Double-pressure-cylinder decoupling type drive-by-wire brake

Abstract

The utility model belongs to the technical field of automobile braking, and particularly discloses a double-pressure-cylinder decoupling type drive-by-wire brake which comprises a brake controller, a liquid storage tank, a first pressure cylinder, a second pressure cylinder, a manual cylinder, an electric cylinder, a motor, an ejector rod and a pedal push rod, and the liquid storage tank is respectively connected with a first front cavity, a second front cavity, a third front cavity and a fourth front cavity. The first front cavity and the second front cavity are both connected with a wheel brake; the first rear cavity and the second rear cavity are respectively connected with the third front cavity, the third rear cavity is connected with the fourth front cavity, and the third rear cavity is connected with the liquid storage tank; the motor drives the fourth piston to move; the push rod is fixed on the third piston; and the pedal push rod is opposite to the push rod and a gap is formed between the pedal push rod and the push rod. Completely-isolated double-pipeline braking can be achieved through one electric cylinder, and the structure is simple. The two pressure cylinders are adopted to achieve independent double-pipeline braking, the length of the brake can be shortened, and the mounting adaptability of the brake on a vehicle is improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile braking, and particularly relates to a double-boosting cylinder decoupling wire-controlled brake. Background Art

[0002] With the advancement of technology and the increasing requirements for energy conservation and environmental protection, more and more electric vehicles, such as electric vehicles and hybrid vehicles, are being used. These vehicles can convert the electric motor into a generator when decelerating, thereby recovering the kinetic energy of the entire vehicle. However, the commonly used braking systems on cars now are vacuum-assisted brakes and pneumatic brakes. The response time of these two types of brakes is slow, especially when braking, they cannot assist the car in energy recovery. Braking is only performed when the driver steps on the brake, and it cannot be performed according to the instructions of the vehicle controller, which is very inconvenient for automatic driving. The wire control brake uses an electric motor to drive the hydraulic cylinder to generate hydraulic pressure for braking. It has a short response time and can brake according to the instructions of the vehicle controller. It is convenient for automatic driving and can also coordinate the car to recover energy when braking.

[0003] Since new energy vehicles are all driven by electricity, when the driver steps on the brake pedal and wants the vehicle to slow down, the drive motor can be converted into a generator. At this time, the inertia of the car drives the generator to rotate through the wheel axle transmission system, and the electricity generated by the generator is stored in the battery. The electromagnetic resistance when the generator generates electricity slows down the vehicle and recovers energy. Since the brake does not need to output braking force at this time, the brake pedal cannot be directly connected to the brake, but a braking force signal is generated through the pedal travel sensor installed on the brake. Based on this signal, the controller controls the generator to generate electricity using the vehicle inertia and generate energy recovery resistance equal to the required braking force, so that the vehicle produces the same braking effect as direct braking, or controls the brake to perform real braking, or a mixture of the two to generate the required braking force. This is called brake decoupling.

[0004] The prior art discloses a semi-decoupled dual-circuit electro-hydraulic brake based on hydraulic drive (CN115891951A), which is composed of a brake master cylinder 1, a first piston 2, a fluid storage tank 3, a one-way valve 4, a solenoid valve 5, an electric cylinder 6, an electric cylinder piston 7, a transmission mechanism 8, an electric motor 9, a brake pedal 10, a connecting rod 11, a brake controller 12, a brake pedal push rod 13, a pedal travel sensor 14, a push rod 15, a second piston 16 and a pressure sensor 17; the first piston 2 and the second piston 1 6 is arranged in the brake master cylinder 1 and divides the brake master cylinder 1 into a front cavity, a middle cavity and a rear cavity which are isolated from each other. The front cavity and the middle cavity are both connected to the fluid reservoir 3 and the wheel brake, and the rear cavity is connected to the electric cylinder 6; a one-way valve 4 and a solenoid valve 5 are installed in parallel between the rear cavity and the fluid reservoir 3, and the brake fluid in the fluid reservoir 3 can flow into the electric cylinder 6 through the one-way valve 4 and the solenoid valve 5 through the rear cavity; the brake pedal 10 is connected to the pedal travel sensor 14, and is connected to the brake pedal push rod 13 through the connecting rod 11. The pedal travel sensor 14 is used to output the travel signal of the brake pedal 10 to the brake controller 12; the second piston 16 is connected to the push rod 15, and there is a gap between the push rod 13 and the push rod 15 of the second piston 16; the front cavity is connected to the pressure sensor 17; the electric cylinder piston 7 is arranged in the electric cylinder 6, and the motor 9 is connected to the electric cylinder piston 7 through the transmission mechanism 8, and the motor 7 can drive the electric cylinder piston 7 to reciprocate through the transmission mechanism 8.

[0005] The above technical solution only needs one electric cylinder to achieve completely isolated dual-circuit braking, uses fewer solenoid valves, has a simple structure, low cost, low failure rate, and good safety. Because it is decoupled braking, whether there is energy recovery during braking or not, it will not affect the foot feel during braking. During manual backup braking, the electric cylinder and the fluid storage tank are connected by a one-way valve and a solenoid valve, so that the brake fluid can freely enter and exit the rear cavity behind the second piston, and emergency braking will not be affected by the inability of the electric cylinder to work.

[0006] In order to realize dual-circuit braking, the above scheme sets two pistons (a first piston and a second piston) in the brake master cylinder. The two pistons divide the brake master cylinder into three cavities. Therefore, the brake master cylinder is long and has poor adaptability to vehicles. Utility Model Content

[0007] The utility model aims to provide a double-boosting cylinder decoupling wire-controlled brake, which shortens the length of the brake and increases the adaptability of installation on a vehicle by arranging two boosting cylinders.

[0008] In order to achieve the above-mentioned purpose, the technical solution of the utility model is: a dual-boost cylinder decoupled wire control brake, including a brake controller, a fluid storage tank, a first boost cylinder, a second boost cylinder, a manual cylinder, an electric cylinder, a motor, a push rod and a pedal push rod, the first boost cylinder is sealed and slidably connected with a first piston, the first piston divides the first boost cylinder into a first front cavity and a first rear cavity, the second boost cylinder is sealed and slidably connected with a second piston, the second piston divides the second boost cylinder into a second front cavity and a second rear cavity; the manual cylinder is sealed and slidably connected with a third piston, the third piston divides the manual cylinder into a third front cavity and a third rear cavity; the electric cylinder is sealed and slidably connected with a fourth piston, the fourth piston divides the electric cylinder into a fourth front cavity and a fourth rear cavity; the fluid storage tank is respectively connected to the first front cavity, the second front cavity, the third front cavity and the fourth front cavity, the The first front cavity and the second front cavity are both connected to the wheel brake; the first rear cavity and the second rear cavity are respectively connected to the third front cavity, the third rear cavity is connected to the fourth front cavity, and the third rear cavity is connected to the liquid storage tank through a pipeline structure with a valve; the motor is used to drive the fourth piston to reciprocate in the electric cylinder; the push rod is fixed on the side of the third piston close to the third rear cavity, and a sliding hole is provided on the rear side of the manual cylinder, and the push rod is sealed and slidably connected in the sliding hole; the pedal push rod is opposite to the push rod and there is a gap between the two, the pedal push rod is slidably connected in the brake, and the sliding direction is the direction of approaching or moving away from the push rod; the pedal push rod is driven to move by the brake pedal; the motor drives the fourth piston to move to change the distance between the push rod and the pedal push rod; the motor is connected to the brake controller.

[0009] Furthermore, the pipeline structure includes a first pipeline and a second pipeline, both sides of which are connected to the liquid storage tank and the third rear cavity; a solenoid valve is provided on the first pipeline, and the solenoid valve is connected to the brake controller; a one-way valve is provided on the second pipeline for unidirectional conduction to the third rear cavity.

[0010] Furthermore, it also includes a stroke sensor, which is connected to the brake controller and is used to monitor the stroke of the pedal push rod and send a monitored stroke signal to the brake controller.

[0011] Furthermore, a pressure sensor is connected to the first front cavity or the second front cavity, the pressure sensor is connected to the brake controller, and the pressure sensor is used to monitor the output pressure of the brake.

[0012] Furthermore, the pedal push rod and the brake pedal are connected via a connecting rod, and two sides of the connecting rod are rotatably connected to the pedal push rod and the brake pedal respectively.

[0013] Furthermore, the solenoid valve is a normally open solenoid valve.

[0014] The working principle of this technical solution is:

[0015] When the vehicle is powered on for the first time and is ready to start, the brake controller closes the solenoid valve and starts the motor at the same time. The motor drives the fourth piston to move, and the fourth front cavity outputs brake fluid to the third rear cavity and pushes the third piston. The movement of the third piston causes the brake fluid in the third front cavity to be output to the first rear cavity and the second rear cavity, and pushes the first piston and the second piston to move. The movement of the first piston and the second piston causes the brake fluid in the first front cavity and the second front cavity to be output. The pressure sensor measures the output hydraulic pressure of the brake, and the rotor position sensor of the motor measures the rotation angle of the motor, thereby calculating the stroke of the fourth piston of the electric cylinder. If the hydraulic pressure measured by the pressure sensor does not match the stroke of the fourth piston of the electric cylinder, it is judged that the brake system is leaking or there is air in the brake system.

[0016] When the driver steps on the brake pedal, the brake pedal pushes the pedal push rod to move through the connecting rod. The movement of the pedal push rod causes the stroke sensor to generate a stroke signal and transmit it to the brake controller. The brake controller determines that the vehicle currently needs to use the wheel brake to slow down according to the vehicle signal. The brake controller controls the motor to rotate, and the motor drives the fourth piston to move. The fourth front cavity outputs high-pressure brake fluid. At the same time, the brake controller energizes the solenoid valve, and the solenoid valve is closed. Since the solenoid valve is closed and the one-way valve can only be conducted to the third rear cavity, the brake fluid output from the fourth front cavity of the electric cylinder can only be output to the third rear cavity of the manual cylinder to push the third cylinder piston. The third piston outputs high-pressure brake fluid to the first rear cavity of the first booster cylinder and the second rear cavity of the second booster cylinder through the third front cavity of the manual cylinder, pushing the first piston and the second piston to output brake hydraulic pressure to the wheel brake, so that the first booster cylinder and the second booster cylinder output two mutually isolated hydraulic pressures to the wheel brake.

[0017] When the driver releases the brake pedal, the brake controller continues to close the solenoid valve and controls the motor to rotate in the opposite direction. The high-pressure brake fluid in the third rear chamber of the manual cylinder flows back to the fourth front chamber of the electric cylinder, and the first piston, the second piston and the third piston retreat to reduce the brake hydraulic pressure.

[0018] For electric and hybrid vehicles, the vehicle's entire drive motor can be converted into a generator under most driving conditions, and the vehicle's kinetic energy can be recovered to slow down, without the need for the brake to output brake hydraulic pressure. This method is called energy recovery braking. When the driver lightly steps on the brake pedal, the brake pedal pushes the pedal push rod through the connecting rod. The movement of the pedal push rod causes the travel sensor to generate a travel signal and transmits it to the brake controller. The brake controller determines based on the vehicle signal that if the vehicle can currently perform energy recovery braking, the motor of this brake will not work. The travel sensor generates a signal, which is transmitted to the vehicle controller of the vehicle through the brake controller. The vehicle controller adjusts the braking force generated by the vehicle's drive motor when recovering energy based on the signal of the travel sensor. At this time, since the motor of this brake is not working, there is still a gap between the pedal push rod and the push rod, the third piston is not pushed, and the brake does not output hydraulic pressure.

[0019] When the electrical components of the brake fail, the solenoid valve is powered off and opened under the push of its return spring. At this time, the driver steps on the brake pedal and pushes the pedal push rod through the connecting rod. The pedal push rod overcomes the gap between the pedal push rod and the push rod and contacts the push rod, thereby pushing the third piston of the manual cylinder. The third piston outputs high-pressure brake fluid to the first rear cavity and the second rear cavity through the third front cavity, pushing the first piston and the second piston to move, and outputs brake hydraulic pressure to the wheel brake. At this time, the brake hydraulic pressure is completely generated by the driver's manpower and belongs to human emergency braking. At this time, since the solenoid valve is open, the brake fluid can freely enter and exit the third rear cavity. At this time, whether the brake pedal is stepped on or released, the movement of the third piston will not be affected because the brake fluid cannot freely enter and exit the third rear cavity. At the same time, since the brake fluid can also enter the third rear cavity through the one-way valve, when the brake pedal is stepped on, the flow resistance of the brake fluid into the third rear cavity can be reduced, so that the brake fluid can flow in faster. Due to the presence of the one-way valve, if the motor gets stuck in the stroke, causing the fourth piston to block the oil supply hole, and at the same time the solenoid valve cannot be opened due to an electrical failure and the power is not cut off, emergency braking can still be performed.

[0020] The beneficial effects of this technical solution are:

[0021] ① The brake of this technical solution can automatically check whether there is leakage or air in the hydraulic system, and has good safety.

[0022] ② Compared with ordinary wire-controlled brakes, this technical solution only needs one electric cylinder to achieve completely isolated dual-circuit braking, uses fewer solenoid valves, and has a simple structure. Using two booster cylinders to achieve independent dual-circuit braking can shorten the length of the brake and increase the adaptability of installation on the vehicle.

[0023] ③Since it is decoupled braking, whether there is energy recovery during braking or not, it will not affect the braking feel.

[0024] ④ During manual backup braking, the one-way valve and the solenoid valve are used to allow the brake fluid to freely flow in and out of the third rear chamber, and the emergency braking will not be affected by the failure of the electric cylinder to work; due to the presence of the one-way valve, if the motor is stuck in the stroke, causing the fourth piston to block the oil supply hole, and at the same time the solenoid valve cannot be opened due to a malfunction, emergency braking can still be performed. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a structural schematic diagram of a dual-boost cylinder decoupled wire-controlled brake of the utility model;

[0026] Figure 2 This is a schematic diagram of the state of the wire control brake after the driver steps on the brake pedal during normal braking;

[0027] Figure 3 for Figure 2 Schematic diagram of the brake-by-wire status after the middle brake pedal is released;

[0028] Figure 4 A schematic diagram of the state of the wire control brake when electric and hybrid vehicles use the method of recovering the kinetic energy of the entire vehicle to decelerate;

[0029] Figure 5 Schematic diagram of the brake-by-wire status after the driver steps on the brake pedal when the electrical components of the brake fail. DETAILED DESCRIPTION

[0030] The following is further described in detail through specific implementation methods:

[0031] The figure marks in the drawings of the specification include: a first booster cylinder 1, a first piston 2, a second booster cylinder 3, a second piston 4, a fluid storage tank 5, a solenoid valve 6, a one-way valve 7, an electric cylinder 8, a fourth piston 9, a transmission mechanism 10, a motor 11, a brake pedal 12, a connecting rod 13, a pedal push rod 14, a stroke sensor 15, a brake controller 16, a push rod 17, a third piston 18, a manual cylinder 19, a pressure sensor 20, a first front cavity 21, a first rear cavity 22, a second front cavity 23, a second rear cavity 24, a third front cavity 25, a third rear cavity 26, a fourth front cavity 27, and a fourth rear cavity 28.

[0032] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0033] The embodiment is basically as shown in the attached Figure 1As shown: a dual boost cylinder decoupled wire control brake, including a brake controller 16, a stroke sensor 15, a fluid storage tank 5, a first boost cylinder 1, a second boost cylinder 3, a manual cylinder 19, an electric cylinder 8, a motor 11, a push rod 17 and a pedal push rod 14, wherein a first piston 2 is sealed and slidably connected in the first boost cylinder 1, and the first piston 2 divides the first boost cylinder 1 into a first front cavity 21 and a first rear cavity 22. A second piston 4 is sealed and slidably connected in the second boost cylinder 3, and the second piston 4 divides the second boost cylinder 3 into a second front cavity 23 and a second rear cavity 24. A third piston 18 is sealed and slidably connected in the manual cylinder 19, and the third piston 18 divides the manual cylinder 19 into a third front cavity 25 and a third rear cavity 26. A fourth piston 9 is sealed and slidably connected in the electric cylinder 8, and the fourth piston 9 divides the electric cylinder 8 into a fourth front cavity 27 and a fourth rear cavity 28, and the fourth rear cavity 28 is not sealed or is provided with an air inlet.

[0034] The liquid storage tank 5 is connected to the first front cavity 21, the second front cavity 23, the third front cavity 25 and the fourth front cavity 27 respectively. The first front cavity 21 and the second front cavity 23 are both connected to the wheel brake. The first rear cavity 22 and the second rear cavity 24 are respectively connected to the third front cavity 25, and the third rear cavity 26 is connected to the fourth front cavity 27. The third rear cavity 26 is connected to the liquid storage tank 5 through a pipeline structure with a valve. The pipeline structure includes a first pipeline and a second pipeline. Both sides of the first pipeline and the second pipeline are connected to the liquid storage tank 5 and the third rear cavity 26. The first pipeline is provided with a solenoid valve 6 (the solenoid valve 6 is a normally open solenoid valve), and the solenoid valve 6 is connected to the brake controller 16. The second pipeline is provided with a one-way valve 7 that conducts one-way to the third rear cavity 26.

[0035] The motor 11 is connected to the brake controller 16. The motor 11 is used to drive the fourth piston 9 to reciprocate in the electric cylinder 8. Specifically, the motor 11 is connected to the transmission mechanism 10. The transmission mechanism 10 is slidably connected in the fourth rear cavity 28 and connected to the fourth piston 9. The push rod 17 is fixed on the side of the third piston 18 close to the third rear cavity 26, and the rear side of the manual cylinder 19 is provided with a sliding hole. The push rod 17 is sealed and slidably connected in the sliding hole. The pedal push rod 14 is directly opposite to the push rod 17 and there is a gap between the two. The pedal push rod 14 is slidably connected in the brake, and the sliding direction is the direction of approaching or moving away from the push rod 17. The pedal push rod 14 is driven to move by the brake pedal 12. Specifically, the pedal push rod 14 and the brake pedal 12 are connected by the connecting rod 13. The two sides of the connecting rod 13 are respectively connected to the pedal push rod 14 and the brake pedal 12. The travel sensor 15 is connected to the brake controller 16. The travel sensor 15 is used to monitor the travel of the pedal push rod 14 and send the monitored travel signal to the brake controller 16. The motor 11 drives the fourth piston 9 to move so as to change the distance between the push rod 17 and the pedal push rod 14 .

[0036] A pressure sensor 20 is connected to the first front cavity 21 or the second front cavity 23 . The pressure sensor 20 is connected to the brake controller 16 . The pressure sensor 20 is used to monitor the output pressure of the brake.

[0037] The specific implementation process is as follows:

[0038] When the vehicle is powered on for the first time and is ready to start, the brake controller 16 closes the solenoid valve 6 and starts the motor 11 at the same time. The motor 11 drives the fourth piston 9 to move, and the fourth front cavity 27 outputs the brake fluid to the third rear cavity 26 and pushes the third piston 18. The movement of the third piston 18 causes the brake fluid in the third front cavity 25 to be output to the first rear cavity 22 and the second rear cavity 24, and pushes the first piston 2 and the second piston 4 to move. The movement of the first piston 2 and the second piston 4 causes the brake fluid in the first front cavity 21 and the second front cavity 23 to be output. The pressure sensor 20 measures the output hydraulic pressure of the brake, and the rotor position sensor of the motor 11 measures the rotation angle of the motor 11, thereby calculating the stroke of the fourth piston 9 of the electric cylinder 8. If the hydraulic pressure measured by the pressure sensor 20 does not match the stroke of the fourth piston 9 of the electric cylinder 8, it is determined that the brake system is leaking or there is air in the brake system.

[0039] When the driver steps on the brake pedal 12, the brake pedal 12 pushes the pedal push rod 14 to move through the connecting rod 13. The movement of the pedal push rod 14 causes the travel sensor 15 to generate a travel signal and transmit it to the brake controller 16. The brake controller 16 determines whether the vehicle currently needs to use the wheel brake to slow down based on the vehicle signal. Then, the brake controller 16 controls the motor 11 to rotate, and the motor 11 drives the fourth piston 9 to move, and the fourth front cavity 27 outputs high-pressure brake fluid. At the same time, the brake controller 16 energizes the solenoid valve 6, and the solenoid valve 6 is closed. Since the solenoid valve 6 is closed and the one-way valve 7 can only be connected to the third rear cavity 26, the brake fluid output from the fourth front cavity 27 of the electric cylinder 8 can only be output to the third rear cavity 26 of the manual cylinder 19 to push the third cylinder piston. The third piston 18 outputs high-pressure brake fluid to the first rear chamber 22 of the first booster cylinder 1 and the second rear chamber 24 of the second booster cylinder 3 through the third front chamber 25 of the manual cylinder 19, pushing the first piston 2 and the second piston 4 to output brake fluid pressure to the wheel brake, so that the first booster cylinder 1 and the second booster cylinder 3 output two mutually isolated hydraulic pressures to the wheel brake. Figure 2 shown.

[0040] When the driver releases the brake pedal 12, the brake controller 16 continues to close the solenoid valve 6 and controls the motor 11 to rotate in the opposite direction. The high-pressure brake fluid in the third rear chamber 26 of the manual cylinder 19 flows back to the fourth front chamber 27 of the electric cylinder 8, and the first piston 2, the second piston 4 and the third piston 18 retreat to reduce the brake fluid pressure. Figure 3 shown.

[0041] For electric and hybrid vehicles, the vehicle's entire drive motor can be converted into a generator under most driving conditions, and the vehicle's kinetic energy can be recovered to slow down. The brake does not need to output brake hydraulic pressure. This method is called energy recovery braking. When the driver lightly steps on the brake pedal 12, the brake pedal 12 pushes the pedal push rod 14 to move through the connecting rod 13. The movement of the pedal push rod 14 causes the stroke sensor 15 to generate a stroke signal that is transmitted to the brake controller 16. The brake controller 16 determines based on the vehicle signal that if the vehicle can currently perform energy recovery braking, the motor 11 of this brake will not work. The stroke sensor 15 generates a signal, which is transmitted to the vehicle controller of the car through the brake controller 16. The vehicle controller adjusts the braking force generated by the vehicle drive motor (the vehicle drive motor is not the same component as the motor 11 in the present technical solution) when recovering energy based on the signal of the stroke sensor 15. At this time, the motor 11 does not work, and there is still a gap between the pedal push rod 14 and the push rod 17. The third piston 18 is not pushed, such as Figure 4 As shown, the brake does not output hydraulic pressure.

[0042] When the electrical components of the brake fail, the solenoid valve 6 is de-energized and opens under the push of its return spring. At this time, the driver steps on the brake pedal 12, pushing the pedal push rod 14 through the connecting rod 13. The pedal push rod 14 overcomes the gap between the pedal push rod 14 and the push rod 17 and contacts the push rod 17, thereby pushing the third piston 18 of the manual cylinder 19. The third piston 18 outputs high-pressure brake fluid to the first rear cavity 22 and the second rear cavity 24 through the third front cavity 25, pushing the first piston 2 and the second piston 4 to move, and outputs brake hydraulic pressure to the wheel brake, such as Figure 5 As shown. The brake hydraulic pressure at this time is completely generated by the driver's manpower, which belongs to human emergency braking. At this time, since the solenoid valve 6 is open, the brake fluid can freely enter and exit the third rear cavity 26. At this time, whether the brake pedal 12 is stepped on or released, the movement of the third piston 18 will not be affected by the inability of the brake fluid to freely enter and exit the third rear cavity 26. At the same time, since the brake fluid can also enter the third rear cavity 26 through the one-way valve 7, when the brake pedal 12 is stepped on, the flow resistance of the brake fluid into the third rear cavity 26 can be reduced, so that the brake fluid can flow in faster. Due to the presence of the one-way valve 7, if the motor 11 is stuck in the stroke, causing the fourth piston 9 to block the oil filling hole, and at the same time the solenoid valve 6 cannot be opened due to electrical failure and cannot be powered off, an emergency braking can still be performed.

[0043] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0044] The above is only an embodiment of the utility model. The common sense such as the known specific structure and characteristics in the scheme is not described in detail here. The ordinary technicians in the relevant field know all the common technical knowledge in the technical field of the utility model before the application date or priority date, can obtain all the existing technologies in the field, and have the ability to apply the conventional experimental means before that date. The ordinary technicians in the relevant field can improve and implement this scheme in combination with their own abilities under the enlightenment given by this application. Some typical known structures or known methods should not become obstacles for ordinary technicians in the relevant field to implement this application. It should be pointed out that for the technicians in this field, without departing from the structure of the utility model, several deformations and improvements can be made, which should also be regarded as the protection scope of the utility model, which will not affect the effect of the implementation of the utility model and the practicality of the patent. The protection scope required by this application shall be based on the content of its claims, and the specific implementation methods and other records in the specification can be used to explain the content of the claims.

Claims

1. A dual-boost cylinder decoupled wire-controlled brake, characterized in that: The invention comprises a brake controller (16), a fluid storage tank (5), a first boosting cylinder (1), a second boosting cylinder (3), a manual cylinder (19), an electric cylinder (8), an electric motor (11), a push rod (17) and a pedal push rod (14); a first piston (2) is sealingly and slidably connected inside the first boosting cylinder (1); the first piston (2) divides the first boosting cylinder (1) into a first front cavity (21) and a first rear cavity (22); a second piston (4) is sealingly and slidably connected inside the second boosting cylinder (3); the second piston (4) divides the second boosting cylinder (3) into a second front cavity (23) and a second rear cavity (24); a second rear cavity (24); a third piston (18) is sealingly and slidably connected in the manual cylinder (19), and the third piston (18) divides the manual cylinder (19) into a third front cavity (25) and a third rear cavity (26); a fourth piston (9) is sealingly and slidably connected in the electric cylinder (8), and the fourth piston (9) divides the electric cylinder (8) into a fourth front cavity (27) and a fourth rear cavity (28); the liquid storage tank (5) is respectively connected to the first front cavity (21), the second front cavity (23), the third front cavity (25) and the fourth front cavity (27), and the first front cavity ( The first rear cavity (22) and the second rear cavity (24) are connected to the third front cavity (25) respectively, the third rear cavity (26) is connected to the fourth front cavity (27), and the third rear cavity (26) is connected to the liquid storage tank (5) via a pipeline structure with a valve; the motor (11) is used to drive the fourth piston (9) to reciprocate in the electric cylinder (8); the push rod (17) is fixed to the side of the third piston (18) close to the third rear cavity (26), and the manual cylinder (19) is connected to the third front cavity (25) respectively; ... fourth front cavity (27) respectively; the third rear cavity (26) is connected to the liquid storage tank (5) via a pipeline A sliding hole is provided on the rear side, and the push rod (17) is sealingly and slidably connected in the sliding hole; the pedal push rod (14) is directly opposite to the push rod (17) and there is a gap between the two, and the pedal push rod (14) is slidably connected in the brake, and the sliding direction is the direction of approaching or moving away from the push rod (17); the pedal push rod (14) is driven to move by the brake pedal (12); the motor (11) drives the fourth piston (9) to move so as to change the distance between the push rod (17) and the pedal push rod (14); the motor (11) is connected to the brake controller (16).

2. The dual-boost cylinder decoupled wire-controlled brake according to claim 1, characterized in that: The pipeline structure comprises a first pipeline and a second pipeline, both sides of the first pipeline and the second pipeline are connected to the liquid storage tank (5) and the third rear cavity (26); the first pipeline is provided with a solenoid valve (6), and the solenoid valve (6) is connected to the brake controller (16); the second pipeline is provided with a one-way valve (7) that is unidirectionally connected to the third rear cavity (26).

3. The dual-boost cylinder decoupled wire-controlled brake according to claim 1, characterized in that: It also includes a travel sensor (15), which is connected to the brake controller (16). The travel sensor (15) is used to monitor the travel of the pedal push rod (14) and send a monitored travel signal to the brake controller (16).

4. The dual-boost cylinder decoupled wire-controlled brake according to claim 1, characterized in that: A pressure sensor (20) is connected to the first front cavity (21) or the second front cavity (23), the pressure sensor (20) is connected to the brake controller (16), and the pressure sensor (20) is used to monitor the output pressure of the brake.

5. The dual-boost cylinder decoupled wire-controlled brake according to claim 1, characterized in that: The pedal push rod (14) and the brake pedal (12) are connected via a connecting rod (13), and two sides of the connecting rod (13) are rotatably connected to the pedal push rod (14) and the brake pedal (12) respectively.

6. The dual-boost cylinder decoupled wire-controlled brake according to claim 2, characterized in that: The solenoid valve (6) is a normally open solenoid valve (6).

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