Anti-lock vehicle brake control device and intelligent vehicle body stability control system

Abstract

The invention discloses an anti-lock vehicle brake control device and an intelligent vehicle body stability control system.The control device comprises a mounting cylinder, four sets of brake oil inlets and oil return channels which are oppositely arranged are formed in the mounting cylinder in the axis direction, and the brake oil inlets and the oil return channels communicate through communicating channels; each communication channel is connected with a normally open solenoid valve; the opening and closing core shaft is rotationally assembled on the mounting cylinder, an oil guide channel is formed in the opening and closing core shaft, an oil way control channel is formed in the opening and closing core shaft, and the oil way control channel comprises a first channel arranged in the circumferential direction of the opening and closing core shaft and a second channel communicated with the first channel; the driving motor is connected to the opening and closing mandrel; and the elastic piston assembly is supported on the mounting cylinder and corresponds to the first channel. According to the invention, the anti-lock effect is better, the controllability is better, the reaction is faster, the overall required electric control elements are fewer, and the cost is lower.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking, and in particular to an anti-lock vehicle braking control device and an intelligent vehicle body stability control system. 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. However, facing different weather and road surface conditions, the frictions of the four wheels of the vehicle are different, which requires adaptive correction during the braking process to prevent the vehicle body from shifting. The anti-lock braking system (ABS) can appropriately control the braking pressure applied to the tires to prevent the vehicle from locking and the vehicle body from shifting.

[0003] The existing anti-lock braking systems usually achieve the on-off control of the brake oil by controlling the opening and closing actions of the solenoid valves, so as to achieve the purpose of adjusting the braking pressure. However, they usually can only reach 20 - 30 times per second of on-off, and the higher the on-off frequency, the better the vehicle body stability effect can be achieved. At present, in order to cope with the vehicle body stability problem under 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 an anti-lock vehicle braking control device and an intelligent vehicle body stability control system, which have the advantages of simple structure, low cost and better controllability.

[0005] The purpose of the present invention is achieved by the following technical solutions: According to the first aspect of the embodiments of the present disclosure, an anti-lock vehicle braking control device is provided, including: An installation cylinder, on which four groups of relatively arranged brake oil inlets and oil return channels are provided along the axial direction. The brake oil inlets are used for supplying brake oil, and the oil return channels are used for supplying the brake oil to a brake module to provide braking power; An opening and closing core shaft rotatably assembled on the installation cylinder. A through oil guiding channel is provided on the opening and closing core shaft corresponding to the brake oil inlets and the oil return channels, and an oil path control channel corresponding to the oil guiding channel is further provided on the opening and closing core shaft. The oil path control channel includes: a first channel arranged along the circumferential direction of the opening and closing core shaft, and a second channel communicated with the first channel. The second channel is L-shaped and can communicate with the oil guiding channel. The second end of the second channel communicates with the first end of the first channel. An arc-shaped transition ramp is provided at the first end of the first channel. The oil return channel is C-shaped and can be correspondingly communicated with the first channel; A drive motor connected to the opening and closing mandrel for driving the rotation of the opening and closing mandrel; and, An elastic piston assembly carried on the mounting cylinder and corresponding to the first channel, the elastic piston assembly having an elastically connected ball piston, the ball piston being adapted to the first channel, and during the process of the drive motor driving the rotation of the opening and closing mandrel, the ball piston telescopically rolls on the surface of the first channel and the opening and closing mandrel; During braking, the drive motor drives the rotation of the opening and closing mandrel. When the brake oil inlet corresponds to the oil guiding channel, oil is supplied to the brake module to form a high-pressure state to achieve braking. When the ball piston rolls in the first channel, the second channel is connected to the brake oil inlet, and the ball piston can block the first channel and squeeze out the brake oil in the first channel during movement and pump and draw the brake oil from the brake module to cancel the braking until it disengages from the arc transition ramp.

[0006] To achieve the above technical solution, in the non-braking state, the brake oil can flow to the brake module through the brake oil inlet, the oil return channel and the oil guiding channel. Since no brake assistance is formed at this time, the pressure generated by the circulating brake oil will not form braking, ensuring the normal driving of the vehicle; during braking, the brake oil forms a high pressure and is supplied to the brake module from the oil return channel to drive the brake module to act to achieve braking. At the same time, the anti-lock function can be selectively started as needed. When the anti-lock function is started, the rotation of the opening and closing mandrel is controlled by the drive motor during braking. At the beginning of the rotation, the brake oil inlet corresponds to the oil guiding channel to divert the brake oil to the brake module to achieve braking. Then, during the rotation of the opening and closing mandrel, the ball piston rolls relatively in the first channel, squeezing out the brake oil in the first channel and flowing back through the second channel. At this time, the brake oil flows back from the brake module to the first channel through the oil return channel for pressure relief. During the rolling process of the ball piston in the arc transition ramp and the first channel, it will retract inward due to being resisted, thereby generating a volume difference to accommodate the brake oil, forming a pumping action to discharge the brake oil until the ball piston disengages from the arc transition ramp, that is, canceling the braking action of the brake module. When the brake oil inlet corresponds to the oil guiding channel again, pressurization can be restarted to raise the pressure of the brake module to a high-pressure state and re-perform the braking action, forming a braking-canceling braking-re-braking action cycle to achieve the anti-lock function; by controlling the rotation of the opening and closing mandrel by the drive motor, two braking cycles can be achieved per rotation. By controlling the rotation speed of the drive motor, the on-off times per second can be controlled. Taking the maximum rotation speed of the drive motor as 6000 rmp as an example, 200 on-off operations per second can be achieved, far exceeding the existing method of controlling the on-off by solenoid valves. The reaction action is faster, achieving a better anti-lock effect, with better controllability, and fewer overall required electronic control components, simpler structure, and lower cost.

[0007] In some exemplary embodiments, each group of the brake oil inlet and the oil return passage are connected through a communication passage, and a normally open solenoid valve is respectively connected to each communication passage. When braking, the normally open solenoid valve is closed.

[0008] To implement the above technical solution, in the non-braking state, the normally open solenoid valve is in the open state, and the brake oil can form a circulation loop through the brake oil inlet, the oil return passage, the communication passage and the oil guiding passage, without forming a brake. When braking, the normally open solenoid valve is closed, disconnecting the circulation of the brake oil, and high-pressure brake oil can be supplied to the brake module through the oil return passage, thereby driving the brake module to act to achieve braking. By configuring the normally open solenoid valve, it can be matched with the intelligent driving system. When the vehicle body slips or other situations occur, the intelligent driving system can further control the normally open solenoid valve to open or close, further forming separate control of braking or canceling braking for each wheel, thereby further improving the vehicle body stability control effect.

[0009] In some exemplary embodiments, an angle detection sensor is further provided at the first end of the opening and closing core shaft for zero position calibration of the angle of the opening and closing core shaft after the braking action is completed. In the zero position state, the brake oil inlet corresponds to the oil guiding passage.

[0010] To implement the above technical solution, in order to facilitate the start of the next braking function, the opening and closing core shaft needs to be rotated back to the zero position after each anti-lock braking action. The angle detection sensor can perform zero position calibration on the opening and closing core shaft, ensuring the accuracy of the reset of the opening and closing core shaft.

[0011] In some exemplary embodiments, an angle encoder is provided at the second end of the opening and closing core shaft for feeding back the angle information and speed information of the opening and closing core shaft.

[0012] To implement the above technical solution, it is convenient to automatically control the driving motor.

[0013] In some exemplary embodiments, the elastic piston assembly includes: An installation housing, sealingly connected to the installation cylinder; A movable core column slidably assembled in the installation housing, and the ball piston is rollingly connected to the end of the movable core column; and, An elastic pressing member having one end connected to the movable core column and the other end connected to the installation housing.

[0014] To implement the above technical solution, when the ball piston is located in the first channel, under the action of the elastic force of the elastic pressing member, it maintains a state of being in contact with the first channel and can roll relative to the opening and closing mandrel. When the ball piston disengages from the arc transition ramp, the ball piston retracts into the installation housing under the contact of the arc transition ramp and the surface of the opening and closing mandrel, realizing the elastic expansion and contraction of the ball piston.

[0015] In some exemplary embodiments, a rolling installation groove is provided at the end of the movable core column, the ball piston is located in the rolling installation groove, and a graphite lubricating block is provided in the inner wall of the rolling installation groove.

[0016] To implement the above technical solution, it is convenient to perform rolling lubrication on the ball piston.

[0017] In some exemplary embodiments, a stabilizing roller is rotatably connected to the side of the installation cylinder opposite to the elastic piston assembly, and the stabilizing roller abuts against the opening and closing mandrel.

[0018] To implement the above technical solution, the stability of the rotation of the opening and closing mandrel is improved.

[0019] According to a second aspect of the embodiments of the present disclosure, there is provided an intelligent vehicle body stability control system, including: The control device as described in the first aspect; A main control processor, communicatively connected to the vehicle machine system; A motor controller connected to the main control processor, the motor controller being connected to a drive motor; An angle information processing module connected to the main control processor, the angle detection sensor and the angle encoder being connected to the angle information processing module; A valve control module connected to the main control processor, each normally open solenoid valve being connected to the valve control module; and, A wheel speed detection module connected to the main control processor for real-time feedback of the rotational speeds of each wheel; Each of the oil return channels is respectively communicated with the brake modules of different wheels, and the main control processor controls the rotational speed of the drive motor and the opening and closing of the corresponding normally open solenoid valves according to the rotational speeds of each wheel to regulate the braking action.

[0020] To implement the above technical solution, the main control processor can receive the control signal of the vehicle system to meet the automatic braking control requirements of intelligent driving. The angle information processing module processes the angle information of the angle detection sensor and the angle encoder and sends it to the main control processor, enabling the main control processor to intelligently control the driving motor to act through the motor controller. The wheel speed detection module provides real-time feedback on the rotational speeds of each wheel. During braking, the opening and closing of the normally open solenoid valve can be controlled by the valve control module based on the wheel speeds. When encountering different complex road conditions, the wheels may slip, resulting in a speed difference between different wheels and causing the vehicle body to become unstable. Through the control of the valve control module in cooperation with the anti-lock function, the vehicle body can be effectively prevented from shifting and the vehicle body stability can be ensured. Since the opening and closing core shaft is driven to rotate by the driving motor and cooperates with the opening and closing function of the normally open solenoid valve, an extremely rapid response can be achieved, thus achieving a better vehicle body stability effect.

[0021] In some exemplary embodiments, the main control processor is further connected to a pressure monitoring module, and the pressure monitoring module is connected to the brake pressure sensors respectively provided at each brake module for providing real-time feedback on the brake pressure generated by the brake module.

[0022] To implement the above technical solution, the brake pressure of the brake module is detected by the brake pressure sensor and fed back to the main control processor to achieve intelligent braking and anti-lock control.

[0023] In some exemplary embodiments, the main control processor is further connected to a valve control button module, and the valve control button module is connected to each of the normally open solenoid valves for manually controlling the opening and closing of each normally open solenoid valve.

[0024] To implement the above technical solution, the valve control button module can manually control the opening and closing of the normally open solenoid valve in the parking or low-speed state to achieve manual anti-lock operation, which is used to prevent the vehicle from slipping during startup or low-speed driving on complex road surfaces.

[0025] In summary, compared with the prior art, the present invention has the following beneficial effects: The present invention provides an anti-lock vehicle braking control device and a control system. When the vehicle is not braking, the brake fluid can flow to the brake module through the brake inlet, the oil return channel, and the oil guiding channel. Since no brake assistance is formed at this time, the pressure generated by the circulating brake fluid will not cause braking, ensuring normal vehicle driving. When braking, the brake fluid forms high pressure and is supplied to the brake module through the oil return channel, driving the brake module to actuate and achieve braking. According to needs, it is possible to choose whether to activate the anti-lock function. When the anti-lock function is activated, during the braking process, the driving motor controls the rotation of the opening and closing core shaft. At the start of rotation, the brake inlet corresponds to the oil guiding channel to divert the brake fluid to the brake module to achieve braking. Then, during the rotation of the opening and closing core shaft, the ball piston rolls relatively in the first channel, squeezing out the brake fluid in the first channel and flowing it back through the second channel. At this time, the brake fluid flows back from the brake module to the first channel through the oil return channel for pressure relief. During the rolling process of the ball piston in the arc transition ramp and the first channel, it will retract inward due to being resisted, generating a volume difference to accommodate the brake fluid, forming a pumping action to discharge the brake fluid until the ball piston disengages from the arc transition ramp, that is, canceling the braking action of the brake module. When the brake inlet corresponds to the oil guiding channel 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. By controlling the rotation of the opening and closing core shaft by the driving motor, two braking cycles can be achieved for each rotation. By controlling the rotation speed of the driving motor, the on-off times per second can be controlled. Taking the maximum rotation speed of the driving motor as 6000 rmp as an example, 200 on-off operations per second can be achieved, far exceeding the existing method of controlling the on-off by solenoid valves. The reaction action is more rapid, achieving a better anti-lock effect, with better controllability, and fewer overall required electronic control components, a simpler structure, and lower costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 FIG. is a schematic structural diagram of the anti-lock vehicle braking control device in an embodiment of the present invention.

[0027] Figure 2 FIG. is a schematic structural diagram of the anti-lock vehicle braking control device in an embodiment of the present invention after removing the mounting housing and the driving motor.

[0028] Figure 3 FIG. is a schematic structural diagram of the anti-lock vehicle braking control device in an embodiment of the present invention after removing the mounting housing and the driving motor from another perspective.

[0029] Figure 4 FIG. is a cross-sectional view of the anti-lock vehicle braking control device in an embodiment of the present invention after removing the mounting housing and the driving motor.

[0030] Figure 5Schematic connection diagram of the anti-lock vehicle braking control device and the hydraulic booster in the embodiment of the present invention.

[0031] Figure 6 Schematic structural diagram of the opening and closing mandrel in the embodiment of the present invention.

[0032] Figure 7a Schematic plan view when a set of oil circuit control channels are arranged in the embodiment of the present invention.

[0033] Figure 7b Schematic plan view when two sets of symmetrically arranged oil circuit control channels are arranged in the embodiment of the present invention.

[0034] Figure 7c Brake pressure change diagram when the opening and closing mandrel rotates counterclockwise for one week when two sets of symmetrically arranged oil circuit control channels are arranged in the embodiment of the present invention.

[0035] Figure 7d Schematic plan view when two sets of asymmetrically arranged oil circuit control channels are arranged in the embodiment of the present invention.

[0036] Figure 8 Explosion diagram of the elastic piston assembly in the embodiment of the present invention.

[0037] Figure 9 Cross-sectional view of the elastic piston assembly in the embodiment of the present invention.

[0038] Figure 10 Control block diagram of the intelligent vehicle body stability control system in the embodiment of the present invention.

[0039] Names of the corresponding components represented by the numbers and letters in the figure: 10. Installation cylinder; 11. Brake oil inlet; 12. Oil return channel; 13. Connecting channel; 14. Normally open solenoid valve; 15. Stabilizing roller; 16. Positioning pin; 17. Installation housing; 20. Opening and closing mandrel; 21. Oil guiding channel; 22. First channel; 23. Second channel; 24. Arc transition ramp; 25. Coupling joint; 26. Angle detection sensor; 27. Angle encoder; 30. Driving motor; 40. Elastic piston assembly; 41. Installation shell cover; 42. Movable core column; 43. Ball piston; 44. Elastic pressing member; 45. Graphite lubricating block; 50. Main control processor; 51. Motor controller; 52. Angle information processing module; 53. Valve control module; 54. Wheel speed detection module; 55. Pressure monitoring module; 56. Brake pressure sensor; 57. Valve control button module. Detailed implementation manners

[0040] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0041] As Figures 1 to 9 shown, in the first aspect of the embodiment of the present invention, an anti-lock vehicle braking control device is provided, including: an installation cylinder 10, an opening and closing mandrel 20, a driving motor 30, and an elastic piston assembly 40.

[0042] Specifically, the installation cylinder 10 is used as an installation base. Four groups of relatively arranged brake oil inlets 11 and oil return channels 12 are arranged along the axial direction on the installation cylinder 10. The brake oil inlets 11 are used to supply brake oil, and the oil return channels 12 are used to supply brake oil to the brake module to provide braking power. Each group of brake oil inlets 11 and oil return channels 12 are connected through a communication channel 13, and normally open solenoid valves 14 are respectively connected to each communication channel 13. The communication channel 13 can be a bypass pipeline, or an installation housing 17 can be arranged outside the installation cylinder 10. The communication channel 13 is a channel arranged in the installation housing 17, and the normally open solenoid valve 14 is fixed on the outside of the installation housing 17; As Figure 4 shown, T1 to T4 are four paths, corresponding to a group of brake oil inlets 11 and oil return channels 12 respectively. A1 to A4 are four brake oil inlets 11, C1 to C4 are four groups of oil return channels 12, D1 to D4 are four normally open solenoid valves 14, and C11 to C44 are brake modules corresponding to each wheel.

[0043] The opening and closing mandrel 20 is rotationally assembled to the installation cylinder 10 through a bearing. A through oil guiding channel 21 is provided on the opening and closing mandrel 20 corresponding to the brake oil inlet 11 and the oil return channel 12, and an oil path control channel corresponding to the oil guiding channel 21 is also provided on the opening and closing mandrel 20. The oil path control channel includes: a first channel 22 arranged along the circumferential direction of the opening and closing mandrel 20, and a second channel 23 connected to the first channel 22. The second channel 23 is L-shaped and can communicate with the oil guiding channel 21. The second end of the second channel 23 communicates with the first end of the first channel 22. The oil guiding channel 21 can be set to connect to the first end of the second channel 23 or other positions on the horizontal section of the second channel 23. An arc transition ramp 24 is provided at the first end of the first channel 22. After the first channel 22 and the second channel 23 are connected and unfolded, they form an approximate 'Z' shape. The oil return channel 12 is C-shaped and can communicate with the first channel 22 correspondingly. It can be understood that the first end of the oil return channel 12 can communicate with the oil guiding channel 21 correspondingly, and the second end can communicate with the first channel 22 correspondingly.

[0044] The length of the first channel 22 is L1, and the length of the horizontal section of the second channel 23 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, thereby 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.

[0045] The drive motor 30 is drivingly connected to the opening and closing mandrel 20 for driving the opening and closing mandrel 20 to rotate. Specifically, a coupling joint 25 is provided at the first end of the opening and closing mandrel 20, and the power output shaft of the drive motor 30 is inserted and drivingly connected to the coupling joint 25. For example, a connecting head or a connecting member connected to the coupling joint 25 can be provided on the power output shaft of the drive motor 30. Of course, in some embodiments, the power output shaft of the drive motor 30 and the opening and closing mandrel 20 can also be drivingly connected through a coupling to facilitate the driving connection between the drive motor 30 and the opening and closing mandrel 20.

[0046] The elastic piston assembly 40 is connected to the mounting cylinder 10 and corresponds to the first channel 22. The elastic piston assembly 40 has an elastically connected ball piston 43. The ball piston 43 is adapted to the first channel 22, and during the process of the drive motor 30 driving the opening and closing mandrel 20 to rotate, the ball piston 43 expands and contracts and rolls on the surface of the first channel 22 and the opening and closing mandrel 20. For example, a mounting notch is formed on the mounting cylinder 10, and the elastic piston assembly 40 is snap-fitted and fixed in the mounting notch so that the ball piston 43 is embedded in the first channel 22. Among them, the starting end of the arc transition ramp 24 is in a position in contact with the ball piston 43 when the opening and closing mandrel 20 is in the zero position. Thus, when the opening and closing mandrel 20 starts to rotate, the ball piston 43 can be pushed inward to retract, forming a pumping action. The slope of the arc transition ramp 24 is preferably set to 15-20°.

[0047] Specifically, the elastic piston assembly 40 includes: a mounting shell cover 41, which is sealingly connected to the mounting cylinder 10. Usually, the mounting cylinder 10 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 42 slidably assembled in the mounting shell cover 41, and the ball piston 43 is rotatably connected to the end of the movable core column 42. Usually, a sealing ring can be provided on the movable core column 42 to improve the sealing performance; and an elastic pressing member 44 with one end connected to the movable core column 42 and the other end connected to the mounting shell cover 41. The elastic pressing member 44 is a spring. A convex ring is provided on the movable core column 42 for providing a butting platform for the elastic pressing member 44, and a space for the convex ring to move is provided on the mounting shell cover 41.

[0048] When the ball piston 43 is located within the first channel 22, under the elastic force of the elastic pressing member 44, it remains in contact with the first channel 22 and can roll relative to the opening and closing mandrel 20. When the ball piston 43 disengages from the arc transition ramp 24, the ball piston 43 retracts into the mounting housing 41 under the contact of the arc transition ramp 24 and the surface of the opening and closing mandrel 20, realizing the elastic expansion and contraction of the ball piston 43.

[0049] For the above several forms of the oil circuit control channels, their specific layout methods are as follows: As Figure 7a shown, when only one set of oil circuit control channels is provided, one end of the first channel 22 extends close to the oil return channel 12, one end of the second channel 23 extends close to the other side of the diversion channel 21, and the first side of the diversion channel 21 is located at a position close to the middle of the horizontal section of the second channel 23. At this time, when the opening and closing mandrel 20 rotates, after the brake inlet 11 deviates from the diversion channel 21, the brake inlet 11 still remains connected to the horizontal section of the second channel 23. When the ball piston 43 rolls in the first channel 22, it can discharge the brake oil from the brake inlet 11. At this time, it should be noted that the elastic force of the elastic pressing member 44 is set to be greater than the pressure of the hydraulic assist, so as to be able to perform the extrusion and suction processes simultaneously, forming a large-flow brake power; As Figure 7b 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 21, and the two sets of oil circuit control channels can be set to be completely symmetrical. At this time, the diversion channel 21 can be provided at the first end of the second channel 23. When the opening and closing mandrel 20 rotates, after the brake inlet 11 deviates from the diversion channel 21, the ball piston 43 cannot squeeze the brake oil from the brake inlet 11 during the rolling process in the first channel 22. 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 brake release action of relieving pressure mainly relies on the suction action. When L1 = L2, the suction distance is the largest, and when L1 > L2, the suction distance decreases accordingly. This method can adapt to the requirements of small-flow brake power. The brake pressure change diagram of one rotation of the rotation shaft of the opening and closing mandrel 20 in this way is as Figure 7c shown.

[0050] Of course, as Figure 7d shown, the two sets of oil circuit control channels can also be set to be asymmetric, and the lengths of the second channels 23 of the two sets of oil circuit control channels can also be set to be different. At this time, the diversion channel 21 can be provided at the middle position of the horizontal section of the second channel 23, so that the extrusion and suction actions can also be formed, and the extrusion oil volume and suction oil volume formed by the two sets of oil circuit control channels are different, so as to be able to adapt to the control requirements of more brake scenarios.

[0051] Further, a rolling installation groove is provided at the end of the movable core column 42. The ball piston 43 is located in the rolling installation groove. A graphite lubricating block 45 is provided inside 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 also provided on the installation cylinder 10, which cooperates with the rolling installation groove to limit the position of the ball piston 43.

[0052] During braking, the normally open solenoid valve 14 closes, and the drive motor 30 drives the opening and closing core shaft 20 to rotate. When the brake oil inlet 11 corresponds to the oil guiding channel 21, 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 22, the second channel 23 is connected to the brake oil inlet 11. The ball piston 43 can block the first channel 22 and squeeze out the brake oil in the first channel 22 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 24.

[0053] At the same time, in order to improve the stability of the rotation of the opening and closing core shaft 20, a stabilizing roller 15 is rotatably connected to the side of the installation cylinder 10 opposite to the elastic piston assembly 40. The stabilizing roller 15 abuts against the opening and closing core shaft 20. Specifically, a roller mounting seat is clamped and fixed on the installation cylinder 10. The stabilizing roller 15 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 stabilizing roller 15 needs to be located between adjacent oil circuit control channels.

[0054] Further, an angle detection sensor 26 is also provided at the first end of the opening and closing core shaft 20 for zero-position calibration of the angle of the opening and closing core shaft 20 after the braking action is completed. In the zero-position state, the brake oil inlet 11 corresponds to the oil guiding channel 21. At the same time, the rotation angle of the opening and closing core shaft 20 can also be detected in real time according to the angle detection sensor 26. According to the brake pressure feedback by the brake pressure sensor 56 and in combination with the intelligent driving system, the opening and closing core shaft 20 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 action is completed, the opening and closing core shaft 20 needs to be rotated back to the zero position. The angle detection sensor 26 can perform zero-position calibration on the opening and closing core shaft 20 to ensure the accuracy of the reset of the opening and closing core shaft 20. In actual application, the angle detection sensor 26 can be arranged on a zero-position dividing tooth disc to ensure the accuracy of zero-position calibration.

[0055] At the same time, an angle encoder 27 is provided at the second end of the opening and closing core shaft 20 for feeding back the angle information and speed information of the opening and closing core shaft 20. According to the angle information and speed information, the drive motor 30 can be automatically controlled to meet different rotation control requirements of the opening and closing core shaft 20.

[0056] In the non-braking state, the normally open solenoid valve is in the open state, and the brake fluid can form a circulation loop through the brake inlet 11, the oil return passage 12, the communication passage 13 and the oil guide passage 21, without causing braking, ensuring normal vehicle driving. When braking, the normally open solenoid valve 14 closes, disconnecting the circulation of the brake fluid, causing the brake fluid to be supplied from the oil return passage 12 to the brake module, driving the brake module to actuate to achieve braking. Whether to start the anti-lock function can be selected as needed. When the anti-lock function is started, during the braking process, the drive motor 30 controls the opening and closing core shaft 20 to rotate counterclockwise. At the start of the rotation, the brake inlet 11 corresponds to the oil guide passage 21 to divert the brake fluid to the brake module to achieve braking. Then, during the rotation of the opening and closing core shaft 20, the ball piston 43 rolls relatively in the first passage 22, squeezing out the brake fluid in the first passage 22 and flowing back through the second passage 23. At this time, the brake fluid flows back from the brake module to the first passage 22 through the oil return passage 12 for pressure relief. During the rolling of the ball piston 43 in the arc transition ramp 24 and the first passage 22, it will retract inward due to being resisted, generating a volume difference to accommodate the brake fluid, forming a pumping action to discharge the brake fluid until the ball piston 43 disengages from the arc transition ramp 24, 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 42 minus the volume V2 of the ball piston 43 exposed outside the movable core column 42. When the brake inlet 11 corresponds to the oil guide passage 21 again, pressurization can be restarted, raising the pressure of the brake module to the high-pressure state and restarting the braking action, forming a braking-canceling braking-re-braking action cycle to achieve the anti-lock function.

[0057] It can be understood that in some embodiments, the normally open solenoid valve 14 of the communication passage 13 may not be configured, and the normal anti-lock function can still be achieved at this time. After configuring the normally open solenoid valve 14, it can be matched with the intelligent driving system. When the vehicle body slips or other situations occur, the intelligent driving system can further control the normally open solenoid valve 14 to open or close, further forming separate control of braking or canceling braking for each wheel, thereby further improving the vehicle body stability control effect.

[0058] By controlling the rotation of the opening and closing core shaft 20 by the drive motor 30, two braking cycles can be achieved for each rotation. By controlling the rotation speed of the drive motor 30, the on-off times per second can be obtained. Taking the maximum rotation speed of the drive motor 30 as 6000 rmp as an example, when the opening and closing core shaft 20 rotates one week, two working cycles can be performed, so the working cycles per second are 6000 * 2 / 60 = 200 times / second, far exceeding the existing method of controlling by the on-off of the solenoid valve. The reaction action is more rapid, achieving a better anti-lock effect, with better controllability, and fewer overall required electronic control components, a simpler structure, and lower costs.

[0059] In a second aspect of the embodiments of the present invention, an intelligent vehicle body stability control system is provided. As Figure 10 shown, it includes: the control device as described in the first aspect; a main control processor 50 communicatively connected to the vehicle machine system; a motor controller 51 connected to the main control processor 50, and the motor controller 51 is connected to the drive motor 30; an angle information processing module 52 connected to the main control processor 50, and an angle detection sensor 26 and an angle encoder 27 are connected to the angle information processing module 52; a valve control module 53 connected to the main control processor 50, and each normally open solenoid valve 14 is connected to the valve control module 53; and a wheel speed detection module 54 connected to the main control processor 50 for real-time feedback of the rotational speeds of each wheel. Each oil return passage 12 is respectively communicated to the brake modules of different wheels, and the main control processor 50 controls the rotational speed of the drive motor 30 and the opening and closing of the corresponding normally open solenoid valves 14 according to the rotational speeds of each wheel to regulate the braking action.

[0060] Specifically, the four groups of normally open solenoid valves 14 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.

[0061] The main control processor 50 can receive the control signal of the vehicle machine system to meet the automatic braking control requirements of intelligent driving. The angle information processing module 52 processes the angle information of the angle detection sensor 26 and the angle encoder 27 and sends it to the main control processor 50, enabling the main control processor 50 to intelligently control the action of the drive motor 30 through the motor controller 51. The wheel speed detection module 54 provides real-time feedback of the rotational speeds of each wheel. During braking, according to the wheel rotational speeds, the opening and closing of the normally open solenoid valves 14 can be controlled through the valve control module 53. Since the wheels will 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 53 in cooperation with the anti-lock function, the vehicle body can be effectively prevented from shifting and the vehicle body stability can be ensured. For example, when the wheel speed detection module 54 determines that there is a wheel speed difference, the normally open solenoid valve 14 corresponding to the wheel with a faster speed is closed, and an anti-lock braking action is performed to correct the deflection angle of the vehicle body and maintain the vehicle body stability.

[0062] 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 rotation speed of the drive motor 30 to drive the starting mandrel, or control the opening and closing mandrel 20 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.

[0063] 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 14 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 14 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 a braking action on the wheels with a faster speed, then perform a braking action on the four wheels simultaneously, and finally perform a braking action on the left rear wheel and the right rear wheel to form a state where the front wheels tow the rear wheels, which plays a better role in reducing speed and stabilizing the vehicle body.

[0064] Furthermore, the main control processor 50 is also connected to a pressure monitoring module 55. The pressure monitoring module 55 is connected to the brake pressure sensors 56 respectively arranged at each brake module, and is used to feedback the brake pressure generated by the brake module in real time. The brake pressure of the brake module is detected by the brake pressure sensor 56 and fed back to the main control processor 50 by the pressure monitoring module 55, so as to achieve intelligent braking and anti-lock control.

[0065] Meanwhile, the main control processor 50 is also connected to a valve control button module 57. The valve control button module 57 is connected to each normally open solenoid valve 14 and is used to manually control the opening and closing of each normally open solenoid valve 14. Through the valve control button module 57, the opening and closing of the normally open solenoid valve 14 can be manually controlled in a parked state or at a low speed of 30 km / h, so as to realize 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. During application, the corresponding button can be pressed according to the wheel slipping situation to control the corresponding normally open solenoid valve 14 to disconnect, so as to realize the corresponding anti-lock control and perform vehicle body stability control. Moreover, since the opening and closing core shaft 20 is driven to rotate by the drive motor 30 and cooperates with the opening and closing function of the normally open solenoid valve 14, a very fast response can be formed, so a better vehicle body stability effect can be achieved.

[0066] The above embodiments only represent several implementation manners of the present invention, and 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 deformations and improvements can be made. These are all equivalent modifications and evolutions of the above embodiments based on the essential technology of the present invention, and all belong to the protection scope of the present invention.

Claims

1. An anti-lock vehicle braking control device, characterized in that, Comprising: An installation cylinder, on which four sets of oppositely arranged brake oil inlets and oil return channels are arranged along the axial direction. The brake oil inlets are used for supplying brake oil, and the oil return channels are used for supplying brake oil to the brake module to provide braking power; A rotary opening and closing core shaft assembled on the installation cylinder. A through oil guiding channel is provided on the opening and closing core shaft corresponding to the brake oil inlet and the oil return channel, and an oil path control channel corresponding to the oil guiding channel is also provided on the opening and closing core shaft. The oil path control channel includes: a first channel arranged along the circumferential direction of the opening and closing core shaft, and a second channel communicated with the first channel. The second channel is L-shaped and can communicate with the oil guiding channel. The second end of the second channel communicates with the first end of the first channel. An arc transition ramp is provided at the first end of the first channel. The oil return channel is C-shaped and can be correspondingly communicated with the first channel; A driving motor connected to the opening and closing core shaft for driving the opening and closing core shaft to rotate; and, An elastic piston assembly carried on the installation cylinder and corresponding to the first channel. The elastic piston assembly has an elastically connected ball piston. The ball piston is adapted to the first channel, 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 channel and the opening and closing core shaft; During braking, the driving motor drives the opening and closing core shaft to rotate. When the brake oil inlet corresponds to the oil guiding channel, oil is supplied to the brake module to form a high-pressure state to achieve braking. When the ball piston rolls in the first channel, the second channel is communicated with the brake oil inlet. The ball piston can block the first channel and squeeze out the brake oil in the first channel during the moving process and pump and press the brake oil from the brake module to cancel braking until it disengages from the arc transition ramp.

2. The anti-lock vehicle braking control device according to claim 1, characterized in that, Each group of the brake oil inlets and the oil return channels are connected and communicated through a communication channel, and normally open solenoid valves are respectively connected to each communication channel. During braking, the normally open solenoid valves are closed.

3. The anti-lock vehicle braking control device according to claim 1 or 2, characterized in that, An angle detection sensor is further provided at the first end of the opening and closing core shaft for zero position calibration of the angle of the opening and closing core shaft after the braking action is completed. In the zero position state, the brake oil inlet corresponds to the oil guiding channel.

4. The anti-lock vehicle braking control device according to claim 3, characterized in that, An angle encoder is provided at the second end of the opening and closing core shaft for feedback of the angle information and speed information of the opening and closing core shaft.

5. The anti-lock vehicle braking control device according to claim 1, characterized in that, The elastic piston assembly includes: An installation shell cover, which is hermetically connected to the installation cylinder; A movable core column slidably assembled in the installation shell cover. The ball piston is rotatably connected to the end of the movable core column; and, An elastic pressing member with one end connected to the movable core column and the other end connected to the installation shell cover.

6. The anti-lock vehicle braking control device according to claim 5, characterized in that, A rolling installation groove is provided at the end of the movable core column. The ball piston is located in the rolling installation groove, and a graphite lubricating block is provided on the inner wall of the rolling installation groove.

7. The anti-lock vehicle braking control device according to claim 1, characterized in that, A stable roller is rotatably connected to one side of the installation cylinder opposite to the elastic piston assembly, and the stable roller abuts against the opening and closing core shaft.

8. An intelligent vehicle body stability control system, characterized in that, Comprising: The anti-lock vehicle braking control device according to any one of claims 1 to 7; The main control processor is communicatively connected to the vehicle system; The motor controller is connected to the main control processor, and the motor controller is connected to the drive motor; The angle information processing module is connected to the main control processor, and the angle detection sensor and the angle encoder are connected to the angle information processing module; The valve control module is connected to the main control processor, and each normally open solenoid valve is connected to the valve control module; and, The wheel speed detection module is connected to the main control processor and is used to feedback the rotational speeds of each wheel in real time; Each of the oil return channels is respectively communicated to the brake modules of different wheels, and the main control processor controls the rotational speed of the drive motor and the opening and closing of the corresponding normally open solenoid valves according to the rotational speeds of each wheel so as to regulate the braking action.

9. The intelligent vehicle body stability control system according to claim 8, wherein, The main control processor is further connected to a pressure monitoring module, and the pressure monitoring module is connected to the brake pressure sensors respectively arranged at each brake module and is used to feedback the brake pressure generated by the brake modules in real time.

10. The intelligent vehicle body stability control system according to claim 8, characterized in that, The main control processor is further connected to a valve control button module, and the valve control button module is connected to each of the normally open solenoid valves and is used to manually control the opening and closing of each normally open solenoid valve.

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