Redundant drive-by-wire hydraulic braking system

Abstract

The invention relates to the technical field of vehicle braking systems, in particular to a redundant drive-by-wire hydraulic braking system which comprises a liquid storage unit, a control unit and a braking unit. The control unit comprises a first braking system and a second braking system; the second braking system comprises a second pressure generating device; the second pressure generating device comprises a liquid pump module, the liquid pump module comprises a hydraulic pump, and the hydraulic pump is connected with a driving part used for controlling the hydraulic pump to work; the oil inlet end of the hydraulic pump is connected with the liquid storage unit; the oil outlet end of the hydraulic pump is connected with the brake unit; the hydraulic pump of the second brake system is directly connected to the liquid storage unit, use of components such as a liquid storage cavity in a traditional brake system is reduced, the production cost of the brake system is greatly reduced, meanwhile, the use amount of electromagnetic valves can be reduced to a certain degree, and the logic complexity of the system is reduced.

Description

Technical Field

[0001] This invention relates to the field of vehicle braking system technology, specifically a redundant drive-by-wire hydraulic braking system. Background Technology

[0002] With the development of intelligent and automated driving in the automotive industry, car manufacturers are conducting increasingly in-depth research on intelligent driving and autonomous driving.

[0003] Patent document CN110116718A discloses a drive-by-wire hydraulic braking system, which consists of a driver input unit (reservoir 1, detection valve 2, brake pedal 3, stroke sensor 4, master cylinder 5), a pedal simulator (simulator control valve 6, simulator 7), a booster unit (brushless motor 16, transmission mechanism 15, booster cylinder 14, booster control valves 12 and 13, pressure sensor 12), a loop control valve (solenoid valve 8, solenoid valve 9), wheel end control valve groups (17, 18, 19, 20, 21, 22, 23, 24), and a controller ECU.

[0004] Existing drive-by-wire hydraulic braking systems cannot provide redundant electronic braking at Level 3 and above of autonomous driving. When the system suddenly loses power, the existing technology requires driver intervention to achieve braking; otherwise, the vehicle is in a state of no braking, which reduces driving safety.

[0005] Therefore, in order to improve or solve at least one of the above-mentioned technical problems, it is necessary to optimize the design of the existing hydraulic braking system. Summary of the Invention

[0006] The purpose of this invention is to provide a steerable hydraulic braking system with a simpler structure and the ability to achieve redundant control.

[0007] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0008] A redundant drive-by-wire hydraulic braking system includes a reservoir unit, a control unit, and a braking unit; the reservoir unit includes a reservoir tank; the braking unit includes at least one wheel brake; the reservoir unit, the control unit, and the braking unit are connected via a braking circuit.

[0009] The control unit includes a first braking system and a second braking system;

[0010] The first braking system includes a first control module;

[0011] The second braking system includes a second control module;

[0012] The first braking system and / or the second braking system can control the operation of the braking unit;

[0013] The second braking system includes a second pressure generating device; the second pressure generating device includes a hydraulic pump module, the hydraulic pump module includes a hydraulic pump, the hydraulic pump is connected to a drive component for controlling the operation of the hydraulic pump; the oil inlet of the hydraulic pump is connected to a reservoir unit; the oil outlet of the hydraulic pump is connected to the braking unit.

[0014] A second decoupling isolation valve is provided between the first braking system and the second braking system; the second decoupling isolation valve can control the flow of oil from the first braking system to the second braking system.

[0015] A third pressure supply solenoid valve is provided between the oil inlet of the hydraulic pump and the liquid storage unit.

[0016] The hydraulic pump module includes two hydraulic pumps, which are driven by a drive unit; each hydraulic pump is connected to at least one wheel brake.

[0017] The first braking system further includes a master cylinder and a first pressure generating device; the oil outlet of the master cylinder in the first braking system is connected to the first pressure generating device through a first decoupling isolation valve; the first braking system is connected to a second braking system, and a second decoupling isolation valve is provided between the first braking system and the second braking system; a second decoupling isolation valve is provided between the oil outlet of the hydraulic pump and the first braking system.

[0018] The first pressure generating device includes a pressure cylinder and a drive mechanism connected to the piston of the pressure cylinder. The drive mechanism includes a first motor, and a first solenoid valve is provided between the pressure cylinder and the liquid storage unit.

[0019] In the first braking system, a first pressure supply solenoid valve and a second pressure supply solenoid valve are connected in parallel between the oil outlet of the first pressure generating device and the second braking system; the first pressure supply solenoid valve or the second pressure supply solenoid valve is connected to the first decoupling isolation valve.

[0020] A second pressure sensor is provided between the second decoupling solenoid valve and the first braking system.

[0021] The first braking system further includes a first pressure sensor disposed between the outlet of the pressure cylinder and the first and second pressure supply solenoid valves, the first pressure sensor detecting the pressure at the outlet of the pressure cylinder.

[0022] The master cylinder is connected to a pedal feel simulator and a pedal travel sensor; the reservoir is connected to the master cylinder via a throttle valve.

[0023] The first braking system and / or the second braking system are connected to the braking unit via an adjustment unit; the adjustment unit includes at least one adjustment mechanism; each adjustment mechanism includes a pressure boosting control solenoid valve and a pressure reducing control solenoid valve; each wheel brake is connected to the braking circuit via an adjustment mechanism.

[0024] The braking circuit includes a connecting branch, and the liquid storage unit is connected to the third pressure supply solenoid valve through the connecting branch; the pressure reduction control solenoid valve in each regulating mechanism is connected to the connecting branch.

[0025] The advantages of this invention are:

[0026] This invention discloses a redundant drive-by-wire hydraulic braking system.

[0027] This invention utilizes the combined use of a first braking system and a second braking system. If either system fails, the other system can take over and still provide hydraulic assistance to the braking system.

[0028] Meanwhile, the hydraulic pump of the second braking system of the present invention is directly connected to the reservoir unit, which reduces the use of components such as the reservoir in the traditional braking system, greatly reduces the production cost of the braking system, and can also reduce the number of solenoid valves used to a certain extent, thus reducing the complexity of the system logic. Attached Figure Description

[0029] The following is a brief explanation of the contents of each of the accompanying drawings and the markings in the drawings:

[0030] Figure 1 This is a diagram showing the working conditions of the first braking system in this invention.

[0031] Figure 2 This is a diagram showing the working conditions of the second braking system in this invention.

[0032] The markings in the above figures are all:

[0033] 1-1, Liquid reservoir unit; 1-2, Control unit; 1-3, Braking unit;

[0034] 1-Reservoir, 2-Pedal travel sensor, 3-Pedal feel simulator, 4-Throttle valve, 5-Master brake cylinder, 6-First decoupling isolation valve, 7-First pressure supply solenoid valve, 8-Second pressure supply solenoid valve, 9-First pressure sensor, 11-Pressure cylinder, 12-Transmission mechanism, 13-First control module, 21-Second pressure sensor, 22-Second decoupling isolation valve, 23-Driver, 24-First hydraulic pump, 25-Second hydraulic pump, 26-Third pressure supply solenoid valve, 35-Second control module. Detailed Implementation

[0035] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and the description of the preferred embodiments.

[0036] A redundant drive-by-wire hydraulic braking system includes a reservoir 1-1, a control unit 1-2, and a braking unit 1-3. The reservoir 1-1 includes a reservoir tank 1. The braking unit 1-3 includes at least one wheel brake 1-31. The reservoir 1-1, control unit 1-2, and braking unit 1-3 are connected via a braking circuit 1-4. The control unit 1-2 includes a first braking system A and a second braking system B. The first braking system A and / or the second braking system B can control the operation of the braking unit 1-3. The second braking system B includes a second pressure generating device. The second pressure generating device includes a hydraulic pump module, which includes a hydraulic pump 2- 1. The hydraulic pump 2-1 is connected to a drive unit 23 for controlling the operation of the hydraulic pump 2-1; the oil inlet of the hydraulic pump 2-1 is connected to the reservoir unit 1-1; the oil outlet of the hydraulic pump 2-1 is connected to the braking unit 1-3; a third pressure supply solenoid valve 26 is provided between the oil inlet of the hydraulic pump 2-1 and the reservoir unit 1-1; a second decoupling isolation valve is provided between the first braking system and the second braking system; the second decoupling isolation valve can control the flow of oil from the first braking system to the second braking system; the present invention, through the cooperative use of the first braking system A and the second braking system B, allows the other system to take over after the failure of either system, and still achieves hydraulic assistance of the braking system.

[0037] Meanwhile, the hydraulic pump 2-1 of the second braking system B of the present invention is directly connected to the reservoir unit 1-1, which reduces the use of components such as the reservoir in the traditional braking system, greatly reduces the production cost of the braking system, and can also reduce the number of solenoid valves used to a certain extent, thus reducing the complexity of the system logic.

[0038] In this invention, the fluid storage unit 1-1 includes a fluid storage tank 1: the fluid storage tank 1 is used to store brake fluid and provide hydraulic medium for the entire braking system.

[0039] The braking unit 1-3 mainly includes wheel brakes 1-31: at least one, but in actual installation, four are generally provided, corresponding to the four wheels respectively. That is, the wheel brakes 1-31 disclosed in this invention are generally arranged one per wheel. Therefore, in actual arrangement, the number of wheel brakes 1-31 in the braking unit 1-3 is related to the number of wheels of the vehicle. In this invention, the wheel brakes 1-31 are used to realize the braking function of the vehicle.

[0040] Control unit 1-2 is the core component of the redundant drive-by-wire hydraulic braking system.

[0041] The control unit 1-2 mainly includes a first braking system A and a second braking system B; the two braking systems (first braking system A and second braking system B) achieve redundancy, ensuring that if one system fails, the other system can take over, thereby guaranteeing the reliability and safety of the braking system.

[0042] In this invention, the first braking system A includes a first control module 13; the second braking system B includes a second control module 35; here, the first control module 13 is used to control the operation of the first braking system A; the second control module 35 is used to control the operation of the second braking system B; here, the control module is generally an automotive controller ECU; of course, other controllers or control chips can also be used.

[0043] Meanwhile, in this invention, the second pressure generating device mainly includes a liquid pump module; the hydraulic module includes a hydraulic pump 2-1, which is connected to a medium for supplying assist medium to the braking unit 1-3; and controls the wheel brake 1-31 to achieve wheel braking.

[0044] In this invention, the oil inlet of the hydraulic pump 2-1 is connected to the reservoir unit 1-1; the oil outlet of the hydraulic pump 2-1 is connected to the braking unit 1-3. Based on this configuration, the traditional reservoir structure is reduced, which can reduce the complexity of the braking system and reduce the number of solenoid valves used.

[0045] In this invention, the third pressure supply solenoid valve 26 is located between the oil inlet of the hydraulic pump 2-1 and the reservoir 1-1, and is used to control the flow of hydraulic oil from the reservoir 1-1 to the hydraulic pump 2-1; at the same time, it plays a good role in isolation.

[0046] Furthermore, the hydraulic pump module described in this invention includes two hydraulic pumps 2-1, which are driven by a drive unit 23. Each hydraulic pump 2-1 is connected to at least one wheel brake 1-31. This invention can drive two hydraulic pumps 2-1 to operate using a single motor, thereby reducing the need for a single drive unit 23 for each hydraulic pump 2-1. In other words, based on the above design, the number of drive units 23 can be reduced. In this invention, the drive unit 23 can be a motor, which drives the hydraulic pumps 2-1 to operate. The hydraulic pumps 2-1 supply hydraulic oil to the corresponding wheel brakes 1-31, facilitating subsequent wheel braking operations. In actual layout, the hydraulic pumps 2-1 are generally connected to two wheel brakes 1-31. Of course, the number of connections can be selected according to actual requirements; this only refers to general working conditions.

[0047] Furthermore, in this invention, the first braking system A further includes a master cylinder 5 and a first pressure generating device; the oil outlet of the master cylinder 5 in the first braking system A is connected to the first pressure generating device through a first decoupling isolation valve 6; the first braking system A is connected to the second braking system B, and a second decoupling isolation valve is provided between the first braking system A and the second braking system B; a second decoupling isolation valve is provided between the oil outlet of the hydraulic pump 2-1 and the first braking system A; the master cylinder 5 of this invention is a core component of a traditional hydraulic braking system, used to convert the mechanical energy of the driver pressing the brake pedal into hydraulic energy to generate braking pressure.

[0048] The first pressure generating device is an additional hydraulic pressure generating device used to provide additional hydraulic pressure under specific operating conditions.

[0049] In this invention, the first pressure generating device is connected to the oil outlet of the brake master cylinder 5 through the first decoupling isolation valve 6. Under normal circumstances, the brake master cylinder 5 and the first pressure generating device can work independently of each other.

[0050] The function of the first decoupling isolation valve 6 is to control the flow of hydraulic oil between the brake master cylinder 5 and the first pressure generating device.

[0051] The first braking system A and the second braking system B are connected by a second decoupling isolation valve. The function of this second decoupling isolation valve is to isolate the two braking systems from each other under normal conditions and prevent hydraulic oil from interfering with each other between the two systems.

[0052] Connection between the oil outlet of hydraulic pump 2-1 and the first braking system A: Hydraulic pump 2-1 is a key component in the second braking system B, used to generate hydraulic pressure; a second decoupling isolation valve is provided between the oil outlet of hydraulic pump 2-1 and the first braking system A; the pressure generated by hydraulic pump 2-1 can be isolated.

[0053] In this invention, the first pressure generating device includes a pressure cylinder 11 and a drive mechanism connected to the piston of the pressure cylinder 11. The drive mechanism includes a first motor. A first solenoid valve is provided between the pressure cylinder 11 and the liquid storage unit 1-1. The pressure cylinder 11 is the core component of the first pressure generating device and is used to generate and store hydraulic pressure.

[0054] The pressure cylinder 11 contains a piston, and the movement of the piston can change the pressure inside the cylinder.

[0055] When the piston moves inward, the hydraulic oil in the cylinder is compressed, and the pressure increases; when the piston moves outward, the hydraulic oil in the cylinder is released, and the pressure decreases.

[0056] The drive mechanism is used to drive the piston movement inside the pressure cylinder 11, thereby regulating the pressure inside the cylinder.

[0057] The drive mechanism includes a first motor, which is connected to the piston via a mechanical transmission mechanism 12 (such as a gear, lead screw, etc.).

[0058] The speed and direction of the first motor can be precisely controlled by the electronic control unit 1-2 (ECU), thereby achieving precise adjustment of the pressure inside the pressure cylinder 11.

[0059] The first solenoid valve is installed between the pressure cylinder 11 and the reservoir 1-1 to control the flow of hydraulic oil between the pressure cylinder 11 and the reservoir 1-1.

[0060] When the first solenoid valve is opened, hydraulic oil can flow from the reservoir 1-1 into the pressure cylinder 11 or from the pressure cylinder 11 back to the reservoir 1-1.

[0061] When the first solenoid valve is closed, the hydraulic oil is confined within the pressure cylinder 11 and cannot flow.

[0062] The on / off state of the first solenoid valve is controlled by the electronic control unit 1-2 (ECU), thereby achieving precise control of the hydraulic system.

[0063] Furthermore, in this invention, a first pressure supply solenoid valve 7 and a second pressure supply solenoid valve 8 are connected in parallel between the oil outlet of the first pressure generating device in the first braking system A and the second braking system B; the first pressure supply solenoid valve 7 or the second pressure supply solenoid valve 8 is connected to the first decoupling isolation valve 6; in this invention, the first pressure generating device includes a pressure cylinder 11 and a drive mechanism (such as a first motor) connected to the piston of the pressure cylinder 11, for generating hydraulic pressure.

[0064] The oil outlet is the output end of the pressure cylinder 11, which is connected to other components through hydraulic oil lines.

[0065] The first pressure supply solenoid valve 7 and the second pressure supply solenoid valve 8 are connected in parallel between the oil outlet of the first pressure generating device and the second braking system B.

[0066] Their function is to control the flow of hydraulic oil from the first pressure generating device to the second braking system B.

[0067] The purpose of parallel configuration is to provide redundancy, thereby improving the reliability and security of the system.

[0068] The first decoupling isolation valve 6 is connected between the first pressure supply solenoid valve 7 or the second pressure supply solenoid valve 8 and the first pressure generating device; its function is to decouple the master cylinder 5 from the first braking system A.

[0069] In this invention, a second pressure sensor 21 is provided between the second decoupling solenoid valve and the first braking system A; the second pressure sensor 21 is used to detect the pressure at the end of the brake master cylinder 5 and transmit the pressure signal to the second control module 35.

[0070] Furthermore, in this invention, the first braking system A also includes a first pressure sensor 9 disposed between the outlet of the pressure cylinder 11 and the first pressure supply solenoid valve 7 and the second pressure supply solenoid valve 8. The first pressure sensor 9 detects the pressure at the outlet of the pressure cylinder 11. The master brake cylinder 5 is connected to a pedal feel simulator 3 and a pedal travel sensor 2. The reservoir unit 1-1 is connected to the master brake cylinder 5 through a throttle valve 4. The pedal travel sensor 2 moves together with the internal piston of the master brake cylinder 5. A first decoupling solenoid valve is disposed at the outlet of the master brake cylinder 5. The pedal feel simulator 3 is connected to the outlet of the master brake cylinder 5. During braking, the pedal feel simulator 3 transmits the input brake pedal feel to the vehicle driver.

[0071] Furthermore, in this invention, the first braking system A and / or the second braking system B are connected to the braking units 1-3 via an adjustment unit; the adjustment unit includes at least one adjustment mechanism 3-1; each adjustment mechanism 3-1 includes a pressure boosting control solenoid valve 301 and a pressure reducing control solenoid valve 302; each wheel brake 1-31 is connected to the braking circuit 1-4 via an adjustment mechanism 3-1; through the setting of the adjustment mechanism 3-1, the braking pressure of each wheel brake 1-31 can be adjusted separately, and it also facilitates subsequent rapid pressure release, reducing the drag force of the braking system; in this invention, the inlet end of each wheel brake 1-31 is connected to the pressure boosting control solenoid valve 301, and the outlet end is connected to the pressure reducing control solenoid valve 302. Based on this design, the hydraulic control of each wheel brake 1-31 is facilitated.

[0072] In this invention, the braking circuit 1-4 mainly refers to the various pipelines in the braking system; in this invention, the braking circuit 1-4 is composed of multiple pipelines connected to each other, and the devices or components are also connected to each other through corresponding pipelines.

[0073] In this invention, the braking circuit 1-4 mainly includes a connecting branch 1-41. The reservoir unit 1-1 is connected to the third pressure supply solenoid valve 26 through the connecting branch 1-41. The pressure reducing control solenoid valve 302 in each regulating mechanism 3-1 is connected to the connecting branch 1-41. In this invention, the connecting branch 1-41 has two functions: one is to supply fluid to the second braking system B, and the other is that when the second braking system B does not need to supply fluid, the connecting branch 1-41 can be used as a return oil pipe.

[0074] The specific implementation method is as follows:

[0075] As shown in the figure, the present invention provides a redundant drive-by-wire hydraulic braking system, including a reservoir 1-1, a control unit 1-2, and a braking unit 1-3; the reservoir 1-1 includes a reservoir 1; the braking unit 1-3 includes at least one wheel brake 1-31; the reservoir 1-1, the control unit 1-2, and the braking unit 1-3 are connected by a braking circuit 1-4.

[0076] The control unit 1-2 includes a first braking system A and a second braking system B connected to the first braking system A. The braking signal from the brake pedal is received by the first braking system A. The first braking system A and the second braking system B each include a first pressure generating device and a second pressure generating device that provide hydraulic pressure to the brake circuit 1-4 according to the braking signal received by the first braking system A. The first braking system A and the second braking system B are connected to the brake circuit 1-4, and the brake circuit 1-4 is connected to the wheel brakes 1-31 installed on the wheels of the vehicle.

[0077] Specifically, such as Figure 1 As shown, the first braking system A includes a master cylinder 5 and a first control module 13, as well as a first pressure generating device connected to the first control module 13 and the reservoir 1. The first pressure generating device is connected to the second braking system B.

[0078] The first pressure generating device includes a pressure cylinder 11 connected to the second braking system B and a drive mechanism connected to the piston of the pressure cylinder 11. The drive mechanism is used to control the piston of the pressure cylinder 11 to move linearly within the cylinder body of the pressure cylinder 11, so that the pressure cylinder 11 can generate hydraulic pressure. The drive mechanism includes a first motor, which is a brushless motor. A first solenoid valve is provided between the pressure cylinder 11 and the liquid storage tank 1.

[0079] A first pressure supply solenoid valve 7 and a second pressure supply solenoid valve 8 are provided between the pressure cylinder 11 and the second braking system B. A first decoupling isolation valve 6 is provided between the first pressure supply solenoid valve 7 and the brake master cylinder 5.

[0080] The first braking system A also includes a first pressure sensor 9 disposed between the outlet of the pressure cylinder 11 and the first pressure supply solenoid valve 7 and the second pressure supply solenoid valve 8. The first pressure sensor 9 is used to detect the pressure at the outlet of the pressure cylinder 11.

[0081] The pedal travel sensor 2 moves together with the internal piston of the master cylinder 5. A first decoupling isolation valve 6 is provided at the outlet of the master cylinder 5. The pedal feel simulator 3 is connected to the outlet of the master cylinder 5. During braking, the pedal feel simulator 3 transmits the input brake pedal feel to the vehicle driver.

[0082] like Figure 1As shown, the second braking system B includes a second control module 35 and a second pressure generating device. The second pressure generating device includes a hydraulic pump module, which includes a hydraulic pump 2-1. The hydraulic pump 2-1 is connected to a drive unit 23 for controlling the operation of the hydraulic pump 2-1. The oil inlet of the hydraulic pump 2-1 is connected to the reservoir unit 1-1. The oil outlet of the hydraulic pump 2-1 is connected to the braking unit 1-3. A third pressure supply solenoid valve 26 is provided between the oil inlet of the hydraulic pump 2-1 and the reservoir unit 1-1.

[0083] The second pressure generating device includes at least one hydraulic pump 2-1, which is connected to the first braking system A and the braking circuit 1-4, and a second decoupling isolation valve 22 is provided between the hydraulic pump 2-1 and the first braking system A.

[0084] The hydraulic pump 2-1 and the drive unit 23 are motor structures, and the drive unit 23 can be a second motor; the drive unit 23 drives the hydraulic pump 2-1 to operate.

[0085] like Figure 1 As shown, the liquid storage tank 1 is provided with three independent volume chambers T1, T2 and T3. The three independent volume chambers are respectively connected to the third pressure supply solenoid valve 26, the first solenoid valve and the throttle valve 4. Among them, volume chamber T1 is connected to the oil inlet end of the third pressure supply solenoid valve 26, volume chamber T2 is connected to the first solenoid valve, the first solenoid valve is connected to the cylinder body of the pressure cylinder 11, volume chamber T3 is connected to the throttle valve 4, and the throttle valve 4 is connected to the brake master cylinder 5.

[0086] Preferably, the first pressure supply solenoid valve 7 and the second pressure supply solenoid valve 8 are normally closed valves.

[0087] Throttle valve 4 is a normally open valve, and brake master cylinder 5 is a single-chamber master cylinder.

[0088] Preferably, the first solenoid valve is a normally closed valve. Under normal conditions, the first solenoid valve is used to isolate the hydraulic passage between the liquid storage tank 1 and the pressure cylinder 11. When the first decoupling isolation valve 6, the first pressure supply solenoid valve 7 and the second pressure supply solenoid valve 8 are energized, the first decoupling isolation valve 6, the first pressure supply solenoid valve 7 and the second pressure supply solenoid valve 8 open. When the piston of the pressure cylinder 11 retracts, the redundant line control braking system establishes negative pressure, and the hydraulic oil in the brake circuit 1-4 enters the pressure cylinder 11, controlling the piston in the wheel brake 1-31 to reset, releasing the brake, and achieving the purpose of reducing drag.

[0089] In this embodiment, two hydraulic pumps 2-1 are provided, namely a first hydraulic pump 24 and a second hydraulic pump 25. The first hydraulic pump 24 and the second hydraulic pump 25 are connected to a second motor and are driven by the second motor to operate.

[0090] Preferably, the second decoupling isolation valve 22 is a normally open valve, and the third pressure supply solenoid valve 26 is a normally closed valve.

[0091] like Figure 1 As shown, preferably, the second braking system B further includes a second pressure sensor 21 disposed between the first braking system A and the second decoupling isolation valve 22.

[0092] Preferably, the first control module 13 and the second control module 35 are each powered by an independent power source.

[0093] Preferably, the wheel brake 1-31 is connected to two wheel-end solenoid valves, which are essentially the boost control solenoid valve 301 and the depressurization control solenoid valve 302 in the above-mentioned regulating mechanism 3-1 of the present invention.

[0094] The boost control solenoid valve 301, the pressure reduction control solenoid valve 302, and the second pressure sensor 21 are electrically connected to the second control module 35. The second control module 35 is essentially a control chip. The second control module 35 can independently acquire the signal from the second pressure sensor 21 and control the wheel-end solenoid valve to perform actions, thereby achieving redundant control.

[0095] By adjusting the settings of mechanism 3-1, it can be used in conjunction with the second control module 35; the two work together to achieve the anti-lock function.

[0096] like Figure 1 As shown, in this embodiment, the braking circuit 1-4 is equipped with four boost control solenoid valves 301 and four depressurization control solenoid valves 302; a wheel brake 1-31 is installed on each of the four wheels of the vehicle.

[0097] The four booster control solenoid valves 301 are: the first booster control solenoid valve 27, the second booster control solenoid valve 28, the third booster control solenoid valve 29, and the fourth booster control solenoid valve 30.

[0098] The four pressure-reducing control solenoid valves 302 are: the first pressure-reducing control solenoid valve 31, the second pressure-reducing control solenoid valve 32, the third pressure-reducing control solenoid valve 33, and the fourth pressure-reducing control solenoid valve 34.

[0099] Two of the booster control solenoid valves 301 are connected to the second decoupling isolation valve 22, and the other two booster control solenoid valves 301 are connected to the second pressure supply solenoid valve 8.

[0100] Each wheel brake 1-31 is connected to a pressure boosting control solenoid valve 301 and a pressure reducing control solenoid valve 302; for specific connection methods, please refer to the appendix. Figure 1 .

[0101] In this invention, all four pressure-reducing control solenoid valves 302 are connected to the liquid storage unit 1-1.

[0102] The first hydraulic pump 24 is connected to two booster control solenoid valves 301, and the second hydraulic pump 25 is connected to two other booster control solenoid valves 301.

[0103] Preferably, the first braking system A and the second braking system B can be connected by driving the first motor and the second motor in conjunction with the solenoid valve to connect the output volume flow of the hydraulic pumps 2-1 of the two braking systems together, so as to achieve joint pressurization.

[0104] The first braking system A is controlled by the first control module 13, which controls the first decoupling isolation valve 6 to isolate the master cylinder 5 and the braking circuit 1-4, controls the first pressure supply solenoid valve 7 and the second pressure supply solenoid valve 8 to connect the pressure cylinder 11 and the braking circuit 1-4, the first motor to supply pressure control to the four wheel brakes 1-31, and the adjustment mechanism to perform hydraulic control on the wheel end brakes.

[0105] The second braking system B is controlled by the second control module 35, which controls the second decoupling isolation valve 22 to isolate the master cylinder 5 and the braking circuit 1-4. The third pressure supply solenoid valve 26 is connected to the reservoir 1, and its other end is connected to the first hydraulic pump 24 and the second hydraulic pump 25.

[0106] The second motor drives the hydraulic pump 2-1 to build up pressure, which is used to control the pressure of the four wheel brakes 1-31.

[0107] When pressure build-up or pressure reduction cannot be achieved by means of the first braking system A, the pressure is drawn from the reservoir 1-1 by means of the second braking system B when the driver operates the brake pedal.

[0108] When the first braking system A fails, the driver's braking intention is detected by the second pressure sensor 21, which detects the pressure at the end of the master cylinder 5 and transmits the pressure signal to the second control module 35.

[0109] Even if both the first braking system A and the second braking system B fail, the driver can still apply pressure to the left front brake and right rear brake by operating the brake pedal to bring the vehicle to a stop. The vehicle has four wheels; the left front brake refers to wheel brake 1-31 located on the left front wheel, and the right rear brake refers to wheel brake 1-31 located on the right rear wheel.

[0110] The first braking system A and the second braking system B contain two independent pressure generating devices that can alternately or simultaneously provide hydraulic pressure to the braking circuits 1-4. During the fluid replenishment process of the anti-lock braking system (ABS) function of the first braking system A, the second braking system B provides hydraulic pressure to the braking circuits 1-4.

[0111] When the driver presses the brake pedal, the fluid in the master cylinder 5 enters the pedal feel simulator 35, which transmits the input brake pedal feel to the driver.

[0112] After the stroke sensor receives the pedal signal, it transmits it to the first control module 13. The first control module 13 controls the first decoupling isolation valve 6 to close, isolating the input master cylinder 4 from the brake circuit 1-4. The first control module 13 controls the first pressure supply solenoid valve 7 and the second pressure supply solenoid valve 8 to open, connecting the pressure cylinder 11 to the brake circuit 1-4. The first control module 13 controls the first motor to operate, and the drive mechanism pushes the piston in the pressure cylinder 11 to move, causing the pressure cylinder 11 to be pressurized. The oil in the pressure cylinder 11 enters the brake circuit 1-4, and finally the oil enters the wheel brakes 1-31, realizing the wire-controlled pressurization of the four wheel brakes 1-31 to achieve braking.

[0113] When the first braking system A fails, the second control module 35 of the second braking system B controls the second decoupling isolation valve 22 to close. The second decoupling isolation valve 22 isolates the hydraulic passage between the master cylinder 5 and the brake circuit 1-4, so the driver's pedal feel is not affected. The second control module 35 controls the third pressure supply solenoid valve 26 to open, and the second motor drives the first hydraulic pump 24 and the second hydraulic pump 25 to operate. The first hydraulic pump 24 and the second hydraulic pump 25 pump oil into the brake circuit 1-4, and finally the oil enters the wheel brakes 1-31, thereby increasing the pressure on the four wheel brakes 1-31 and achieving braking.

[0114] When both the first braking system A and the second braking system B fail due to power loss, after the driver depresses the pedal, part of the oil at the outlet of the master cylinder 5 enters the pedal feel simulator 3, and part passes through the first decoupling isolation valve 6 and the second decoupling isolation valve 22 into the regulating mechanism 3-1 connected to it. After passing through the corresponding regulating mechanism 3-1, the oil enters the corresponding wheel brake 1-31, generally required to enter the first wheel brake 1-32 and the second wheel brake 1-33; that is, the two wheel brakes 1-31 on the left side of the attached diagram; the corresponding wheel brakes 1-31 brake the wheels and stop the vehicle.

[0115] The reservoir 1 is equipped with three independent volume chambers. If any one or two volume chambers in the reservoir 1 leak and fail, the remaining volume chambers can still provide the brake fluid required for the circuit, thus realizing the redundant linear control braking function in the system.

[0116] In the first braking system A, the throttle valve 4, located between the reservoir 1 and the master cylinder 5, normally serves as a channel connecting the reservoir 1 and the master cylinder 5. During system self-test, after closing the throttle valve 4, the sealing performance of the braking circuit 1-4 can be verified by driving the first motor to increase the pressure.

[0117] The master cylinder 5 in the first braking system A is set as a single-chamber master cylinder. The master cylinder 5 is set to be directly connected to the pedal feel simulator 3 5, which avoids the pedal lag problem caused by valve throttling between the master cylinder and the simulator when the pedal is pressed quickly.

[0118] The first decoupling isolation valve 6, located at the outlet of the master cylinder 5 in the first braking system A, is configured as a normally open solenoid valve. When the first braking system A fails, after the driver depresses the brake pedal, the oil at the outlet of the master cylinder 5 can enter the second braking system B through the first decoupling isolation valve 6, allowing the second braking system B to receive the driver's input. Furthermore, when both the first braking system A and the second braking system B fail, after the driver depresses the pedal, the oil in the master cylinder 5 can enter the second braking system B through the first decoupling isolation valve 6 and then enter the corresponding first wheel brakes 1-32 and second wheel brakes 1-33, bringing the vehicle to a stop.

[0119] The first pressure supply solenoid valve 7 and the second pressure supply solenoid valve 8 at the outlet of the pressure cylinder 11 of the first braking system A are normally closed solenoid valves. When the first braking system A is building up pressure normally, the first pressure supply solenoid valve 7 and the second pressure supply solenoid valve 8 are energized and opened, connecting the pressure cylinder 11 with the braking circuit 1-4. When the first braking system A fails, the first pressure supply solenoid valve 7 and the second pressure supply solenoid valve 8 are normally closed, isolating the second braking system B from the first braking system A, so that the second braking system B can work normally.

[0120] The first solenoid valve in the first braking system A, located between the reservoir 1 and the outlet of the pressure cylinder 11, is a normally closed solenoid valve. Under normal conditions, the valve is closed, which can isolate the hydraulic passage between the reservoir 1 and the pressure cylinder 11. When the driver releases the pedal to release pressure, the first decoupling isolation valve 6, the first pressure supply solenoid valve 7, and the second pressure supply solenoid valve 8 are energized, and the piston of the pressure cylinder 11 retracts to release pressure. When the pressure of the wheel brake 1-31 drops to a lower pressure, the pressure relief control solenoid valve 302 is opened to release pressure. After the pressure relief control solenoid valve 302 is closed, the piston of the pressure cylinder 11 continues to retract. At this time, the brake circuit 1-4 can establish a negative pressure, which helps the caliper piston in the brake to reset and can reduce the drag torque of the wheel brake 1-31.

[0121] The first pressure sensor 9, located between the outlet of the pressure cylinder 11 and the first pressure supply solenoid valve 7 and the second pressure supply solenoid valve 8, is used to detect the pressure at the outlet of the pressure cylinder 11 of the first braking system A and the pressure of the braking circuit 1-4. It can also be used for system self-testing and verification of the pressure sensor of the second braking system B.

[0122] The second pressure sensor 21, located between the oil pipe port and the second decoupling isolation valve 22 in the second braking system B, is used to collect the pressure signal at the outlet of the master cylinder 5 after the first braking system A fails due to power failure. The signal is then transmitted to the second control module 35 as the driver's braking input.

[0123] The second decoupling isolation valve 22 of the second braking system B, which is connected to the pipeline of the first braking system A, is set as a normally open solenoid valve.

[0124] The second decoupling isolation valve 22 normally serves as a channel connecting the first braking system A and the second braking system B.

[0125] After the first braking system A fails due to power failure, the second decoupling isolation valve 22 closes. The second decoupling isolation valve 22 is used to isolate the channel between the input brake master cylinder 5 and the booster circuit, so the driver's pedal feel is not affected.

[0126] When both the first braking system A and the second braking system B fail, the second decoupling isolation valve 22 is in the open state. The second decoupling isolation valve 22 can still serve as a channel to allow the oil at the outlet end of the master cylinder 5 to enter the first wheel brake 1-32 and the second wheel brake 1-33.

[0127] The second braking system B is equipped with a first hydraulic pump 24, a second hydraulic pump 25, and a third pressure supply solenoid valve 26. The third pressure supply solenoid valve 26 is set as a normally closed solenoid valve. When the first braking system A is working, the valve is normally in the closed state, which can isolate the braking circuit 1-4 from the liquid storage unit 1-1 channel, so that the first braking system A can work normally.

[0128] The first control module 13 of the first braking system A and the second control module 35 of the second braking system B are each powered by an independent power source.

[0129] After the power supply to the first braking system A fails abnormally, the power supply to the second braking system B can still work normally, realizing the function of redundant drive-by-wire hydraulic braking.

[0130] When the vehicle requires high-intensity, high-response braking during operation, this system can simultaneously control the first braking system A and the second braking system B to work together with the solenoid valve to connect the output volume flow of the hydraulic pumps 2-1 of the two braking systems, thereby achieving combined pressurization and improving the pressure build-up speed and pressure build-up capacity.

[0131] Compared to existing technologies, this solution has lower requirements for the power, size, weight, and other physical parameters of the first motor when facing the same pressure build-up capacity requirements, making it more economical.

[0132] The first braking system A and the second braking system B contain two independent pressure generating devices that can take turns or simultaneously supply hydraulic fluid. During the fluid replenishment process of the first braking system A's anti-lock function, the second braking system B can act as a pressure source to supply hydraulic fluid to the braking circuits 1-4.

[0133] Obviously, the specific implementation of this invention is not limited to the above-described methods. Any non-substantial improvements made using the inventive concept and technical solution of this invention are within the protection scope of this invention.

Claims

1. A redundant drive-by-wire hydraulic braking system, characterized in that, It includes a reservoir, a control unit, and a braking unit; the reservoir includes a reservoir tank; the braking unit includes at least one wheel brake; the reservoir, control unit, and braking unit are connected via a braking circuit. The control unit includes a first braking system and a second braking system; The first braking system includes a first control module; The second braking system includes a second control module; The first braking system and / or the second braking system can control the operation of the braking unit; The second braking system includes a second pressure generating device; the second pressure generating device includes a hydraulic pump module, the hydraulic pump module includes a hydraulic pump, the hydraulic pump is connected to a drive component for controlling the operation of the hydraulic pump; the oil inlet of the hydraulic pump is connected to a reservoir unit; the oil outlet of the hydraulic pump is connected to the braking unit. A second decoupling isolation valve is provided between the first braking system and the second braking system; the second decoupling isolation valve can control the flow of oil from the first braking system to the second braking system.

2. The redundant drive-by-wire hydraulic braking system according to claim 1, characterized in that, The hydraulic pump module includes two hydraulic pumps, which are driven by a drive unit; each hydraulic pump is connected to at least one wheel brake.

3. The redundant drive-by-wire hydraulic braking system according to claim 1, characterized in that, The first braking system further includes a master cylinder and a first pressure generating device; the master cylinder outlet in the first braking system is connected to the first pressure generating device via a first decoupling isolation valve; the first braking system is connected to the second braking system. A third pressure supply solenoid valve is provided between the oil inlet of the hydraulic pump and the liquid storage unit; A second decoupling isolation valve is provided between the oil outlet of the hydraulic pump and the first braking system.

4. A redundant drive-by-wire hydraulic braking system according to claim 3, characterized in that, The first pressure generating device includes a pressure cylinder and a drive mechanism connected to the piston of the pressure cylinder. The drive mechanism includes a first motor, and a first solenoid valve is provided between the pressure cylinder and the liquid storage unit.

5. A redundant drive-by-wire hydraulic braking system according to claim 3, characterized in that, In the first braking system, a first pressure supply solenoid valve and a second pressure supply solenoid valve are connected in parallel between the oil outlet of the first pressure generating device and the second braking system; the first pressure supply solenoid valve or the second pressure supply solenoid valve is connected to the first decoupling isolation valve.

6. A redundant drive-by-wire hydraulic braking system according to claim 3, characterized in that, A second pressure sensor is provided between the second decoupling solenoid valve and the first braking system.

7. A redundant drive-by-wire hydraulic braking system according to claim 5, characterized in that, The first braking system further includes a first pressure sensor disposed between the outlet of the pressure cylinder and the first and second pressure supply solenoid valves, the first pressure sensor detecting the pressure at the outlet of the pressure cylinder.

8. A redundant drive-by-wire hydraulic braking system according to claim 1, characterized in that, The master cylinder is connected to a pedal feel simulator and a pedal travel sensor; the reservoir is connected to the master cylinder via a throttle valve.

9. A redundant drive-by-wire hydraulic braking system according to claim 1, characterized in that, The first braking system and / or the second braking system are connected to the braking unit via an adjustment unit; the adjustment unit includes at least one adjustment mechanism; each adjustment mechanism includes a pressure boosting control solenoid valve and a pressure reducing control solenoid valve; each wheel brake is connected to the braking circuit via an adjustment mechanism.

10. A redundant drive-by-wire hydraulic braking system according to claim 9, characterized in that, The braking circuit includes a connecting branch, and the liquid storage unit is connected to the third pressure supply solenoid valve through the connecting branch; the pressure reduction control solenoid valve in each regulating mechanism is connected to the connecting branch.

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