Brake redundancy control system for electromechanical driving and hydraulic parking

Abstract

The invention belongs to the technical field of vehicle manipulation and control, and particularly relates to an electromechanical driving hydraulic parking brake redundancy control system which comprises an electronic control unit, a brake cylinder, a liquid storage cylinder, a pressurizing motor, a pressurizing pump, a one-way valve, a pressure sensor, an energy accumulator, a pressure regulating valve, a motor controller and a decoupling valve. The dual backup design of electromechanical transmission and an electro-hydraulic control loop is adopted, the overall redundancy level of the system is greatly improved, structural decoupling of a brake execution mechanism and a fault electromechanical module is achieved through the hydraulic redundancy module when the electromechanical system breaks down, active release of the clamping stagnation state is achieved, partial retention of the brake efficiency can be better guaranteed, and the system reliability is improved. And the hidden danger that the maneuverability of the vehicle is completely lost due to clamping stagnation of core components of the braking system is effectively avoided. According to the brake redundancy control system, the safety risk under the complex working condition can be remarkably reduced, key brake safety guarantee is provided for stable operation and efficient operation of the heavy tracked vehicle, and the reliability and environmental adaptability of the system are comprehensively improved.

Description

Technical Field

[0001] This invention belongs to the field of vehicle operation and control technology, specifically relating to a braking redundancy control system for hydraulic parking of electromechanical vehicles. Background Technology

[0002] In the electromechanical braking system of heavy tracked vehicles, the ball screw plays a crucial role in converting the motor's output torque into the linear thrust required by the braking actuator, enabling precise control of service and parking brakes. However, dust and mud with high sand content in the environment can easily intrude into the transmission clearance of the ball screw, inducing jamming failure and resulting in a complete loss of system braking performance. Therefore, it is urgent to design and construct a braking redundancy control structure with adaptability to different operating conditions to overcome the bottleneck of braking function failure caused by jamming, thereby improving the fault tolerance, environmental adaptability, and long-term operational stability of the braking system, and ensuring the operational safety and reliability of heavy tracked vehicles in complex operating scenarios. Summary of the Invention

[0003] (a) Technical problems to be solved The technical problem to be solved by this invention is: how to carry out redundant design of the braking control system, and achieve structural decoupling of the braking actuator and the faulty electromechanical module through the design of hydraulic redundant modules, so as to avoid the loss of braking capacity due to the jamming of the electromechanical system, and at the same time, a certain braking capacity should be retained during the decoupling process, thereby improving the fault tolerance and safety redundancy of the system under complex working conditions.

[0004] (II) Technical Solution To solve the above technical problems, the present invention provides a brake redundancy control system for hydraulic parking of electromechanical vehicles. The brake redundancy control system includes: electronic control unit (ECU) (1), brake cylinder (2), reservoir (3), pressurizing motor (4), pressurizing pump (5), check valve (6), pressure sensor (7), accumulator (8), pressure regulating valve (9), motor controller (10), and decoupling valve (11). Among them, the brake cylinder (2) includes a hydraulic push rod (21), a travel spring (22), a cylinder liner (23), an electromechanical push rod (24), a motor (25), a baffle (26), a parking spring (27), and a guide rod (28). The motor (25) divides the brake cylinder (2) into a left chamber and a right chamber; The stator of the motor (25) is fixedly connected to the housing of the brake cylinder (2), and it is not rotatable in the circumferential direction and not movable in the axial direction; The rotor of the motor (25) is integrated with the roller screw nut. When the rotor of the motor (25) rotates, the roller screw nut also rotates circumferentially, but the roller screw nut is constrained in the axial direction and cannot move. The motor (25) has a holding brake function; The electromechanical push rod (24) is threaded and is coaxially mounted with the motor (25); Rollers are installed between the electromechanical push rod (24) and the rotor of the motor (25). When the rotor of the motor (25) rotates, the electromechanical push rod (24) can be driven by the roller screw nut fixed to the rotor of the motor (25) to move axially. The electromechanical push rod (24) has an axial through hole machined inside; The electromechanical push rod (24) has a boss machined on its right end; The hydraulic push rod (21) and the electromechanical push rod (24) are coaxially installed. During installation, the hydraulic push rod (21) passes through the axial through hole inside the electromechanical push rod (24). The baffle (26) is installed in the left cavity of the brake cylinder (2) and is fixed to the left end of the hydraulic push rod (21) by bolts; The baffle (26) has through holes machined on it; The guide rod (28) passes through the through hole on the baffle (26) and is fixedly connected to the housing of the brake cylinder (2) by threads; The parking spring (27) is coaxially mounted with the guide rod (28). One end of the parking spring (27) acts on the housing of the brake cylinder (2), and the other end acts on the baffle (26) to provide the parking thrust required for parking. The sleeve (23) has an axial stepped through hole inside, which is divided into a large hole and a small hole; When the sleeve (23) is installed, the large hole side is inserted from the left end of the electromechanical push rod (21) and moved to the right until the sleeve (23) contacts the right end boss of the electromechanical push rod (21) to form an axial mechanical connection; When the sleeve (23) is installed, the large hole side is fixed to the hydraulic push rod by bolts; The sleeve (23) is machined with an axial through hole; The right cavity of the brake cylinder (2) can be divided into two parts by the sleeve (23). The left cavity of the sleeve (23) is called the right cavity 1, and the internal cavity formed by the sleeve (23) and the hydraulic push rod (21) is called the right cavity 2. The brake cylinder (2) is machined with an oil inlet and outlet port, and external oil can enter and exit the right 2 chamber through the oil inlet and outlet port on the brake cylinder (2) and the axial through hole on the sleeve (23); The traveling spring (22) is installed in the right 2 cavity and is coaxially installed with the hydraulic push rod (21) to ensure that the sleeve (23) and the boss of the electromechanical push rod (21) always remain in contact when no external force is applied. The electronic control unit (ECU) (1) can receive pressure signals from the pressure sensor (7) and drive the pressurizing motor (4), pressure regulating valve (9), motor controller (10), and decoupling valve (11) to work through control signals; The inlet of the pressurizing pump (5) is connected to the storage cylinder (3). When the pressurizing pump (5) is working, it can convert the hydraulic oil in the storage cylinder (3) into high-pressure oil and output it to the accumulator (8). The one-way valve (6) is installed at the outlet of the pressure pump (5) to prevent high-pressure oil from leaking back into the reservoir (3) from the pressure pump (5); The pressure regulating valve (9) is used to switch the left chamber of the brake cylinder (2) to be connected to the accumulator (8) or the reservoir (3); After receiving a signal from the electronic control unit (ECU) (1), the motor controller (10) drives the motor (25) to rotate forward, reverse, or brake. The decoupling valve (11) is used to switch the connection or disconnection between the right 2 chamber of the brake cylinder (3) and the reservoir cylinder (3).

[0005] The reservoir (3) contains hydraulic oil and has two inlet and outlet ports.

[0006] The output shaft of the pressurizing motor (4) is connected to the input shaft of the pressurizing pump (5). After receiving the signal from the electronic control unit (ECU) (1), the pressurizing motor (4) drives the pressurizing pump (5) to work at a constant speed.

[0007] The accumulator (8) is used to store high-pressure oil in the oil circuit.

[0008] The pressure sensor (7) is used to measure the oil pressure in the accumulator (8). If the oil pressure signal value of the pressure sensor (7) is less than the set value, the electronic control unit (ECU) (1) drives the pressurizing motor (4) to work, so that the pressurizing pump (5) provides high pressure oil to the accumulator (8). If the oil pressure signal value of the pressure sensor (7) is greater than the set value, the electronic control unit (ECU) (1) causes the pressurizing motor (4) to stop working.

[0009] In the parking brake mode, when the parking brake is applied, both the pressure regulating valve (9) and the decoupling valve (11) are de-energized; the pressure regulating valve (9) is in the right position, so that the left chamber of the brake cylinder (2) is directly connected to the reservoir cylinder (3), and the decoupling valve (11) is in the left position, so that the right chamber of the brake cylinder (2) is directly connected to the reservoir cylinder (3), thus avoiding the generation of back pressure resistance; The electronic control unit (ECU) (1) first sends a command to the motor controller (10) so that the motor (25) is in a free state; the spring force of the parking spring (27) acts on the baffle (26), so that the fixed assembly consisting of the baffle (26), the hydraulic push rod (21) and the cylinder liner (23) moves to the right to the right limit to complete parking; the parking spring (27) provides the thrust required for parking. The electromechanical push rod (24) is pushed by the baffle (26) and moves to the right; during this process, the travel spring (22) keeps the sleeve (23) in contact with the boss of the electromechanical push rod (21).

[0010] In the driving mode, the decoupling valve (11) switches to the right position, sealing the oil in the right 2 chamber of the brake cylinder (2); the electronic control unit (ECU) (1) drives the pressure regulating valve (9) to input high-pressure oil into the left chamber of the brake cylinder (2), and at the same time controls the motor (25) to work through the motor controller (10), causing the electromechanical push rod (24) to move to the left; the oil pressure and the thrust of the electromechanical push rod (24) work together on the baffle (26), compressing the parking spring (27) and driving the fixed assembly consisting of the baffle (26), hydraulic push rod (21) and cylinder liner (23) to move to the left limit, releasing the parking and changing to the driving mode, and the vehicle can drive normally; after the brake cylinder (2) is in the driving mode, the electronic control unit (ECU) (1) drives the motor (25) to stop rotating and engage the brake through the motor controller (10).

[0011] In the driving braking mode, the decoupling valve (11) remains in the right position, sealing the oil in the right 2 chamber of the brake cylinder (2); the electronic control unit (ECU) (1) adjusts the oil pressure in the left chamber of the brake cylinder (2) by changing the control current of the pressure regulating valve (9), so that the oil pressure acting on the baffle (26) is equal to the spring force of the parking spring (27); When it is necessary to increase the service braking thrust, the electronic control unit (ECU) (1) drives the motor (25) to rotate through the motor controller (10), which drives the electromechanical push rod (24) to move to the right; due to the incompressibility of the oil in the right chamber of the brake cylinder (2), the fixed assembly consisting of the baffle (26), the hydraulic push rod (21) and the cylinder liner (23) will also move to the right, thereby outputting the required service braking thrust; When it is necessary to reduce the driving braking thrust, the electronic control unit (ECU) (1) drives the motor (25) to rotate through the motor controller (10), which drives the electromechanical push rod (24) to move to the left. Since the right end boss of the electromechanical push rod (24) is mechanically connected to the sleeve (23), the electromechanical push rod (24) will pull the baffle (26), the hydraulic push rod (21) and the cylinder liner (23) to move to the left, thereby reducing the driving braking thrust.

[0012] In the emergency release mode, when the electronic control unit (ECU) (1) detects that the electromechanical push rod (24) or the motor (25) is stuck, it switches the decoupling valve (11) to the left position, so that the right chamber of the brake cylinder (2) is directly connected to the reservoir cylinder (3) to avoid the generation of back pressure resistance; it switches the pressure regulating valve (9) to the left position to input high pressure oil into the left chamber of the brake cylinder (2), and the high pressure oil acting on the baffle (26) compresses the parking spring (27), so that the fixed whole consisting of the baffle (26), the hydraulic push rod (21) and the cylinder liner (23) moves to the left limit to achieve emergency release.

[0013] In the redundant braking mode, if the electromechanical push rod (24) or motor (25) is stuck and braking is still required, the decoupling valve (11) is kept in the left position, and the right chamber of the brake cylinder (2) is directly connected to the reservoir cylinder (3) to avoid the generation of back pressure resistance; the electronic control unit (ECU) (1) changes the oil pressure input to the left chamber of the brake cylinder (2) by changing the control current of the pressure regulating valve (9); at this time, the parking spring (27) acting on the fixed whole composed of baffle (26), hydraulic push rod (21) and cylinder liner (23) outputs the required braking thrust together with the oil pressure.

[0014] (III) Beneficial Effects Compared with existing technologies, this invention significantly improves the overall system redundancy by employing a dual backup design of electromechanical transmission and electro-hydraulic control circuits. Utilizing a hydraulic redundancy module, it decouples the braking actuator from the faulty electromechanical module in the event of an electromechanical system failure. This not only actively releases the vehicle from jamming but also ensures partial retention of braking efficiency, effectively avoiding the risk of complete loss of vehicle mobility due to jamming of core braking system components. This braking redundancy control system significantly reduces safety risks under complex operating conditions, providing crucial braking safety assurance for the stable operation and efficient work of heavy-duty tracked vehicles, and comprehensively improving the system's reliability and environmental adaptability. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the parking brake mode of the present invention.

[0016] Figure 2 This is a schematic diagram of the driving mode principle of the present invention.

[0017] Figure 3 This is a schematic diagram of the vehicle braking mode of the present invention.

[0018] Figure 4 This is a schematic diagram of the emergency relief mode of the present invention.

[0019] Figure 5 This is a schematic diagram of the redundant braking mode of the present invention.

[0020] Among them, 1-Electronic Control Unit (ECU), 2-Brake Cylinder, 3-Reservoir Cylinder, 4-Pressure Motor, 5-Pressure Pump, 6-Check Valve, 7-Pressure Sensor, 8-Accumulator, 9-Pressure Regulating Valve, 10-Motor Controller, 11-Decoupling Valve, 21-Hydraulic Push Rod, 22-Travel Spring, 23-Cylinder Liner, 24-Electromechanical Push Rod, 25-Motor, 26-Baffle, 27-Parking Spring, 28-Guide Rod. Detailed Implementation

[0021] To make the objectives, contents, and advantages of the present invention clearer, the specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples.

[0022] like Figure 1-5 As shown, the present invention provides a redundant braking control system for hydraulic parking of an electromechanical vehicle, which includes an electronic control unit (ECU) (1), a brake cylinder (2), a reservoir (3), a pressurizing motor (4), a pressurizing pump (5), a one-way valve (6), a pressure sensor (7), an accumulator (8), a pressure regulating valve (9), a motor controller (10), and a decoupling valve (11). The brake cylinder (2) includes a hydraulic push rod (21), a driving spring (22), a cylinder liner (23), an electromechanical push rod (24), a motor (25), a baffle (26), a parking spring (27), and a guide rod (28).

[0023] The motor (25) can divide the brake cylinder (2) into a left chamber and a right chamber.

[0024] The stator of the motor (25) is fixedly connected to the housing of the brake cylinder (2), and it is not rotatable in the circumferential direction and is not movable in the axial direction.

[0025] The rotor of the motor (25) is integrated with the ball screw nut. When the rotor of the motor (25) rotates, the ball screw nut also rotates circumferentially, but the ball screw nut is constrained in the axial direction and cannot move.

[0026] The motor (25) has a brake function.

[0027] The electromechanical push rod (24) is threaded and is coaxially mounted with the motor (25).

[0028] Rollers are installed between the electromechanical push rod (24) and the rotor of the motor (25). When the rotor of the motor (25) rotates, the electromechanical push rod (24) can be driven axially by the roller screw nut fixed to the rotor of the motor (25).

[0029] The electromechanical push rod (24) has an axial through hole machined inside.

[0030] The electromechanical push rod (24) has a boss machined on its right end.

[0031] The hydraulic push rod (21) is coaxially mounted with the electromechanical push rod (24), and during installation, the hydraulic push rod (21) passes through the axial through hole inside the electromechanical push rod (24).

[0032] The baffle (26) is installed in the left cavity of the brake cylinder (2) and is fixed to the left end of the hydraulic push rod (21) by bolts.

[0033] The baffle (26) has through holes machined on it.

[0034] The guide rod (28) passes through the through hole on the baffle (26) and is fixed to the housing of the brake cylinder (2) by threads.

[0035] The parking spring (27) is coaxially mounted with the guide rod (28). One end of the parking spring (27) acts on the housing of the brake cylinder (2), and the other end acts on the baffle (26) to provide the parking thrust required for parking.

[0036] The sleeve (23) has an axial stepped through hole inside, which can be divided into a large hole and a small hole.

[0037] When installing the sleeve (23), the large hole side is inserted from the left end of the electromechanical push rod (21) and moved to the right until the sleeve (23) contacts the right end boss of the electromechanical push rod (21) to form an axial mechanical connection.

[0038] When the sleeve (23) is installed, the large hole side is fixed to the hydraulic push rod by bolts.

[0039] The sleeve (23) has an axial through hole.

[0040] The right cavity of the brake cylinder (2) can be divided into two parts by the sleeve (23). The left cavity of the sleeve (23) is called the right cavity 1, and the internal cavity formed by the sleeve (23) and the hydraulic push rod (21) is called the right cavity 2.

[0041] The brake cylinder (2) is machined with an oil inlet and outlet port, and external oil can enter and exit the right 2 chamber through the oil inlet and outlet port on the brake cylinder (2) and the axial through hole on the sleeve (23).

[0042] The traveling spring (22) is installed in the right 2 cavity and is coaxially installed with the hydraulic push rod (21) to ensure that the sleeve (23) and the boss of the electromechanical push rod (21) always remain in contact when there is no external force.

[0043] The electronic control unit (ECU) (1) can receive pressure signals from the pressure sensor (7) and drive the pressurizing motor (4), pressure regulating valve (9), motor controller (10), and decoupling valve (11) to work through control signals.

[0044] The reservoir (3) contains hydraulic oil and has two inlet and outlet ports.

[0045] The output shaft of the pressurizing motor (4) is connected to the input shaft of the pressurizing pump (5). After receiving the signal from the electronic control unit (ECU) (1), the pressurizing motor (4) drives the pressurizing pump (5) to work at a constant speed.

[0046] The inlet of the pressurizing pump (5) is connected to the storage cylinder (3). When the pressurizing pump (5) is working, it can convert the hydraulic oil in the storage cylinder (3) into high-pressure oil and output it to the accumulator (8).

[0047] The one-way valve (6) is installed at the outlet of the pressure pump (5) to prevent high-pressure oil from leaking back into the reservoir (3) from the pressure pump (5).

[0048] The accumulator (8) is used to store high-pressure oil in the oil circuit.

[0049] The pressure sensor (7) is used to measure the oil pressure in the accumulator (8). If the oil pressure signal value of the pressure sensor (7) is less than the set value, the electronic control unit (ECU) (1) drives the pressurizing motor (4) to work, so that the pressurizing pump (5) provides high-pressure oil to the accumulator (8). If the oil pressure signal value of the pressure sensor (7) is greater than the set value, the electronic control unit (ECU) (1) stops the pressurizing motor (4) from working.

[0050] The pressure regulating valve (9) is used to switch the left chamber of the brake cylinder (2) to be connected to the accumulator (8) or the reservoir (3).

[0051] After receiving a signal from the electronic control unit (ECU) (1), the motor controller (10) drives the motor (25) to rotate forward, reverse, or brake.

[0052] The decoupling valve (11) is used to switch the connection or disconnection between the right 2 chamber of the brake cylinder (3) and the reservoir cylinder (3).

[0053] Example 1: Parking Brake Mode When the parking brake is applied, both the pressure regulating valve (9) and the decoupling valve (11) are de-energized. The pressure regulating valve (9) is in the right position, so that the left chamber of the brake cylinder (2) is directly connected to the reservoir cylinder (3), and the decoupling valve (11) is in the left position, so that the right chamber of the brake cylinder (2) is directly connected to the reservoir cylinder (3), thus avoiding the generation of back pressure resistance.

[0054] The electronic control unit (ECU) (1) first sends a command to the motor controller (10) to put the motor (25) in a free state. The spring force of the parking spring (27) acts on the baffle (26), causing the fixed assembly consisting of the baffle (26), hydraulic push rod (21) and cylinder liner (23) to move to the right limit to complete parking. The parking spring (27) provides the thrust required for parking.

[0055] The electromechanical push rod (24) is pushed by the baffle (26) and moves to the right. During this process, the travel spring (22) keeps the sleeve (23) in contact with the boss of the electromechanical push rod (21).

[0056] Example 2: Driving Mode The decoupling valve (11) switches to the right position, sealing the oil in the right 2 chamber of the brake cylinder (2). The electronic control unit (ECU) (1) drives the pressure regulating valve (9) to input high-pressure oil into the left chamber of the brake cylinder (2), and at the same time controls the motor (25) to work through the motor controller (10), causing the electromechanical push rod (24) to move to the left. The oil pressure and the thrust of the electromechanical push rod (24) work together on the baffle (26), compressing the parking spring (27) and driving the fixed assembly consisting of the baffle (26), hydraulic push rod (21) and cylinder liner (23) to move to the left limit, releasing the parking and changing to driving mode, and the vehicle can drive normally. After the brake cylinder (2) is in driving mode, the electronic control unit (ECU) (1) drives the motor (25) to stop rotating and engage the brake through the motor controller (10).

[0057] Example 3: Service Braking Mode The decoupling valve (11) remains in the right position, sealing the oil in the right 2 chamber of the brake cylinder (2). The electronic control unit (ECU) (1) adjusts the oil pressure in the left chamber of the brake cylinder (2) by changing the control current of the pressure regulating valve (9), so that the oil pressure acting on the baffle (26) is equal to the spring force of the parking spring (27).

[0058] When it is necessary to increase the service braking thrust, the electronic control unit (ECU) (1) drives the motor (25) to rotate through the motor controller (10), which in turn drives the electromechanical push rod (24) to move to the right. Due to the incompressibility of the oil in the right chamber of the brake cylinder (2), the fixed assembly consisting of the baffle (26), the hydraulic push rod (21), and the cylinder liner (23) will also move to the right, thereby outputting the required service braking thrust.

[0059] When it is necessary to reduce the service braking thrust, the electronic control unit (ECU) (1) drives the motor (25) to rotate through the motor controller (10), which in turn drives the electromechanical push rod (24) to move to the left. Since the right end boss of the electromechanical push rod (24) is mechanically connected to the sleeve (23), the electromechanical push rod (24) will pull the baffle (26), the hydraulic push rod (21) and the cylinder liner (23) together to move to the left, thereby reducing the service braking thrust.

[0060] Example 4: Emergency Escape Mode When the electronic control unit (ECU) (1) detects that the electromechanical push rod (24) or the motor (25) is stuck, it switches the decoupling valve (11) to the left position, so that the right chamber 2 of the brake cylinder (2) is directly connected to the reservoir cylinder (3), thus avoiding the generation of back pressure resistance. The pressure regulating valve (9) is switched to the left position to input high-pressure oil into the left chamber of the brake cylinder (2). The high-pressure oil acting on the baffle (26) compresses the parking spring (27), moving the fixed assembly consisting of the baffle (26), the hydraulic push rod (21) and the cylinder liner (23) to the left limit, thus achieving emergency release.

[0061] Example 5: Redundant Braking Mode If braking is still required after the electromechanical push rod (24) or motor (25) is stuck, keep the decoupling valve (11) in the left position and directly connect the right chamber 2 of the brake cylinder (2) to the reservoir cylinder (3) to avoid the generation of back pressure resistance. The electronic control unit (ECU) (1) changes the oil pressure input to the left chamber of the brake cylinder (2) by changing the control current of the pressure regulating valve (9). At this time, the parking spring (27) acting on the fixed whole composed of baffle (26), hydraulic push rod (21) and cylinder liner (23) outputs the required braking thrust together with the oil pressure.

[0062] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A brake redundancy control system for an electromechanical parking brake hydraulic parking, characterized in that, The brake redundancy control system comprises an electronic control unit (ECU) (1), a brake cylinder (2), a liquid storage cylinder (3), a pressurizing motor (4), a pressurizing pump (5), a one-way valve (6), a pressure sensor (7), an accumulator (8), a pressure regulating valve (9), a motor controller (10), and a decoupling valve (11); The brake cylinder (2) comprises a hydraulic push rod (21), a service brake spring (22), a cylinder sleeve (23), an electromechanical push rod (24), a motor (25), a baffle (26), a parking brake spring (27), and a guide rod (28); The motor (25) divides the brake cylinder (2) into a left cavity and a right cavity; The stator of the motor (25) is fixedly connected with the shell of the brake cylinder (2), and cannot rotate in the circumferential direction and cannot move in the axial direction; The rotor of the motor (25) is integrated with a roller screw nut, and when the rotor of the motor (25) rotates, the roller screw nut also rotates in the circumferential direction, but the roller screw nut is constrained in the axial direction and cannot move; The motor (25) has a brake holding function; The electromechanical push rod (24) is coaxially installed with the motor (25) and is provided with threads; A roller is installed between the electromechanical push rod (24) and the rotor of the motor (25), and when the rotor of the motor (25) rotates, the electromechanical push rod (24) can be driven by the roller screw nut fixedly connected with the rotor of the motor (25) to move in the axial direction; The electromechanical push rod (24) is internally provided with an axial through hole; The electromechanical push rod (24) is provided with a boss at the right end; The hydraulic push rod (21) is coaxially installed with the electromechanical push rod (24), and the hydraulic push rod (21) passes through the axial through hole in the electromechanical push rod (24) during installation; The baffle (26) is installed in the left cavity of the brake cylinder (2) and is fixedly connected with the left end of the hydraulic push rod (21) by bolts; The baffle (26) is provided with a through hole; The guide rod (28) passes through the through hole in the baffle (26) and is fixedly connected with the shell of the brake cylinder (2) by threads; The parking brake spring (27) is coaxially installed with the guide rod (28), one end of the parking brake spring (27) acts on the shell of the brake cylinder (2), and the other end acts on the baffle (26), and the parking brake spring (27) is used to provide a parking force required for parking; The sleeve (23) is internally provided with an axial stepped through hole, which is divided into a large hole and a small hole; During installation, the sleeve (23) is inserted from the left end of the electromechanical push rod (21) and moves to the right until the sleeve (23) contacts the boss at the right end of the electromechanical push rod (21), thereby forming an axial mechanical connection; During installation, the sleeve (23) is fixedly connected with the hydraulic push rod by bolts; The sleeve (23) is provided with an axial through hole; The right cavity of the brake cylinder (2) can be divided into two parts by the sleeve (23), a right 1 cavity on the left side of the sleeve (23), and a right 2 cavity formed by the sleeve (23) and the hydraulic push rod (21); The brake cylinder (2) is provided with an oil inlet and outlet, and external oil can enter and exit the right 2 cavity through the oil inlet and outlet of the brake cylinder (2) and the axial through hole of the sleeve (23). The hand brake spring (22) is installed in the right 2 cavity, and is coaxially installed with the hydraulic push rod (21), for ensuring that the sleeve (23) and the boss of the electromechanical push rod (21) are always in contact when not subjected to external force. The electronic control unit ECU (1) can receive pressure signals from the pressure sensor (7), and drive the pressurizing motor (4), the pressure regulating valve (9), the motor controller (10), and the decoupling valve (11) to work through control signals. The inlet of the pressurizing pump (5) is connected with the liquid storage cylinder (3), and the pressurizing pump (5) can convert the hydraulic oil in the liquid storage cylinder (3) into high-pressure oil and output the high-pressure oil to the inside of the accumulator (8) when working. The one-way valve (6) is installed at the outlet of the pressurizing pump (5), avoiding leakage of the high-pressure oil from the pressurizing pump (5) back to the liquid storage cylinder (3). The pressure regulating valve (9) is used for switching the left cavity of the brake cylinder (2) to be in communication with the accumulator (8) or the liquid storage cylinder (3). The motor controller (10) drives the motor (25) to rotate forward, reverse or brake, etc. after receiving signals from the electronic control unit ECU (1). The decoupling valve (11) is used for switching the right 2 cavity of the brake cylinder (3) to be in communication with or disconnected from the liquid storage cylinder (3).

2. The electromechanical brake redundancy control system for a hydraulic parking brake of an automotive vehicle as set forth in claim 1, characterized in that, The liquid storage cylinder (3) contains hydraulic oil, and is provided with two oil inlets and outlets.

3. The electromechanical brake redundancy control system of claim 2, wherein, The output shaft of the pressurizing motor (4) is connected with the input shaft of the pressurizing pump (5), and the pressurizing motor (4) drives the pressurizing pump (5) to work at a constant speed after receiving signals from the electronic control unit ECU (1).

4. The electromechanical brake redundancy control system of claim 3, wherein, The accumulator (8) is used for storing high-pressure oil in the oil circuit.

5. The electromechanical brake redundancy control system of claim 4, wherein, The pressure sensor (7) is used for measuring the oil pressure in the accumulator (8), and the electronic control unit ECU (1) drives the pressurizing motor (4) to work when the oil pressure signal value of the pressure sensor (7) is less than a set value, so that the pressurizing pump (5) provides high-pressure oil for the accumulator (8); and the electronic control unit ECU (1) stops the pressurizing motor (4) from working when the oil pressure signal value of the pressure sensor (7) is greater than the set value.

6. The electromechanical brake redundancy control system of claim 5, wherein, In the parking brake mode, the pressure regulating valve (9) and the decoupling valve (11) are both powered off when parking; the pressure regulating valve (9) is in the right position, so that the left cavity of the brake cylinder (2) is directly connected with the liquid storage cylinder (3), and the decoupling valve (11) is in the left position, so that the right 2 cavity of the brake cylinder (2) is directly connected with the liquid storage cylinder (3), avoiding generation of back pressure resistance. The electronic control unit ECU (1) first sends instructions to the motor controller (10), so that the motor (25) is in a free state; the spring force of the parking brake spring (27) acts on the baffle (26), so that the fixed whole composed of the baffle (26), the hydraulic push rod (21) and the cylinder sleeve (23) moves to the right limit, completing parking, and the parking brake spring (27) provides the required thrust for parking. The electromechanical push rod (24) is also pushed to the right by the baffle (26); in this process, the hand brake spring (22) ensures that the sleeve (23) and the boss of the electromechanical push rod (21) are always in contact.

7. The electromechanical brake redundancy control system of claim 6, wherein, In the driving mode, the decoupling valve (11) is switched to the right position, and the oil is sealed in the right 2 cavity of the brake cylinder (2); the electronic control unit ECU (1) drives the pressure regulating valve (9) to input high pressure oil into the left cavity of the brake cylinder (2), and controls the motor (25) to work through the motor controller (10), so that the electromechanical push rod (24) moves to the left; the oil pressure and the electromechanical push rod (24) thrust jointly act on the baffle (26), compress the parking spring (27) and drive the fixed whole composed of the baffle (26), the hydraulic push rod (21) and the cylinder sleeve (23) to move to the left limit, so that the parking is released to the driving mode, and the vehicle can normally drive; after the brake cylinder (2) is in the driving mode, the electronic control unit ECU (1) drives the motor (25) to stop rotating and brake through the motor controller (10).

8. The electromechanical brake redundancy control system of claim 7, wherein, In the driving brake mode, the decoupling valve (11) remains in the right position, and the oil is sealed in the right 2 cavity of the brake cylinder (2); the electronic control unit ECU (1) adjusts the oil pressure in the left cavity of the brake cylinder (2) by changing the control current of the pressure regulating valve (9), so that the oil pressure acting on the baffle (26) is equal to the spring force of the parking spring (27); When the driving brake thrust needs to be increased, the electronic control unit ECU (1) drives the motor (25) to rotate through the motor controller (10), and drives the electromechanical push rod (24) to move to the right; due to the incompressibility of the oil in the right 2 cavity of the brake cylinder (2), the fixed whole composed of the baffle (26), the hydraulic push rod (21) and the cylinder sleeve (23) will also move to the right, so as to output the required driving brake thrust; When the driving brake thrust needs to be reduced, the electronic control unit ECU (1) drives the motor (25) to rotate through the motor controller (10), and drives the electromechanical push rod (24) to move to the left; because the electromechanical push rod (24) is mechanically connected with the sleeve (23) at the right end, the electromechanical push rod (24) will pull the fixed whole composed of the baffle (26), the hydraulic push rod (21) and the cylinder sleeve (23) to move to the left, so as to reduce the driving brake thrust.

9. The electromechanical brake redundancy control system of claim 8, wherein, In the emergency release mode, when the electronic control unit ECU (1) identifies that the electromechanical push rod (24) or the motor (25) is stuck, the decoupling valve (11) is switched to the left position, so that the right 2 cavity of the brake cylinder (2) is directly communicated with the oil storage cylinder (3), and the back pressure resistance is avoided; the pressure regulating valve (9) is switched to the left position to input high pressure oil into the left cavity of the brake cylinder (2), the high pressure oil acting on the baffle (26) compresses the parking spring (27), and the fixed whole composed of the baffle (26), the hydraulic push rod (21) and the cylinder sleeve (23) moves to the left limit to the left limit, and the emergency release is realized.

10. The electromechanical brake redundancy control system of claim 9, wherein, In the redundant brake mode, if the electromechanical push rod (24) or the motor (25) is stuck, the decoupling valve (11) is kept in the left position, and the right 2 cavity of the brake cylinder (2) is directly communicated with the reservoir cylinder (3) to avoid the generation of back pressure resistance; the electronic control unit ECU (1) changes the control current of the pressure regulating valve (9) to change the oil pressure input by the pressure regulating valve (9) to the left cavity of the brake cylinder (2); At this time, the parking spring (27) spring force acting on the fixed whole composed of the baffle (26), the hydraulic push rod (21) and the cylinder sleeve (23) and the oil pressure jointly output the required brake thrust.

Images