Full-decoupling vehicle electronic hydraulic braking device with redundancy function based on ESC

Abstract

The utility model discloses an ESC (electronic hydraulic brake)-based full-decoupling vehicle electronic hydraulic brake device with a redundancy function. The system comprises a pressurization module and a vehicle body stabilization module ESC. The pressurization module receives pedal acting force, detects pedal displacement and power-assisted braking and is used for backup when the vehicle body stabilization module ESC fails. The pressurizing module is connected with a brake pedal and an oil cup, receives the acting force of the pedal and outputs brake fluid to the vehicle body stabilizing module ESC through an oil pipe. The vehicle body stabilizing module ESC receives brake fluid input by the pressurizing module, adjusts the oil pressure of a brake wheel cylinder and is used for backup when the pressurizing module fails. The brake wheel cylinder receives brake fluid from the pressurization module and the vehicle body stabilization module ESC to generate brake force to achieve vehicle braking. The pressurization module and the pedal module are added on the basis of the ESC structure, the pedal module simulates foot feeling during conventional braking, the pressurization module provides brake fluid, the ESC adjusts brake oil pressure, and emergency mechanical braking can be achieved.

Description

Technical Field

[0001] The utility model relates to a vehicle electronic hydraulic brake device, in particular to a vehicle electronic hydraulic brake device with full decoupling and redundant function. Background Art

[0002] The fully decoupled electronic hydraulic brake device with redundant function currently used in the market uses a redesigned module for redundant backup, has a long development cycle, and has loud braking noise. Utility Model Content

[0003] In order to solve the problems existing in the background technology, the utility model provides a vehicle electronic hydraulic brake device with a fully decoupled redundant function based on ESC.

[0004] The technical solution adopted by the utility model is:

[0005] The utility model includes a boost module and a vehicle body stabilization module ESC;

[0006] The boost module is used to receive external pedal force, detect pedal displacement and generate hydraulic pressure to control the wheel cylinder for braking; and is used as a backup when the body stability module ESC fails;

[0007] The booster module is connected to the brake pedal and the oil cup respectively, receives the external pedal force, outputs the brake fluid and transmits it to the vehicle stability module ESC through the oil pipe connection;

[0008] The ESC is used to receive the brake fluid input from the boost module, and to adjust the oil pressure of the brake wheel cylinder through its internal solenoid valve group and the body stabilization motor; and to be used as a backup when the boost module fails;

[0009] The wheel cylinder receives brake fluid from the boost module and the ESC module to generate braking force and achieve vehicle braking.

[0010] The innovation of the utility model lies in providing a boost module and a body stability module ESC which are both powered on at all times, and the boost module and the body stability module ESC can work to prevent each other from failing. When the driver does not step on the brake pedal, the boost module and the body stability module ESC can both complete the boost and decompression of the brakes, thereby achieving automatic driving of L4 level and above.

[0011] The boost module includes a boost motor, a master cylinder, a boost cylinder, a detection valve, a simulator valve, a pedal simulator, a first one-way valve, a first liquid supply valve, a second liquid supply valve, a first coupling valve, a second coupling valve, a second one-way valve and a third one-way valve;

[0012] There is brake fluid in the oil cup, the master cylinder has two chambers, front and rear, the piston of the master cylinder and the brake pedal are synchronously connected, the pedal simulator has two chambers, the oil cup and the rear chamber of the master cylinder are directly connected, the front chamber of the master cylinder is connected to the oil cup through the detection valve, the front chamber of the pedal simulator and the front chamber of the master cylinder are connected through the simulator valve, and the rear chamber of the pedal simulator and the oil cup are directly connected; the two brake wheel cylinders are connected to the front chamber of the master cylinder through the first coupling valve, the first coupling valve controls the brake fluid in the front chamber of the master cylinder to enter two of the brake wheel cylinders, and the other two brake wheel cylinders are connected to the rear chamber of the master cylinder through the second coupling valve, the second coupling valve controls the brake fluid in the rear chamber of the master cylinder to enter the other two brake wheel cylinders; the boost module There is a second one-way valve in the pipeline between one oil outlet and the oil cup, and there is a third one-way valve in the pipeline between the other oil outlet of the boost module and the oil cup. The oil outlet directions of the second one-way valve and the third one-way valve are respectively connected to the two oil inlets of the body stability module ESC, and the oil inlet directions of the second one-way valve and the third one-way valve are both connected to the oil cup. The boost motor is connected to the piston push rod in the boost cylinder, driving the piston push rod to move horizontally in the piston chamber of the boost cylinder, the output end of the boost cylinder is connected to two of the brake wheel cylinders through the first oil supply valve, and the output end of the boost cylinder is connected to the other two brake wheel cylinders through the second oil supply valve; at the same time, the output end of the boost cylinder is connected to the oil cup via the first one-way valve.

[0013] The front chamber of the master cylinder is connected to a first pressure sensor for detecting the input pressure of the front chamber of the master cylinder, and the output end of the booster cylinder is connected to a second pressure sensor, which detects the oil pressure output from the output end of the booster cylinder.

[0014] The brake pedal is provided with a displacement sensor for detecting the displacement of the brake pedal, and the boost module is provided with a rotation angle sensor for detecting the rotation angle of the boost motor.

[0015] In the vehicle body stabilization module, an isolation valve and a liquid inlet valve are sequentially arranged from the output end of the boost module to the brake wheel cylinder, a one-way valve is connected in parallel to the isolation valve, which only allows one-way conduction from the output end of the boost module to the brake wheel cylinder, and a one-way valve is connected in parallel to each liquid inlet valve, which only allows one-way conduction from the brake wheel cylinder to the output end of the boost module, and a pressure sensor is further arranged between the isolation valve and the output end of the boost module;

[0016] The output shaft of the vehicle body stabilization motor is connected to the input shaft of the plunger pump, the accumulator is connected to the oil inlet of the plunger pump via a one-way valve, the isolation valve and the output end of the boost module are connected via an oil supply valve and the oil inlet of the plunger pump, the oil outlet of the plunger pump is connected between the isolation valve and the liquid inlet valve, and the brake wheel cylinders are connected to the accumulator via their respective liquid outlet valves.

[0017] The two sub-blocks of the boost module and the vehicle body stabilization module of the utility model are respectively independent and connected by oil pipes, so that all functions of wire control braking can be realized and emergency mechanical braking can be realized.

[0018] The utility model can realize all functions of wire control braking and emergency mechanical braking. The ESC performs the body stability function and active supercharging backup, and the supercharging module performs active supercharging and body stability function backup. When the supercharging module fails, the body stability module ESC can perform the active supercharging function, and when the body stability module ESC fails, the supercharging module can perform the active supercharging function. The structure still retains the mechanical braking function.

[0019] Through the boost module plus the body stabilization module ESC of the utility model, the overall braking device can be suitable for L4 level and above autonomous driving, that is, it can brake and assist driving in a situation where there is no driver at all.

[0020] The beneficial effects of the utility model are:

[0021] The booster module connected to the brake pedal only provides the normal brake boost function when working normally, without generating noise and vibration, and is quiet and comfortable when working. The backup of the booster unit is performed by the ESC, and the normal wire control function is realized by the ESC, so the noise will not be directly transmitted to the driver's feet when working.

[0022] The utility model adds a booster module and a pedal module on the basis of the ESC structure. During conventional braking, the pedal module simulates the foot feeling, the booster module provides brake fluid, and the ESC adjusts the brake oil pressure.

[0023] The utility model is developed by mature ESC and booster unit, with low development cost, quick preparation for mass production, and rapid mass production. Compared with the integrated vehicle electronic hydraulic brake device, the utility model has low cost, convenient installation and better comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is the hydraulic principle diagram of the brake device;

[0025] Figure 2 This is the principle diagram of conventional brake pressure increase and decrease in normal working mode;

[0026] Figure 3 It is the hydraulic principle diagram of the decompression stage when the ABS working condition is executed in the normal working mode;

[0027] Figure 4 It is the hydraulic principle diagram of the boost stage when the ABS working condition is executed in the normal working mode;

[0028] Figure 5It is the hydraulic principle diagram of the pressure holding stage when the ABS working condition is executed in the normal working mode;

[0029] Figure 6 It is the hydraulic principle diagram of the boosting stage when performing ESC single-wheel boosting and single-wheel decompression conditions in the normal working mode;

[0030] Figure 7 This is the schematic diagram of brake boost and decompression when the boost module fails;

[0031] Figure 8 This is the principle diagram of single-wheel supercharging and decompression (FL and RL are taken as examples) when the supercharging module fails;

[0032] Fig. 9 This is the principle diagram of active pressure increase and pressure reduction when the ESC of the vehicle body stability module fails;

[0033] Fig.10 This is the schematic diagram of mechanical brake pressure increase and decrease when both the boost module and the body stability module fail;

[0034] Fig.11 This is the schematic diagram of the system self-test step 1;

[0035] Fig.12 This is the schematic diagram of system self-check step 2;

[0036] Fig.13 This is the schematic diagram of step 3 of the system self-test;

[0037] Fig.14 This is the schematic diagram of step 4 of the system self-test.

[0038] In the figure: boost module 1, vehicle body stabilization module 2, oil cup 3, brake pedal 4, brake wheel cylinder 5;

[0039] Boost module 1: boost motor 101, master cylinder 102, boost cylinder 103, detection valve (104) 04, displacement sensor 105, first pressure sensor 106, simulator valve 107, pedal simulator 108, first check valve 109, second pressure sensor 110, first liquid supply valve 111, second liquid supply valve 112, first coupling valve 113, second coupling valve 114, rotation angle sensor 115, second check valve 116, third check valve 117;

[0040] Vehicle body stabilization module 2: vehicle body stabilization motor 200, first plunger pump 201, second plunger pump 202, first accumulator 203, second accumulator 204, fourth one-way valve 205, fifth one-way valve 206, third pressure sensor 207, third liquid supply valve 208, fourth liquid supply valve 209, first isolation valve 210, second isolation valve 211, first liquid inlet valve 212, first liquid outlet valve 213, second liquid inlet valve 214, second liquid outlet valve 215, third liquid inlet valve 216, third liquid outlet valve 217, fourth liquid inlet valve 218, fourth liquid outlet valve 219. DETAILED DESCRIPTION

[0041] The utility model is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0042] like Figure 1 As shown, the device includes a boost module and a body stability module ESC2; the boost module performs backup of conventional braking and body stability systems, and the body stability module ESC performs a conventional body stability system working module and serves as a backup of the conventional brake boost module.

[0043] The utility model divides the brake actuator into a boost module and a vehicle body stabilization module ESC. The boost module is directly connected to the brake pedal and is connected to the vehicle body stabilization module ESC through an oil pipe. The boost module has two oil pipes connected to the brake wheel cylinder, and the vehicle body stabilization module ESC has two oil pipes connected to the brake wheel cylinder.

[0044] Booster module 1, used to receive external pedal force, detect pedal displacement and generate hydraulic pressure to control the brake wheel cylinder for braking; and as a backup when the body stability module ESC2 fails;

[0045] The boost module 1 is connected to the brake pedal 4 and the oil cup 3 respectively, wherein the master cylinder push rod in the boost module 1 is connected to the brake pedal 4 and is also connected to the oil cup via a one-way valve to receive the external pedal force and output brake fluid to be transmitted to the vehicle body stability module ESC2 through the oil pipe connection;

[0046] The body stability module ESC2 is used to receive the brake fluid input from the boost module 1, and adjust the oil pressure of the brake wheel cylinder through its internal solenoid valve group and body stability motor; and is used as a backup when the boost module 1 fails;

[0047] The wheel cylinder 5 receives the hydraulic pressure from the boost module 1 and the vehicle body stability module ESC2 to generate braking force to achieve vehicle braking.

[0048] like Figure 1As shown, the boost module 1 includes a boost motor 101, a master cylinder 102, a boost cylinder 103, a detection valve 104, a displacement sensor 105, a first pressure sensor 106, a simulator valve 107, a pedal simulator 108, a first one-way valve 109, a second pressure sensor 110, a first liquid supply valve 111, a second liquid supply valve 112, a first coupling valve 113, a second coupling valve 114, a rotation angle sensor 115, a second one-way valve 116 and a third one-way valve 117;

[0049] The oil cup 3 contains brake fluid, the master cylinder 102 has two front and rear chambers, the piston of the master cylinder 102 is synchronously connected to the brake pedal 4, the pedal simulator 108 has two front and rear chambers, the oil cup 3 is directly connected to the rear chamber of the master cylinder 102, the front chamber of the master cylinder 102 is connected to the oil cup 3 via the detection valve 104, the front chamber of the master cylinder 102 is connected to a first pressure sensor 106 for detecting the input pressure of the front chamber of the master cylinder 102, the front chamber of the pedal simulator 108 is connected to the front chamber of the master cylinder 102 via a simulator valve 107, and the rear chamber of the pedal simulator 108 is directly connected to the oil cup 3;

[0050] Two of the brake wheel cylinders 5 are connected to the front chamber of the master cylinder 102 via a first coupling valve 113, which controls the brake fluid in the front chamber of the master cylinder 102 to enter two of the brake wheel cylinders 5, and the other two brake wheel cylinders 5 are connected to the rear chamber of the master cylinder 102 via a second coupling valve 114, which controls the brake fluid in the rear chamber of the master cylinder 102 to enter the other two brake wheel cylinders 5;

[0051] There is a second one-way valve 116 in the pipeline between the first coupling valve 113 and the oil cup 3, and there is a third one-way valve 117 in the pipeline between the second coupling valve 114 and the oil cup 3. The front ends of the second one-way valve 116 and the third one-way valve 117 are connected to the first coupling valve 113 and the second coupling valve 114 respectively as the output ends of the boost module 1, and the rear ends of the second one-way valve 116 and the third one-way valve 117 are connected to the oil cup; the additional arrangement of the second one-way valve 116 and the third one-way valve 117 can enable the brake fluid to flow from the oil cup 3 to the coupling valve pipeline, but cannot flow from the coupling valve pipeline to the oil cup 3.

[0052] The booster motor 101 is connected to the piston push rod in the booster cylinder, driving the piston push rod to move horizontally in the piston chamber of the booster cylinder. The booster motor 101 can be a linear motor. The rodless chamber of the booster cylinder 103 is connected to two of the brake wheel cylinders 5 through a first oil supply valve 111. The first oil supply valve 111 controls the output of brake fluid from the rodless chamber into two of the brake wheel cylinders 5. The rodless chamber of the booster cylinder 103 is connected to the other two brake wheel cylinders 5 through a second oil supply valve 112. The second oil supply valve 112 controls the output of brake fluid from the rodless chamber into the other two brake wheel cylinders 5.

[0053] The rodless chamber of the boost cylinder 103 is connected to a second pressure sensor 110 , which detects the oil pressure output by the rodless chamber of the boost cylinder 103 . Meanwhile, the rodless chamber of the boost cylinder 103 is connected to the oil cup via a first one-way valve 109 .

[0054] The brake pedal 4 is provided with a displacement sensor 105 for detecting the displacement of the brake pedal 4 .

[0055] The rotation angle sensor 115 is installed around the boost motor 101 to detect the rotation angle of the motor.

[0056] like Figure 1 As shown, specifically, the vehicle body stabilization module 2 includes a vehicle body stabilization motor 200, a first plunger pump 201, a second plunger pump 202, a first accumulator 203, a second accumulator 204, a fourth one-way valve 205, a fifth one-way valve 206, a third pressure sensor 207, a third liquid supply valve 208, a fourth liquid supply valve 209, a first isolation valve 210, a second isolation valve 211, a first liquid inlet valve 212, a first liquid outlet valve 213, a second liquid inlet valve 214, a second liquid outlet valve 215, a third liquid inlet valve 216, a third liquid outlet valve 217, a fourth liquid inlet valve 218, and a fourth liquid outlet valve 219.

[0057] In the specific implementation, four brake wheel cylinders are provided.

[0058] The front chamber of the master cylinder 102 is connected to two brake wheel cylinders 5 corresponding to the two wheels on the left side of the vehicle body through the first coupling valve 113, and the front chamber of the master cylinder 102 is connected to the other two brake wheel cylinders 5 corresponding to the two wheels on the right side of the vehicle body through the second coupling valve 114;

[0059] The vehicle body stabilizing motor 200 is connected to the input shafts of the first plunger pump 201 and the second plunger pump 202 respectively.

[0060] The first coupling valve 113 is connected to one end of the first liquid inlet valve 212 and the second liquid inlet valve 214 respectively through the first isolation valve 210, and the other ends of the first liquid inlet valve 212 and the second liquid inlet valve 214 are respectively connected to two of the brake wheel cylinders 5 corresponding to the two wheels on the left side of the vehicle body, and the two brake wheel cylinders 5 are respectively connected to the first accumulator 203 through the first liquid outlet valve 213 and the second liquid outlet valve 215, and the first accumulator 203 is connected to the oil inlet of the first plunger pump 201 through the fourth one-way valve 205, and the oil outlet of the first plunger pump 201 is connected to the pipeline between the first isolation valve 210 and the first liquid inlet valve 212 / the second liquid inlet valve 214, and at the same time, the oil inlet of the first plunger pump 201 is connected to the pipeline between the first isolation valve 210 and the first coupling valve 113 through the third liquid supply valve 208;

[0061] The second coupling valve 114 is connected to one end of the third liquid inlet valve 216 and the fourth liquid inlet valve 218 respectively through the second isolation valve 211, and the other ends of the third liquid inlet valve 216 and the fourth liquid inlet valve 218 are respectively connected to the other two brake wheel cylinders 5 corresponding to the two wheels on the right side of the vehicle body, and the two brake wheel cylinders 5 are respectively connected to the second accumulator 204 through the third liquid outlet valve 217 and the fourth liquid outlet valve 219, and the second accumulator 204 is connected to the oil inlet of the second plunger pump 202 through the fifth one-way valve 206, and the oil outlet of the second plunger pump 202 is connected to the pipeline between the second isolation valve 211 and the third liquid inlet valve 216 / the fourth liquid inlet valve 218, and at the same time, the oil inlet of the second plunger pump 202 is connected to the pipeline between the second isolation valve 211 and the second coupling valve 114 through the third liquid supply valve 208.

[0062] A third pressure sensor 207 is provided on the pipeline between the first isolation valve 210 and the first coupling valve 113. The third pressure sensor 207 is an oil pressure sensor, which is located between the pipelines of the first coupling valve and the first isolation valve, and is used to detect the oil pressure output from the front chamber of the master cylinder to the body stability module ESC through the first coupling valve.

[0063] The brake fluid output by the first coupling valve 113 to the vehicle body stability module ESC is transferred to the first inlet valve 212 and the second inlet valve 214 through the first isolation valve 210. The brake fluid output by the second coupling valve 114 to the vehicle body stability module ESC is transferred to the third inlet valve 216 and the fourth inlet valve 218 through the second isolation valve 211, which is used to cut off the brake fluid output by the boost module to the brake wheel cylinder when power is turned on.

[0064] The pipeline connecting the first inlet valve 212 and the second inlet valve 214 with the brake wheel cylinder has a first outlet valve 213 and a second outlet valve 215, and the pipeline connecting the third inlet valve 216 and the fourth inlet valve 218 with the brake wheel cylinder has a third outlet valve 217 and a fourth outlet valve 219, which are used to return the brake fluid of the brake wheel cylinder to the oil circuit when power is turned on, so as to reduce the oil pressure of the wheel cylinder;

[0065] The other ends of the first and second outlet valves 213 and 215 are connected to the first accumulator 203 , and the other ends of the third and fourth outlet valves 217 and 219 are connected to the second accumulator 204 , for storing part of the brake fluid discharged from the wheel cylinder through the outlet valves.

[0066] The front end of the first accumulator 203 is connected to the input end of the plunger pump 201, and there is a fourth one-way valve 205 in the middle of the pipeline. The front end of the second accumulator 204 is connected to the input end of the plunger pump 202, and there is a fifth one-way valve 206 in the middle of the pipeline, so that the brake fluid of the accumulator can flow into the input end of the plunger pump in one direction.

[0067] There is a third second fluid supply valve 11208 between the input end of the plunger pump 201 and the first coupling valve 113. When the third second fluid supply valve 112 is energized, it can provide brake fluid from the boost module to the input end of the plunger pump 201; similarly, there is a fourth second fluid supply valve 112 between the input end of the plunger pump 202 and the second coupling valve 114. When the fourth second fluid supply valve 112 is energized, it can provide brake fluid from the boost module to the input end of the plunger pump 202.

[0068] The output ends of the plunger pumps 201 and 202 exist between the isolation valve and the inlet valve to provide more brake fluid to the wheel cylinder.

[0069] The utility model sets up a structure in the oil circuit structure in which the brake wheel cylinder is directly connected to the ESC module fluid supply valve via a one-way valve and an oil cup, and the output end of the boost module can be directly connected to the wheel cylinder via a normally open valve of the ESC module, and other oil circuit structures work together to achieve mutual failure prevention between the boost module 1 and the vehicle body stability module ESC2 which are always powered.

[0070] In the utility model, except for the one-way valve, all other valves are solenoid valves, among which the liquid inlet valve is a normally open valve; the liquid outlet valve is a normally closed valve; the coupling valve is a normally open valve; the liquid supply valve is a normally closed valve; the simulator valve is a normally closed valve; and the isolation valve is a normally open valve; the normally open valve refers to an open and conductive state when no power is applied, and a closed and non-conductive state when power is applied; and the normally closed valve refers to a closed and non-conductive state when no power is applied, and an open and conductive state when power is applied.

[0071] The following Figure 2-Figure 14 The medium-thick line is the high-pressure oil circuit, the thin line is the low-pressure oil circuit, the solid arrow is the direction of brake fluid flow when the brake wheel cylinder is pressurized, and the hollow arrow is the direction of brake fluid flow when the brake wheel cylinder is depressurized. The following figures show the same.

[0072] The working process of the utility model includes the following working modes:

[0073] (1) Normal braking mode of boost module 2 (including boost and depressurization)

[0074] The first coupling valve 113 , the second coupling valve 114 , the first liquid supply valve 111 , the second liquid supply valve 112 , and the simulator valve 107 are electromagnetic valves that are normally energized.

[0075] When the brake pedal 4 is depressed or released, the displacement of the push rod is detected by the displacement sensor, thereby detecting the displacement of the brake pedal 4 .

[0076] like Figure 2 As shown, when the driver steps on the brake pedal 4, the brake fluid in the front and rear chambers of the master cylinder 102 flows out, the displacement of the brake pedal 3 increases, and the pressure increase process is performed:

[0077] The first coupling valve 113 and the second coupling valve 114 are normally energized and not conducting, the first liquid supply valve 111 and the second liquid supply valve 112 are normally energized and conducting, and the simulator valve 107 is normally energized and conducting.

[0078] The brake fluid output from the front chamber of the master cylinder 102 enters the pedal simulator 108 , and the brake fluid in the front chamber of the master cylinder 102 and the rear chamber of the master cylinder cannot pass through the first coupling valve 113 and the second coupling valve 114 .

[0079] The required rotation angle of the boost motor 101 is calculated according to the current state of the vehicle. The boost motor 101 is powered on and rotated. The brake fluid in the oil cup 3 is pushed from the input end to the output end of the boost cylinder 103 by the boost cylinder 103, and enters the brake wheel cylinder 5 through the fluid supply valve and the various fluid inlet valves of the body stability module ESC1.

[0080] The required brake oil pressure is calculated according to the current state of the vehicle, the output oil pressure of the boost cylinder 103 is detected by the second pressure sensor (110), the current position of the boost motor 101 is detected by the rotation angle sensor 115, and the oil pressure is adjusted by adjusting the rotation angle of the boost motor 101.

[0081] like Figure 5 As shown, when the driver releases the brake pedal 4, the brake fluid in the front and rear chambers of the master cylinder 102 retreats, the displacement of the brake pedal 4 becomes smaller, and the decompression process is performed: the boost motor 102 rotates in the opposite direction, driving the piston of the boost cylinder 103 to retreat, and the brake fluid returns to the boost cylinder 103 and returns to the oil cup. The amount of brake fluid output by the boost cylinder 103 decreases, and the oil pressure becomes lower.

[0082] When the brake pedal is completely released and the displacement of the brake pedal is zero, the booster motor 102 returns to the initial position, and the brake fluid in the brake wheel cylinder returns to the booster cylinder 103, and then returns to the oil cup through the booster cylinder 103. The brake fluid at the front end of the pedal simulator 108 returns to the front chamber of the master cylinder 102, and the oil cup replenishes the brake fluid to the rear end of the pedal simulator 108.

[0083] (2) ABS decompression mode of the ESC body stability module:

[0084] The driver steps on the brake pedal 4 suddenly, the pressure provided by the booster cylinder 103 is too high, the wheel cylinder oil pressure is too high, and the wheel is about to lock. At this time, the driver keeps the brake pedal 4 still, and the brake fluid in the front and rear chambers of the master cylinder 102 does not flow out or in, and the displacement of the brake pedal 4 remains unchanged.

[0085] like Figure 3 As shown, the simulator valve 107, the first coupling valve 113, the second coupling valve 114, the first liquid supply valve 111, and the second liquid supply valve 112 are kept powered, and the boost motor 101 maintains the current position unchanged.

[0086] The first inlet valve 212, the second inlet valve 214, the third inlet valve 216, and the fourth inlet valve 218 are energized and are not conductive, so that the brake fluid output by the booster cylinder 103 cannot enter the brake wheel cylinders through the inlet valves;

[0087] The first liquid outlet valve 213, the second liquid outlet valve 215, the third liquid outlet valve 217 and the fourth liquid outlet valve 219 are energized and turned on, so that the brake fluid in the brake wheel cylinder 5 enters the accumulators 203 and 204, and the oil pressure in the brake wheel cylinder 5 is reduced. At the same time, the booster motor 101 rotates in the opposite direction and retreats a certain angle, so that part of the brake fluid in the circuit returns to the booster cylinder 103, and the oil pressure provided by the booster cylinder 103 is reduced. At the same time, the body stabilization motor 200 is energized to drive the plunger pumps 201 and 202 to pump oil, and the brake fluid in the accumulators 203 and 204 is pumped back to the booster cylinder 103, and the excess brake fluid will enter the oil cup through the booster cylinder 103.

[0088] (3) ABS boost mode of ESC body stability module

[0089] At this time, the driver keeps the brake pedal 4 still, and the brake fluid in the front and rear chambers of the master cylinder 102 does not flow out or in. The displacement of the brake pedal 4 remains unchanged, and the oil pressure in the wheel cylinder decreases after ABS decompression, and it is necessary to increase the pressure to maintain the required braking force.

[0090] like Figure 4 As shown, the power-on status of the first coupling valve 113, the second coupling valve 114, the first liquid supply valve 111, the second liquid supply valve 112, and the simulator valve 107 remain unchanged.

[0091] The first liquid outlet valve 213, the second liquid outlet valve 215, the third liquid outlet valve 217, and the fourth liquid outlet valve 219 are powered off and not conducted; the first liquid inlet valve 212, the second liquid inlet valve 214, the third liquid inlet valve 216, and the fourth liquid inlet valve 218 are powered off and conducted; the body stabilization motor 200 of the body stabilization module 2 continues to rotate, driving the plunger pumps 201 and 202 to pump the brake fluid in the accumulators 203 and 204 to the wheel cylinders, the oil pressure of the boosting cylinder 103 of the boosting module 1 is reduced, and the boosting module motor 101 continues to move forward, pushing the brake fluid of the boosting cylinder 103 to the body stabilization module ESC, and the oil pressure of the brake wheel cylinder 5 increases.

[0092] (4) Pressure-maintaining mode of the ESC body stability module

[0093] like Figure 5 As shown, the first coupling valve 113, the second coupling valve 114, the first liquid supply valve 111, the second liquid supply valve 112, and the simulator valve 107 are kept powered on; the first liquid inlet valve 212, the second liquid inlet valve 214, the third liquid inlet valve 216, and the fourth liquid inlet valve 218 are powered on and are not conductive, the body stabilization motor 200 of the body stabilization module 2 does not rotate, and the oil pressure of the brake wheel cylinder 5 remains unchanged.

[0094] (5) Single-wheel boost and single-wheel decompression modes of the ESC body stability module

[0095] like Figure 6 As shown in the figure, when the vehicle needs to adjust the pressure of the brake wheel cylinder on one side, the brake wheel cylinder FL is pressurized and the brake wheel cylinder RL is depressurized as an example, which shows the working condition when there is a single wheel pressurization in the same oil circuit and the other brake wheel cylinder needs to be depressurized. The principle of single wheel pressurization is the same as that of FL pressurization. The single wheel pressurization circuit is represented by a solid arrow, and the single wheel depressurization circuit is represented by a hollow arrow.

[0096] At this time, the driver keeps the brake pedal still, the brake fluid in the front and rear chambers of the master cylinder 102 does not flow out or in, and the displacement of the brake pedal remains unchanged. Under the single-wheel boost and single-wheel decompression conditions, the pressure of the brake wheel cylinder FL needs to be increased and the pressure of the brake wheel cylinder RL needs to be reduced, then:

[0097] Keep the first coupling valve 113, the second coupling valve 114, the first liquid supply valve 111, and the simulator valve 107 powered on; the second liquid supply valve 112 is powered off and not conducting; the first isolation valve 210 is powered on and not conducting, the third liquid supply valve 208 is powered on and conducting, the first liquid inlet valve 212 is powered on and not conducting, and the first liquid outlet valve 213 is powered on and conducting;

[0098] The body stabilization motor 200 of the body stabilization module 2 is powered on and starts to work, driving the plunger pump to rotate, so that the brake fluid enters the body stabilization module ESC from the second one-way valve 116 and the booster cylinder 103 of the booster module 1, and enters the brake wheel cylinder FL through the second liquid inlet valve 214, and the oil pressure of the brake wheel cylinder FL increases;

[0099] The brake fluid of the wheel cylinder RL enters the accumulator 203 from the first outlet valve 213 and re-enters the ESC oil circuit of the vehicle body stability module, and the oil pressure of the wheel cylinder RL decreases;

[0100] (7) Braking mode of the ESC of the vehicle stability module when the boost module fails (including boost and depressurization)

[0101] like Figure 7 As shown, when the driver steps on the brake pedal, all the solenoid valves of the boost module 1 are not energized.

[0102] The vehicle body stabilization motor 200 is powered on and starts working, driving the plunger pump to rotate, so that the brake fluid enters the vehicle body stabilization module ESC from the second one-way valve 116, the third one-way valve 117, and the master cylinder 102 of the boost module 1, and enters each brake wheel cylinder 5 through the first inlet valve 212, the second inlet valve 214, the third inlet valve 216, and the fourth inlet valve 218. The oil pressure in the brake wheel cylinder 5 rises to perform braking.

[0103] When the driver releases the brake pedal, the brake fluid returns from the brake wheel cylinder 5 through each fluid inlet valve and each coupling valve to the master cylinder.

[0104] (8) Single-wheel boost and decompression mode when boost module fails (taking FL boost and RL decompression as an example)

[0105] like Figure 8 As shown, when the boost module fails, all the solenoid valves of the boost module 1 are not powered, and the vehicle issues a boost command, the third liquid supply valve 208 is powered on and conducted, the first isolation valve 210 is powered on and not conducted, the first liquid inlet valve 212 is powered on and not conducted, the first liquid outlet valve 213 is powered on and conducted; the second liquid inlet valve 214 is not powered on and conducted, and the second liquid outlet valve 215 is not powered on and not conducted;

[0106] The boost motor 200 is powered on and rotates, driving the plunger pump to pump the brake fluid from the oil cup through the second one-way valve 116 and the third oil supply valve 208 into the first plunger pump 201. After the first plunger pump 201 pumps out the brake fluid, it passes through the second inlet valve 214 and enters the brake wheel cylinder 5 of the brake wheel cylinder FL.

[0107] When another wheel cylinder in the same circuit needs to be decompressed, the brake fluid in the wheel cylinder RL enters the accumulator 203 from the first liquid outlet valve 213 and returns to the front end of the first plunger pump 201, and the oil pressure in the wheel cylinder RL is reduced.

[0108] (9) Active boost braking mode when ESC fails (RL, FL increase, FR, RR decrease as an example)

[0109] like Fig. 9 As shown, when the vehicle body stability module ESC fails, all the solenoid valves of the vehicle body stability module 2 are not energized, the vehicle issues a boost command, the first fluid supply valve 111 is energized and conducted, the first coupling valve 113 is energized and not conducted, the boost module motor 101 is powered on and rotates, pushing the piston forward, so that the brake fluid of the oil cup 2 enters the two wheel cylinders of the brake wheel cylinder RL and FL from the boost cylinder 103 through the first fluid supply valve 111, the first isolation valve 210, the first fluid inlet valve 212, and the second fluid inlet valve 214, and the oil pressure of the brake wheel cylinder 5 rises;

[0110] When the vehicle issues a decompression command, the second coupling valve 114 is de-energized and conducted, and the second fluid supply valve 112 is de-energized and not conducted; the brake fluid returns from the brake wheel cylinders FR and RR through the third fluid inlet valve 216, the fourth fluid inlet valve 216, the second isolation valve 211, and the second coupling valve 114 to the master cylinder 102 and the oil cup 2, and the oil pressure in the brake wheel cylinders FR and RR is reduced.

[0111] (10) Mechanical braking mode when both the boost module and the body stability module fail (including boost and decompression)

[0112] like Fig.10As shown, when the driver steps on the brake pedal, the solenoid valves of all the boost modules 1 and the body stability module 2 are not energized, and the brake fluid enters the body stability module ESC from the master cylinder 102 through various coupling valves, and then enters the brake wheel cylinder 5 after passing through various isolation valves and various liquid inlet valves.

[0113] When the driver releases the brake pedal, the brake fluid flows in the reverse direction from the brake wheel cylinder 5 through each fluid inlet valve, each isolation valve, and each coupling valve and then returns to the master cylinder 102.

[0114] (11) Self-test

[0115] Generally, after driving a preset number of kilometers or performing a preset number of braking functions, the brake device self-test is started according to the following process after the vehicle is turned on while the brake pedal is kept stationary:

[0116] By controlling the motor and the related solenoid valve switches, the internal oil circuit and oil pressure of the brake device are changed, and by calibrating the angle sensor, the first pressure sensor 106, the second pressure sensor 110, and the third pressure sensor 207, it is detected whether there is air, leakage, etc. in the system.

[0117] Self-test step S1:

[0118] like Fig.11 As shown, the first liquid supply valve 111 and the second liquid supply valve 112 are kept powered off and not conducting, and the boosting motor 101 of the boosting module 1 is powered on, so that the boosting motor 101 drives the piston push rod of the boosting cylinder to extend a certain distance, and after extending, it is maintained and detected by the second pressure sensor 110 and the angle sensor 115 for a fixed period of time:

[0119] If the pressure level detected by the second pressure sensor 110 does not change within a fixed period of time, and is the same as the oil pressure value calculated according to the angle sensor 115, it means that the actual pressure value detected within a fixed time is the same and unchanged, and is the same as the pressure value calculated according to the angle sensor (the angle sensor can identify the number of motor rotations, thereby obtaining the forward displacement of the auxiliary cylinder piston, and the theoretical oil pressure value provided by the auxiliary cylinder can be calculated according to the auxiliary cylinder diameter), then the first liquid supply valve 111, the second liquid supply valve 112, the first check valve 109, and the second pressure sensor 110 are normal, otherwise the first liquid supply valve 111, the second liquid supply valve 112, the first check valve 109, and the second pressure sensor 110 are abnormal;

[0120] Self-check step S2:

[0121] like Fig.12As shown, the first supply valve 111 and the second supply valve 112 are controlled to be energized and connected, the first coupling valve 113 and the second coupling valve 114 are controlled to be energized and not connected, the first isolation valve 210 and the second isolation valve 211 are controlled to be not energized and connected, and the first inlet valve 212, the second inlet valve 214, the third inlet valve 216 and the fourth inlet valve 218 are controlled to be energized and not connected, so that the brake fluid output by the boost module 1 flows to each inlet valve through the first supply valve 111 and the second supply valve 112, but cannot enter each brake wheel cylinder through each inlet valve, and exists in a relatively closed oil circuit; then maintain and detect through the second pressure sensor 110 and the third pressure sensor 207 for a fixed period of time: if the second pressure sensor 110 is within a fixed period of time The pressure degree detected by the third pressure sensor 207 is unchanged, and is the same as the oil pressure value calculated according to the degree of the rotation angle sensor 115, which means that the actual pressure value detected within a fixed time is the same and unchanged, and is the same as the pressure value calculated according to the rotation angle sensor (the rotation angle sensor can identify the number of rotations of the motor, thereby obtaining the forward displacement of the piston of the auxiliary cylinder, and the theoretical oil pressure value provided by the auxiliary cylinder can be calculated according to the cylinder diameter of the auxiliary cylinder), then the first liquid inlet valve 212, the second liquid inlet valve 214, the third liquid inlet valve 216, the fourth liquid inlet valve 218, the first coupling valve 113 and the second coupling valve 114 are normal, otherwise the first liquid inlet valve 212, the second liquid inlet valve 214, the third liquid inlet valve 216 and the fourth liquid inlet valve 218, the first coupling valve 113 and the second coupling valve 114 are abnormal;

[0122] Self-check step S3:

[0123] like Fig.13 As shown, based on the self-check step 2, the first liquid inlet valve 212, the second liquid inlet valve 214, the third liquid inlet valve 216, the fourth liquid inlet valve 218 and the first isolation valve 210 and the second isolation valve 211 are controlled to be powered off and conducted, and the first liquid outlet valve 213, the second liquid outlet valve 215, the third liquid outlet valve 217 and the fourth liquid outlet valve 219 are controlled to be powered off and not conducted, so that the brake fluid output by the boost module 1 passes through the first liquid supply valve 111 and the second liquid supply valve 112 into each liquid inlet valve, and then enters the brake wheel cylinder through each liquid inlet valve, and exists in a relatively closed oil circuit;

[0124] Then, the pressure is maintained and detected by the second pressure sensor 110 and the third pressure sensor 207 for a fixed period of time:

[0125] If the pressure readings detected by the second pressure sensor 110 and the third pressure sensor 207 remain unchanged within a fixed period of time, and are the same as the oil pressure value calculated based on the angle sensor readings, it means that the actual pressure value detected within a fixed period of time is the same and unchanged, and is the same as the pressure value calculated based on the angle sensor (the angle sensor can identify the number of revolutions of the motor, thereby deriving the forward displacement of the piston of the auxiliary cylinder, and the theoretical oil pressure value provided by the auxiliary cylinder can be calculated based on the cylinder diameter of the auxiliary cylinder), then the first liquid outlet valve 213, the second liquid outlet valve 215, the third liquid outlet valve 217, the fourth liquid outlet valve 219, the second check valve 116, the third check valve 117 and the four brake wheel cylinders are normal, otherwise the first liquid outlet valve 213, the second liquid outlet valve 215, the third liquid outlet valve 217, the fourth liquid outlet valve 219, the second check valve 116, the third check valve 117 and the four brake wheel cylinders are abnormal;

[0126] Self-check step S4:

[0127] like Fig.14 As shown, on the basis of self-check step 3, the first coupling valve 113 is powered off and turned on, and the detection valve 104 is powered on and turned off, so that the brake fluid output by the boost module 1 passes through the first fluid supply valve 111, and then passes through the first coupling valve 113 to enter the front chamber of the master cylinder 102, and enters the detection valve 104 through the idle stroke of the front chamber of the master cylinder 102, and exists in a relatively closed oil circuit;

[0128] Then, the following is maintained and detected by the first pressure sensor 106, the second pressure sensor 110 and the third pressure sensor 207 for a fixed period of time:

[0129] If the pressure readings detected by the first pressure sensor 106, the second pressure sensor 110 and the third pressure sensor 207 remain unchanged within a fixed period of time and are the same as the oil pressure values ​​calculated based on the angle sensor readings, then the detection valve 104, the simulator valve 107 and the front chamber leather cup of the master cylinder 102 are normal; otherwise, the detection valve 104, the simulator valve 107 and the front chamber leather cup of the master cylinder 102 are abnormal.

[0130] In specific implementation, braking control is performed according to whether the driver steps on the brake pedal and whether pressure needs to be increased, reduced, maintained, or different pressures are increased and reduced on the two wheels:

[0131] If the driver steps on the brake pedal and the vehicle body stability module 2 and the boost module 1 are not invalid, the vehicle body stability module 2 and the boost module 1 work in the conventional brake boost mode;

[0132] If the driver releases the brake pedal and the vehicle body stability module 2 and the boost module 1 are not invalid, the vehicle body stability module 2 and the boost module 1 work in the conventional brake decompression mode;

[0133] Usually when the wheel speed and vehicle speed are about to differ or differ, the autonomous driving computer will determine that ABS intervention control is required.

[0134] If the automatic driving determines that ABS control is required and pressure is increased, reduced or maintained, and the body stability module 2 and the pressure-boosting module 1 are not invalid, regardless of whether the driver steps on or releases the brake pedal, the body stability module 2 and the pressure-boosting module 1 are not invalid and work in the ABS pressure-boosting mode, the ABS pressure-reducing mode or the ABS pressure-maintaining mode;

[0135] If the automatic driving determines that ABS control is required and one side of the vehicle is pressurized and the other side of the vehicle is depressurized, and the vehicle body stability module 2 and the boost module 1 are not invalid, regardless of whether the driver steps on or releases the brake pedal, the vehicle body stability module 2 and the boost module 1 are not invalid and work in accordance with the ESC single-wheel boost and single-wheel depressurization mode;

[0136] If the driver steps on the brake pedal and the boost module 1 fails but the body stability module 2 does not fail, the body stability module 2 operates in the brake boost mode when the boost module 1 fails;

[0137] If the driver releases the brake pedal and the boost module 1 fails but the body stability module 2 does not fail, the body stability module 2 operates in the brake decompression mode when the boost module 1 fails;

[0138] If the boost module 1 fails, the body stability module 2 does not fail, and the automatic driving requires boosting of one wheel on one side and decompression of the other wheel on the other side, regardless of whether the driver steps on or releases the brake pedal, the body stability module 2 operates in the single-wheel boosting and single-wheel decompression mode when the boost module 1 fails;

[0139] If the driver steps on the brake pedal and the vehicle body stability module 2 fails but the boost module 1 does not fail, the boost module 1 operates in the brake decompression mode when the vehicle body stability module 2 fails;

[0140] If the driver releases the brake pedal and the vehicle body stability module 2 fails but the boost module 1 does not fail, the boost module 1 operates in the brake decompression mode when the vehicle body stability module 2 fails;

[0141] If the body stability module 2 fails, the boost module 1 does not fail, and the automatic driving requires boosting of one wheel on one side and decompression of the other wheel on the other side, regardless of whether the driver steps on or releases the brake pedal, the boost module 1 works according to the active boosting and decompression principle diagram when the body stability module ESC fails;

[0142] If the driver steps on the brake pedal and both the vehicle body stability module 2 and the boost module 1 fail, the system will operate in the mechanical brake boost mode when both the vehicle body stability module 2 and the boost module 1 fail.

[0143] If the driver releases the brake pedal and both the vehicle body stabilization module 2 and the boost module 1 fail, the system operates in the mechanical brake decompression mode when both the vehicle body stabilization module 2 and the boost module 1 fail.

Claims

1. A fully decoupled vehicle electronic hydraulic brake device with redundant function based on ESC, characterized by: The system includes a boost module and an ESC body stability module (2); The boost module (1) is used to receive external pedal force, detect pedal displacement, and generate hydraulic pressure to control the brake wheel cylinder for braking; and is used as a backup when the vehicle body stability module ESC (2) fails; The boost module (1) is connected to the brake pedal (4) and the oil cup (3) respectively, receives external pedal force, outputs brake fluid and transmits it to the vehicle body stability module ESC (2) through the oil pipe connection; The vehicle body stabilization module ESC (2) is used to receive the brake fluid input by the boost module (1), and to adjust the oil pressure of the brake wheel cylinder through its internal solenoid valve group and vehicle body stabilization motor; and is used as a backup when the boost module (1) fails; The brake wheel cylinder (5) receives brake fluid from the boost module (1) and the vehicle body stability module ESC (2) to generate braking force and realize vehicle braking.

2. The fully decoupled vehicle electronic hydraulic brake device with redundant function based on ESC according to claim 1, characterized in that: The boost module (1) comprises a boost motor (101), a master cylinder (102), a boost cylinder (103), a detection valve (104), a simulator valve (107), a pedal simulator (108), a first one-way valve (109), a first liquid supply valve (111), a second liquid supply valve (112), a first coupling valve (113), a second coupling valve (114), a second one-way valve (116) and a third one-way valve (117); The oil cup (3) contains brake fluid, the master cylinder (102) has two front and rear chambers, the piston of the master cylinder (102) and the brake pedal (4) are synchronously connected, the pedal simulator (108) has two front and rear chambers, the oil cup (3) and the rear chamber of the master cylinder (102) are directly connected, the front chamber of the master cylinder (102) is connected to the oil cup (3) via a detection valve (104), the front chamber of the pedal simulator (108) and the front chamber of the master cylinder (102) are connected via a simulator valve (107), and the pedal simulator (108) ) rear chamber and the oil cup (3) are directly connected; wherein the two brake wheel cylinders (5) are connected to the front chamber of the master cylinder (102) via a first coupling valve (113), the first coupling valve (113) controls the brake fluid in the front chamber of the master cylinder (102) to enter two of the brake wheel cylinders (5), and the other two brake wheel cylinders (5) are connected to the rear chamber of the master cylinder (102) via a second coupling valve (114), the second coupling valve (114) controls the brake fluid in the rear chamber of the master cylinder (102) to enter the other two The brake wheel cylinder (5) comprises a second one-way valve (116) in a pipeline between an oil outlet of the boost module (1) and the oil cup (3), and a third one-way valve (117) in a pipeline between another oil outlet of the boost module (1) and the oil cup (3). The oil outlet directions of the second one-way valve (116) and the third one-way valve (117) are respectively connected to two oil inlets of the vehicle body stability module (2), and the oil inlet directions of the second one-way valve (116) and the third one-way valve (117) are both connected to the oil cup (3), the boosting motor (101) is connected to the piston push rod in the boosting cylinder, driving the piston push rod to move horizontally in the piston chamber of the boosting cylinder, the output end of the boosting cylinder (103) is connected to two of the brake wheel cylinders (5) through a first fluid supply valve (111), and the output end of the boosting cylinder (103) is connected to the other two brake wheel cylinders (5) through a second fluid supply valve (112); at the same time, the output end of the boosting cylinder (103) is connected to the oil cup (3) through a first one-way valve (109).

3. The fully decoupled vehicle electronic hydraulic brake device with redundant function based on ESC according to claim 2, characterized in that: The front chamber of the master cylinder (102) is connected to a first pressure sensor (106) for detecting the input pressure of the front chamber of the master cylinder (102), and the output end of the booster cylinder (103) is connected to a second pressure sensor (110), and the second pressure sensor (110) detects the oil pressure output from the output end of the booster cylinder (103).

4. The fully decoupled vehicle electronic hydraulic brake device with redundant function based on ESC according to claim 2, characterized in that: The brake pedal (4) is provided with a displacement sensor (105) for detecting the displacement of the brake pedal (4), and the boost module (1) is provided with a rotation angle sensor (115) for detecting the rotation angle of the boost motor (101).

5. The fully decoupled vehicle electronic hydraulic brake device with redundant function based on ESC according to claim 1, characterized in that: In the vehicle body stability module ESC (2), an isolation valve and a liquid inlet valve are sequentially arranged between the output end of the boost module (1) and the brake wheel cylinder, the isolation valve is connected in parallel with a one-way valve that only allows one-way conduction from the output end of the boost module (1) to the brake wheel cylinder, each of the liquid inlet valves is connected in parallel with a one-way valve that only allows one-way conduction from the brake wheel cylinder to the output end of the boost module (1), and a pressure sensor is further arranged between the isolation valve and the output end of the boost module (1).

6. The fully decoupled vehicle electronic hydraulic brake device with redundant function based on ESC according to claim 5, characterized in that: The output shaft of the vehicle body stabilization motor (200) is connected to the input shaft of the plunger pump, the accumulator is connected to the oil inlet of the plunger pump via a one-way valve, the isolation valve and the output end of the boost module (1) are connected via an oil supply valve and the oil inlet of the plunger pump, the oil outlet of the plunger pump is connected between the isolation valve and the liquid inlet valve, and the brake wheel cylinders are connected to the accumulator via their respective liquid outlet valves.

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