Hydraulic full decoupling brake-by-wire module and control method

Abstract

This invention relates to a hydraulic fully decoupled linear control braking module and method, belonging to the field of vehicle braking technology. The simulated cylinder is connected to the booster cylinder and simulator via flow channels. The booster cylinder is connected to the brake or solenoid valve group two via flow channels. The motor is connected to the booster cylinder. One-way valves one and two are connected to the booster cylinder at one end and to the reservoir at the other. Solenoid valve group two is connected to the reservoir via flow channels. The advantages are that, while maintaining the original functions, the number of electronic components used to implement the functions is reduced, standby power consumption is lowered, and energy efficiency is improved. The simulated master cylinder is dual-chambered, and the booster master cylinder is also dual-chambered, ensuring braking redundancy throughout the system. Furthermore, the mechanical structure action replaces the solenoid valve action, simplifying the control logic of the hydraulic output, shortening the control program, and reducing the risk of control failure and leakage caused by too many solenoid valves in the system.

Description

Technical Field

[0001] This invention belongs to the field of vehicle braking technology, and particularly relates to a hydraulic fully decoupled linear control braking module and control method. Background Technology

[0002] Traditional brake boosters use pressure differences to enhance braking force, thereby reducing pedal damping and providing assistance to the driver. When the brake pedal is pressed, the vacuum booster uses the principle of engine intake or vacuum pump to create a vacuum in the booster's vacuum chamber, while the atmospheric chamber is at normal atmospheric pressure, creating a pressure difference that provides assistance.

[0003] Unlike traditional vacuum boosters, electronically controlled boosters do not rely on atmospheric pressure. Instead, they use voltage to drive a permanent magnet synchronous motor to provide assistance. Compared to vacuum boosters, they can provide greater assistance, with an assistance ratio that is even comparable to or higher than that of pneumatic braking systems.

[0004] Currently, in the braking industry, hydraulically decoupled braking systems such as IPB and IBC are the mainstream. These braking systems integrate ESC / ABS with the electronic power booster into one unit, referred to as OneBox. This system has a high degree of integration, with the main body being an aluminum alloy valve block. On this valve block, a reservoir, a simulated dual-chamber master cylinder assembly, a motor assembly, transmission mechanism components, a power booster single-chamber master cylinder assembly, a pedal simulator assembly, an angle sensor, a stroke sensor, a hydraulic sensor, a CSV normally open solenoid valve assembly (isolation valve between the simulated master cylinder and the hydraulic output channel), a PSV normally closed solenoid valve assembly (isolation valve between the power booster master cylinder and the hydraulic output channel), an SSV solenoid valve (isolation valve between the simulated master cylinder and the pedal simulator assembly), and four sets of IV solenoid valves (isolation valve between the hydraulic output channel and the wheel brake) and four sets of OV solenoid valves (pressure relief isolation valve between the wheel brake and the reservoir) that make up the ESC / ABS part.

[0005] The commonly used OneBox system requires at least 14 sets of solenoid valves to distribute pressure. Six sets of solenoid valves are used to implement the electronic power assist function, and the other eight sets are used to implement the ESC / ABS function. Solenoid valves are needed to control the hydraulic output of the power assist module. The logic for controlling the hydraulic output is relatively complex and the control program is long, which increases the risk of control failure and leakage caused by too many solenoid valves in the system. Summary of the Invention

[0006] This invention provides a fully decoupled hydraulic linear control braking module and control method to solve the problems of complex hydraulic output control logic, long control programs, and excessive solenoid valves in the system, which lead to control failure and leakage risks.

[0007] The technical solution adopted in this invention includes a simulated cylinder, an auxiliary cylinder, a simulator, a first check valve, a second check valve, a motor, a first solenoid valve assembly, and a second solenoid valve assembly, all located in the valve body block. The simulated cylinder is connected to the auxiliary cylinder and the simulator through flow channels. The auxiliary cylinder is connected to the brake or the second solenoid valve assembly through flow channels via the first solenoid valve assembly. The motor is connected to the auxiliary cylinder. One end of the first check valve and the second check valve are connected to the auxiliary cylinder, and the other end is connected to the liquid storage tank. The second solenoid valve assembly is connected to the liquid storage tank through flow channels.

[0008] The simulated cylinder includes a first piston assembly, a displacement sensor, a first auxiliary piston cup, a first main piston cup, a second auxiliary piston cup, a third auxiliary piston cup, a second piston assembly, a fourth auxiliary piston cup, a second main piston cup, a first chamber of the simulated cylinder, a second chamber of the simulated cylinder, a first-ring liquid passage hole, a second-ring liquid passage hole, a third-ring liquid passage hole, a first-chamber liquid replenishment hole, a second-chamber liquid replenishment hole, a first-chamber output hole, a second-chamber output hole, and an X-output hole. The first piston assembly is connected to the displacement sensor. The first chamber of the simulated cylinder contains the first auxiliary piston cup, the first main piston cup, the second auxiliary piston cup, the third auxiliary piston cup, the first-chamber liquid replenishment hole, the first-chamber output hole, and the X-output hole. The second piston assembly has a first-ring liquid passage hole, a second-ring liquid passage hole, and a third-ring liquid passage hole. The second chamber of the simulated cylinder contains the fourth auxiliary piston cup, the second main piston cup, and the second-chamber output hole. In the initial state, the third-ring liquid passage hole of the second piston assembly of the simulated cylinder is located between the second and third auxiliary piston cups of the simulated cylinder, and the X-output hole is located between the second and third auxiliary piston cups of the simulated cylinder.

[0009] The power assist cylinder includes a first piston assembly, a second auxiliary piston cup, a first main piston cup, a second piston assembly, a second main piston cup, a second auxiliary piston cup, a first chamber, a second chamber, a fluid inlet for the first chamber, a fluid inlet for the second chamber, an output port for the first chamber, an output port for the second chamber, and a hydraulic sensor. The first chamber contains the first piston assembly, the second auxiliary piston cup, the first main piston cup, the fluid inlet for the first chamber, and the output port for the first chamber. The second chamber contains the second piston assembly, the second main piston cup, the second auxiliary piston cup, the fluid inlet for the second chamber, and the output port for the second chamber. The hydraulic sensor is connected to the second chamber via a flow channel.

[0010] The simulator includes a piston, a load, a simulator cavity, and a simulator input port, wherein the simulator cavity contains the piston and the load, and the simulator cavity above the load has a simulator input port.

[0011] The motor system includes a motor, an angle sensor, a transmission mechanism, and a controller. The motor is connected to the transmission mechanism, which pushes the first piston component of the booster cylinder. The motor is electrically connected to the angle sensor and the controller.

[0012] The solenoid valve group one includes solenoid valve one, solenoid valve two, solenoid valve four, and solenoid valve three. Solenoid valve one, solenoid valve two, solenoid valve four, and solenoid valve three are all normally open valves. Solenoid valve one and solenoid valve two are connected to the output hole of the first chamber of the booster cylinder through flow channel g. Solenoid valve one is also connected in parallel with solenoid valve one and brake one. Solenoid valve two is also connected in parallel with solenoid valve two and brake two. Solenoid valve four and solenoid valve three are connected to the output hole of the second chamber of the booster cylinder through flow channel h. Solenoid valve four is also connected in parallel with solenoid valve four and brake four. Solenoid valve three is also connected in parallel with solenoid valve three and brake three.

[0013] The second solenoid valve assembly includes solenoid valve one, solenoid valve two, solenoid valve four, and solenoid valve three, wherein solenoid valve one, solenoid valve two, solenoid valve four, and solenoid valve three are all normally closed valves, and solenoid valve one, solenoid valve two, solenoid valve four, and solenoid valve three are all connected to the liquid storage tank.

[0014] The flow channels include flow channel a, flow channel b, flow channel c, flow channel d, flow channel e, flow channel f, flow channel g, and flow channel h, wherein: The simulated cylinder is connected to the MCC1 port of the storage tank via a fluid replenishment hole and a one-way valve through a flow channel a. The second chamber of the simulation cylinder is connected to the MCC2 port of the storage tank via the second chamber replenishment hole and the one-way valve 2 through the flow channel b. Each solenoid valve in the second solenoid valve group is connected to the MCC3 port of the liquid storage tank through flow channel c. The first chamber of the simulation cylinder is connected to the first chamber of the auxiliary cylinder via the first chamber output hole through the flow channel d and the first chamber of the auxiliary cylinder replenishment hole. The second chamber of the simulation cylinder is connected to the second chamber of the auxiliary cylinder via the second chamber output hole through the flow channel e and the second chamber of the auxiliary cylinder replenishment hole. The simulated cylinder chamber is connected to the simulator input port of the simulator chamber via the X output port and the flow channel f; The first chamber of the power cylinder is connected to the first solenoid valve and the second solenoid valve respectively through the output hole of the first chamber of the power cylinder and through the flow channel g. It is also connected to the first check valve through the flow channel g. The second chamber of the power cylinder is connected to the fourth and third solenoid valves respectively through the output hole of the second chamber of the power cylinder and through the flow channel h. It is also connected to the second check valve through the flow channel h.

[0015] A control method employing a fully decoupled hydraulic linear braking module includes a conventional motor-assisted braking mode, an active braking mode, and a basic braking mode without assistance, as detailed below: (1) Conventional motor-assisted braking mode; 1) When the driver depresses the brake pedal, it pushes the first piston of the simulated cylinder. The first piston of the simulated cylinder moves the displacement sensor forward, generating a displacement signal that is transmitted to the system controller. The system controller calculates the motor angle based on the displacement and simultaneously powers on the motor. The motor starts, and the system controller collects feedback signals from the angle sensor to control the current magnitude and energizing time. The motor rotates and, through the transmission mechanism, pushes the first and second pistons of the booster cylinder forward. At this time, the first and second chambers of the booster cylinder will respectively draw power from the first and second chambers of the simulated cylinder. Fluid is replenished through flow channels d and e. After the first and second piston components of the booster cylinder have passed their idle stroke, hydraulic pressure is established in the first and second chambers of the booster cylinder. The pressure build-up rate is greater than that of the simulated cylinder's first and second chambers. The pressure built up in the first chamber of the booster cylinder is transmitted through the output hole of the first chamber of the booster cylinder to solenoid valves 1 and 2 via flow channel g. The pressure built up in the second chamber of the booster cylinder is transmitted through the output hole of the second chamber of the booster cylinder to solenoid valves 4 and 3 via flow channel h. After flowing through the above four solenoid valves, the fluid flows to brakes 1, 2, 4, and 3. 2) Simultaneously, the first and second piston components of the simulated cylinder continue to move forward under the pedal force. Once both piston components have eliminated their idle stroke, i.e., the fluid inlet of the first chamber of the simulated cylinder jumps over the first main piston cup of the simulated cylinder, and the fluid inlet of the second chamber of the simulated cylinder jumps over the second main piston cup of the simulated cylinder, hydraulic pressure is simultaneously established in both chambers of the simulated cylinder. Due to the very short reaction time of the motor, the pressure establishment time of the booster cylinder is earlier than that of the simulated cylinder, and the pressure establishment value of the booster cylinder is higher than that of the simulated cylinder. Therefore, at this time, the brake fluid in flow channels d and e will not flow into the dual chambers of the booster cylinder. After the free travel is eliminated, there are no other pressure relief holes for the brake fluid in the second chamber of the simulated cylinder. Therefore, the second piston component of the simulated cylinder no longer moves forward. At this time, the three-ring fluid passage hole on the second piston component of the simulated cylinder is located between the second and third auxiliary piston cups of the simulated cylinder and remains unobstructed. The brake fluid in the first chamber of the simulated cylinder will flow into the simulator chamber through the three-ring fluid passage hole on the second piston component of the simulated cylinder, through the X output hole and the flow channel f. As the first piston component of the simulated cylinder moves forward, the pressure in the first chamber of the simulated cylinder continues to rise. The simulator piston moves forward and pushes the simulator load to compress and deform it, providing the driver with pedal feel. 3) After braking is completed, as the driver stops pressing the brake pedal and releases the pedal, the first piston component of the simulated cylinder and the displacement sensor move backward. The system controller will calculate the motor rotation angle based on the displacement of the displacement sensor and simultaneously drive the motor to reverse. The reverse rotation of the motor drives the first piston component of the booster cylinder and the second piston component of the booster cylinder to move backward until the hydraulic sensor measurement value returns to zero, all components are reset, and the system returns to the standby state. (2) Active braking mode; The input signal is sent by the vehicle ECU. The ECU will send a command to the system controller according to the braking deceleration required by the vehicle. The system controller will control the motor speed and revolutions. At the same time, the system controller monitors the hydraulic value of the booster cylinder output collected by the hydraulic sensor and uses it as the basis for closed-loop control. (3) Unassisted basic braking mode; When the vehicle experiences a power supply system failure, the system controller, motor, angle sensor, hydraulic sensor, and all solenoid valves will fail due to lack of power. At this time, the driver presses the brake pedal, pushing the first and second piston components of the simulated cylinder forward. Pressure is established in the first and second chambers of the simulated cylinder. The three-ring fluid passage on the second piston component of the simulated cylinder will jump over the third piston cup of the simulated cylinder, and the X output hole will close. The brake fluid in the first chamber of the simulated cylinder will not flow into the pedal simulator. The hydraulic pressure established in the first and second chambers of the simulated cylinder is output to the first and second chambers of the power assist cylinder through flow channels d and e, respectively. Then, it flows through flow channels g and h, through four solenoid valves (solenoid valve one, solenoid valve two, solenoid valve four, and solenoid valve three), and finally to brake valves one, two, four, and three. This ensures that the entire braking system provides basic braking, ensuring that the vehicle can reduce its speed with a certain braking deceleration until it comes to a complete stop, serving as redundant braking for the system.

[0016] In both conventional motor-assisted braking mode and active braking mode: (1) If the ECU detects that the vehicle has a braking stability requirement, it will send a signal to the system controller connected to the CAN bus. The system controller will issue a command to control the solenoid valve in the first solenoid valve group that needs to reduce pressure to close, and at the same time control the solenoid valve in the second solenoid valve group connected in series with the closing solenoid valve to open, so that the hydraulic pressure to the wheel brake is released, and the brake fluid will flow from the flow channel c back to the MCC3 port of the reservoir. (2) If it is necessary to increase the braking pressure, the system first closes the four solenoid valves of the solenoid valve group one to keep the vehicle braking pressure unchanged, controls the motor to rotate rapidly in the reverse direction, drives the first piston component of the booster cylinder and the second piston component of the booster cylinder to move backward, and the first chamber of the booster cylinder and the second chamber of the booster cylinder form a negative pressure. Under the action of vacuum force, the first one-way valve and the second one-way valve open and replenish the liquid from the MCC1 port and MCC2 port of the reservoir respectively. Then, in a very short time, the controller controls the motor to change from reverse rotation to forward rotation, pushes the first piston component of the booster cylinder and the second piston component of the booster cylinder to move forward, and controls the solenoid valve in the solenoid valve group one that needs to be pressurized to open, thus realizing the stabilization function of ESC / ABS for the vehicle braking.

[0017] The advantages of this invention are its novel structure; it is a power assist system using an electric motor as a power source, which is significantly different from the OneBox system currently used in the industry. The simulated cylinder, booster cylinder, simulator, and motor constitute the DPB (Power Assist Braking) module, while solenoid valve groups one and two assist in implementing ESC / ABS functions. The system collects signals from displacement and hydraulic sensors, and the program controls the rotation of the motor to build pressure in the booster cylinder assembly, thus providing assisted braking. If the vehicle ECU determines that the vehicle requires stable operation, the DPB braking module continues to provide braking hydraulic pressure. Simultaneously, the controller of the brake-by-wire module issues control commands based on feedback from the vehicle ECU, adjusting the opening and closing of four pairs of solenoid valves in solenoid valve groups one and two to increase or decrease the pressure in the brake lines, thereby achieving ESC / ABS functions. There is a certain relationship between the booster cylinder pressure value and the displacement value of the displacement sensor; this correlation is usually calibrated based on the PV characteristic curve. The displacement value of the displacement sensor and the pressure value measured by the hydraulic sensor complete a closed-loop control. After braking is completed, the system determines whether it is operating normally by simultaneously zeroing the displacement and hydraulic sensors.

[0018] The invention is characterized by a brake-by-wire module consisting of a DPB (Driving Power Booster) braking module and an ESC / ABS module. It uses only one motor as both the braking power source and the ESC / ABS booster, employing brake fluid as the energy transfer medium. The motor outputs power directly to drive a piston via a transmission mechanism. The piston then pushes the brake fluid to create hydraulic pressure, providing braking assistance to the driver or enabling ESC / ABS functionality. The DPB braking module eliminates the CSV (Simulated Cylinder and Brake Isolation Valve), PSV (Simulated Power Booster and Brake Isolation Valve), and SSV (Simulated Lever and Pedal Simulator Isolation Valve). Instead of using solenoid valves to control the hydraulic output of the power booster module, a special structure in the simulated dual-chamber master cylinder assembly is used as a branch selection switch to replace the decoupling switch, regulating the brake fluid flow under different braking modes. While maintaining the original functions, the overall cost is reduced; the number of electronic components used to implement the functions is reduced, the standby power consumption is reduced, and the energy consumption performance is improved; the simulated master cylinder is dual-chambered, and the power assist master cylinder is also dual-chambered, ensuring the braking redundancy of the entire system; moreover, the mechanical structure action replaces the solenoid valve action, which simplifies the control hydraulic output logic, shortens the control program, and also reduces the risk of control failure and leakage caused by too many solenoid valves in the system.

[0019] This invention adopts brake-by-wire as the whole, and can still achieve functions such as active collision avoidance, adaptive cruise control, intelligent driving, and brake energy recovery. It can be used as a new product to replace the existing OneBox product. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of the present invention and these drawings without creative effort. Figure 1 This is a schematic diagram of the structure of the present invention, showing the unassisted basic braking mode; Figure 2 This is a schematic diagram of the simulated cylinder of the present invention, showing the conventional motor-assisted braking mode; Figure 3 This is a schematic diagram of the structure of the power cylinder and motor of the present invention. The diagram shows the conventional motor-assisted braking mode. Figure 4 This is a schematic diagram of the simulator of the present invention, showing the conventional motor-assisted braking mode; Figure 5 This is a schematic diagram of the structure of solenoid valve assembly one and solenoid valve assembly two of the present invention. Detailed Implementation

[0021] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not the entire structure.

[0022] like Figure 1 As shown, the valve body block 9 includes a simulation cylinder 1, an assist cylinder 2, a simulator 3, a one-way valve PRV-4, a one-way valve PRV-5, a motor APM6, a solenoid valve group 1 7, and a solenoid valve group 2 8. The simulation cylinder 1 is connected to the assist cylinder 2 and the simulator 3 through flow channels. The assist cylinder 2 is connected to the brake 11 or the solenoid valve group 2 8 through flow channels via the solenoid valve group 1 7. The motor APM6 is connected to the assist cylinder 2. One end of the one-way valve PRV-4 and the one-way valve PRV-5 are connected to the assist cylinder 2, and the other end is connected to the liquid storage tank 10. The solenoid valve group 2 8 is connected to the liquid storage tank 10 through flow channels.

[0023] like Figure 2As shown, the simulated cylinder 1 includes a first piston component 101, a displacement sensor (magnet component) 102, a secondary piston cup 103, a primary piston cup 104, a secondary piston cup 2 105, a secondary piston cup 3 106, a second piston component 107, a secondary piston cup 4 108, a primary piston cup 2 109, a simulated cylinder first chamber 110, a simulated cylinder second chamber 111, a first-ring fluid passage hole 112, a second-ring fluid passage hole 113, a third-ring fluid passage hole 114, a first-chamber fluid inlet hole 115, a second-chamber fluid inlet hole 116, a first-chamber output hole 117, a second-chamber output hole 118, and an X output hole 119. The first piston component 101 is connected to the displacement sensor 102, which is an absolute displacement sensor used to detect the brake pedal's depressor stroke and provide a feedback signal. The simulated cylinder first chamber 110 contains a secondary piston cup 103. 03. Main piston cup 104, secondary piston cup 2 105, secondary piston cup 3 106, primary fluid inlet 115, primary fluid outlet 117, and X-output 119; the second piston assembly 107 has a first-ring fluid passage hole 112, a second-ring fluid passage hole 113, and a third-ring fluid passage hole 114; the second chamber 111 of the simulation cylinder has a secondary piston cup 4 108, a main piston cup 2 109, and a second-chamber output hole 118; secondary piston cup 2 105 and secondary piston cup 3 106 are added to the first chamber 110 of the simulation cylinder, and a second-ring oil passage hole 113 and a third-ring oil passage hole 114 are added to the second piston assembly 107 of the simulation cylinder at the end of the first chamber 110 of the simulation cylinder. In the initial state, the third-ring oil passage hole of the second piston assembly 107 of the simulation cylinder is located between secondary piston cup 2 105 and secondary piston cup 3 106. X output port 119 is located between analog cylinder auxiliary cup 2 105 and analog cylinder auxiliary cup 3 106.

[0024] like Figure 3 As shown, the power assist cylinder 2 includes a first piston component 201, a secondary piston cup 202, a main piston cup 203, a second piston component 204, a main piston cup 205, a secondary piston cup 206, a first chamber 207, a second chamber 208, a fluid inlet 209, a fluid inlet 210, an output port 211, an output port 212, and a hydraulic sensor 213. The first chamber 207 contains... The system includes a first piston component 201, a secondary piston cup 202, a main piston cup 203, a fluid inlet 209, and an outlet 211 for the first chamber of the power assist cylinder. The second chamber 208 contains a second piston component 204, a main piston cup 205, a secondary piston cup 206, a fluid inlet 210, and an outlet 212. A hydraulic sensor 213 is connected to the second chamber 208 via a flow channel and is used to detect the amount of motor assistance and provide feedback signals.

[0025] like Figure 4As shown, the simulator 3 includes a piston 301, a load 302, a simulator cavity 303, and a simulator input hole 304. The simulator cavity 303 contains the piston 301 and the load 302, and the simulator cavity 303 above the load 302 has a simulator input hole 304.

[0026] like Figure 3 As shown, the motor system 6 includes a motor APM601, an angle sensor RPS602, a transmission mechanism 603, and a controller MCS604. The motor APM601 is connected to the transmission mechanism 603, which pushes the first piston component 201 of the booster cylinder. The motor APM601 is electrically connected to the angle sensor RPS602 and the controller MCS604. The angle sensor RPS602 can be located either inside or outside the motor APM601. The angle sensor RPS602 couples with the sensing blades fixed to the motor rotor to detect the rotor angle of the motor APM602 and provide a feedback signal.

[0027] like Figure 5 As shown, the solenoid valve group 7 includes solenoid valve IV-701, solenoid valve IV-2 702, solenoid valve IV-4 703, and solenoid valve IV-3 704. Solenoid valves IV-701, IV-2 702, IV-4 703, and IV-3 704 are all normally open valves. Solenoid valves IV-701 and IV-2 702 are connected to the output port 211 of the first chamber of the booster cylinder via flow channel g. Solenoid valve IV-701 is also connected to the solenoid valve... OV-801 and brake-1101 are connected in parallel. Solenoid valve IV-702 is also connected in parallel with solenoid valve OV-802 and brake-2102. Solenoid valve IV-4-703 and solenoid valve IV-3-704 are connected to the output port 212 of the booster cylinder's second chamber through flow channel h. Solenoid valve IV-4-703 is also connected in parallel with solenoid valve OV-4-803 and brake-4103. Solenoid valve IV-3-704 is also connected in parallel with solenoid valve OV-3-804 and brake-3104. The brake-1, brake-2, brake-3, and brake-4 mentioned above do not specifically refer to front, back, left, or right. However, they should be arranged in an X-shaped pattern, that is, brake-1 and brake-2 can be arranged in front left and back right, while brake-3 and brake-4 are arranged in front right and back left.

[0028] like Figure 5As shown, the second solenoid valve assembly 8 includes solenoid valves OV-801, OV-2, OV-4, and OV-3, all of which are normally closed valves. These valves are all connected to the storage tank 10. The solenoid valves OV-801, OV-2, OV-4, and OV-3 serve as isolation valves between the solenoid valves and the MCC3 port of the storage tank 10.

[0029] The flow channels include flow channel a, flow channel b, flow channel c, flow channel d, flow channel e, flow channel f, flow channel g, and flow channel h, wherein: The simulation cylinder 110 is connected to the MCC1 port of the storage tank 10 via the first chamber replenishment hole 115 and the one-way valve PRV-4 through the flow channel a. The simulation cylinder's second chamber 111 is connected to the MCC2 port of the storage tank 10 via the second chamber replenishment hole 116 and the one-way valve PRV 5 through the flow channel b. Each solenoid valve in the second solenoid valve group 8 is connected to the MCC3 port of the liquid storage tank 10 through the flow channel c. Simulation cylinder chamber 110 is connected to the auxiliary cylinder chamber 1 fluid replenishment hole 209 of auxiliary cylinder chamber 207 via the chamber output hole 117 and the flow channel d. Simulation cylinder chamber 211 is connected to the auxiliary cylinder chamber 208 via the auxiliary cylinder chamber 2 fluid replenishment hole 210 of auxiliary cylinder chamber 208 via the auxiliary cylinder output hole 118 and the flow channel e. The simulation cylinder chamber 110 is connected to the simulator input port 304 of the simulator chamber 303 via the X output port 119 and the flow channel f. The first chamber 207 of the power assist cylinder is connected to solenoid valve IV-701 and solenoid valve IV-702 respectively through the output hole 211 of the first chamber of the power assist cylinder and through the flow channel g. It is also connected to the one-way valve PRV-4 through the flow channel g.

[0030] The second chamber 208 of the power assist cylinder is connected to the solenoid valve IV 4 703 and the solenoid valve IV 3 704 respectively through the output hole 212 of the second chamber of the power assist cylinder and through the flow channel h. It is also connected to the one-way valve PRV 2 5 through the flow channel h.

[0031] A control method employing a fully decoupled hydraulic linear braking module includes a conventional motor-assisted braking mode, an active braking mode, and a basic braking mode without power assistance. When the system is in either the conventional motor-assisted braking or active braking mode, the ESC / ABS function can engage normally. Only when the system is in the basic braking mode without power assistance can the ESC / ABS function be disabled. Details are as follows: (1) Conventional motor-assisted braking mode, such as Figure 2 , 3 As shown in Figure 4: 1) Depressing the brake pedal 12 pushes the first piston component 101 of the simulated cylinder. The first piston component 101 of the simulated cylinder drives the displacement sensor 102 to move forward. The displacement sensor 102 generates a displacement signal and transmits it to the system controller. The system controller calculates the motor angle based on the displacement and simultaneously powers on the motor APM601. The motor APM601 starts. The system controller collects the feedback signal from the angle sensor RPS602 and controls the current magnitude and energizing time. The motor APM601 rotates and pushes the first piston component 201 and the second piston component 204 of the booster cylinder forward through the transmission mechanism 603. At this time, the first chamber 207 and the second chamber 208 of the booster cylinder will respectively flow from the first chamber 110 and the second chamber 111 of the simulated cylinder through the flow channel d and The flow channel e replenishes the fluid. After the first piston component 201 and the second piston component 204 of the booster cylinder pass the idle stroke, hydraulic pressure is established in the first chamber 207 and the second chamber 208 of the booster cylinder. The pressure building speed is greater than the pressure building speed of the first chamber 110 and the second chamber 111 of the simulated cylinder. The pressure established in the first chamber 207 of the booster cylinder will be transmitted through the output hole 211 of the first chamber of the booster cylinder to the solenoid valve IV-701 and the solenoid valve IV-2 702 via the flow channel g. The pressure established in the second chamber 208 of the booster cylinder will be transmitted through the output hole 212 of the second chamber of the booster cylinder to the solenoid valve IV-4 703 and the solenoid valve IV-3 704 via the flow channel h. After flowing through the above four solenoid valves, the fluid flows to the brake 1101, brake 2102, brake 4103, and brake 3104. 2) Simultaneously, the first piston component 101 and the second piston component 107 of the simulated cylinder continue to move forward under the action of the pedal force. When both piston components have eliminated the free stroke, that is, the fluid inlet 115 of the first chamber of the simulated cylinder jumps over the first main piston cup 104 of the simulated cylinder, and the fluid inlet 116 of the second chamber of the simulated cylinder jumps over the second main piston cup 109 of the simulated cylinder, hydraulic pressure is established in both chambers of the simulated cylinder at the same time. Since the reaction time of the motor APM601 is very short, the pressure establishment time of the booster cylinder 2 is earlier than that of the simulated cylinder 1, and the pressure establishment value of the booster cylinder 2 is higher than that of the simulated cylinder 1. Therefore, at this time, the brake fluid in the flow channels d and e will not flow into the dual chambers of the booster cylinder 2. The second piston component 107 of the simulated cylinder eliminates the free stroke. Afterwards, the brake fluid in the second chamber 111 of the simulated cylinder has no other pressure relief hole, so the second piston component 107 of the simulated cylinder no longer moves forward. At this time, the three-ring fluid passage hole 114 on the second piston component 107 of the simulated cylinder is located between the second auxiliary piston cup 105 and the third auxiliary piston cup 106 of the simulated cylinder, and always remains unobstructed. The brake fluid in the first chamber 110 of the simulated cylinder will flow into the simulator chamber 303 through the three-ring fluid passage hole 114 on the second piston component 107 of the simulated cylinder, through the X output hole 119, and the flow channel f. As the first piston component 101 of the simulated cylinder moves forward, the pressure in the first chamber 110 of the simulated cylinder continues to rise. The simulator piston 301 moves forward and pushes the simulator load 302 to compress and deform it, providing the driver with pedal feel. 3) After braking is completed, as the driver stops pressing the brake pedal 12 and releases the pedal, the first piston component 101 of the analog cylinder and the displacement sensor 102 move backward. The system controller will calculate the motor rotation angle based on the amount of displacement of the displacement sensor 102 and simultaneously drive the motor APM601 to reverse. The reverse rotation of the motor APM601 drives the first piston component 201 of the booster cylinder and the second piston component 204 of the booster cylinder to move backward until the measurement value of the hydraulic sensor 213 returns to zero, all components are reset, and the system returns to the standby state. (2) Active braking mode: The input signal is sent by the vehicle ECU. The ECU will send an instruction to the system controller according to the braking deceleration required by the vehicle. The system controller will control the speed and revolutions of the motor APM601. At the same time, the system controller monitors the hydraulic value of the booster cylinder output collected by the hydraulic sensor 213 and uses it as the basis for closed-loop control. (3) Unassisted basic braking mode, such as Figure 1 As shown: When the vehicle experiences a power supply system failure, the system controller, motor APM601, angle sensor RPS602, hydraulic sensor 213, and all solenoid valves will malfunction due to lack of power. At this time, when the driver depresses the brake pedal 12, it pushes forward the first piston assembly 101 and the second piston assembly 107 of the simulated cylinder. Pressure is established in the first chamber 110 and the second chamber 111 of the simulated cylinder. The three-ring fluid passage 114 on the second piston assembly 107 of the simulated cylinder will pass over the auxiliary piston cup 106 of the simulated cylinder, and the X output port 119 will close. Brake fluid will not flow into the pedal simulator 3 in the first chamber 110 of the simulated cylinder. The hydraulic pressure established by the simulated cylinder chamber 110 and simulated cylinder chamber 111 is output to the booster cylinder chamber 207 and booster cylinder chamber 208 respectively through flow channel d and flow channel e. Then, it flows from flow channel g and flow channel h through four solenoid valves IV-701, IV-702, IV-4, and IV-3, and finally flows to brake 1101, brake 2102, brake 4103, and brake 3104. This ensures that the entire braking system provides basic braking and that the vehicle can reduce its speed with a certain braking deceleration until it comes to a complete stop, serving as redundant braking for the system.

[0032] In both conventional motor-assisted braking mode and active braking mode: (1) If the ECU detects that the vehicle has a braking stability requirement, it will send a signal to the system controller connected to the CAN bus. The system controller will issue a command to control the solenoid valve IV in the first solenoid valve group that needs to reduce pressure to close, and at the same time control the solenoid valve OV in the second solenoid valve group connected in series with the closing solenoid valve to open, so as to release the hydraulic pressure to the wheel brakes. The brake fluid will flow from the flow channel c back to the MCC3 port of the reservoir 10. (2) If it is necessary to increase the braking pressure, the system first closes the four solenoid valves IV in the solenoid valve group one to keep the vehicle braking pressure unchanged, controls the motor APM601 to rotate rapidly in the reverse direction, drives the first piston component 201 and the second piston component 204 of the booster cylinder to move backward, and the first chamber 207 and the second chamber 208 of the booster cylinder form a negative pressure. Under the action of vacuum force, the one-way valve PRV-4 and the one-way valve PRV-5 open and replenish the liquid from the MCC1 port and MCC2 port of the reservoir 10 respectively. Then, in a very short time, the controller MCS604 controls the motor APM601 to change from reverse rotation to forward rotation, pushes the first piston component 201 and the second piston component 204 of the booster cylinder to move forward, and controls the solenoid valve IV in the solenoid valve group one that needs to be pressurized to open, thus realizing the stabilization function of ESC / ABS for the vehicle braking.

[0033] The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the scope of protection of the present invention is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present invention, any person skilled in the art can make equivalent substitutions or changes based on the technical solution and inventive concept of the present invention within the scope of the technology disclosed in the present invention. These simple modifications are all within the scope of protection of the present invention.

[0034] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present invention will not describe the various possible combinations separately.

Claims

1. A hydraulic fully decoupled linear control braking module, characterized in that: The device includes a simulated cylinder, an auxiliary cylinder, a simulator, a check valve one, a check valve two, a motor, a solenoid valve group one, and a solenoid valve group two, all located within the valve body block. The simulated cylinder is connected to the auxiliary cylinder and the simulator via flow channels. The auxiliary cylinder is connected to the brake or solenoid valve group two via flow channels through solenoid valve group one. The motor is connected to the auxiliary cylinder. One end of check valve one and one end of check valve two are connected to the auxiliary cylinder, and the other end is connected to the liquid storage tank. Solenoid valve group two is connected to the liquid storage tank via flow channels. The simulated cylinder includes a first piston assembly, a displacement sensor, a first auxiliary piston cup, a first main piston cup, a second auxiliary piston cup, a third auxiliary piston cup, a second piston assembly, a fourth auxiliary piston cup, a second main piston cup, a first chamber of the simulated cylinder, a second chamber of the simulated cylinder, a first ring liquid passage hole, a second ring liquid passage hole, a third ring liquid passage hole, a first chamber liquid replenishment hole, a second chamber liquid replenishment hole, a first chamber output hole, a second chamber output hole, and an X output hole. The first piston assembly is connected to the displacement sensor. The first chamber of the simulated cylinder contains the first auxiliary piston cup, the first main piston cup, the second auxiliary piston cup, the third auxiliary piston cup, the first chamber liquid replenishment hole, the first chamber output hole, and the X output hole. The second piston assembly has a first ring liquid passage hole, a second ring liquid passage hole, and a third ring liquid passage hole. The second chamber of the simulated cylinder contains the fourth auxiliary piston cup, the second main piston cup, and the second chamber output hole. In the initial state, the third ring liquid passage hole of the second piston assembly of the simulated cylinder is located between the second auxiliary piston cup and the third auxiliary piston cup, and the X output hole is located between the second auxiliary piston cup and the third auxiliary piston cup. The power cylinder includes a first piston assembly, a secondary piston cup, a main piston cup, a second piston assembly, a main piston cup, a secondary piston cup, a first chamber, a second chamber, a fluid inlet for the first and second chambers, an output port for the first and second chambers, and a hydraulic sensor. The first chamber contains the first piston assembly, the secondary piston cup, the main piston cup, the fluid inlet for the first chamber, and the output port. The second chamber contains the second piston assembly, the main piston cup, the secondary piston cup, the fluid inlet for the second chamber, and the output port. The hydraulic sensor is connected to the second chamber via a flow channel. The simulator includes a piston, a load, a simulator cavity, and a simulator input port, wherein the simulator cavity contains the piston and the load, and the simulator cavity above the load has a simulator input port.

2. The hydraulic fully decoupled linear control braking module according to claim 1, characterized in that: The motor system includes a motor, an angle sensor, a transmission mechanism, and a controller. The motor is connected to the transmission mechanism, which pushes the first piston component of the booster cylinder. The motor is electrically connected to the angle sensor and the controller.

3. The hydraulic fully decoupled linear control braking module according to claim 1, characterized in that: The solenoid valve group one includes solenoid valve one, solenoid valve two, solenoid valve four, and solenoid valve three. Solenoid valve one, solenoid valve two, solenoid valve four, and solenoid valve three are all normally open valves. Solenoid valve one and solenoid valve two are connected to the output hole of the first chamber of the booster cylinder through flow channel g. Solenoid valve one is also connected in parallel with solenoid valve one and brake one. Solenoid valve two is also connected in parallel with solenoid valve two and brake two. Solenoid valve four and solenoid valve three are connected to the output hole of the second chamber of the booster cylinder through flow channel h. Solenoid valve four is also connected in parallel with solenoid valve four and brake four. Solenoid valve three is also connected in parallel with solenoid valve three and brake three.

4. The hydraulic fully decoupled linear control braking module according to claim 1, characterized in that: The second solenoid valve assembly includes solenoid valve one, solenoid valve two, solenoid valve four, and solenoid valve three, wherein solenoid valve one, solenoid valve two, solenoid valve four, and solenoid valve three are all normally closed valves, and solenoid valve one, solenoid valve two, solenoid valve four, and solenoid valve three are all connected to the liquid storage tank.

5. A hydraulic fully decoupled linear control braking module according to claim 1, characterized in that: The flow channels include flow channel a, flow channel b, flow channel c, flow channel d, flow channel e, flow channel f, flow channel g, and flow channel h, wherein: The simulated cylinder is connected to the MCC1 port of the storage tank via a fluid replenishment hole and a one-way valve through a flow channel a. The second chamber of the simulation cylinder is connected to the MCC2 port of the storage tank via the second chamber replenishment hole and the one-way valve 2 through the flow channel b. Each solenoid valve in the second solenoid valve group is connected to the MCC3 port of the liquid storage tank through flow channel c. The first chamber of the simulation cylinder is connected to the first chamber of the auxiliary cylinder via the first chamber output hole through the flow channel d and the first chamber of the auxiliary cylinder replenishment hole. The second chamber of the simulation cylinder is connected to the second chamber of the auxiliary cylinder via the second chamber output hole through the flow channel e and the second chamber of the auxiliary cylinder replenishment hole. The simulated cylinder chamber is connected to the simulator input port of the simulator chamber via the X output port and the flow channel f; The first chamber of the power cylinder is connected to the first solenoid valve and the second solenoid valve respectively through the output hole of the first chamber of the power cylinder and through the flow channel g. It is also connected to the first check valve through the flow channel g. The second chamber of the power cylinder is connected to the fourth and third solenoid valves respectively through the output hole of the second chamber of the power cylinder and through the flow channel h. It is also connected to the second check valve through the flow channel h.

6. A control method for a hydraulic fully decoupled linear control braking module as described in any one of claims 1 to 5, characterized in that: This includes conventional motor-assisted braking mode, active braking mode, and basic braking mode without assistance, as detailed below: (1) Conventional motor-assisted braking mode; 1) When the driver depresses the brake pedal, it pushes the first piston of the simulated cylinder. The first piston of the simulated cylinder moves the displacement sensor forward, generating a displacement signal that is transmitted to the system controller. The system controller calculates the motor angle based on the displacement and simultaneously powers on the motor. The motor starts, and the system controller collects feedback signals from the angle sensor to control the current magnitude and energizing time. The motor rotates and, through the transmission mechanism, pushes the first and second pistons of the booster cylinder forward. At this time, the first and second chambers of the booster cylinder will respectively draw power from the first and second chambers of the simulated cylinder. Fluid is replenished through flow channels d and e. After the first and second piston components of the booster cylinder have passed their idle stroke, hydraulic pressure is established in the first and second chambers of the booster cylinder. The pressure build-up rate is greater than that of the simulated cylinder's first and second chambers. The pressure built up in the first chamber of the booster cylinder is transmitted through the output hole of the first chamber of the booster cylinder to solenoid valves 1 and 2 via flow channel g. The pressure built up in the second chamber of the booster cylinder is transmitted through the output hole of the second chamber of the booster cylinder to solenoid valves 4 and 3 via flow channel h. After flowing through the above four solenoid valves, the fluid flows to brakes 1, 2, 4, and 3. 2) Simultaneously, the first and second piston components of the simulated cylinder continue to move forward under the pedal force. Once both piston components have eliminated their idle stroke, i.e., the fluid inlet of the first chamber of the simulated cylinder jumps over the first main piston cup of the simulated cylinder, and the fluid inlet of the second chamber of the simulated cylinder jumps over the second main piston cup of the simulated cylinder, hydraulic pressure is simultaneously established in both chambers of the simulated cylinder. Due to the very short reaction time of the motor, the pressure establishment time of the booster cylinder is earlier than that of the simulated cylinder, and the pressure establishment value of the booster cylinder is higher than that of the simulated cylinder. Therefore, at this time, the brake fluid in flow channels d and e will not flow into the dual chambers of the booster cylinder. After the free travel is eliminated, there are no other pressure relief holes for the brake fluid in the second chamber of the simulated cylinder. Therefore, the second piston component of the simulated cylinder no longer moves forward. At this time, the three-ring fluid passage hole on the second piston component of the simulated cylinder is located between the second and third auxiliary piston cups of the simulated cylinder and remains unobstructed. The brake fluid in the first chamber of the simulated cylinder will flow into the simulator chamber through the three-ring fluid passage hole on the second piston component of the simulated cylinder, through the X output hole and the flow channel f. As the first piston component of the simulated cylinder moves forward, the pressure in the first chamber of the simulated cylinder continues to rise. The simulator piston moves forward and pushes the simulator load to compress and deform it, providing the driver with pedal feel. 3) After braking is completed, as the driver stops pressing the brake pedal and releases the pedal, the first piston component of the simulated cylinder and the displacement sensor move backward. The system controller will calculate the motor rotation angle based on the displacement of the displacement sensor and simultaneously drive the motor to reverse. The reverse rotation of the motor drives the first piston component of the booster cylinder and the second piston component of the booster cylinder to move backward until the hydraulic sensor measurement value returns to zero, all components are reset, and the system returns to the standby state. (2) Active braking mode; The input signal is sent by the vehicle ECU. The ECU will send a command to the system controller according to the braking deceleration required by the vehicle. The system controller will control the motor speed and revolutions. At the same time, the system controller monitors the hydraulic value of the booster cylinder output collected by the hydraulic sensor and uses it as the basis for closed-loop control. (3) Unassisted basic braking mode; When the vehicle experiences a power supply system failure, the system controller, motor, angle sensor, hydraulic sensor, and all solenoid valves will fail due to lack of power. At this time, the driver presses the brake pedal, pushing the first and second piston components of the simulated cylinder forward. Pressure is established in the first and second chambers of the simulated cylinder. The three-ring fluid passage on the second piston component of the simulated cylinder will jump over the third piston cup of the simulated cylinder, and the X output hole will close. The brake fluid in the first chamber of the simulated cylinder will not flow into the pedal simulator. The hydraulic pressure established in the first and second chambers of the simulated cylinder is output to the first and second chambers of the power assist cylinder through flow channels d and e, respectively. Then, it flows through flow channels g and h, through four solenoid valves (solenoid valve one, solenoid valve two, solenoid valve four, and solenoid valve three), and finally to brake valves one, two, four, and three. This ensures that the entire braking system provides basic braking, ensuring that the vehicle can reduce its speed with a certain braking deceleration until it comes to a complete stop, serving as redundant braking for the system.

7. The control method for a hydraulic fully decoupled linear control braking module according to claim 6, characterized in that, In both conventional motor-assisted braking mode and active braking mode: (1) If the ECU detects that the vehicle has a braking stability requirement, it will send a signal to the system controller connected to the CAN bus. The system controller will issue a command to control the solenoid valve in the first solenoid valve group that needs to reduce pressure to close, and at the same time control the solenoid valve in the second solenoid valve group connected in series with the closing solenoid valve to open, so that the hydraulic pressure to the wheel brake is released, and the brake fluid will flow from the flow channel c back to the MCC3 port of the reservoir. (2) If it is necessary to increase the braking pressure, the system first closes the four solenoid valves of the solenoid valve group one to keep the vehicle braking pressure unchanged, controls the motor to rotate rapidly in the reverse direction, drives the first piston component of the booster cylinder and the second piston component of the booster cylinder to move backward, and the first chamber of the booster cylinder and the second chamber of the booster cylinder form a negative pressure. Under the action of vacuum force, the first one-way valve and the second one-way valve open and replenish the liquid from the MCC1 port and MCC2 port of the reservoir respectively. Then, in a very short time, the controller controls the motor to change from reverse rotation to forward rotation, pushes the first piston component of the booster cylinder and the second piston component of the booster cylinder to move forward, and controls the solenoid valve in the solenoid valve group one that needs to be pressurized to open, thus realizing the stabilization function of ESC / ABS for the vehicle braking.

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