Hydraulic braking system and method of vehicle and vehicle

Abstract

The invention provides a hydraulic braking system and method of a vehicle and the vehicle, and relates to the technical field of vehicle braking. In the system, a first pressure increasing valve, a second pressure increasing valve, a third pressure increasing valve and a fourth pressure increasing valve are integrated into a hydraulic valve body module, and control coils of a first brake controller, the first pressure increasing valve, the second pressure increasing valve, the third pressure increasing valve and the fourth pressure increasing valve are integrated into a circuit integration module; the circuit integration module and the hydraulic valve body module are assembled together, the integration degree can be improved, control over the pressure increasing valves can be simplified, when the first brake controller obtains a brake request, whether the first self-inspection result and the second self-inspection result represent that the first self-inspection result and the second self-inspection result are both effective or not is determined, and under the condition that the first self-inspection result and the second self-inspection result represent that the first self-inspection result and the second self-inspection result are both effective, and the first pressure increasing valve, the second pressure increasing valve, the third pressure increasing valve and the fourth pressure increasing valve are controlled to be conducted, so that the first hydraulic adjusting unit conducts hydraulic braking, the second hydraulic adjusting unit conducts hydraulic braking, the number of parts of the vehicle is small, cost is low, and the occupied space is small.

Description

Technical Field

[0001] This application relates to the field of vehicle braking technology, and more particularly to a hydraulic braking system, method, and vehicle for a vehicle. Background Technology

[0002] Redundancy in vehicle brake-by-wire refers to the redundant design of braking function through the vehicle's brake-by-wire system. For example, the redundant design can include two completely independent control systems, each responsible for controlling different functional modules of vehicle braking. When one control system fails, the other can seamlessly take over and perform the vehicle braking function to ensure safe driving.

[0003] Currently, redundant designs for braking functions typically employ a combination architecture of an integrated brake controller and redundant braking units, or a combination architecture of an electronic booster and a vehicle stability system. Either of these architectures applies braking force to all four wheels through a dual-circuit system during normal braking or brake failure conditions to achieve high backup braking deceleration. However, these redundant designs require a large number of components, including solenoid valves, hydraulic cylinders, and actuators, increasing the complexity of the vehicle's drive-by-wire system, increasing costs, and resulting in long braking response times, posing potential safety hazards. Summary of the Invention

[0004] This application provides a hydraulic braking system, method, and vehicle for solving the problems of increased complexity and high cost of the vehicle's drive-by-wire system in the prior art, as well as long braking response time and potential driving safety hazards.

[0005] In a first aspect, this application provides a hydraulic braking system for a vehicle, comprising a first braking unit and a second braking unit. The first braking unit includes a first brake controller, a first hydraulic adjustment unit, a first pressure boosting valve, a second pressure boosting valve, a third pressure boosting valve, and a fourth pressure boosting valve. The second braking unit includes a second brake controller and a second hydraulic adjustment unit. The first brake controller and the second brake controller are communicatively connected. The first brake controller is electrically connected to the first hydraulic regulating unit, the first booster valve, the second booster valve, the third booster valve, and the fourth booster valve. The first and second booster valves are connected to the first hydraulic regulating unit through different pipelines, and the third and fourth booster valves are connected to the second hydraulic regulating unit through different pipelines. The first, second, third, and fourth booster valves are integrated into a hydraulic valve body module. The control coils of the first brake controller, the first booster valve, the second booster valve, the third booster valve, and the fourth booster valve are integrated into a circuit integration module, and the circuit integration module and the hydraulic valve body module are assembled together. The first brake controller is used to self-check whether the first brake controller and the first hydraulic adjustment unit are both effective, and transmits the first self-check result to the second brake controller; The second brake controller is used to self-test whether the second brake controller and the second hydraulic adjustment unit are effective, and transmits the second self-test result to the first brake controller; The first brake controller is also used to determine whether the first self-test result and the second self-test result are both valid when a brake request is received. If both the first self-test result and the second self-test result are valid, the controller controls the first booster valve, the second booster valve, the third booster valve and the fourth booster valve to remain open, and analyzes the brake request to obtain the target brake hydraulic pressure. The controller controls the first hydraulic adjustment unit to apply the target brake hydraulic pressure to the caliper of the left front wheel of the vehicle through the first booster valve to brake the left front wheel, and to apply the target brake hydraulic pressure to the caliper of the right rear wheel of the vehicle through the second booster valve to brake the right rear wheel. The second brake controller is configured to receive target brake hydraulic pressure from the first brake controller when both the first and second self-test results indicate that the test is effective, and to control the second hydraulic adjustment unit to apply target brake hydraulic pressure to the caliper of the right front wheel of the vehicle via the third booster valve to brake the right front wheel, and to apply target brake hydraulic pressure to the caliper of the left rear wheel of the vehicle via the fourth booster valve to brake the left rear wheel.

[0006] In some embodiments, the second brake controller is also electrically connected to the third and fourth booster valves, respectively. The second brake controller is also used to, if a braking request is obtained when the first self-test result indicates that the first brake controller or the first hydraulic adjustment unit has failed and the second self-test result indicates that both are valid, then to parse the braking request, obtain the target braking hydraulic pressure, and control the third and fourth booster valves to remain open. The second hydraulic adjustment unit is then controlled to apply the target braking hydraulic pressure to the caliper of the right front wheel of the vehicle via the third booster valve to brake the right front wheel, and to apply the target braking hydraulic pressure to the caliper of the left rear wheel of the vehicle via the fourth booster valve to brake the left rear wheel.

[0007] In some embodiments, the first booster valve is provided with a first switching module, the second booster valve is provided with a second switching module, and the second brake controller is also electrically connected to the first switching module and the second switching module. The second brake controller is also configured to, when the first self-test result indicates that the first brake controller or the first hydraulic adjustment unit has failed, and the second self-test result indicates that both are valid, control the first booster valve to switch to connection with the second hydraulic adjustment unit based on the first switch switching module, and control the second booster valve to switch to connection with the second hydraulic adjustment unit based on the second switch switching module; and control the second hydraulic adjustment unit to apply target braking hydraulic pressure to the caliper of the left front wheel of the vehicle via the first booster valve to brake the right front wheel, and to apply target braking hydraulic pressure to the caliper of the right rear wheel of the vehicle via the second booster valve to brake the left rear wheel.

[0008] In some embodiments, the first brake controller is further configured to, upon receiving a braking request, determine whether both the first self-test result and the second self-test result indicate that both are valid. If both the first self-test result indicates that both are valid, and the second self-test result indicates that the second brake controller or the second hydraulic adjustment unit has failed, then the brake request is parsed to obtain the target braking hydraulic pressure. The first hydraulic adjustment unit is then controlled to apply the target braking hydraulic pressure to the caliper of the left front wheel of the vehicle via the first booster valve to brake the left front wheel, and to apply the target braking hydraulic pressure to the caliper of the right rear wheel of the vehicle via the second booster valve to brake the right rear wheel.

[0009] In some implementations, the second braking controller is also integrated into the circuit integration module.

[0010] In some embodiments, the first braking unit further includes a first reservoir, a first pressure relief valve, a second pressure relief valve, a third pressure relief valve, and a fourth pressure relief valve. The caliper of the vehicle's left front wheel, the first pressure relief valve, and the first reservoir are sequentially connected; the caliper of the vehicle's right rear wheel, the second pressure relief valve, and the first reservoir are sequentially connected; the caliper of the vehicle's right front wheel, the third pressure relief valve, and the first reservoir are sequentially connected; and the caliper of the vehicle's left rear wheel, the fourth pressure relief valve, and the first reservoir are sequentially connected. The first brake controller is further configured to, upon determining that the left front wheel is about to lock up, control the first pressure relief valve to open and the first pressure boosting valve to close, so that the fluid used to brake the left front wheel of the vehicle flows back to the first reservoir; upon determining that the right rear wheel is about to lock up, control the second pressure relief valve to open and the second pressure boosting valve to close, so that the fluid used to brake the right rear wheel of the vehicle flows back to the first reservoir; upon determining that the right front wheel is about to lock up, control the third pressure relief valve to open and the third pressure boosting valve to close, so that the fluid used to brake the right front wheel of the vehicle flows back to the first reservoir; and upon determining that the left rear wheel is about to lock up, control the fourth pressure relief valve to open and the fourth pressure boosting valve to close, so that the fluid used to brake the left rear wheel of the vehicle flows back to the first reservoir.

[0011] In some embodiments, the first booster valve is connected in parallel with a first check valve that unidirectionally flows toward the first hydraulic regulating unit, the second booster valve is connected in parallel with a second check valve that unidirectionally flows toward the first hydraulic regulating unit, the third booster valve is connected in parallel with a third check valve that unidirectionally flows toward the second hydraulic regulating unit, and the fourth booster valve is connected in parallel with a fourth check valve that unidirectionally flows toward the second hydraulic regulating unit.

[0012] Secondly, this application also provides a hydraulic braking method for a vehicle, applied to the hydraulic braking system of the vehicle provided in the first aspect of this application. The method provided by this application includes: The first brake controller performs a self-test to check whether both the first brake controller and the first hydraulic adjustment unit are effective, and transmits the first self-test result to the second brake controller; the second brake controller performs a self-test to check whether the second brake controller and the second hydraulic adjustment unit are effective, and transmits the second self-test result to the first brake controller. When the first brake controller receives a braking request, it determines whether the first self-test result and the second self-test result are both valid. If both the first self-test result and the second self-test result are valid, it controls the first booster valve, the second booster valve, the third booster valve and the fourth booster valve to remain open. The first brake controller analyzes the braking request, obtains the target braking hydraulic pressure, and controls the first hydraulic adjustment unit to apply the target braking hydraulic pressure to the caliper of the left front wheel of the vehicle through the first booster valve to brake the left front wheel, and to apply the target braking hydraulic pressure to the caliper of the right rear wheel of the vehicle through the second booster valve to brake the right rear wheel. When both the first and second self-test results indicate that the vehicle is effective, the second brake controller receives the target brake hydraulic pressure from the first brake controller and controls the second hydraulic adjustment unit to apply the target brake hydraulic pressure to the caliper of the right front wheel of the vehicle via the third booster valve to brake the right front wheel, and to apply the target brake hydraulic pressure to the caliper of the left rear wheel of the vehicle via the fourth booster valve to brake the left rear wheel.

[0013] In some embodiments, the second brake controller is also electrically connected to the third and fourth booster valves, respectively. The method provided in this application further includes: If the first self-test result indicates that the first brake controller or the first hydraulic regulating unit has failed, and the second self-test result indicates that both are valid, then if a braking request is obtained, the second brake controller will parse the braking request and obtain the target braking hydraulic pressure. The second brake controller controls the third and fourth booster valves to remain open, and controls the second hydraulic regulating unit to apply target braking hydraulic pressure to the caliper of the right front wheel of the vehicle via the third booster valve to brake the right front wheel, and to apply target braking hydraulic pressure to the caliper of the left rear wheel of the vehicle via the fourth booster valve to brake the left rear wheel.

[0014] Thirdly, this application also provides a vehicle equipped with the hydraulic braking system of the vehicle provided in the first aspect of this application.

[0015] This application provides a hydraulic braking system, method, and vehicle for a vehicle. The system applies target braking hydraulic pressure to the calipers of the left front wheel of the vehicle via a first booster valve using a second hydraulic regulating unit, and applies target braking hydraulic pressure to the calipers of the right rear wheel of the vehicle via the same second booster valve. Furthermore, the system applies target braking hydraulic pressure to the calipers of the right front wheel of the vehicle via a third booster valve using the same second hydraulic regulating unit, and applies target braking hydraulic pressure to the calipers of the left rear wheel of the vehicle via a fourth booster valve. Braking in this manner eliminates the need for a combined architecture of an integrated brake controller and redundant brake units, or a combined architecture of an electronic booster and a vehicle stability system. This reduces the number of parts, simplifying the overall hydraulic control system of the vehicle, lowering costs, and shortening the braking response time, thus reducing driving safety hazards. Furthermore, the first, second, third, and fourth booster valves are integrated into a hydraulic valve body module, and the control coils of the first brake controller, the first, second, third, and fourth booster valves are integrated into a circuit integration module. The circuit integration module and the hydraulic valve body module are assembled together, which can improve the integration level, simplify the control of the above-mentioned booster valves, and transmit control signals directly through electrical connection (without needing to transmit through CAN bus), which can save space and further reduce the complexity of the system and braking response time. Moreover, since only the first brake controller needs to parse the braking request, computing resources are saved, and only the first brake controller is independently responsible for the overall braking control, there is no interference between them, resulting in high reliability. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 A system architecture diagram of a vehicle hydraulic braking system provided in the embodiments of this application; Figure 2 One of the flowcharts for a hydraulic braking method for a vehicle provided in an embodiment of this application; Figure 3 This is a second flowchart of a hydraulic braking method for a vehicle provided in an embodiment of this application. Detailed Implementation

[0018] Embodiments of the present disclosure will now be described with reference to the accompanying drawings. However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the disclosure. Furthermore, descriptions of well-known structures and technologies are omitted in the following description to avoid unnecessarily obscuring the concepts of the present disclosure.

[0019] The accompanying drawings illustrate various structural schematics according to embodiments of the present disclosure. These drawings are not to scale, and some details have been enlarged for clarity, and some details may have been omitted. The shapes of the various regions and layers shown in the drawings, as well as their relative sizes and positional relationships, are merely exemplary and may deviate from reality due to manufacturing tolerances or technical limitations. Furthermore, those skilled in the art can design regions / layers with different shapes, sizes, and relative positions as needed.

[0020] In the context of this disclosure, when a layer / element is referred to as being "above" another layer / element, the layer / element may be directly above the other layer / element, or there may be an intermediate layer / element between them. Additionally, if a layer / element is "above" another layer / element in one orientation, then when the orientation is reversed, the layer / element may be "below" the other layer / element.

[0021] The technical solutions of this application and how they solve the aforementioned technical problems will be described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0022] Please see Figure 1 This application provides a hydraulic braking system for a vehicle, including a first braking unit and a second braking unit. The first braking unit includes a first brake controller (not shown in the figures), a first hydraulic adjustment unit 27, a first pressure boosting valve 13, a second pressure boosting valve 14, a third pressure boosting valve 11, and a fourth pressure boosting valve 12. The second braking unit includes a second brake controller (not shown in the figures) and a second hydraulic adjustment unit 7. The first brake controller and the second brake controller are communicatively connected. The first brake controller and the second brake controller can communicate with each other via a private CAN bus. The first brake controller is communicatively connected to an intelligent driving controller via a first CAN bus, and the second brake controller is communicatively connected to the intelligent driving controller (not shown in the figures) via a second CAN bus. The first brake controller and the second brake controller are also electrically connected to pedal travel sensors (not shown in the figures). When the driver presses the vehicle's pedal 1, the pedal travel sensors collect the pedal travel and transmit it to the first brake controller and the second brake controller, respectively. The vehicle's pedal 1 is also connected to a pedal simulator 2.

[0023] The first brake controller is electrically connected to the first hydraulic regulating unit 27, the first booster valve 13, the second booster valve 14, the third booster valve 11, and the fourth booster valve 12, respectively. For example... Figure 1 As shown, the first booster valve 13 and the second booster valve 14 are connected to the first hydraulic regulating unit 27 through different pipelines, and the third booster valve 11 and the fourth booster valve 12 are connected to the second hydraulic regulating unit 7 through different pipelines. The first booster valve 13, the second booster valve 14, the third booster valve 11 and the fourth booster valve 12 are integrated into a hydraulic valve body module. The control coils of the first brake controller, the first booster valve 13, the second booster valve 14, the third booster valve 11 and the fourth booster valve 12 are respectively integrated into a circuit integration module, and the circuit integration module and the hydraulic valve body module are assembled together.

[0024] The first hydraulic adjustment unit 27 includes, but is not limited to, a first motor 4, a first reduction mechanism 5, a first booster cylinder 6, and a first pressure sensor 8. The first motor 4, the first reduction mechanism 5, and the first booster cylinder 6 are connected in sequence. The first pressure sensor 8 is connected to the first booster cylinder 6 and to a first brake controller. The first pressure sensor 8 is used to collect the hydraulic pressure of the first booster cylinder 6 and feed it back to the first brake controller. The first brake controller is used to control the first motor 4 to drive the first reduction mechanism 5 to adjust the hydraulic pressure of the first booster cylinder 6 based on the hydraulic pressure collected from the first pressure sensor 8, so as to achieve the purpose of hydraulic adjustment.

[0025] Similarly, the second hydraulic adjustment unit 7 includes, but is not limited to, a second motor 24, a second reduction mechanism 25, a second booster cylinder 26, and a second pressure sensor 28. The second motor 24, the second reduction mechanism 25, and the second booster cylinder 26 are connected in sequence. The second pressure sensor 28 is connected to the second booster cylinder 26 and electrically connected to the second brake controller. The second pressure sensor 28 is used to collect the hydraulic pressure of the second booster cylinder 26 and feed it back to the second brake controller. The second brake controller is used to control the second motor 24 to drive the second reduction mechanism 25 to adjust the hydraulic pressure of the second booster cylinder 26 based on the hydraulic pressure collected from the second pressure sensor 28, so as to achieve the purpose of hydraulic adjustment.

[0026] The first brake controller is used to self-check whether the first brake controller and the first hydraulic adjustment unit 27 are both effective, and transmits the first self-check result to the second brake controller; the second brake controller is used to self-check whether the second brake controller and the second hydraulic adjustment unit 7 are effective, and transmits the second self-check result to the first brake controller.

[0027] The first brake controller is also used to determine whether the first self-test result and the second self-test result are both valid when a brake request is received. If both the first self-test result and the second self-test result are valid, the controller controls the first booster valve 13, the second booster valve 14, the third booster valve 11 and the fourth booster valve 12 to remain open, and analyzes the brake request to obtain the target brake hydraulic pressure. The controller controls the first hydraulic adjustment unit 27 to apply the target brake hydraulic pressure to the caliper of the left front wheel 29 of the vehicle through the first booster valve 13 to brake the left front wheel 29, and to apply the target brake hydraulic pressure to the caliper of the right rear wheel 30 of the vehicle through the second booster valve 14 to brake the right rear wheel 30.

[0028] It should be noted that the aforementioned braking request can be a braking request from the intelligent driving controller, or it can be obtained from the pedal travel data from the pedal travel sensor; no limitation is made here.

[0029] The second brake controller is used to receive the target brake hydraulic pressure from the first brake controller when both the first self-test result and the second self-test result indicate that they are effective. It controls the second hydraulic adjustment unit 7 to apply the target brake hydraulic pressure to the caliper of the right front wheel 31 of the vehicle via the third booster valve 11 to brake the right front wheel 31, and to apply the target brake hydraulic pressure to the caliper of the left rear wheel 32 of the vehicle via the fourth booster valve 12 to brake the left rear wheel 32.

[0030] Based on the above, the hydraulic braking system for a vehicle provided in this application embodiment can apply target braking hydraulic pressure to the caliper of the left front wheel 29 of the vehicle via the first booster valve 13 to brake the left front wheel 29, and apply target braking hydraulic pressure to the caliper of the right rear wheel 30 of the vehicle via the second booster valve 14 to brake the right rear wheel 30. Furthermore, it can apply target braking hydraulic pressure to the caliper of the right front wheel 31 of the vehicle via the third booster valve 11 to brake the right front wheel 31, and apply target braking hydraulic pressure to the caliper of the left rear wheel 32 of the vehicle via the fourth booster valve 12 to brake the left rear wheel 32. Braking in this manner eliminates the need for a combined architecture of an integrated brake controller and redundant brake units, or a combined architecture of an electronic booster and a vehicle stability system. This reduces the number of parts, simplifies the overall hydraulic control system of the vehicle, lowers costs, and shortens the braking response time, thus reducing driving safety hazards. Furthermore, the first booster valve 13, the second booster valve 14, the third booster valve 11, and the fourth booster valve 12 are integrated into a hydraulic valve body module. The control coils of the first brake controller, the first booster valve 13, the second booster valve 14, the third booster valve 11, and the fourth booster valve 12 are integrated into a circuit integration module. The circuit integration module and the hydraulic valve body module are assembled together, which can improve the integration level, simplify the control of the above-mentioned booster valves, and transmit control signals directly through electrical connection (without needing to transmit through CAN bus), which can save space and further reduce the complexity of the system and braking response time. Moreover, since only the first brake controller needs to parse the braking request, computing resources are saved, and only the first brake controller is independently responsible for the overall braking control, there is no interference between them, resulting in high reliability.

[0031] Alternatively, the second brake controller can also be integrated into the circuit integration module. This further reduces the system's complexity, space requirements, and braking response time.

[0032] It should be noted that the above describes the technical solution when the first and second braking units are not faulty. The following describes the technical solution when either the first or second braking unit fails.

[0033] Furthermore, the second brake controller is also electrically connected to the third booster valve 11 and the fourth booster valve 12 respectively. The second brake controller is also used to, when the first self-test result indicates that the first brake controller or the first hydraulic adjustment unit 27 has failed, and the second self-test result indicates that both are valid, if a braking request is obtained, analyze the braking request, obtain the target braking hydraulic pressure, control the third booster valve 11 to remain open and the fourth booster valve 12 to remain open, and control the second hydraulic adjustment unit 7 to apply the target braking hydraulic pressure to the caliper of the right front wheel 31 of the vehicle through the third booster valve 11 to brake the right front wheel 31, and to apply the target braking hydraulic pressure to the caliper of the left rear wheel 32 of the vehicle through the fourth booster valve 12 to brake the left rear wheel 32.

[0034] In this way, even if the first braking unit fails, the second braking unit can still be used to brake the vehicle, achieving backup redundancy control of the brakes. Typically, in this situation, the braking deceleration of the vehicle is usually above 0.5g, where g is the acceleration due to gravity.

[0035] Furthermore, the first booster valve 13 is equipped with a first switch-switching module (not shown in the attached figures), and the second booster valve 14 is equipped with a second switch-switching module. The second brake controller is also electrically connected to the first switch-switching module and the second switch-switching module. The second brake controller is further configured to, when the first self-test result indicates that the first brake controller or the first hydraulic adjustment unit 27 has failed, and the second self-test result indicates that both are valid, control the first booster valve 13 to switch to connection with the second hydraulic adjustment unit 7 based on the first switch-switching module, and control the second booster valve 14 to switch to connection with the second hydraulic adjustment unit 7 based on the second switch-switching module; and control the second hydraulic adjustment unit 7 to apply target braking hydraulic pressure to the caliper of the left front wheel 29 of the vehicle via the first booster valve 13 to brake the right front wheel 31, and to apply target braking hydraulic pressure to the caliper of the right rear wheel 30 of the vehicle via the second booster valve 14 to brake the left rear wheel 32. This allows for better braking control of the vehicle and more reliably achieves backup redundancy control of the brakes. For example, the first switch-switching module and the second switch-switching module can be, but are not limited to, dual-winding coils or relays, which are not limited here.

[0036] In some embodiments, the first brake controller is further configured to, upon receiving a braking request, determine whether both the first self-test result and the second self-test result indicate that both are valid. If both the first self-test result and the second self-test result indicate that the second brake controller or the second hydraulic adjustment unit 7 has failed, then the braking request is parsed to obtain the target braking hydraulic pressure. The first hydraulic adjustment unit 27 is then controlled to apply the target braking hydraulic pressure to the caliper of the left front wheel 29 of the vehicle via the first booster valve 13 to brake the left front wheel 29, and to apply the target braking hydraulic pressure to the caliper of the right rear wheel 30 of the vehicle via the second booster valve 14 to brake the right rear wheel 30. In this way, even if the second braking unit fails, the first braking unit can maintain braking of the vehicle. In this case, the braking deceleration of the vehicle is typically 0.5g or more, where g is the acceleration due to gravity.

[0037] Furthermore, still as Figure 1As shown, the first braking unit also includes a first reservoir 3, a first pressure relief valve 21, a second pressure relief valve 22, a third pressure relief valve 19, and a fourth pressure relief valve 20. The caliper of the vehicle's left front wheel 29, the first pressure relief valve 21, and the first reservoir 3 are sequentially connected; the caliper of the vehicle's right rear wheel 30, the second pressure relief valve 22, and the first reservoir 3 are sequentially connected; the caliper of the vehicle's right front wheel 31, the third pressure relief valve 19, and the first reservoir 3 are sequentially connected; and the caliper of the vehicle's left rear wheel 32, the fourth pressure relief valve 20, and the first reservoir 3 are sequentially connected. The first brake controller is also used to control the first pressure relief valve 21 to open and the first pressure boosting valve 1 to close when it is determined that the left front wheel 29 is about to lock up. When the right rear wheel 30 is about to lock up, the second pressure relief valve 22 is opened and the second pressure boosting valve 13 is closed, allowing the fluid used to brake the right rear wheel 30 to flow back to the first reservoir 3. When the right front wheel 31 is about to lock up, the third pressure relief valve 19 is opened and the third pressure boosting valve 11 is closed, allowing the fluid used to brake the right front wheel 31 to flow back to the first reservoir 3. When the left rear wheel 32 is about to lock up, the fourth pressure relief valve 20 is opened and the fourth pressure boosting valve 12 is closed, allowing the fluid used to brake the left rear wheel 32 to flow back to the first reservoir 3. In this way, when any wheel of the vehicle is about to lock up, the corresponding pressure relief valve can reduce the braking force on the wheel, preventing wheel lockup and improving driving safety.

[0038] In addition, the first booster valve 13 is connected in parallel with a first check valve 17 that unidirectionally flows toward the first hydraulic regulating unit 27, the second booster valve 14 is connected in parallel with a second check valve 18 that unidirectionally flows toward the first hydraulic regulating unit 27, the third booster valve 11 is connected in parallel with a third check valve 15 that unidirectionally flows toward the second hydraulic regulating unit 7, and the fourth booster valve 12 is connected in parallel with a fourth check valve 16 that unidirectionally flows toward the second hydraulic regulating unit 7.

[0039] In addition, such as Figure 2 As shown, this application embodiment also provides a hydraulic braking method for a vehicle, applied to the hydraulic braking system of the vehicle provided in the above embodiments of this application. It should be noted that the basic principle and technical effects of the hydraulic braking method for a vehicle provided in this application embodiment are the same as those in the above embodiments. For the sake of brevity, any parts not mentioned in the embodiments of this application can be referred to the corresponding content in the above embodiments. The method provided in this application embodiment includes: S201: The first brake controller performs a self-test to check whether both the first brake controller and the first hydraulic adjustment unit 27 are effective, and transmits the first self-test result to the second brake controller; the second brake controller performs a self-test to check whether the second brake controller and the second hydraulic adjustment unit 7 are effective, and transmits the second self-test result to the first brake controller.

[0040] S202: When the first brake controller receives a braking request, it determines whether the first self-test result and the second self-test result are both valid. If both the first self-test result and the second self-test result are valid, it controls the first booster valve 13, the second booster valve 14, the third booster valve 11 and the fourth booster valve 12 to remain open.

[0041] S203: The first brake controller parses the braking request, obtains the target braking hydraulic pressure, and controls the first hydraulic adjustment unit 27 to apply the target braking hydraulic pressure to the caliper of the left front wheel 29 of the vehicle through the first booster valve 13 to brake the left front wheel 29, and to apply the target braking hydraulic pressure to the caliper of the right rear wheel 30 of the vehicle through the second booster valve 14 to brake the right rear wheel 30.

[0042] S204: When the first self-test result and the second self-test result both indicate that they are effective, the second brake controller receives the target brake hydraulic pressure from the first brake controller and controls the second hydraulic adjustment unit 7 to apply the target brake hydraulic pressure to the caliper of the right front wheel 31 of the vehicle through the third booster valve 11 to brake the right front wheel 31, and to apply the target brake hydraulic pressure to the caliper of the left rear wheel 32 of the vehicle through the fourth booster valve 12 to brake the left rear wheel 32.

[0043] Furthermore, such as Figure 3 As shown, the second brake controller is also electrically connected to the third booster valve 11 and the fourth booster valve 12, respectively. The method provided in this embodiment further includes: S301: If the first self-test result indicates that the first brake controller or the first hydraulic regulating unit 27 has failed, and the second self-test result indicates that both are valid, and if a braking request is obtained, the second brake controller will parse the braking request and obtain the target braking hydraulic pressure.

[0044] S302: The second brake controller controls the third booster valve 11 and the fourth booster valve 12 to open, and controls the second hydraulic regulating unit 7 to apply target braking hydraulic pressure to the caliper of the right front wheel 31 of the vehicle through the third booster valve 11 to brake the right front wheel 31, and to apply target braking hydraulic pressure to the caliper of the left rear wheel 32 of the vehicle through the fourth booster valve 12 to brake the left rear wheel 32.

[0045] In addition, the method provided in this application embodiment further includes: when the first brake controller determines that the left front wheel 29 is about to lock up, it controls the first pressure relief valve 21 to open and the first pressure boosting valve 13 to close, so that the fluid used to brake the left front wheel 29 of the vehicle flows back to the first reservoir 3; when the first brake controller determines that the right rear wheel 30 is about to lock up, it controls the second pressure relief valve 22 to open and the second pressure boosting valve 13 to close, so that the fluid used to brake the right rear wheel 30 of the vehicle flows back to the first reservoir 3; when the first brake controller determines that the right front wheel 31 is about to lock up, it controls the third pressure relief valve 19 to open and the third pressure boosting valve 11 to close, so that the fluid used to brake the right front wheel 31 of the vehicle flows back to the first reservoir 3; when the first brake controller determines that the left rear wheel 32 is about to lock up, it controls the fourth pressure relief valve 20 to open and the fourth pressure boosting valve 12 to close, so that the fluid used to brake the left rear wheel 32 of the vehicle flows back to the first reservoir 3. In this way, if any wheel of the vehicle is about to lock up, the corresponding pressure relief valve can reduce the braking force on the wheel, thus preventing wheel lockup and improving driving safety.

[0046] In addition, this application also provides a vehicle equipped with the hydraulic braking system of the vehicle provided in the above embodiments of this application.

[0047] The above description does not provide detailed technical specifications regarding the structure of each layer. However, those skilled in the art should understand that layers and regions of desired shapes can be formed using various technical means. Furthermore, to form the same structure, those skilled in the art can also design methods that are not entirely identical to those described above. Additionally, although various embodiments have been described above, this does not mean that the measures in the various embodiments cannot be advantageously combined.

[0048] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0049] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A hydraulic braking system for a vehicle, characterized in that, The vehicle's hydraulic braking system includes a first braking unit and a second braking unit. The first braking unit includes a first brake controller, a first hydraulic adjustment unit, a first pressure boosting valve, a second pressure boosting valve, a third pressure boosting valve, and a fourth pressure boosting valve. The second braking unit includes a second brake controller and a second hydraulic adjustment unit. The first brake controller and the second brake controller are communicatively connected. The first brake controller is electrically connected to the first hydraulic regulating unit, the first booster valve, the second booster valve, the third booster valve, and the fourth booster valve. The first booster valve and the second booster valve are connected to the first hydraulic regulating unit through different pipelines, and the third booster valve and the fourth booster valve are connected to the second hydraulic regulating unit through different pipelines. The first booster valve, the second booster valve, the third booster valve, and the fourth booster valve are integrated into a hydraulic valve body module. The control coils of the first brake controller, the first booster valve, the second booster valve, the third booster valve, and the fourth booster valve are respectively integrated into a circuit integration module, and the circuit integration module and the hydraulic valve body module are assembled together. The first brake controller is used to self-check whether both the first brake controller and the first hydraulic adjustment unit are effective, and to transmit the first self-check result to the second brake controller; The second brake controller is used to self-test whether the second brake controller and the second hydraulic adjustment unit are effective, and transmits the second self-test result to the first brake controller; The first brake controller is further configured to, upon receiving a brake request, determine whether the first self-test result and the second self-test result both indicate that the brake request is valid; if both the first self-test result and the second self-test result indicate that the brake request is valid, control the first booster valve, the second booster valve, the third booster valve, and the fourth booster valve to remain open, and parse the brake request to obtain the target brake hydraulic pressure; control the first hydraulic adjustment unit to apply the target brake hydraulic pressure to the caliper of the left front wheel of the vehicle via the first booster valve to brake the left front wheel, and to apply the target brake hydraulic pressure to the caliper of the right rear wheel of the vehicle via the second booster valve to brake the right rear wheel. The second brake controller is configured to receive a target braking hydraulic pressure from the first brake controller when both the first self-test result and the second self-test result indicate that they are valid, and to control the second hydraulic pressure regulating unit to apply the target braking hydraulic pressure to the caliper of the right front wheel of the vehicle via the third booster valve to brake the right front wheel, and to apply the target braking hydraulic pressure to the caliper of the left rear wheel of the vehicle via the fourth booster valve to brake the left rear wheel.

2. The system according to claim 1, characterized in that, The second brake controller is also electrically connected to the third booster valve and the fourth booster valve respectively. The second brake controller is also used to, when the first self-test result indicates that the first brake controller or the first hydraulic adjustment unit has failed, and the second self-test result indicates that both are valid, if a braking request is obtained, parse the braking request, obtain the target braking hydraulic pressure, and control the third booster valve and the fourth booster valve to remain on, and control the second hydraulic adjustment unit to apply the target braking hydraulic pressure to the caliper of the right front wheel of the vehicle through the third booster valve to brake the right front wheel, and to apply the target braking hydraulic pressure to the caliper of the left rear wheel of the vehicle through the fourth booster valve to brake the left rear wheel.

3. The system according to claim 2, characterized in that, The first booster valve is equipped with a first switching module, the second booster valve is equipped with a second switching module, and the second brake controller is also electrically connected to the first switching module and the second switching module. The second brake controller is further configured to, when the first self-test result indicates that the first brake controller or the first hydraulic regulating unit has failed, and the second self-test result indicates that both are valid, control the first booster valve to switch to connection with the second hydraulic regulating unit based on the first switch switching module, and control the second booster valve to switch to connection with the second hydraulic regulating unit based on the second switch switching module; and control the second hydraulic regulating unit to apply the target braking hydraulic pressure to the caliper of the left front wheel of the vehicle via the first booster valve to brake the right front wheel, and to apply the target braking hydraulic pressure to the caliper of the right rear wheel of the vehicle via the second booster valve to brake the left rear wheel.

4. The system according to claim 1, characterized in that, The first brake controller is further configured to, upon receiving a brake request, determine whether both the first self-test result and the second self-test result indicate that both are valid. If both the first self-test result indicates that both are valid, and the second self-test result indicates that the second brake controller or the second hydraulic adjustment unit has failed, then the brake request is parsed to obtain the target brake hydraulic pressure. The first hydraulic adjustment unit is then controlled to apply the target brake hydraulic pressure to the caliper of the left front wheel of the vehicle via the first booster valve to brake the left front wheel, and to apply the target brake hydraulic pressure to the caliper of the right rear wheel of the vehicle via the second booster valve to brake the right rear wheel.

5. The system according to claim 1, characterized in that, The second brake controller is also integrated into the circuit integration module.

6. The system according to claim 1, characterized in that, The first braking unit further includes a first reservoir, a first pressure relief valve, a second pressure relief valve, a third pressure relief valve, and a fourth pressure relief valve. The caliper of the vehicle's left front wheel, the first pressure relief valve, and the first reservoir are sequentially connected; the caliper of the vehicle's right rear wheel, the second pressure relief valve, and the first reservoir are sequentially connected; the caliper of the vehicle's right front wheel, the third pressure relief valve, and the first reservoir are sequentially connected; and the caliper of the vehicle's left rear wheel, the fourth pressure relief valve, and the first reservoir are sequentially connected. The first brake controller is further configured to, upon determining that the left front wheel is about to lock up, control the first pressure relief valve to open and the first pressure boosting valve to close, so that the fluid used to brake the left front wheel of the vehicle flows back to the first reservoir; upon determining that the right rear wheel is about to lock up, control the second pressure relief valve to open and the second pressure boosting valve to close, so that the fluid used to brake the right rear wheel of the vehicle flows back to the first reservoir; upon determining that the right front wheel is about to lock up, control the third pressure relief valve to open and the third pressure boosting valve to close, so that the fluid used to brake the right front wheel of the vehicle flows back to the first reservoir; and upon determining that the left rear wheel is about to lock up, control the fourth pressure relief valve to open and the fourth pressure boosting valve to close, so that the fluid used to brake the left rear wheel of the vehicle flows back to the first reservoir.

7. The system according to claim 1, characterized in that, The first booster valve is connected in parallel with a first check valve that unidirectionally flows toward the first hydraulic regulating unit; the second booster valve is connected in parallel with a second check valve that unidirectionally flows toward the first hydraulic regulating unit; the third booster valve is connected in parallel with a third check valve that unidirectionally flows toward the second hydraulic regulating unit; and the fourth booster valve is connected in parallel with a fourth check valve that unidirectionally flows toward the second hydraulic regulating unit.

8. A hydraulic braking method for a vehicle, characterized in that, The method, applied to the hydraulic braking system of any one of the vehicles described in claims 1-7, comprises: The first brake controller performs a self-test to check whether both the first brake controller and the first hydraulic adjustment unit are effective, and transmits a first self-test result to the second brake controller; the second brake controller performs a self-test to check whether the second brake controller and the second hydraulic adjustment unit are effective, and transmits a second self-test result to the first brake controller. When the first brake controller receives a braking request, it determines whether the first self-test result and the second self-test result are both valid. If both the first self-test result and the second self-test result are valid, it controls the first booster valve, the second booster valve, the third booster valve and the fourth booster valve to remain open. The first brake controller parses the braking request, obtains the target braking hydraulic pressure, and controls the first hydraulic adjustment unit to apply the target braking hydraulic pressure to the caliper of the left front wheel of the vehicle through the first booster valve to brake the left front wheel, and to apply the target braking hydraulic pressure to the caliper of the right rear wheel of the vehicle through the second booster valve to brake the right rear wheel; When both the first self-test result and the second self-test result indicate that they are valid, the second brake controller receives the target brake hydraulic pressure from the first brake controller, and controls the second hydraulic adjustment unit to apply the target brake hydraulic pressure to the caliper of the right front wheel of the vehicle through the third booster valve to brake the right front wheel, and to apply the target brake hydraulic pressure to the caliper of the left rear wheel of the vehicle through the fourth booster valve to brake the left rear wheel.

9. The method according to claim 8, characterized in that, The second brake controller is also electrically connected to the third booster valve and the fourth booster valve, respectively, and the method further includes: If the first self-test result indicates that the first brake controller or the first hydraulic regulating unit has failed, and the second self-test result indicates that both are valid, and if a braking request is obtained, the second brake controller will parse the braking request to obtain the target braking hydraulic pressure. The second brake controller controls the third booster valve to remain open and the fourth booster valve to remain open, and controls the second hydraulic regulating unit to apply the target braking hydraulic pressure to the caliper of the right front wheel of the vehicle via the third booster valve to brake the right front wheel, and to apply the target braking hydraulic pressure to the caliper of the left rear wheel of the vehicle via the fourth booster valve to brake the left rear wheel.

10. A vehicle, characterized in that, The vehicle is equipped with a hydraulic braking system as described in any one of claims 1-7.

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