained. Taking the maximum rotation speed of the driving motor 53 as 6000 rmp as an example, the opening and closing spindle 52 can perform two working cycles for each rotation, so the working cycles per second are 6000 * 2 / 60 = 200 times per second, far exceeding the existing method of controlling through the on-off of the solenoid valve, achieving a better anti-lock effect, with better controllability, fewer overall required electronic control components, a simpler structure, and lower costs.

[0103] Such as Figure 22As shown, the brake pressure control device 50 of the present invention is controlled by a main control processor 55, which is communicatively connected to the vehicle system, and further includes: a motor controller 551 connected to the main control processor 55, and the motor controller 551 is connected to the drive motor 53; an angle information processing module 552 connected to the main control processor 55, and the angle detection sensor 526 and the angle encoder 527 are connected to the angle information processing module 552; a valve control module 553 connected to the main control processor 55, and each normally open solenoid valve 514 is connected to the valve control module 553; and a wheel speed detection module 554 connected to the main control processor 55 for real-time feedback of the rotational speeds of each wheel; each oil return passage 512 is respectively communicated to the brake modules of different wheels, and the main control processor 55 controls the rotational speed of the drive motor 53 and the opening and closing of the corresponding normally open solenoid valve 514 according to the rotational speeds of each wheel to regulate the braking action.

[0104] Specifically, the four groups of normally open solenoid valves 514 can generally adopt a front-back connection method or a cross-connection method. In the front-back connection method, for example, D1 can be connected to the brake module of the left front wheel, D2 to the brake module of the right front wheel, D3 to the brake module of the left rear wheel, and D4 to the brake module of the right rear wheel; while in the cross-connection method, for example, D1 can be connected to the brake module of the left front wheel, D2 to the brake module of the right rear wheel, D3 to the brake module of the right front wheel, and D4 to the brake module of the left rear wheel.

[0105] The main control processor 55 can receive the control signal of the vehicle system to meet the automatic braking control requirements of intelligent driving. The angle information processing module 552 processes the angle information of the angle detection sensor 526 and the angle encoder 527 and sends it to the main control processor 55, so that the main control processor 55 can intelligently control the operation of the drive motor 53 through the motor controller 551. The wheel speed detection module 554 provides real-time feedback on the rotational speeds of each wheel. During braking, according to the wheel rotational speeds, the valve control module 553 can control the opening and closing of the normally open solenoid valve 514. Since the wheels may slip and other situations occur when encountering different complex road conditions, a rotational speed difference will be formed between different wheels, causing the vehicle body to be unstable. Through the control of the valve control module 553 in cooperation with the anti-lock function, it can effectively prevent the vehicle body from deviating and ensure the stability of the vehicle body. For example, when the wheel speed detection module 554 determines that there is a wheel speed difference, it closes the normally open solenoid valve 514 corresponding to the wheel with a faster rotational speed and performs an anti-lock braking action to correct the deflection angle of the vehicle body and maintain the stability of the vehicle body.

[0106] In actual application, it can also be combined with the control of the in-vehicle system to achieve intelligent driving brake control. For example, it can control the driving motor 53 to drive the rotation speed of the starting mandrel, or control the opening and closing mandrel 52 to stay at different positions, and make a comprehensive comparison and judgment with the in-vehicle system. When the vehicle slips or spins, etc., it can achieve vehicle body stability control, and can collect various driving data according to the driving habits of the vehicle, and perform machine learning and modeling to improve the stability of intelligent driving.

[0107] When accessing the intelligent driving system, it can also comprehensively use the steering wheel deflection angle feedback by the steering wheel angle detector for brake control to achieve vehicle body stability. For example: When the left front wheel speed is less than the right front wheel speed, the left rear wheel speed is less than the right rear wheel speed, and the steering wheel deflection angle is to the left, the rear of the vehicle deflects to the left. At this time, control the normally open solenoid valves 514 corresponding to the right front wheel and the right rear wheel to close, perform anti-lock braking on the right front wheel and the right rear wheel, and at the same time control the steering wheel to return to the straight position, so that the wheel speed drops smoothly and the vehicle body is stable and controllable; When the left front wheel speed is greater than the right front wheel speed, the left rear wheel speed is less than the right rear wheel speed, and the steering wheel deflection angle is to the right, the rear of the vehicle deflects to the left. At this time, control the normally open solenoid valves 514 corresponding to the left front wheel and the right rear wheel to close, perform anti-lock braking on the left front wheel and the right rear wheel, and at the same time control the steering wheel to return to the straight position, so that the wheel speed drops smoothly and the vehicle body is stable and controllable; The brake control methods in other cases are similar. Preferably, first perform braking actions on the wheels with faster speeds, then perform braking actions on all four wheels simultaneously, and finally perform braking actions on the left rear wheel and the right rear wheel, forming a state where the front wheels tow the rear wheels, which plays a better role in reducing speed and stabilizing the vehicle body.

[0108] Furthermore, the main control processor 55 is also connected to a pressure monitoring module 555. The pressure monitoring module 555 is connected to the brake pressure sensors 556 respectively arranged at each brake module, and is used to real-time feedback the braking pressure generated by the brake module. The braking pressure of the brake module is detected by the brake pressure sensor 556 and fed back to the main control processor 55 by the pressure monitoring module 555, so as to achieve intelligent braking and anti-lock control.

[0109] Meanwhile, the main control processor 55 is also connected to a valve control button module 557. The valve control button module 557 is connected to each normally open solenoid valve 514 and is used to manually control the opening and closing of each normally open solenoid valve 514. Through the valve control button module 557, the opening and closing of the normally open solenoid valve 514 can be manually controlled in a parked state or at a low speed of 30 km / h to achieve manual anti-lock operation, which is used to prevent the vehicle from slipping when starting or driving at a low speed on complex road surfaces. This setting method is suitable for application in four-wheel drive off-road vehicles. When applied, the corresponding button can be pressed according to the wheel slipping situation to control the corresponding normally open solenoid valve 514 to disconnect, so as to achieve the corresponding anti-lock control and vehicle body stability control.

[0110] Further, as Figure 1 , Figure 23 and Figure 24 shown, a manual flow control component 60 is further provided between the brake pressure control device 50 and the brake module. The manual flow control component 60 includes: a flow control cylinder block 61. A through flow control channel 611 is provided on the flow control cylinder block 61 corresponding to each oil return channel 512. The oil outlet end of the flow control channel 611 is correspondingly connected to each brake module; a number of oil pressure detection sensors 62 respectively corresponding to each flow control channel 611 are used to detect the oil pressure flowing in each flow control channel 611; and, a flow control valve core 63 corresponding to each flow control channel 611 is provided. A flow control ring groove 631 corresponding to the flow control channel 611 is provided on the flow control valve core 63. The flow control valve core 63 is movably connected to the flow control cylinder block 61. In the normal state, the flow control ring groove 631 corresponds to the flow control channel 611 to keep the liquid path normal, and when the oil pressure detection sensor 62 detects abnormal oil pressure in the corresponding flow control channel 611, the flow control valve core 63 can move to close the flow control channel 611.

[0111] Specifically, a valve core port perpendicular to the flow control channel 611 is provided on the flow control cylinder block 61. The flow control valve core 63 is movably inserted into the valve core port and is hermetically connected to the valve core port. The bottom of the flow control valve core 63 can be set to be threadedly connected to the flow control cylinder block 61, and an operation head or wrench hole convenient for being screwed by tools such as a wrench is provided at the top. In the normal state, the flow control ring groove 631 is aligned with the flow control channel 611, so that the brake oil can normally pass through and be supplied to the brake module. When it is necessary to close the corresponding flow control channel 611, only need to screw the flow control valve core 63 to make the flow control ring groove 631 deviate from the control channel, and the flow control channel 611 can be closed by the flow control valve core 63; in some embodiments, the flow control valve core 63 can be actuated by a battery iron magnetic force control method, and automatic control can be achieved in this way.

[0112] The oil pressure of each flow control channel 611 is detected by the oil pressure detection sensor 62. When abnormal oil pressure is detected, it indicates that a fault has occurred in the brake oil circuit corresponding to the corresponding flow control channel 611. At this time, the corresponding flow control valve core 63 can be manually closed temporarily, while the other flow control channels 611 remain unblocked, ensuring that normal braking operations can still be performed during subsequent driving. While ensuring driving safety, it avoids being stranded on the road due to brake damage and only requires timely maintenance later.

[0113] When the brake is not activated, the hydraulic oil flows in from the high-pressure oil inlet 211, discharges from the damping oil outlet 212, and returns to the oil storage tank 38 through the oil outlet channel 412 of the handbrake proportional valve control device 40 to form a cycle. When the second oil pump 37 operates, it extracts hydraulic oil from the oil storage tank 38 and supplies it to the standby energy storage device 30 for hydraulic energy storage; during normal braking, the first oil cylinder mainly provides hydraulic oil. After the first hydraulic booster receives the pressure transmitted from the brake pedal, it closes the damping oil outlet 212. At this time, the hydraulic oil cannot flow out from the damping oil outlet 212, thereby generating hydraulic assistance. Since the flow rate of the first oil pump 16 is associated with the vehicle speed, that is, the faster the vehicle speed, the greater the flow rate, and the greater the braking assistance during braking, thus improving the safety of braking during driving. When the handbrake is not actuated, the oil inlet channel 411 is in a closed state and the oil outlet channel 412 is in a conducting state. At this time, the standby energy storage device 30 always maintains a hydraulic energy storage state. When the handbrake is activated, the oil inlet channel 411 is conducting and the oil outlet channel 412 is in a conducting state. At this time, the hydraulic oil flowing out from the standby energy storage device 30 can also flow into the high-pressure oil inlet 211 through the oil inlet channel 411 and the oil inlet groove 422, while the hydraulic oil flowing out from the damping oil outlet 212 cannot flow out and can only form braking assistance in the first hydraulic booster to complete the handbrake operation and achieve the same effect as the foot brake. In the non-braking state, the normally open solenoid valve 514 is in an open state, and the brake oil can circulate freely within the brake pressure control device 50, so that the pressure is not applied to the brake module and no braking action is formed; when braking is initiated for braking, the normally open solenoid valve 514 closes, disconnecting the circulation of the brake oil and diverting the brake oil to the brake module, which can then drive the brake module to actuate to achieve braking. At the same time, during braking, the drive motor 53 can drive the opening and closing core shaft 52. During rotation, due to the interaction between the elastic piston assembly 54 and the oil circuit control channel, the return oil volume of the brake oil can be adjusted, thereby adjusting the brake pressure or releasing the brake, achieving the anti-lock braking function. The rotation of the opening and closing core shaft 52 is controlled by the drive motor 53 to achieve cyclic control of braking or releasing the brake, and the rotation angle of the opening and closing core shaft 52 can be controlled to adjust the brake pressure, thereby achieving a better anti-lock braking effect, with better controllability and fewer overall required electronic control components and lower costs. The overall structure of this system is simpler, and the system uses fewer electronic components, so the probability of brake failure during use is lower, which effectively improves the safety of braking, reduces the occurrence of traffic accidents caused by brake failure, and can achieve large-flow assistance to meet the braking needs of various models such as new energy vehicles, off-road vehicles, and SUVs.

[0114] Embodiment 2 A dual-channel dual-brake booster heavy vehicle hydraulic brake system, the difference between this embodiment and embodiment 1 is that: in this embodiment, Figures 25 to 31 As shown, a valve-controlled switching device 70 and a second hydraulic booster 80 are also connected between the first hydraulic booster and the brake pressure control device 50; the valve-controlled switching device 70 has at least two oil inlet channels 711 corresponding to each oil outlet, and an oil outlet channel 712 arranged corresponding to the oil inlet channel 711, and a switching valve core assembly 72 is provided between the oil inlet channel 711 and the oil outlet channel 712. The switching valve core assembly 72 is used to close the corresponding oil inlet channel 711 when the oil outlet pressure is lower than a predetermined threshold value.

[0115] The second hydraulic booster 80 includes a second hydraulic power assembly 81, a second power conversion assembly 82 and a pressure relief protection valve component 83 which are relatively sealed and connected. The pressure relief protection valve component 83 has at least two pressure relief oil ports 8331 which are respectively connected to each oil outlet channel 712, and the pressure relief protection valve component 83 closes the corresponding pressure relief oil ports 8331 in response to the switching action of the switching valve core assembly 72. The second power conversion assembly 82 is used to receive the hydraulic power output from the valve-controlled switching device 70, and the second hydraulic power assembly 81 is used to connect with the brake pressure control device 50 to provide braking power.

[0116] like Figures 25 to 27 As shown, the valve-controlled switching device 70 includes a first valve body 71, an oil inlet channel 711 and an oil outlet channel 712 are relatively arranged on both sides of the first valve body 71, and a first switching guide channel 713 is provided in the middle of the first valve body 71; the switching valve core assembly 72 includes: a first magnetic valve member 721 arranged at both ends of the first switching guide channel 713, a first card nesting opening 722 is formed on the inner side of the first magnetic valve member 721; and a first valve core member 723 slidably assembled in the first switching guide channel 713, The two ends of the first valve core component 723 are elastically connected to the first magnetic valve component 721 through the first balance spring 724, and the middle part of the first valve core component 723 is formed with a first sealing section 725 that is sealed and connected to the first switching guide channel 713, and the first sealing section 725 is located between the two oil inlet channels 711, and the first magnetic valve component 721 can attract the first valve core component 723 and be embedded in the first embedding opening 722 to seal the oil inlet channel 711 on the corresponding side and keep the oil inlet channel 711 on the other side conductive.

[0117] Specifically, the first switching diversion channel 713 runs through the first valve body 71. The first magnetic valve member 721 can be fixed to both ends of the first switching diversion channel 713 by means of snap connection, threaded connection, etc. The first magnetic valve member 721 can, for example, adopt an electromagnet. Installation sleeve openings are provided at both ends of the first valve core member 723, and a set of guide posts is formed inside the installation sleeve openings. One end of the first balance spring 724 is sleeved on the set of guide posts, and the other end is sleeved in the installation sleeve opening, so as to achieve the position balance of the first valve core member 723 through the two first balance springs 724. On both sides of the first sealing section 725 on the first valve core member 723, there are formed stepped stages with diameters smaller than that of the first switching diversion channel 713. These stepped stages cannot fit into the oil inlet channel 711 and the oil outlet channel 712, enabling the brake fluid to flow smoothly. Moreover, on the stepped stages, there are also armature blocks used for attracting and engaging with the first magnetic valve member 721. A number of diversion slots are provided on the armature blocks, so that when the first magnetic valve member 721 on one side attracts and engages with the armature block, the fluid can still flow smoothly on the other side.

[0118] A first elastic snap ring 726 is provided in the first snap - nested opening 722. The first elastic snap ring 726 is snap - fitted into an annular groove provided on the inner wall of the first snap - nested opening 722. At both ends of the first valve core member 723, there are first snap - convex platforms 727 adapted to the first elastic snap ring 726. When the first magnetic valve member 721 attracts and engages the first valve core member 723, the first snap - convex platform 727 engages with the first elastic snap ring 726, and one side of the first snap - convex platform 727 is set as an inclined frustum structure to facilitate the first snap - convex platform 727 to snap into the first elastic snap ring 726. When the first magnetic valve member 721 attracts and engages the first valve core member 723, the first snap - convex platform 727 is pressed and snapped into the first elastic snap ring 726 to clamp and fix the first valve core member 723 and maintain the seal of the corresponding oil inlet channel 711.

[0119] Under normal circumstances, the corresponding oil inlet channel 711 and the oil outlet channel 712 are in a conducting state. When there is damage to the oil circuit, the first magnetic valve member 721 on the corresponding side is energized to generate a magnetic attraction force to attract and engage the first valve core member 723. At this time, the first sealing section 725 can seal the corresponding oil inlet channel 711, while the other oil inlet channel 711 remains in a conducting state, realizing the switching of the flow channels. When the first valve core member 723 is attracted and engaged, its end is embedded in the first snap - nested opening 722 to form a snap - fit with the first magnetic valve member 721, thereby keeping the corresponding oil inlet channel 711 in a closed state; when the repair is completed, the first valve core member 723 is disengaged from the first snap - nested opening 722, and the first balance spring 724 drives the first valve core member 723 to reset to between the two oil inlet channels 711.

[0120] In some embodiments, a plug can also be used to replace the first magnetic valve member 721. In this case, under normal circumstances, it is kept in a conducting state by the first balance spring 724. When a failure occurs in one of the oil circuits, a pressure difference will be generated due to the large pressure in one oil inlet passage 711 and the small pressure in the other oil inlet passage 711. Through this pressure difference, the first valve core member 723 can also be driven to slide and close the low-pressure oil inlet passage 411.

[0121] Preferably, in some embodiments, the first valve body 71 and the first cylinder block 11 are tightly sealed and arranged, and the two oil inlet passages 711 are respectively connected to the first oil outlet 111 and the second oil outlet 113, so that when a failure occurs in the oil circuit and the corresponding oil inlet passage 711 is closed, the leakage of brake oil can be further reduced. At the same time, the aperture of the oil inlet passage 711 is set to be smaller than the aperture of the oil outlet passage 712, so that a pressure difference will be formed between the oil inlet passage 711 and the oil outlet passage 712, and a large flow output can be realized at the oil outlet passage 712 to effectively drive the second power conversion assembly 82 to act.

[0122] The structure of the second hydraulic power assembly 81 is the same as that of the first hydraulic power assembly 10, and the structure of the second power conversion assembly 82 is the same as that of the first power conversion assembly 20, and their action processes are also exactly the same. The only difference is that the power of the first power conversion assembly 20 comes from the pressure of the damping lever 23 receiving the pressure from the brake pedal, while the power of the second power conversion assembly 82 comes from the pressure injected by the valve control switching device 70 into the pressure relief protection valve member 83.

[0123] It can be understood that the second hydraulic power assembly 81 also has a first oil outlet 111 and a second oil outlet 113. When connecting to the brake pressure control device 50, the first oil outlet 111 and the second oil outlet 113 can be respectively connected to each brake oil inlet 511. At this time, both the first oil outlet 111 and the second oil outlet 113 can provide brake assistance to each brake oil inlet 511 at the same time; or the brake oil inlets 511 can be divided into two groups in pairs, the first oil outlet 111 is connected to the first group of brake oil inlets 511, and the second oil outlet 113 is connected to the second group of brake oil inlets 511. At this time, the first oil outlet 111 provides brake assistance to the first group of brake oil inlets 511, and the second oil outlet 113 provides brake assistance to the second group of brake oil inlets 511.

[0124] Correspondingly, when the four oil return passages 512 are connected to the brake module, for a small four-wheel vehicle, the four oil return passages 512 can be respectively connected to the brake modules on each wheel. For a heavy truck, it is usually divided into two-axle, three-axle, four-axle and other types. At this time, the brake modules corresponding to each axle can be used as a group, and each oil return passage 512 is respectively connected to the brake modules in the same group, so as to form synchronous control of each group of brake modules.

[0125] It can be understood that the second power conversion assembly 82 also has a high-pressure oil inlet 211 and a damping oil outlet 212. In this embodiment, the difference from the first embodiment is that the second hydraulic booster 80 replaces the first hydraulic booster and is connected to the energy storage cylinder 31, the handbrake proportional valve control device 40 and the brake pressure control device 50. The high-pressure oil inlet 211 of the first hydraulic booster is connected to the first oil pump 16 through the third one-way valve 164, and the high-pressure oil inlet 211 of the first hydraulic booster is connected to the first oil pump 16 through the first one-way valve 162, and the damping oil outlet 212 of the first hydraulic booster is connected to the oil storage pot 38.

[0126] In some embodiments, the first oil pump 16 is also connected to a storage solenoid valve 165, which is unidirectionally connected to the oil inlet end of the energy storage cylinder 31. The energy storage solenoid valve 165 can be used to control whether the hydraulic oil pumped out by the first oil pump 16 is input into the energy storage cylinder 31. Under normal circumstances, the energy storage solenoid valve 165 is in a closed state. Usually, the energy storage solenoid valve 165 is opened to supply oil to the energy storage cylinder 31 only when an oil supply failure occurs in the second oil pump 37. In addition, the damping oil outlet 212 of the first hydraulic booster can also be set to be connected to the oil outlet channel 412 of the handbrake cylinder 41.

[0127] Specifically, Figures 28 to 31 As shown, the pressure relief protection valve component 83 includes: a pressure relief valve sleeve 831, which is sealed and connected to the second power conversion component 82; a pressure relief piston 832 elastically sealed and connected to the pressure relief valve sleeve 831, one side of the pressure relief piston 832 is drivingly connected to the second power conversion component 82 through a connecting rod 8321; and a pressure relief switching component 833 arranged at the end of the pressure relief valve sleeve 831, and the pressure relief switching component 833 is used to keep the two pressure relief oil ports 8331 conductive or to close one of the pressure relief oil ports 8331. When braking, the brake oil pressure relief port 8331 enters the pressure relief valve sleeve 831, and then applies pressure to the pressure relief piston 832, pushing the second power conversion assembly 82 to move through the linkage rod 8321, forming an action similar to stepping on the brake pedal; under normal circumstances, the pressure relief piston 832 keeps the two pressure relief ports 8331 conductive at the same time, so that the brake oil can flow smoothly when braking. When one of the oil circuits is damaged, the pressure relief switching assembly 833 is actuated to close the corresponding pressure relief port 8331.

[0128] Among them, the structure of the pressure relief switching component 833 is basically the same as that of the valve control switching device 70. The pressure relief switching component 833 includes: a second valve body 8330, with pressure relief oil ports 8331 arranged on both sides of the second valve body 8330, and a second switching diversion channel 8332 is provided in the middle of the second valve body 8330; second magnetic valve parts 8333 arranged at both ends of the second switching diversion channel 8332, and a second card nesting port 8334 is formed inside the second magnetic valve parts 8333; and a second valve core part 8335 slidably assembled in the second switching diversion channel 8332. The two ends of the second valve core part 8335 are elastically connected to the second magnetic valve parts 8333 through a second balance spring 8336. A second sealing section 8337 that is hermetically connected to the second switching diversion channel 8332 is formed in the middle of the second valve core part 8335. The second sealing section 8337 is located between the two pressure relief oil ports 8331, and the second magnetic valve parts 8333 can attract and hold the second valve core part 8335 and be nested in the second card nesting port 8334 to seal the corresponding pressure relief oil port 8331 on one side and keep the pressure relief oil port 8331 on the other side conducting.

[0129] Under normal circumstances, the second sealing section 8337 is located between the two pressure relief oil ports 8331, making the two pressure relief oil ports 8331 in a conducting state. When there is an oil circuit damage, the second magnetic valve parts 8333 on the corresponding side are energized to generate a magnetic attraction force to attract the second valve core part 8335. At this time, the second sealing section 8337 can close the corresponding pressure relief oil port 8331, while the pressure relief oil port 8331 on the other side remains in a conducting state, realizing the switching of the flow channel. When the second valve core part 8335 is attracted, its end is embedded in the second card nesting port 8334 and forms a snap fit with the second magnetic valve parts 8333, so as to keep the pressure relief oil port 8331 on the corresponding side in a closed state; after the repair is completed, the second valve core part 8335 is disengaged from the second card nesting port 8334, and the second balance spring 8336 drives the second valve core part 8335 to reset to between the two pressure relief oil ports 8331 again.

[0130] A second elastic snap ring 8338 is provided in the second card nesting port 8334, and second snap protrusions 8339 adapted to the second elastic snap ring 8338 are provided at both ends of the second valve core part 8335. When the second magnetic valve parts 8333 attract the second valve core part 8335, the second snap protrusions 8339 are engaged with the second elastic snap ring 8338. When the second magnetic valve parts 8333 attract the second valve core part 8335, the second snap protrusions 8339 are pressed into the second elastic snap ring 8338 to engage and fix the second valve core part 8335 and keep the corresponding pressure relief oil port 8331 sealed.

[0131] Similarly, in some embodiments, a plug can also be used to replace the second magnetic valve member 8333. In this case, under normal circumstances, the second balance spring 8336 keeps it in a conducting state. When a fault occurs in one of the oil circuits, a pressure difference will be generated, with a larger pressure at one pressure relief oil port 8331 and a smaller pressure at the other pressure relief oil port 8331. Through this pressure difference, the second spool member 8335 can also be driven to slide and close the pressure relief oil port 8331 with a lower pressure.

[0132] During braking, the first power conversion assembly 20 receives the pressure of the brake pedal and converts it into a hydraulic driving force. Then, the first hydraulic power assembly 10 receives this hydraulic driving force and outputs hydraulic assistance from the oil outlet. This hydraulic assistance enters the valve control switching device 70 through the oil inlet passage 711, and then is conveyed from the oil outlet passage 712 to the pressure relief oil port 8331. This hydraulic assistance exerts pressure on the second power conversion assembly 82 through the pressure relief protection valve member 83. The second power conversion assembly 82 also converts this pressure into a hydraulic driving force, and then the second hydraulic power assembly 81 receives this hydraulic driving force and forms hydraulic assistance acting on the brake power assembly to drive the brake power assembly to perform a braking action. During the braking process, when the oil pressure sensor detects that the oil outlet pressure at one of the oil outlets is lower than a predetermined threshold, it indicates that a fault such as damage or oil leakage has occurred in the brake oil pipeline corresponding to this oil outlet. At this time, the switching spool assembly 72 closes the corresponding oil inlet passage 711 to stop the supply of brake oil in this passage, thereby reducing brake oil leakage. The brake oil then enters the valve control switching device 70 from the other oil inlet passage 711 and is supplied to the pressure relief protection valve member 83 through the corresponding oil outlet passage 712. The pressure relief protection valve member 83 synchronously closes the corresponding pressure relief oil port 8331 to further reduce brake oil leakage, thus ensuring that when the brake assistance in one channel fails, the brake assistance in the other channel can still take effect, thereby improving the driving safety and reducing the occurrence of accidents.

[0133] Embodiment III The difference between the embodiment of the present invention and Embodiment II is that this embodiment is mainly applied to heavy-duty vehicles such as heavy trucks, such as Figure 32As shown, in this embodiment, the first oil pump 16 and the high-pressure oil inlet of the second power conversion assembly 82 are connected unidirectionally through a third one-way valve 164 for oil supply, and the oil outlet end of the third one-way valve 164 and the energy storage cylinder block 31 are also connected unidirectionally through a fourth one-way valve 166, so as to be able to charge the energy storage cylinder block 31; the second oil pump 37 is arranged to be drivenly connected to the engine 373 through devices such as a gearbox and a coupling. The oil outlet end of the second oil pump 37 is unidirectionally connected to the energy storage cylinder block 31 and the high-pressure oil inlet 211 of the first power conversion assembly 20 respectively. The damping oil outlet 212 of the first power conversion assembly 20 is connected to the oil return port of the oil storage pot 38 through an oil outlet pipe, and a manual control solenoid valve 168 is also connected to the oil outlet pipe. The manual control solenoid valve 168 is connected to the steering wheel emergency brake button switch 363. The manual control solenoid valve 168 is in an open state under normal conditions. When the steering wheel emergency brake button switch 363 is pressed, the manual control solenoid valve 168 is synchronously closed, so as to limit the hydraulic power assistance formed by the oil return of the first power conversion assembly 20 from being supplied to the pressure relief protection valve member 83. At the same time, in some embodiments, a second pressure limiting damping hole 374 can also be provided between the second oil pump 37 and the energy storage cylinder block 31. The second pressure limiting damping hole 374 can limit the oil supply amount to the energy storage cylinder block 31, and can reduce the oil leakage amount when a fault occurs in the oil circuit.

[0134] Different from only setting a group of first hydraulic power boosters in the first embodiment, the first embodiment is mainly applicable to electric vehicles, hybrid vehicles and small passenger cars with small flow rates. These vehicles require a high reaction speed. At a low speed, the pump oil motor 371 and the standby energy storage device 30 work frequently. When parking, the pump oil motor 371 can be automatically started to perform a pressure maintaining function on the standby energy storage device 30 to ensure the stability and continuity of braking; while the braking system with both the first hydraulic power booster and the second hydraulic power booster 80 set in this embodiment is particularly applicable to heavy-duty trucks such as trucks and freight trucks. These vehicles have a large flow rate demand. At this time, the power of the second oil pump 37 is taken from the kinetic energy of the engine, and the volume of the standby energy storage device 30 needs to be set larger. At this time, when the vehicle starts, the continuous operation of the engine can continuously drive the second oil pump 37 to pump oil, so that motors and other electrical auxiliary devices can be omitted, and the cost is lower.

[0135] Since the overall body of these vehicles will become unstable or unbalanced after loading goods, by combining with the brake pressure control device 50, the vehicle body stability can be effectively improved during vehicle driving. By further combining with the valve control switching device 70 and the second hydraulic power booster 80, the braking safety can be effectively ensured. When a fault occurs in a certain group of brake oil circuits, there is still another group of brake oil circuits that maintain the braking function, so that normal driving can still be maintained in remote areas, as long as it is timely entered the repair point for repair.

[0136] The above embodiments merely illustrate several implementation manners of the present invention. The description thereof is relatively specific and detailed, but it should not be construed as a limitation on 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 modifications and improvements can be made. These are all equivalent modifications and evolutions made to the above embodiments based on the substantial technology of the present invention, and all of these fall within the protection scope of the present invention.

Claims

1. A dual-channel and dual-brake-boosting hydraulic braking system for heavy vehicles, characterized in that, include: a first hydraulic booster, the first hydraulic booster having a high-pressure oil inlet and a damping oil outlet, the high-pressure oil inlet being connected to a first oil pump, the first oil pump being connected to an oil reservoir to supply hydraulic oil to the first hydraulic booster, the damping oil outlet being used to discharge hydraulic oil, the first oil pump being connected to a vehicle main shaft drive to adjust the pump oil flow rate according to the driving speed, the first hydraulic booster receiving the pressure transmitted from the brake pedal and closing the damping oil outlet to output hydraulic boost; A backup energy storage device, wherein the backup energy storage device is connected to a second oil pump, the second oil pump is connected to an oil storage pot to supply hydraulic oil into the backup energy storage device for hydraulic energy storage, and the backup energy storage device is connected to the high-pressure oil inlet to supply hydraulic oil to the hydraulic booster when the first oil pump or the second oil pump fails; A handbrake proportional valve control device, the handbrake proportional valve control device has 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 backup energy storage device, 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, the hydraulic oil discharged from the damping oil outlet flows back to the oil storage pot through the oil outlet channel, and the handbrake proportional valve control device is controlled by the action of the handbrake operating switch to close the oil outlet channel and open the oil inlet channel, and the stored hydraulic oil is transported to the first hydraulic booster through the oil inlet channel to form a brake booster; as well as, A brake pressure control device, used to receive the hydraulic boost of the first hydraulic booster to provide brake power to the brake module to perform braking action, the brake pressure control device includes: an opening and closing spindle with a plurality of oil circuit control channels, a drive motor for driving the opening and closing spindle to rotate, an elastic piston assembly for blocking or opening the oil circuit control channel, and a normally open solenoid valve for controlling the free circulation of brake oil or forcing the brake oil to flow through the oil circuit control channel. When braking, the normally open solenoid valve is controlled to close, the opening and closing spindle guides the brake oil to the brake module to perform braking action, and when the drive motor drives the opening and closing spindle to rotate, the elastic piston assembly can move relatively in the oil circuit control channel to control the return flow of brake oil to adjust the brake pressure or release the brake.

2. The dual-channel dual-brake-assist heavy vehicle hydraulic braking system according to claim 1, wherein The first hydraulic booster comprises a first hydraulic power assembly and a first power conversion assembly which are relatively sealed and connected, the first hydraulic power assembly is used to be connected with the brake power assembly to achieve hydraulic boosting, and the first power conversion assembly is used to receive the pressure transmitted from the brake pedal; The first hydraulic power assembly comprises: A first cylinder body, wherein a first oil outlet, a first oil inlet, a second oil outlet and a second oil inlet are sequentially arranged along an axial direction of the first cylinder body; A first piston body elastically connected to the first cylinder body and slidably arranged between the first oil outlet and the second oil outlet; A second piston body elastically connected to the first piston body and slidably disposed between the second oil outlet and the opening of the first cylinder body; In the non-braking state, the first piston body is located between the first oil inlet and the second oil outlet, and the second piston body is located between the second liquid inlet and the opening of the first cylinder block; The first power conversion assembly includes: A second cylinder block hermetically connected to the first cylinder block, with the high-pressure oil inlet and the damping oil outlet arranged in sequence along the axis of the second cylinder block; A third piston body slidably arranged in the second cylinder block and elastically connected to the second cylinder block. There is a hydraulic power chamber between the third piston body and the second piston body. The third piston body is connected with a damping pressure rod extending out of the second cylinder block to receive the pressure transmitted from the brake pedal. In the non-braking state, the third piston body is located between the damping oil outlet and the end of the second cylinder block; During braking, the damping pressure rod is pressed to push the third piston body to move to partially or completely block the damping oil outlet to form a pressure difference in the hydraulic power chamber. The high-pressure liquid flow injected from the high-pressure oil inlet uses the pressure difference to push the first piston body and the second piston body to move forward to block the first oil inlet and the second oil inlet respectively to form high-pressure boost.

3. The dual-channel dual-brake-boosting hydraulic braking system for heavy vehicles according to claim 1, characterized in that, The standby energy storage device includes: An energy storage cylinder block. The oil inlet end of the energy storage cylinder block is unidirectionally communicated with the second oil pump 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 block. The energy storage piston is elastically connected to the energy storage cylinder block through an energy storage elastic member, and is used to receive hydraulic oil during the operation of the second oil pump to move to the energy storage limit position. Energy storage chambers 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 are provided on the energy storage cylinder block at the energy storage limit position. The first oil drain port and the second oil drain port are connected 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 hydraulic oil to the oil return chamber and store hydraulic oil in the energy storage chamber to form standby braking energy; The pressure control valve is connected to a brake controller. 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 boost.

4. The dual-channel and dual-brake-assist hydraulic braking system for heavy vehicles according to claim 3, wherein The brake controller is also connected to a brake start induction switch, which is used to generate a braking control signal when the brake pedal is stepped on. The brake controller controls the second oil pump to start in the vehicle start state in response to the braking control signal; The brake controller is also connected to an emergency brake induction switch, which is used to generate a first emergency braking signal when the brake pedal is stepped on to the limit position; The brake controller is also connected to a steering wheel emergency brake button switch, which is arranged on the steering wheel or at the driver's seat and is used to manually control the generation of a 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 in response to the first emergency braking signal and the second emergency braking signal when the vehicle is in a starting state.

5. The dual-channel and dual-brake-boosting hydraulic braking system for heavy vehicles according to claim 4, characterized in that, The handbrake proportional valve control device includes: A handbrake cylinder body, with the oil inlet passage and the oil outlet passage provided in the handbrake cylinder body; 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 provided 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 braking control proportional valve corresponding to the second plug column is provided outside the handbrake cylinder body. The emergency braking control proportional valve is connected to the brake controller and controls the second plug column to slide to block the oil outlet passage in response to the second emergency braking signal of the steering wheel emergency braking button switch.

6. The dual-channel and dual-brake-boosting hydraulic braking system for heavy vehicles according to claim 1, wherein The brake pressure control device includes an installation cylinder. Four groups of oppositely arranged brake oil inlet ports and oil return passages are arranged along the axial direction on the installation cylinder. The brake oil inlet ports are used for supplying brake oil, and the oil return passages are used for supplying brake oil to the brake module to provide braking power. Each group of the brake oil inlet ports and the oil return passages are connected through a communication passage, and normally open solenoid valves are respectively connected to each of the communication passages; The opening and closing core shaft is rotatably assembled in the installation cylinder. A through oil guiding passage is provided on the opening and closing core shaft corresponding to the brake oil inlet port and the oil return passage, and the oil circuit control passage is correspondingly arranged with the oil guiding passage. The oil circuit control passage includes: a first passage arranged along the circumferential direction of the opening and closing core shaft, and a second passage communicated with the first passage. The second passage is in an L shape and can communicate with the oil guiding passage. The second end of the second passage communicates with the first end of the first passage. An arc-shaped transition ramp is provided at the first end of the first passage. The oil return passage is in a C shape and can be correspondingly communicated with the first passage; The elastic piston assembly is carried on the installation cylinder and corresponds to the first passage. The elastic piston assembly has a ball piston elastically connected. The ball piston is adapted to the first passage, and during the process of the driving motor driving the opening and closing core shaft to rotate, the ball piston expands and contracts and rolls on the surface of the first passage and the opening and closing core shaft; During braking, the normally open solenoid valve closes and the driving motor drives the opening and closing core shaft to rotate. When the brake oil inlet port corresponds to the oil guiding passage, oil is supplied to the brake module to form a high-pressure state to achieve braking. When the ball piston rolls in the first passage, the second passage is communicated with the brake oil inlet port. The ball piston can block the first passage and squeeze out the brake oil in the first passage and pump and press it from the brake module to cancel the braking until it disengages from the arc-shaped transition ramp.

7. The dual-channel and dual-brake-boosting hydraulic braking system for heavy vehicles according to claim 6, characterized in that, The first end of the opening and closing spindle is also provided with an angle detection sensor, which is used to calibrate the angle of the opening and closing spindle to zero position after the braking action is completed, and in the zero position state, the brake oil inlet corresponds to the oil guide channel; An angle encoder is provided at the second end of the opening and closing spindle for feeding back angle information and speed information of the opening and closing spindle.

8. The dual-channel dual-brake-boosting hydraulic braking system for heavy vehicles according to claim 6, characterized in that, The elastic piston assembly comprises: An installation shell cover is sealed and connected to the installation cylinder; A movable stem slidably mounted on the mounting housing, the ball piston being rollingly connected to the end of the movable stem; and One end is connected to the movable core column, and the other end is connected to the elastic pressing piece of the mounting shell.

9. The dual-channel dual-brake-boost hydraulic braking system for heavy vehicles according to claim 1, wherein, A valve-controlled switching device and a second hydraulic booster are also connected between the first hydraulic booster and the brake pressure control device; The valve-controlled switching device comprises at least two oil inlet channels corresponding to the oil outlets, and an oil outlet channel arranged corresponding to the oil inlet channels, and a switching valve core assembly is arranged between the oil inlet channels and the oil outlet channels, and the switching valve core assembly is used to close the corresponding oil inlet channel when the oil outlet pressure is lower than a predetermined threshold value; The second hydraulic booster includes a second hydraulic power assembly, a second power conversion assembly and a pressure relief protection valve assembly which are relatively sealed and connected. The pressure relief protection valve assembly has at least two pressure relief oil ports which are respectively connected to each of the oil outlet channels, and the pressure relief protection valve assembly closes the corresponding pressure relief oil ports in response to the switching action of the switching valve core assembly. The second power conversion assembly is used to receive the hydraulic power output from the valve-controlled switching device, and the second hydraulic power assembly is used to be connected to the brake pressure control device to provide braking power.

10. The dual-channel and dual-brake-boost hydraulic braking system for heavy vehicles according to claim 6, wherein, A manual flow control component is also provided between the brake pressure control device and the brake module, and the manual flow control component includes: A flow control cylinder body, wherein a through flow control channel is provided on the flow control cylinder body corresponding to each of the oil return channels, and an oil outlet end of the flow control channel is connected to each brake module correspondingly; A plurality of oil pressure detection sensors respectively arranged corresponding to the flow control channels, for detecting the oil pressure flowing in the flow control channels; and A flow control valve core is arranged corresponding to each of the flow control channels, and a flow control ring groove corresponding to the flow control channel is arranged on the flow control valve core. The flow control valve core is movably connected to the flow control cylinder body. Under normal conditions, the flow control ring groove corresponds to the flow control channel to keep the fluid path normal, and when the oil pressure detection sensor detects that the oil pressure of the corresponding flow control channel is abnormal, the flow control valve core can move to close the flow control channel.

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