Full-decoupling type drive-by-wire brake

Abstract

The utility model belongs to the technical field of automobile brake, and particularly discloses a full-decoupling type drive-by-wire brake which comprises a brake controller, a liquid storage tank, a pressure cylinder, a manual simulation cylinder, an electric cylinder, a motor and a pedal push rod. According to the technical scheme, completely-isolated double-pipeline braking can be achieved only through one electric cylinder and three electromagnetic valves, the number of used electromagnetic valves is small, the structure is simple, cost is low, the fault rate is low, and safety is good. Complete decoupling capacity can be achieved at the end of the drive-by-wire brake, and conditions are created for achieving higher-degree energy recovery of the whole vehicle. Due to full-decoupling braking, the foot feeling during braking cannot be affected no matter whether energy recovery exists or not during braking. During normal braking and energy recovery braking, the manual simulation cylinder can provide a braking pedal foot feeling through damping force generated when oil flows through the throttling valve.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile braking, and in particular relates to a fully decoupled 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, a motor 9, a brake pedal 10, a connecting rod 11, a brake controller 12, a brake pedal push rod 2, a pedal travel sensor 14, a push rod 15, a second piston 16 and a pressure sensor 13; 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 2 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 2 and the push rod 15 of the second piston 16; the front cavity is connected to the pressure sensor 13; 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 scheme realizes semi-decoupled braking through the gap between the brake pedal push rod and the push rod. When energy recovery is performed, the ability to recover energy is limited, and since a pedal simulator is not provided, the foot feel during braking is affected during energy recovery and normal braking. Utility Model Content

[0006] The purpose of the utility model is to provide a fully decoupled wire-controlled brake, which can create conditions for the whole vehicle to achieve a higher degree of energy recovery. Regardless of whether there is energy recovery during braking, the foot feel during braking will not be affected; and a first-class brake pedal feel can be provided during energy recovery braking and normal braking.

[0007] In order to achieve the above-mentioned purpose, the technical solution of the utility model is as follows: a fully decoupled wire-controlled brake, including a brake controller, a fluid reservoir, a booster cylinder, a human power simulation cylinder, an electric cylinder, a motor and a pedal push rod, wherein a first piston is sealingly and slidably connected in the first booster cylinder, and the first piston divides the first booster cylinder into a first front cavity and a first rear cavity; a second piston is sealingly and slidably connected in the human power simulation cylinder, and the second piston divides the human power simulation cylinder into a second front cavity and a second rear cavity; a third piston is sealingly and slidably connected in the electric cylinder, and the third piston divides the electric cylinder into a third front cavity and a third rear cavity; the fluid reservoir is respectively connected to the first front cavity, the second front cavity and the third front cavity, and the oil in the fluid reservoir is transported to the first front cavity, the second front cavity and the third front cavity, and the first front cavity is connected to the wheel brake; the first rear cavity is respectively connected to the second front cavity and the third front cavity; the first rear cavity is connected to the A first solenoid valve is provided on the pipeline connected to the second front cavity; a second solenoid valve is provided on the pipeline connecting the first rear cavity and the third front cavity; a return pipeline is connected between the liquid storage tank and the second front cavity, which is used to return the oil in the second front cavity to the liquid storage tank; a third solenoid valve and a throttle valve are provided on the return pipeline; the motor is used to drive the third piston to reciprocate in the electric cylinder; the pedal push rod is fixed on the side of the second piston close to the second rear cavity, and the pedal push rod is driven to move by the brake pedal; a stroke sensor is also provided in the brake, and the stroke sensor is used to detect the stroke of the pedal push rod and send a stroke signal to the brake controller; the motor, the stroke sensor, the first solenoid valve, the second solenoid valve and the third solenoid valve are all connected to the brake controller, and the brake controller can issue energy recovery braking requests, receive vehicle signals and accept external braking requests.

[0008] 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.

[0009] 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.

[0010] Furthermore, the first solenoid valve is a normally open solenoid valve, and the second solenoid valve and the third solenoid valve are normally closed solenoid valves.

[0011] Furthermore, the boost cylinders are provided in two groups.

[0012] The working principle of this technical solution is:

[0013] When the driver steps on the brake pedal, the travel sensor connected to the pedal push rod generates a travel signal and transmits it to the brake controller. The brake controller makes a judgment based on the vehicle signal. If it is determined that energy recovery braking can be performed at present, the first solenoid valve and the third solenoid valve are energized, so that the first solenoid valve is closed and the third solenoid valve is opened. At this time, the motor in the brake does not work, and the brake pedal drives the second piston through the pedal push rod to press the oil in the second front cavity into the reservoir through the third solenoid valve and the throttle valve, generating a pedal damping feeling. Since the first solenoid valve is closed, the oil output by the human simulation cylinder cannot enter the boost cylinder, and the wheel brake does not generate braking force, thereby realizing energy recovery braking. Since the human simulation cylinder and the boost cylinder are completely isolated by the first solenoid valve, complete energy recovery can be achieved at any required braking G value.

[0014] When the driver steps on the brake pedal, the travel sensor connected to the pedal push rod generates a travel signal and transmits it to the brake controller. The brake controller makes a judgment based on the vehicle signal. If it is determined that normal braking is required, the first solenoid valve and the second solenoid valve are energized, so that the first solenoid valve is closed and the second solenoid valve is opened. The brake controller controls the motor to rotate, and the motor drives the third piston to move, so that the third front cavity of the electric cylinder outputs high-pressure brake fluid. The brake fluid output from the third front cavity is output to the first rear cavity of the two groups of booster cylinders to push the two groups of first pistons to move, so that the first front cavity outputs brake hydraulic pressure to the wheel brake, so that the two groups of booster cylinders output two mutually isolated hydraulic pressures to the wheel brake. At the same time, the brake controller energizes the third solenoid valve to open it, and the brake pedal pushes the pedal push rod, which in turn pushes the second piston to press the oil in the second front cavity into the reservoir through the third solenoid valve and the throttle valve, generating a pedal damping feeling.

[0015] When the electrical components of the brake fail, the brake controller actively or passively cuts off the power to all solenoid valves. At this time, the driver steps on the brake pedal, and the pedal push rod connected to the brake pedal pushes the second piston, so that the oil in the second front chamber passes through the first solenoid valve to output the brake hydraulic pressure to the first rear chamber of the two groups of booster cylinders. Since the second solenoid valve and the third solenoid valve are both in a closed state without power, the hydraulic pressure output from the second front chamber can only be output to the booster cylinder to push the first piston, so that the first front chamber of the two groups of booster cylinders outputs the brake hydraulic pressure to the two wheel brakes respectively. At this time, the brake hydraulic pressure is completely generated by the driver's manpower, which belongs to human emergency braking.

[0016] When the car is in an automatic or semi-automatic driving state, when the brake controller receives an external braking request, the brake controller energizes the first solenoid valve and the second solenoid valve, so that the first solenoid valve is closed and the second solenoid valve is opened. At the same time, the brake controller controls the rotation of the motor, and the motor drives the third piston to move, so that the third front cavity outputs high-pressure brake fluid. The brake fluid output by the electric cylinder is output to the first rear cavity of the booster cylinder through the second solenoid valve to push the first piston and; so that the first front cavity outputs brake hydraulic pressure to the wheel brake, so that the two groups of booster cylinders output two mutually isolated hydraulic pressures to the wheel brake, realizing automatic braking of the vehicle during automatic or semi-automatic driving. At the same time, the brake controller energizes the third solenoid valve to open it, so that if the driver wants to take over the driving during the automatic braking process and steps on the brake pedal, since the third solenoid valve is in an open state, the brake pedal can still be stepped on normally, and the stroke sensor outputs the pedal push rod stroke signal to the brake controller. The brake controller adjusts the rotation of the motor according to the pedal push rod stroke and the calculated pedal stepping speed and other information, and outputs appropriate hydraulic pressure to the booster cylinder, thereby realizing human intervention braking during the braking process of automatic or semi-automatic driving.

[0017] The beneficial effects of this technical solution are:

[0018] ① Compared with ordinary pure hydraulic wire-controlled brakes, this technical solution only needs one electric cylinder and three solenoid valves to achieve fully isolated dual-circuit braking, while having full decoupling capability and pedal simulator effects, using fewer solenoid valves, with a simple structure, low cost, low failure rate, and good safety. In this technical solution, by opening and closing the solenoid valve, the human simulation cylinder, throttle valve, and third solenoid valve combine to produce the pedal simulator effect during normal braking and energy recovery, and switch to the effect of a human hydraulic cylinder during human emergency braking.

[0019] ②Compared with mechanical wire-controlled brakes that achieve decoupling through the brake pedal push rod gap, the wire-controlled brake can achieve complete decoupling capabilities at this end, creating conditions for the vehicle to achieve a higher degree of energy recovery. Because it is fully decoupled braking, whether there is energy recovery during braking or not, it will not affect the braking feel. During normal braking and energy recovery braking, the human simulation cylinder can use the damping force of the oil flowing through the throttle valve to provide first-class brake pedal feel. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of a fully decoupled wire-controlled brake of the utility model;

[0021] Figure 2 This is a schematic diagram of the state of the wire control brake when the driver steps on the brake pedal during normal braking;

[0022] Figure 3 for Figure 2Schematic diagram of the brake-by-wire status after the middle brake pedal is released;

[0023] 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;

[0024] Figure 5 It is a schematic diagram of the state of the wire control brake after the driver steps on the brake pedal when the electrical components of the brake fail;

[0025] Figure 6 The schematic diagram shows the status of the wire brake when the brake controller receives an external braking request. DETAILED DESCRIPTION

[0026] The following is further described in detail through specific implementation methods:

[0027] The figure marks in the drawings of the specification include: boost cylinder 1, pressure sensor 2, fluid storage tank 3, brake controller 4, human simulation cylinder 5, electric cylinder 6, motor 7, transmission mechanism 8, pedal push rod 9, connecting rod 10, brake pedal 11, stroke sensor 12, throttle valve 13, first solenoid valve 14, second solenoid valve 15, third solenoid valve 16, first rear cavity 17, first piston 18, first front cavity 19, second piston 20, second front cavity 21, second rear cavity 22, third piston 23, third front cavity 24, third rear cavity 25.

[0028] 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.

[0029] The embodiment is basically as shown in the attached Figure 1-6 As shown: A fully decoupled wire-controlled brake, such as Figure 1As shown, it includes a brake controller 4, a fluid reservoir 3, a booster cylinder 1, a human simulation cylinder 5, an electric cylinder 6, a motor 7 and a pedal push rod 9. The booster cylinder 1 is provided with two groups, and a first piston 18 is sealed and slidably connected in each group of booster cylinders 1. The first piston 18 divides the first booster cylinder 1 into a first front cavity 19 and a first rear cavity 17. A second piston 20 is sealed and slidably connected in the human simulation cylinder 5. The second piston 20 divides the human simulation cylinder 5 into a second front cavity 21 and a second rear cavity 22. A third piston 23 is sealed and slidably connected in the electric cylinder 6. The third piston 23 divides the electric cylinder 6 into a third front cavity 24 and a third rear cavity 25. The fluid reservoir 3 is respectively connected to the two groups of the first front cavity 19, the second front cavity 21 and the third front cavity 24, and the oil in the fluid reservoir 3 is transported to the two groups of the first front cavity 19, the second front cavity 21 and the third front cavity 24. The two groups of first front cavities 19 are connected to the wheel brakes; the two groups of first rear cavities 17 are connected to the second front cavity 21 and the third front cavity 24. The pipeline connecting the two groups of first rear cavities 17 and the second front cavity 21 is provided with a first solenoid valve 14 (normally open solenoid valve); the pipeline connecting the two groups of first rear cavities 17 and the third front cavity 24 is provided with a second solenoid valve 15 (normally closed solenoid valve). A return pipeline is connected between the liquid storage tank 3 and the second front cavity 21, which is used to return the oil in the second front cavity 21 to the liquid storage tank 3; the return pipeline is provided with a third solenoid valve 16 (normally closed solenoid valve) and a throttle valve 13.

[0030] The motor 7 is used to drive the third piston 23 to reciprocate in the electric cylinder 6. Specifically, the motor 7 is used to drive the transmission mechanism 8. One side of the transmission mechanism 8 extends into the third rear cavity 25 and is connected to the third piston 23. The third rear cavity 25 is not sealed. The pedal push rod 9 is fixed on the side of the second piston 20 close to the second rear cavity 22, and a sliding hole is provided on the rear side of the human simulation cylinder 5. The pedal push rod 9 is slidably connected in the sliding hole. The second rear cavity 22 is not sealed. The pedal push rod 9 is driven to move by the brake pedal 11. Specifically, the pedal push rod 9 and the brake pedal 11 are connected by a connecting rod 10. The two sides of the connecting rod 10 are respectively connected to the pedal push rod 9 and the brake pedal 11 for rotation. A stroke sensor 12 is also provided in the brake, which is used to detect the stroke of the pedal push rod 9 and send a stroke signal to the brake controller 4; the motor 7, the stroke sensor 12, the first solenoid valve 14, the second solenoid valve 15 and the third solenoid valve 16 are all connected to the brake controller 4, and the brake controller 4 is connected to the whole vehicle through the whole vehicle CAN line or other communication methods, and is used to issue energy recovery braking requests, receive vehicle signals and accept external braking requests, etc.

[0031] One group of the first front cavities 19 is connected to a pressure sensor 2 , which is connected to a brake controller 4 . The pressure sensor 2 is used to monitor the output pressure of the brake.

[0032] The specific implementation process is as follows:

[0033] like Figure 4 As shown, when the driver steps on the brake pedal 11, the travel sensor 12 connected to the pedal push rod 9 generates a travel signal and transmits it to the brake controller 4. The brake controller 4 makes a judgment based on the vehicle signal. If it is judged that energy recovery braking can be performed at present, the first solenoid valve 14 and the third solenoid valve 16 are energized, so that the first solenoid valve 14 is closed and the third solenoid valve 16 is opened. At this time, the motor 7 in the brake does not work, and the brake pedal 11 drives the second piston 20 through the pedal push rod 9 to press the oil in the second front cavity 21 into the reservoir 3 through the third solenoid valve 16 and the throttle valve 13, generating a pedal damping feeling. Since the first solenoid valve 14 is closed, the oil output by the human simulation cylinder 5 cannot enter the booster cylinder 1, and the wheel brake does not generate braking force, thereby realizing energy recovery braking. Since the human simulation cylinder 5 and the booster cylinder 1 are completely isolated by the first solenoid valve 14, complete energy recovery can be achieved at any required braking G value.

[0034] like Figure 2 As shown, when the driver steps on the brake pedal 11, the travel sensor 12 connected to the pedal push rod 9 generates a travel signal and transmits it to the brake controller 4. The brake controller 4 makes a judgment based on the vehicle signal. If it is judged that normal braking is required, the first solenoid valve 14 and the second solenoid valve 15 are energized, so that the first solenoid valve 14 is closed and the second solenoid valve 15 is opened. The brake controller 4 controls the motor 7 to rotate, and the motor 7 drives the third piston 23 to move, so that the third front cavity 24 of the electric cylinder 6 outputs high-pressure brake fluid. The brake fluid output by the third front cavity 24 is output to the first rear cavity 17 of the two groups of booster cylinders 1 to push the two groups of first pistons 18 to move, so that the two groups of first front cavities 19 output brake hydraulic pressure to the wheel brakes, so that the two groups of booster cylinders 1 output two mutually isolated hydraulic pressures to the wheel brakes. At the same time, the brake controller 4 supplies power to the third solenoid valve 16 to open it, and the brake pedal 11 pushes the pedal push rod 9, which in turn pushes the second piston 20 to press the oil in the second front cavity 21 into the liquid storage tank 3 through the third solenoid valve 16 and the throttle valve 13, generating a pedal damping feeling.

[0035] like Figure 5As shown, when the electrical components of the brake fail, the brake controller 4 actively or passively cuts off the power to all the solenoid valves, the first solenoid valve 14 opens, and the second solenoid valve 15 and the third solenoid valve 16 close. At this time, the driver steps on the brake pedal 11, and the pedal push rod 9 connected to the brake pedal 11 pushes the second piston 20, so that the oil in the second front cavity 21 passes through the first solenoid valve 14 to output the brake hydraulic pressure to the first rear cavity 17 of the two groups of booster cylinders 1. Since the second solenoid valve 15 and the third solenoid valve 16 are both in a closed state without power, the hydraulic pressure output by the second front cavity 21 can only be output to the two groups of booster cylinders 1 to push the two groups of first pistons 18, so that the two groups of first front cavities 19 output the brake hydraulic pressure to the two wheel brakes respectively. At this time, the brake hydraulic pressure is completely generated by the driver's manpower, which belongs to human emergency braking.

[0036] like Figure 6 As shown, when the car is in an automatic or semi-automatic driving state, when the brake controller 4 receives an external braking request, the brake controller 4 energizes the first solenoid valve 14 and the second solenoid valve 15, so that the first solenoid valve 14 is closed and the second solenoid valve 15 is opened. At the same time, the brake controller 4 controls the motor 7 to rotate, and the motor 7 drives the third piston 23 to move, so that the third front cavity 24 outputs high-pressure brake fluid. The brake fluid output by the electric cylinder 6 is output to the first rear cavity 17 of the two groups of booster cylinders 1 through the second solenoid valve 15 to push the two groups of first pistons 18; so that the two groups of first front cavities 19 output brake hydraulic pressure to the wheel brakes, so that the two groups of booster cylinders 1 output two mutually isolated hydraulic pressures to the wheel brakes, realizing automatic braking of the vehicle during automatic or semi-automatic driving. At the same time, the brake controller 4 energizes the third solenoid valve 16 to open it. In this way, if the driver wants to take over driving and presses the brake pedal 11 during automatic braking, the brake pedal 11 can still be pressed normally because the third solenoid valve 16 is in an open state, and the stroke sensor 12 outputs the stroke signal of the pedal push rod 9 to the brake controller 4. The brake controller 4 adjusts the rotation of the motor 7 according to the information such as the stroke of the pedal push rod 9 and the calculated pedal stepping speed, and outputs appropriate hydraulic pressure to the boost cylinder 1, thereby realizing human intervention braking during the braking process of automatic or semi-automatic driving.

[0037] 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.

[0038] 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 fully decoupled wire-controlled brake, characterized in that: The invention comprises a brake controller (4), a fluid storage tank (3), a booster cylinder (1), a human power simulation cylinder (5), an electric cylinder (6), an electric motor (7) and a pedal push rod (9); the booster cylinder (1) is sealed and slidably connected with a first piston (18); the first piston (18) divides the first booster cylinder (1) into a first front cavity (19) and a first rear cavity (17); the human power simulation cylinder (5) is sealed and slidably connected with a second piston (20); the second piston (20) divides the human power simulation cylinder (1) into a first front cavity (19) and a first rear cavity (17); The cylinder (5) is divided into a second front cavity (21) and a second rear cavity (22); a third piston (23) is sealed and slidably connected inside the electric cylinder (6), and the third piston (23) divides the electric cylinder (6) into a third front cavity (24) and a third rear cavity (25); the liquid storage tank (3) is respectively connected to the first front cavity (19), the second front cavity (21) and the third front cavity (24), and the oil in the liquid storage tank (3) is transported to the first front cavity (19), the second front cavity (21) and the third front cavity (24). 1) and a third front cavity (24), the first front cavity (19) being connected to a wheel brake; the first rear cavity being connected to the second front cavity (21) and the third front cavity (24) respectively; a first solenoid valve (14) being provided on a pipeline connecting the first rear cavity (17) and the second front cavity (21); a second solenoid valve (15) being provided on a pipeline connecting the first rear cavity (17) and the third front cavity (24); the liquid storage tank (3) and the second front cavity (21) are connected to each other; ) are connected with a return pipeline for returning the oil in the second front cavity (21) to the liquid storage tank (3); a third solenoid valve (16) and a throttle valve (13) are provided on the return pipeline; the motor (7) is used to drive the third piston (23) to reciprocate in the electric cylinder (6); the pedal push rod (9) is fixed on the side of the second piston (20) close to the second rear cavity (22), and the pedal push rod (9) is driven to move by the brake pedal (11); A stroke sensor (12) is also provided in the brake, and the stroke sensor (12) is used to detect the stroke of the pedal push rod (9) and send a stroke signal to the brake controller (4); the motor (7), the stroke sensor (12), the first solenoid valve (14), the second solenoid valve (15) and the third solenoid valve (16) are all connected to the brake controller (4), and the brake controller (4) can issue an energy recovery braking request, receive a vehicle signal and accept an external braking request.

2. A fully decoupled wire-controlled brake according to claim 1, characterized in that: A pressure sensor (2) is connected to the first front cavity (19), the pressure sensor (2) is connected to the brake controller (4), and the pressure sensor (2) is used to monitor the output pressure of the brake.

3. The fully decoupled wire-controlled brake according to claim 1, characterized in that: The pedal push rod (9) and the brake pedal (11) are connected via a connecting rod (10), and the two sides of the connecting rod (10) are respectively rotatably connected to the pedal push rod (9) and the brake pedal (11).

4. The fully decoupled wire-controlled brake according to claim 1, characterized in that: The first solenoid valve (14) is a normally open solenoid valve, and the second solenoid valve (15) and the third solenoid valve (16) are normally closed solenoid valves.

5. The fully decoupled wire-controlled brake according to claim 1, characterized in that: The boosting cylinder (1) is provided with two groups.

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