Valve block for redundant braking

Abstract

The utility model discloses a valve block for redundant braking, which belongs to the technical field of automobile braking, and comprises liquid supplementing valves and a pair of plunger pumps which are symmetrically arranged, the output ends of the plunger pumps are connected with oil outlets, the input ends of the plunger pumps are connected with the liquid supplementing valves, the input ends of the liquid supplementing valves are connected with oil inlets, and the oil inlets are connected with oil outlets. The plunger pumps are provided with oil inlets and oil outlets, the output ends of the oil inlets are connected with reversing valves, the output ends of the reversing valves are connected with the oil outlets, a pressure sensor is arranged between one of the reversing valves and the oil inlets, the two ends of each reversing valve are connected with one-way valves in parallel, and a motor is connected between the input ends of the two plunger pumps. According to the valve block for redundant braking, the number of unused oil channels is reduced as much as possible, the response speed of a braking system is increased, the number of steel balls needed for blocking the oil channels in the production process is reduced, and therefore production efficiency is improved, and cost is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile braking, in particular to a redundant braking valve block. Background Art

[0002] With the development of automobile intelligence, autonomous driving has gradually become a trend in the future development of automobiles, especially in high-level autonomous driving at the L3-L5 level, where the vehicle's requirements for the braking system are more stringent. In order to meet the high safety and reliability requirements of autonomous driving for the braking system, the design of a redundant braking system has become crucial. Functional degradation is one of the most difficult problems in the design of high-level autonomous driving braking systems. For this reason, an auxiliary braking control unit needs to be set up outside the main braking control unit to ensure that the vehicle can still brake safely in the event of failure of the main braking system.

[0003] At present, the mainstream solution on the market is to use the OneBox braking system as the main braking system and the redundant braking unit (RBU) as a redundant brake in case of failure of the OneBox system. In the field of chassis braking, whether it is onebox, ESC or RBU, the design of the valve block oil channel will reduce useless oil channels as much as possible. On the one hand, it can achieve a faster response of braking, and on the other hand, it can reduce the steps of oil channels blocked by steel balls on the production line. In order to reduce production costs and complexity, the design of the RBU must use the components of the electronic stability control system (ESC) as much as possible, and the design of the RBU and ESC should be highly consistent to achieve the assembly of the two on the same production line. However, the existing RBU is not compatible enough to be assembled with the ESC on the same production line, and the production cost and complexity are too high.

[0004] When the RBU is working, the brake fluid has two flow modes. The first is that when the power is off, the brake fluid enters from the oil inlet, passes only through the TC reversing normally open valve, and then flows out from the oil outlet. The flow should be unobstructed in the middle. The second is that when the ECU controller is controlled, the TC reversing normally open valve is closed, and the brake fluid only passes through the HSV refilling normally closed valve and the plunger pump, and then flows out from the oil outlet. How to achieve the connection of these two oil channels without adding new assembly steps is an urgent problem to be solved by the RBU valve block. Utility Model Content

[0005] The purpose of the utility model is to provide a redundant brake valve block, in which an inclined hole is set on the plunger pump hole surface to connect the oil inlet and the oil outlet, thereby reducing useless oil channels as much as possible and realizing the flow of brake fluid in two flow modes in the background technology, which not only realizes the simplest connection of the oil channel, but also greatly increases the assembly efficiency.

[0006] To achieve the above object, the utility model provides a valve block for redundant braking, which includes a liquid replenishing valve and a pair of plunger pumps arranged symmetrically. The output ends of the plunger pumps are both connected with oil outlets, the input ends of the plunger pumps are both connected with the liquid replenishing valve, the input ends of the liquid replenishing valve are both connected with oil inlets, the output ends of the oil inlets are both connected with a reversing valve, the output end of the reversing valve is connected with the oil outlet, a pressure sensor is arranged between one of the reversing valves and the oil inlet, one-way valves are connected in parallel at both ends of the reversing valve, and a motor is connected between the input ends of the two plunger pumps.

[0007] Preferably, it further includes a valve block body. A motor mounting hole is formed in the middle of one side of the valve block body. Motor pin holes and oil storage grooves are respectively formed above and below the motor mounting hole. The oil inlets are symmetrically formed above the motor pin holes.

[0008] Preferably, two motor fixing threaded holes and two positioning holes are formed in the valve block body.

[0009] Preferably, controller screw holes are symmetrically formed on the side of the valve block body opposite to the motor mounting hole. A reversing valve hole and a liquid replenishing valve hole are symmetrically formed in sequence between the controller screw holes. A pressure sensor hole and a controller pin hole are formed in sequence in the middle of the reversing valve hole. The valve block body is provided with an ECU controller through the controller screw holes and the controller pin holes.

[0010] Preferably, the oil outlets are symmetrically formed on the top surface of the valve block body.

[0011] Preferably, oil passage holes are formed on the top surface, side surface and bottom surface of the valve block body.

[0012] Preferably, support threaded holes are symmetrically formed on the bottom surface of the valve block body.

[0013] Preferably, plunger pump holes are formed on both side surfaces of the valve block body.

[0014] Preferably, inclined holes are formed below the plunger pump holes.

[0015] Preferably, the ECU controller is electrically connected to the plunger pump, the liquid replenishing valve, the pressure sensor and the reversing valve.

[0016] Therefore, the valve block for redundant braking with the above structure of the utility model has the following advantages:

[0017] (1) In the field of chassis braking, whether it is onebox, ESC or RBU, the design of the valve block oil passage will minimize the useless oil passages as much as possible. On the one hand, it can achieve faster response of braking. On the other hand, it reduces the steps of blocking the oil passages with steel balls in the production line. This design not only reduces the production line tooling, saves production costs, but also greatly increases the assembly efficiency. The solution provided by the present utility model adopts the simplest oil passage connection, which not only reduces the useless space of the oil passage, but also reduces the steel ball blocking. Under the condition of ensuring the RBU function, the simplest design of the RBU valve block is realized. This design not only reduces the production line tooling, saves production costs, but also greatly increases the assembly efficiency;

[0018] (2) The present utility model minimizes the useless oil passages as much as possible, which not only improves the response speed of the braking system, but also reduces the number of steel balls required to block the oil passages during the production process, thereby improving production efficiency and reducing costs;

[0019] (3) The present utility model fully considers the compatibility with the ESC production line, and can realize the assembly of RBU without changing the production line layout. At the same time, through the simplest oil passage connection design, it reduces the useless space and the steel ball blocking steps. Under the condition of ensuring the RBU function, the simplification of the valve block design is realized, greatly reducing the production cost, and contributing to the goal of the enterprise to achieve revenue increase and cost reduction.

[0020] The technical solution of the present utility model will be further described in detail below through the attached drawings and embodiments. Description of the Drawings

[0021] Figure 1 It is a schematic structural diagram of an embodiment of a valve block for redundant braking of the present utility model;

[0022] Figure 2 It is a cross-sectional view of an embodiment of a valve block for redundant braking of the present utility model;

[0023] Figure 3 It is a front view of an embodiment of a valve block for redundant braking of the present utility model;

[0024] Figure 4 It is a rear view of an embodiment of a valve block for redundant braking of the present utility model;

[0025] Figure 5 It is a top view of an embodiment of a valve block for redundant braking of the present utility model;

[0026] Figure 6 It is a bottom view of an embodiment of a valve block for redundant braking of the present utility model;

[0027] Figure 7 It is a side view of an embodiment of a valve block for redundant braking of the present utility model;

[0028] Figure 8 This is the hydraulic schematic diagram of an embodiment of a valve block for redundant braking of the present utility model;

[0029] Reference numerals

[0030] 1. Plunger pump; 2. Make-up valve; 3. Motor; 4. Inlet port; 5. Outlet port; 6. Pressure sensor; 7. Directional valve; 8. Check valve; 9. Valve block body; 10. Motor mounting hole; 11. Motor pin hole; 12. Oil storage tank; 13. Motor fixing threaded hole; 14. Positioning hole; 15. Controller screw hole; 16. Directional valve hole; 17. Make-up valve hole; 18. Pressure sensor hole; 19. Controller pin hole; 20. Oil passage hole; 21. Bracket threaded hole; 22. Plunger pump hole; 23. Oblique hole. Specific implementation manners

[0031] The technical solutions of the present utility model will be further described below with reference to the drawings and embodiments.

[0032] Unless otherwise defined, the technical terms or scientific terms used in the present utility model shall have the ordinary meanings understood by those of ordinary skill in the field to which the present utility model belongs. The "first", "second" and similar terms used in the present utility model do not denote any order, quantity or importance, but are only used to distinguish different components. The terms such as "including" or "comprising" mean that the elements or items appearing before this word cover the elements or items listed after this word and their equivalents, without excluding other elements or items. The terms such as "connected" or "coupled" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The terms such as "upper", "lower", "left" and "right" are only used to indicate relative positional relationships, and when the absolute position of the object being described changes, the relative positional relationship may also change accordingly.

[0033] Embodiment

[0034] As Figure 1-8As shown in the figure, the utility model provides a valve block for redundant braking, which is connected to the active braking unit as an auxiliary control unit and is also connected to the brake, so as to provide braking pressure for the brake. It includes a replenishing valve 2 and a pair of plunger pumps 1 symmetrically arranged. The output ends of the plunger pumps 1 are both connected with an oil outlet 5, the input ends of the plunger pumps 1 are both connected to the replenishing valve 2, and the output ends of the replenishing valve 2 are both connected with an oil inlet 4 for detecting the pressure of the oil circuit. The detected data is used as a reference for the ECU controller to control the operation of the entire valve block. The output ends of the oil inlets 4 are both connected with a reversing valve 7, and the output end of the reversing valve 7 is connected to the oil outlet 5. A pressure sensor 6 is arranged between one of the reversing valves 7 and the oil inlet 4. Check valves 8 are connected in parallel at both ends of the reversing valve 7. A motor 3 is connected between the input ends of the two plunger pumps 1. The reversing valve 7 is a TC normally open valve, and the replenishing valve 2 is an HSV normally closed valve. Through the mutual cooperation of the two solenoid valves, namely the replenishing valve 2 and the reversing valve 7, the distribution of the brake fluid is realized.

[0035] It further includes a valve block body 9. A motor mounting hole 10 is formed in the middle of the front surface of the valve block body 9. A motor pin hole 11 and an oil storage tank 12 are respectively formed above and below the motor mounting hole 10. The oil inlets 4 are symmetrically formed above the motor pin holes 11. After the brake fluid enters from the oil inlets 4, it enters the one-box braking system from the oil outlets 5 after being adjusted by the solenoid valves, realizing vehicle braking. Two motor fixing threaded holes 13 and two positioning holes 14 are also formed on the front surface of the valve block body 9. The motor 3 is installed in the motor mounting hole 10 and then fixed through the motor fixing threaded holes 13. Then, the motor 3 is controlled through the motor pin holes 11. At the same time, under the action of the plunger pump 1, the brake fluid is input from the one-box braking system to the valve block through the oil inlets 4.

[0036] On the surface of the valve block body 9 opposite to the motor mounting hole 10 (i.e., the back surface of the valve block body 9), controller screw holes 15 are symmetrically formed. A reversing valve hole 16 and a replenishing valve hole 17 are symmetrically formed in sequence between the controller screw holes 15. A pressure sensor hole 18 and a controller pin hole 19 are formed in sequence in the middle of the reversing valve hole 16. The ECU controller is installed on the valve block body 9 through the controller screw holes 15 and the controller pin holes 19. The ECU controller is electrically connected to the plunger pump 1, the replenishing valve 2, the pressure sensor 6, and the reversing valve 7.

[0037] The ECU controller and the motor 3 are both connected to the valve block body 9 by screws, and the plunger pump 1, the replenishing valve 2, and the pressure sensor 6 are all connected to the valve block body 9 by riveting.

[0038] The oil channels on both sides of the valve block body are symmetric with respect to the motor mounting hole 10, and the oil channels do not interfere with each other.

[0039] The oil outlet 5 is symmetrically arranged on the top surface of the valve block body 9. The bottom surface of the valve block body 9 is symmetrically provided with support threaded holes 21 for fixing the valve block body 9 on the vehicle. Plunger pump holes 22 are provided on both side surfaces of the valve block body 9. During operation, the mechanical energy of the motor 3 is converted into hydraulic pressure by the plunger pump 1. Oblique holes 23 are provided below the plunger pump holes 22. Specifically, 45° oblique holes 23 are drilled downward from the plunger pump holes 22 to realize the connection between the plunger pump holes 22, the oil outlet 5 and the oil passage. Therefore, the connection of the inlet and outlet oil passages of the valve block can be realized without adding new oil passages.

[0040] Oil passage holes 20 are provided on the top surface, side surface and bottom surface of the valve block body 9. The oil passage connects the plunger pump 1, the replenishing valve 2, the motor 3, the oil inlet 4, the oil outlet 5, the pressure sensor 6, the reversing valve 7 and the oil storage tank 12. Three oil passage holes are provided on the bottom surface of the valve block body 9, and all oil passages need to be sealed by riveting with steel balls.

[0041] The specific connection methods of each part all adopt conventional means such as bolts, rivets and welding that are mature in the prior art. The machinery, parts and equipment all adopt conventional models in the prior art, and the circuit connection adopts the conventional connection method in the prior art, which will not be elaborated here.

[0042] Working principle: As a redundant unit of the one-box braking system, two oil circuits are externally connected to this device from the one-box braking system. When the one-box braking system is working, the valve block only acts as the oil passage of the one-box braking system and does not have any functions. The brake fluid enters the valve block from the one-box braking system and then returns to the one-box braking system from the valve block, and the flow of the brake fluid will not be hindered. When the one-box braking system fails, the valve block starts to work, actively builds pressure through the motor 3, and then controls the brake to brake. Specifically, there are two braking modes: one is that when the motor 3 does not work, by stepping on the brake pedal by the driver, the oil in the master cylinder is pushed into the oil passage from the oil inlet 4, and then passes through the normally open TC valve, that is, the reversing valve 7, and directly reaches the wheel cylinder for redundant braking; the other is that when the motor 3 works, the motor 3 drives the oil to pass through the normally closed HSV valve, that is, the replenishing valve 2 from the plunger pump 1, and then reaches the wheel cylinder to build pressure for redundant braking.

[0043] Therefore, the valve block for redundant braking adopting the above structure in the present utility model is compatible with the production and assembly of the RBU switchover without changing the ESC assembly line, greatly reducing the production cost and assembly time of the enterprise.

[0044] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions of the present invention or make equivalent replacements, and these modifications or equivalent replacements do not enable the modified technical solutions to deviate from the spirit and scope of the technical solutions of the present invention.

Claims

1. A redundant brake valve block, characterized in that: It includes symmetrically arranged liquid replenishing valves and a pair of plunger pumps, the output ends of the plunger pumps are connected to the oil outlets, the input ends of the plunger pumps are connected to the liquid replenishing valves, the input ends of the liquid replenishing valves are connected to the oil inlets, the output ends of the oil inlets are connected to reversing valves, the output ends of the reversing valves are connected to the oil outlets, a pressure sensor is arranged between one of the reversing valves and the oil inlet, both ends of the reversing valves are connected in parallel with one-way valves, and a motor is connected between the input ends of the two plunger pumps.

2. A redundant brake valve block according to claim 1, characterized in that: It also includes a valve block body, wherein a motor mounting hole is opened in the middle of one side of the valve block body, a motor pin hole and an oil storage tank are opened above and below the motor mounting hole respectively, and the oil inlet is symmetrically opened above the motor pin hole.

3. A redundant brake valve block according to claim 2, characterized in that: The valve block body is provided with two motor fixing threaded holes and two positioning holes.

4. A redundant brake valve block according to claim 2, characterized in that: Controller screw holes are symmetrically provided on the surface of the valve block body opposite to the motor mounting hole, reversing valve holes and liquid replenishing valve holes are symmetrically provided between the controller screw holes in sequence, a pressure sensor hole and a controller pin hole are provided in sequence in the middle of the reversing valve hole, and an ECU controller is installed on the valve block body through the controller screw holes and the controller pin hole.

5. The redundant brake valve block according to claim 2, characterized in that: The oil outlets are symmetrically arranged on the top surface of the valve block body.

6. A redundant brake valve block according to claim 2, characterized in that: The top surface, side surface and bottom surface of the valve block body are all provided with oil passage holes.

7. The redundant brake valve block according to claim 2, characterized in that: The bottom surface of the valve block body is symmetrically provided with support thread holes.

8. The redundant brake valve block according to claim 2, characterized in that: Plunger pump holes are provided on both sides of the valve block body.

9. A redundant brake valve block according to claim 8, characterized in that: An oblique hole is provided below the plunger pump hole.

10. The redundant brake valve block according to claim 4, characterized in that: The ECU controller is electrically connected to the plunger pump, the refill valve, the pressure sensor and the reversing valve.

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