Electronic braking structure

Abstract

The utility model discloses an electronic brake structure which comprises a valve block, a pressure buildup unit, a pedal input unit, a pedal feeling simulation unit, a control unit, a liquid storage tank and a pedal position sensor, the liquid storage tank is installed on the top of the valve block, and the pressure buildup unit and the control unit are installed on the two side faces of the valve block respectively. The pedal input unit is installed on one end face of the valve block, the pedal feeling simulation unit and the pedal position sensor are installed on the same side with the control unit, and the control unit is in electric signal connection with the pressure building unit and the pedal position sensor. Decoupling of the pedal and a power-assisted mechanism can be achieved, noise is low, response speed is high, the stable control function of a vehicle body is achieved, braking can be achieved through a mechanical device when an electric control system fails, the size is small, and the integration degree is high.

Description

Technical Field

[0001] The utility model relates to the field of braking systems, in particular to an electronic braking structure. Background Art

[0002] In traditional passenger vehicle braking systems, a vacuum booster is used as the output device for braking force. The vacuum booster has been widely used in traditional fuel vehicles until now. However, with the development of new energy vehicles, the emergence of autonomous driving requirements, and the improvement of people's vehicle safety requirements, the vacuum booster can no longer meet the market demand.

[0003] In view of the problems of low electronic degree and poor controllability of the vacuum booster, a market represented by Bosch has introduced an electronic booster system. This solution uses a motor to drive a gear set, and then a lead nut and a lead screw convert the rotational motion into a linear motion. Finally, the lead screw pushes a series of transmission structures to transmit the power to the master cylinder to achieve braking. The advantages of this solution are that it solves the problem of braking electronics, has a fast braking response, and has a compact structure with a similar shape to the vacuum booster, making it easy to apply to existing vehicle models. However, it also has some obvious disadvantages: the pedal and the booster system are not decoupled. When automatic assistance is required for the vehicle, the pedal will be driven, which is likely to pinch the driver's foot. Therefore, this structure is greatly restricted in the autonomous driving condition; when this system is applied to new energy vehicles with regenerative braking energy recovery, due to the non-decoupling of the pedal and the booster system, part of the vehicle's kinetic energy will be consumed on the brake calipers, affecting the efficiency of energy recovery; the transmission noise of its lead nut and lead screw is large and is easily detected in pure electric vehicles, causing complaints from drivers. Summary of the Utility Model

[0004] In view of this, the utility model provides an electronic braking structure, which can achieve decoupling of the pedal and the booster mechanism, has low noise, high response speed, has a vehicle body stability control function, can achieve braking through a mechanical device when the electronic control system fails, has a small volume, and a high integration degree.

[0005] An electronic braking structure provided by the utility model includes a valve block, a pressure building unit, a pedal input unit, a pedal feel simulation unit, a control unit, a liquid storage tank, a pedal position sensor, a solenoid valve, and a pressure sensor. The liquid storage tank is installed on the top of the valve block. The pressure building unit and the control unit are respectively installed on two side surfaces of the valve block. The pedal input unit is installed on one end surface of the valve block. The pedal feel simulation unit and the pedal position sensor are installed on the same side as the control unit. The control unit is electrically connected to the pressure building unit and the pedal position sensor. The solenoid valve includes a plurality of normally open valves and a plurality of normally closed valves. The solenoid valve is hydraulically connected to the pressure sensor, the pressure building unit, the pedal input unit, the pedal feel simulation unit, the control unit, and the liquid storage tank.

[0006] Further, the solenoid valve includes a first normally open valve, a first normally closed valve, a second normally open valve, a second normally closed valve, and a third normally closed valve. The pressure sensors include a first pressure sensor and a second pressure sensor. A diagnostic valve and a reservoir alarm are provided on the hydraulic circuit between the reservoir and the pedal input unit. The first normally open valve is connected to the first normally closed valve, and the first normally closed valve is connected to the brake caliper. The second normally open valve, the second normally closed valve, and the second pressure sensor are arranged on the hydraulic circuit between the pedal input unit and the first normally open valve. The third normally closed valve is arranged on the hydraulic circuit between the pedal input unit and the pedal feel simulation unit. The first pressure sensor is arranged on the pressure building unit.

[0007] Further, the pressure building unit at least includes a motor, a motor rotor, a nut, a lead screw, a first piston, a first plug, and a motor position sensor. The motor rotor is fixed inside the motor. The lead screw is fixed inside the motor rotor. The nut is installed on the outer periphery of the lead screw. The first piston is installed on the outer periphery of the nut. The first plug is installed at one end of the valve block away from the nut. The motor position sensor is installed in the mounting hole of the valve block.

[0008] Further, the valve block is provided with a pressure building unit mounting hole and a motor mounting stop. The pressure building unit is installed on the valve block through the pressure building unit mounting hole. A first sealing ring is provided on the motor mounting stop. The motor is hermetically connected to the motor mounting stop through the first sealing ring. The pressure building unit mounting hole is provided with a second sealing ring and a third sealing ring. The first piston and the first plug are respectively hermetically connected to the pressure building unit mounting hole through the second sealing ring and the third sealing ring.

[0009] Further, an anti-rotation sleeve is provided on the mounting surface of the motor. The anti-rotation sleeve is installed on the valve block, and a buffer rubber is provided between the anti-rotation sleeve and the valve block.

[0010] Further, a first contact and a positioning post are provided on the motor position sensor. The motor position sensor is installed on the valve block through the positioning post. The motor position sensor is signal-connected to the control unit through the first contact. A motor position sensing chip is provided on the motor position sensor, and a magnetic ring is provided on the motor rotor. There is a gap between the motor position sensing chip and the magnetic ring.

[0011] Further, an anti-lock mechanism is provided at one end of the lead screw. The anti-lock mechanism includes a limit piece and a boss. The limit piece is installed on the lead screw, and the boss is installed on the nut.

[0012] Furthermore, the pedal input unit at least includes a P piston, an S piston, a push rod seat, a push rod, a flange, a dust cover, an input rod, and a spring seat. The S piston is connected to the P piston, the P piston is connected to the push rod seat, the push rod seat is connected to the push rod, the push rod is connected to the input rod, the flange is arranged on the outer periphery of the P piston by connecting with the spring seat, one end of the dust cover is connected to the flange, and the other end is connected to the input rod.

[0013] Furthermore, a pedal input unit mounting hole is provided on the valve block. The S piston and the P piston are both installed inside the pedal input unit mounting hole, and the S piston is located between the valve block and the P piston. A fifth sealing ring and a sixth sealing ring are provided in the pedal input unit mounting hole. The S piston and the P piston are respectively and sealingly connected to the pedal input unit mounting hole through the fifth sealing ring and the sixth sealing ring.

[0014] Furthermore, a cylindrical pin is provided inside the S piston, a gasket is provided on the step of the cylindrical pin, a magnet assembly and an anti-rotation ring are provided on the P piston, a protrusion and a wear-reducing sleeve are provided on the anti-rotation ring, and the wear-reducing sleeve is stuck on the protrusion.

[0015] Furthermore, a pedal position sensor mounting hole is provided on the valve block, a card slot is provided on the pedal position sensor mounting hole, a buckle is provided on the pedal position sensor, the pedal position sensor is fixed inside the pedal position sensor mounting hole through the cooperation of the card slot and the buckle, the pedal position sensor is provided with a second contact and a pedal sensing core, and the pedal contact and the pedal position sensing chip are signal-connected to the control unit.

[0016] Furthermore, the pedal feeling simulation unit at least includes a load rubber, a second piston, a spring connection seat, a first load spring, a second load spring, a pin, and a second plug. The load rubber is arranged inside one end of the second piston, a spring gasket is provided at the other end of the second piston, one end of the pin is installed on the second plug, and the other end is connected to the spring gasket. The spring connection seat is sleeved on the other end of the pin, the first load spring is sleeved outside the pin, one end of it abuts against the spring connection seat, and the other end abuts against the spring gasket. The second load spring is sleeved outside the spring connection seat, one end of it abuts against the second plug, and the other end abuts against the spring connection seat.

[0017] Furthermore, a pedal feeling simulation unit mounting hole is provided on the valve block, a seventh sealing ring is provided in the pedal feeling simulation unit mounting hole, and the pedal feeling simulation unit is sealingly connected to the pedal feeling simulation unit mounting hole through the seventh sealing ring.

[0018] Further, the liquid storage tank is hermetically connected to the valve block through a ninth sealing ring. The valve block is provided with an oil inlet, and a one-way valve is installed in the oil inlet. The oil inlet is communicated with the pressure building unit.

[0019] Further, the control unit is hermetically connected to the valve block through a tenth sealing ring. A solenoid is installed in the control unit. The solenoid is connected to the solenoid valve. An avoidance hole is provided in the control unit, and the avoidance hole is used to accommodate part of the pressure building unit and part of the pedal feel simulation unit.

[0020] Compared with the existing technology, the utility model has the following beneficial technical effects:

[0021] An electronic braking structure provided by the utility model integrates structures such as a pressure building unit, a pedal input unit, a pedal feel simulation unit, a control unit, and a liquid storage tank on a valve block, and is hydraulically connected to a solenoid valve and a pressure sensor. It can achieve decoupling of the pedal and the boosting mechanism, with low noise, high response speed, and has a vehicle body stability control function. When the electronic control system fails, braking can be achieved through a mechanical device, and it has a small volume and high integration. Description of the Drawings

[0022] Figure 1 It is an overall schematic diagram of an electronic braking structure of the utility model;

[0023] Figure 2 It is a schematic structural diagram of the valve block in the utility model;

[0024] Figure 3 It is a sectional view of the pressure building unit in the utility model;

[0025] Figure 4 It is a schematic structural diagram of the anti-rotation sleeve in the utility model;

[0026] Figure 5 It is a schematic structural diagram of the motor position sensor in the utility model;

[0027] Figure 6 It is a schematic structural diagram of the motor position sensing chip and the magnetic ring in the utility model;

[0028] Figure 7 It is a schematic structural diagram of the lead screw and the nut in the utility model;

[0029] Figure 8 It is a sectional view of the pedal input unit in the utility model;

[0030] Figure 9 It is a schematic structural diagram of the cylindrical pin and the gasket in the utility model;

[0031] Figure 10 Structural schematic diagram of the protrusion in the present utility model;

[0032] Figure 11 Structural schematic diagram of the anti-friction sleeve in the present utility model;

[0033] Figure 12 Cross-sectional view of the pedal feel simulation unit in the present utility model;

[0034] Figure 13 Structural schematic of the pedal position sensor in the present utility model Figure One ;

[0035] Figure 14 Structural schematic of the pedal position sensor in the present utility model Figure Two ;

[0036] Figure 15 Structural schematic of the pedal position sensor in the present utility model Figure Three ;

[0037] Figure 16 Cross-sectional view of the liquid storage tank in the present utility model;

[0038] Figure 17 Structural schematic diagram of the control unit in the present utility model;

[0039] Figure 18 Hydraulic circuit control system diagram of an electronic braking structure in the present utility model.

[0040] Wherein:

[0041] 10 - valve block; 11 - pressure building unit mounting hole; 12 - pedal input unit mounting hole; 13 - pedal simulation unit mounting hole; 14 - pedal position sensor mounting hole; 15 - motor mounting stop; 16 - oil inlet; 17 - check valve;

[0042] 20 - pressure building unit; 21 - motor; 21a - anti-rotation sleeve; 21b - buffer rubber; 22 - motor rotor; 23 - nut; 24 - lead screw; 24a - anti-lock mechanism; 24a1 - limit piece; 24a2 - boss; 25 - first piston; 26 - first plug; 27 - motor position sensor; 27a - first contact; 27b - positioning post; 27c - motor position sensing chip; 27d - magnetic ring; 28a - first sealing ring; 28b - second sealing ring; 28c - third sealing ring; 29a - first locking nut; 29b - second locking nut;

[0043] 30 - Pedal input unit; 31 - P piston; 31a - Magnet assembly; 31b - Anti - rotation ring; 31c - Protrusion; 31d - Anti - friction sleeve; 32 - S piston; 32a - Cylindrical pin; 32b - Gasket; 33 - Push rod seat; 34 - Push rod; 35 - Flange; 36 - Dust cover; 37 - Input rod; 38 - Spring seat; 39a - Fourth sealing ring; 39b - Fifth sealing ring; 39c - Sixth sealing ring;

[0044] 40 - Pedal feel simulation unit; 41 - Load rubber; 42 - Second piston; 42a - Eighth sealing ring; 43 - Spring connection seat; 44 - First load spring; 45 - Second load spring; 46 - Pin; 47 - Second plug; 48 - Spring gasket;

[0045] 50 - Control unit; 51 - Solenoid; 52 - Clearance hole;

[0046] 60 - Liquid storage tank; 61 - Ninth sealing ring;

[0047] 70 - Pedal position sensor; 70a - Card slot; 70b - Snap; 70c - Second contact; 70d - Pedal position sensing chip;

[0048] 80 - Solenoid valve; 81 - First normally open valve; 82 - First normally closed valve; 83 - Second normally open valve; 84 - Second normally closed valve; 85 - Third normally closed valve;

[0049] 90 - Pressure sensor; 91 - First pressure sensor; 92 - Second pressure sensor;

[0050] 100 - Diagnostic valve; 110 - Liquid storage tank alarm; 120 - Brake caliper. Detailed implementation manners

[0051] The following combines the accompanying drawings and embodiments to further describe in detail the detailed implementation manners of the present utility model. The following embodiments are used to illustrate the present utility model, but do not limit the scope of the present utility model.

[0052] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated in this description is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the referred components or elements must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of the present utility model.

[0053] Please refer to Figure 1 and Figure 18, an electronic braking structure provided by the present utility model includes a valve block 10, a pressure building unit 20, a pedal input unit 30, a pedal feel simulation unit 40, a control unit 50, a liquid storage tank 60, and a pedal position sensor 70. The liquid storage tank 60 is installed on the top of the valve block 10, the pressure building unit 20 and the control unit 50 are respectively installed on two side surfaces of the valve block 10, the pedal input unit 30 is installed on one end surface of the valve block 10, the pedal feel simulation unit 40 and the pedal position sensor 70 are installed on the same side as the control unit 50, and the control unit 50 is electrically connected to the pressure building unit 20 and the pedal position sensor 70. The electronic braking structure provided by the present utility model can achieve decoupling of the pedal and the boosting mechanism, has low noise, high response speed, has a vehicle body stability control function, and can achieve braking through a mechanical device when the electronic control system fails. It has a small volume and high integration degree.

[0054] Please refer to Figure 2 , the valve block 10 is made of aluminum alloy and is a cuboid, including mounting holes for integrating multiple components, oil flow circuit holes for hydraulic oil, and interfaces for pressure output. The valve block 10 is provided with a pressure building unit mounting hole 11, a pedal input unit mounting hole 12, a pedal simulation unit mounting hole 13, and a pedal position sensor mounting hole 14. The pressure building unit 20, the pedal input unit 30, the pedal feel simulation unit 40, and the pedal position sensor 70 are respectively installed on the valve block 10 through the pressure building unit mounting hole 11, the pedal input unit mounting hole 12, the pedal simulation unit mounting hole 13, and the pedal position sensor mounting hole 14; among them, the surfaces of the pressure building unit mounting hole 11, the pedal input unit mounting hole 12, and the pedal simulation unit mounting hole 13 are subjected to anodic oxidation treatment, and the pedal position sensor mounting hole 14 and the pedal input unit mounting hole 12 ensure a certain clearance, and the clearance can ensure that the pedal position sensor 70 can normally sense the magnetic field angle change brought by the movement of the pedal input unit 30.

[0055] Please refer to Figures 3 - 7 , the pressure building unit 20 is fixed on the valve block 10 by screws. The pressure building unit 20 at least includes a motor 21, a motor rotor 22, a nut 23, a lead screw 24, a first piston 25, a first plug 26, and a motor position sensor 27. The motor rotor 22 is fixed inside the motor 21 through a bearing. One end of the lead screw 24 is fixed inside the motor rotor 22 through a first locking nut 29a. The nut 23 is installed on the outer periphery of the lead screw 24. The first piston 25 is installed on the outer periphery of the nut 23. The first plug 26 is installed at one end of the valve block 10 away from the nut 23. The motor position sensor 27 is installed in the mounting hole of the valve block 10.

[0056] Specifically, the motor rotor 22 is hollow and is supported by the inner holes of bearings fixed to the tail of the housing of the motor 21 and the inner holes of bearings fixed to the end cover of the motor 21. The motor rotor 22 cooperates with the lead screw 24. The tail of the lead screw 24 has a thread, and the lead screw 24 is fixed to the motor rotor 22 by screwing a first locking nut 29a onto the lead screw 24. The shoulder of the first locking nut 29a abuts against the inner ring of the bearing at the tail of the motor 21. The head of the nut 23 has an external thread, and a piston 25 is screwed onto it.

[0057] Specifically, a motor mounting stop 15 is provided on the valve block 10. A first sealing ring 28a is provided on the motor mounting stop 15. The motor 21 is hermetically connected to the valve block 10 through the first sealing ring 28a and the motor mounting stop 15. The motor mounting stop 15 includes an inner stop of the valve block 10 and an outer stop of the valve block 10. The inner stop of the motor 21 cooperates with the outer stop of the valve block 10 to play a positioning role. The first sealing ring 28a is sleeved on the inner stop of the valve block 10 and is hermetically connected to the inner stop of the motor 21. The motor power line of the pressure building unit 20 passes through the through hole of the valve block 10 and is docked with the connector on the control unit 50. Second and third sealing rings 28b and 28c are provided in the pressure building unit mounting hole 11. The first piston 25 and the first plug 26 are hermetically connected to the pressure building unit mounting hole 11 through the second sealing ring 28b and the third sealing ring 28c respectively. Among them, there are two second sealing rings 28b. The one close to the outer side of the valve block 10 can be a Y-shaped sealing ring, and its opening faces the inner side of the valve block 10, mainly for low-pressure sealing to prevent oil leakage. The one close to the inner side of the valve block 10 can be a Y-shaped or E-shaped sealing ring, and its opening faces the inner side of the valve block 10, mainly for high-pressure sealing to ensure pressure building of the pressure building unit 20. The first plug 26 is fixed to the valve block 10 through a second locking nut 29b, or can be fixed by riveting, or a thread is processed on the first plug 26 for fixation. An anti-rotation sleeve 21a is provided on the mounting surface of the motor 21. The anti-rotation sleeve 21a is press-fitted onto the valve block 10 through a pin. A buffer rubber 21b is provided between the anti-rotation sleeve 21a and the valve block 10. The inner ring of the buffer rubber 21b is sleeved on the boss of the anti-rotation sleeve, and the outer ring is fitted into the counterbore of the valve block 10. There are 3 grooves along the axial direction of the lead screw 24 on the surface of the nut 23, and the grooves cooperate with 3 ribs in the anti-rotation sleeve 21a. The motor position sensor 27 passes through the valve block 10 from the motor mounting surface of the valve block 10. The first contact 27a at its top contacts the spring contact on the control unit 50 to realize signal transmission. Two positioning posts 27b are provided on the motor position sensor 27, and the positioning posts 27b cooperate with the positioning holes of the valve block 10 to ensure accurate installation of the motor position sensor 27. The motor position sensor 27 is a magnetoresistive sensor. The motor position sensing chip 27c on the motor position sensor 27 detects the position of the motor rotor 22 by detecting the change of the magnetic field of the magnetic ring 27d on the motor 21, so as to realize precise control of the motor 21. A certain gap needs to be ensured between the motor position sensing chip 27c on the motor position sensor 27 and the magnetic ring 27d on the motor 21 to ensure the detection accuracy. The magnetic ring 27d is installed on the motor rotor 22. An anti-lock mechanism 24a is provided at one end of the lead screw 24. The anti-lock mechanism 24a includes a limit piece 24a1 and a boss 24a2. The limit piece 24a1 is installed on the lead screw 24, and the boss 24a2 is installed on the nut 23. When the nut 23 rotates to the end, the boss 24a2 on the nut 23 is in line contact with the limit piece 24a1 on the lead screw 24 to ensure that the nut 23 will not be stuck at the end.

[0058] Please refer toFigures 8 - 11 , the pedal input unit 30 at least includes a P piston 31, an S piston 32, a push rod seat 33, a push rod 34, a flange 35, a dust cover 36, an input rod 37, and a spring seat 38. The S piston 32 is connected to the P piston 31, the P piston 31 is connected to the push rod seat 33, the push rod seat 33 is connected to the push rod 34, the push rod 34 is connected to the input rod 37, the flange 35 is arranged on the outer periphery of the P piston 31 by connecting with the spring seat 38, one end of the dust cover 36 is connected to the flange 35, and the other end is connected to the input rod 37.

[0059] Specifically, grooves are provided at both ends of the S piston 32. There is a protruding cylindrical pin 32a in the groove near the P spring 31, and the head gasket 32b of the riveting pin is pressed on the step of the cylindrical pin 32a. The spring in the S piston 32 is clamped between the spring seat in the S piston 32 and the hole of the S piston 32. The flanging of the head of the spring seat in the S piston 32 is restricted by the gasket 32b to prevent the spring seat in the S piston 32 from coming out due to the action of the spring force. A positioning boss is provided in the groove at the other end of the S piston 32, and the spring in the P piston 31 is sleeved on the boss. The boss is conical to prevent scratching between the spring in the P piston 31 and the boss when the spring is compressed. The push rod seat 33 is installed in the outer groove of the piston in the P piston 31, and the push rod seat 33 is fixed by riveting the boss on the inner hole of the P piston 31. The push rod 34 is installed in the push rod seat 33. The head of the push rod 34 is spherical, and the bottom of the push rod seat 33 is conical. The push rod 34 is restricted in it by riveting the push rod seat 33 and cannot come out, but can swing freely. The input rod 37 is screwed on the thread of the head of the push rod 34, and the upper plane of the input rod 37 fits tightly with the boss of the push rod 34. The spring seat 38 is press-fitted on the orifice of the side of the valve block 10 where the flange 35 is in close contact. The spring seat 38 and the flange 35 are in interference fit to ensure that the spring outside the push rod 34 will not come out. The fourth sealing ring 39a is installed in the groove formed between the spring seat 38 and the flange 35. One side of the fourth sealing ring 39a is in close contact with the valve block 10, and the other side is in close contact with the flange 35 for sealing. The dust cover 36 is sleeved on the protrusion of the flange 35, and the other end of the dust cover 36 is sleeved on the push rod 34. A press-fit screw is also press-fitted on the flange 35. After passing through the vehicle firewall, the press-fit screw is connected to the brake pedal.

[0060] Specifically, both the S piston 32 and the P piston 31 are installed inside the pedal input unit mounting hole 12, and the S piston 32 is located between the valve block 10 and the P piston 31. A fifth sealing ring 39b and a sixth sealing ring 39c are provided inside the pedal input unit mounting hole 12. The S piston 32 and the P piston 31 are respectively hermetically connected to the pedal input unit mounting hole 12 through the fifth sealing ring 39b and the sixth sealing ring 39c. Among them, there are 2 fifth sealing rings 39b and 3 sixth sealing rings 39c. A magnet assembly 31a and an anti-rotation ring 31b are installed on the P piston 31. There is a protrusion 31c on the anti-rotation ring 31b. The wear-reducing sleeve 31d is stuck in the round hole of the protrusion 31c, and the wear-reducing sleeve 31d is installed in the groove inside the flange 35. This avoids the rotation of the magnet assembly 31a caused by the rotation of the P piston 31 during movement. The rotation of the magnet assembly 31a will cause a decrease in the detection accuracy of the pedal position sensor 70. Before the P piston 31 is installed into the valve block 10, the latter half of it is pre-installed into the inner hole of the flange 35. The spring around the push rod 34 on the inner hole of the flange 35 is sleeved on the anti-rotation ring 31b, and the end face of the spring around the push rod 34 abuts against the flanging of the anti-rotation ring 31b.

[0061] Among them, the flange 35, the press-fit screw, the push rod 34, the push rod seat 33, the spring around the push rod 34, the anti-rotation ring 31b, the wear-reducing sleeve 31d, the spring seat 38, the magnet assembly 31a, and the P spring 31 can exist as an independent component in actual production. This reduces the complexity of the assembly line and is beneficial to production practice. The flange 35 assembly is fixed to the valve block 10 by screws.

[0062] Please refer to Figures 12 - 14 , the pedal position sensor 70 is a Hall sensor, and calculates the depth of the driver stepping on the pedal by detecting the change in the magnetic field angle of the magnet assembly 31b. The pedal position sensor 70 is installed in the pedal position sensor mounting hole 14 of the valve block 10. A card slot 70a is provided in the pedal position sensor mounting hole 14. A buckle 70b is provided on the pedal position sensor 70. The pedal position sensor 70 is fixed in the pedal position sensor mounting hole 14 through the cooperation of the card slot 70a and the buckle 70b. The pedal position sensor 70 is provided with a second contact 70c and a pedal position sensing chip 70d. The second contact 70c and the pedal position sensing chip 70d are signal-connected to the control unit 50. There is a certain gap between the pedal position sensing chip 70d and the magnet.

[0063] Please refer to Figure 15, a seventh sealing ring is provided in the mounting hole 13 of the pedal feel simulation unit, and the pedal feel simulation unit 40 is sealingly connected to the mounting hole 13 of the pedal feel simulation unit through the seventh sealing ring. The pedal feel simulation unit 40 at least includes a load rubber 41, a second piston 42, a spring connection seat 43, a first load spring 44, a second load spring 45, a pin 46, and a second plug 47. The load rubber 41 is arranged inside one end of the second piston 42. A spring gasket 48 is provided at the other end of the second piston 42. One end of the pin 46 is installed on the second plug 47, and the other end is connected to the spring gasket 48. The spring connection seat 43 is sleeved on the other end of the pin 46. The first load spring 44 is sleeved outside the pin 46, one end of which abuts against the spring connection seat 43, and the other end abuts against the spring gasket 48. The second load spring 45 is sleeved outside the spring connection seat 43, one end of which abuts against the second plug 47, and the other end abuts against the spring connection seat 43.

[0064] Specifically, the second plug 47 is in threaded fit with the valve block 10, and optionally, a riveting fit can be used to reduce the processing cost. The second piston 42 is inserted into the piston hole of the valve block 10, and the valve block 10 hole supports the piston. An eighth sealing ring 42a is provided on the second piston 42. A lip seal is selected as the seal between the piston and the valve block 10, and its lip faces the inside of the valve block 10. Optionally, an O-ring, an X-ring, etc. can be used as the sealing ring.

[0065] Among them, the load rubber 41, the second piston 42, the first load spring 44, the second load spring 45, the spring connection seat 43, the pin 46, the second plug 47, etc. can be pre-assembled into an independent pedal feel simulation load assembly to optimize the complexity during the assembly of the assembly and improve the qualification rate.

[0066] Please refer to Figure 16 , the liquid storage tank 60 is fixed to the valve block 10 by one X-direction screw and two Y-direction screws. The liquid storage tank 60 and the valve block 10 are sealed through a ninth sealing ring 61 sleeved on it. A check valve 17 is installed in an oil inlet 16 of the valve block 10, and the check valve 17 is fixed and sealed by riveting the valve block 10. The lower oil path of the oil inlet 16 is communicated with the pressure building unit 20.

[0067] Please refer to Figure 17 , the control unit 50 is fixed to the valve block 10 by 4 mounting screws, and the control unit 50 and the valve block 10 are sealed through a tenth sealing ring. A solenoid 51 is installed in the control unit 50, and the hollow part of the solenoid 51 is sleeved on the solenoid valve. There are two clearance holes 52 in the control unit 50, and the clearance holes 52 provide installation space for the first plug 26 and the pedal feel simulation plug. There is a clearance hole on the control board of the control unit 50. The first plug 26 passes through another clearance hole and is accommodated in the concave hole of the upper cover of the control unit 50.

[0068] Please refer toFigure 18 The present utility model further provides a control system for controlling the electronic braking structure, which further includes a solenoid valve 80 and a pressure sensor 90. The solenoid valve 80 and the pressure sensor 90 are installed on the valve block 10. The solenoid valve 80, the pressure sensor 90, the liquid storage tank 60, the pressure building unit 20, the pedal input unit 30, and the pedal feel simulation unit 40 are connected through a hydraulic circuit in the valve block 10.

[0069] Specifically, the solenoid valve 80 includes four first normally open valves 81 (IV1, IV2, IV3, IV4), four first normally closed valves 82 (OV1, OV2, OV3, OV4), two second normally open valves 83 (MCV1 and MCV2), two second normally closed valves 84 (PCV1 and PCV2), and one third normally closed valve 85 (SCV). The pressure sensor 90 includes a first pressure sensor 91 (RPS) and a second pressure sensor 92 (MCPS). Among them, the first pressure sensor 91 (RPS) is used to detect the pressure of the pressure building unit 20, and the second pressure sensor 92 (MCPS) is used to detect the pressure of the pedal input unit 30.

[0070] Further, a diagnostic valve 100 (ATV) and a liquid storage tank alarm 11 (PTS) are provided on the hydraulic circuit between the liquid storage tank 60 and the P piston 31 chamber in the pedal input unit 30. The diagnostic valve 100 (ATV) will close when the system is in an idle state to determine whether there is a leak in the system. The liquid storage tank alarm 110 (PTS) is used to monitor the brake fluid volume, and when the brake fluid volume is too low, a fault light will be lit on the instrument panel. The four first normally open valves 81 (IV1, IV2, IV3, IV4) and the four first normally closed valves 82 (OV1, OV2, OV3, OV4) are all connected to the brake caliper 120. One second normally closed valve 84 (PCV2), one second normally open valve 83 (MCV2), and the second pressure sensor 92 (MCPS) are arranged on the hydraulic circuit between the S piston 32 and the two first normally open valves 81 (IV3 and IV4). One second normally closed valve 84 (PCV1) and one second normally open valve 83 (MCV1) are arranged on the hydraulic circuit between the P piston 31 and the two first normally open valves 81 (IV1 and IV2). A motor position sensor 27 (BPS) is provided on the hydraulic circuit between the two second normally closed valves 84 (PCV1 and PCV2). The third normally closed valve 85 (SCV) is arranged on the hydraulic circuit between the P piston 31 and the pedal feel simulation unit 40. The first pressure sensor 91 is connected to the pressure building unit 20 through a hydraulic circuit.

[0071] The electronic braking system provided by the present invention mainly has the following working modes:

[0072] Mode 1, normal working mode. In this working mode, the braking system works normally without faults. The four first normally open valves 81 (IV1, IV2, IV3, IV4), the four first normally closed valves 82 (OV1, OV2, OV3, OV4), and the diagnostic valve 100 (ATV) maintain the initial non-energized state of the solenoid valves. The third normally closed valve 85 (SCV) and the two second normally closed valves 84 (PCV1 and PCV2) are energized and opened, and the two second normally open valves 83 (MCV1 and MCV2) are energized and closed. When the driver steps on the brake pedal, the pedal drives the input rod 37, and then the pedal position sensor 70 transmits the pedal position signal to the control unit 50. The control unit 50 judges the driver's braking intention according to the pedal position signal, and the control unit 50 will control the pressure building unit 20 to output a suitable braking pressure to achieve braking according to the driver's braking intention. Since the two second normally open valves 83 (MCV1 and MCV2) are closed, the pressure of the pressure building unit 20 and the pressures of the P piston 31 chamber and the S piston 32 chamber are isolated, realizing the decoupling of the pressures at the pedal end and the pressure building unit 20 end.

[0073] In this mode, the force applied by the driver stepping on the pedal will push the brake fluid by the P piston 31 through the third normally closed valve 85 (SCV) to the pedal feel simulation unit 40, and the load of the pedal feel simulation unit 40 will feedback the target pedal feel to the driver, realizing the simulation of the pedal feel.

[0074] Mode 2, drive anti-skid and vehicle stability control mode. In this working mode, the braking system works normally without faults. The four first normally open valves 81 (IV1, IV2, IV3, IV4), the four first normally closed valves 82 (OV1, OV2, OV3, OV4), and the diagnostic valve 100 (ATV) maintain the initial non-energized state of the solenoid valves. The third normally closed valve 85 (SCV) and the two second normally closed valves 84 (PCV1 and PCV2) are energized and opened, and the two second normally open valves 83 (MCV1 and MCV2) are energized and closed. When the driving wheels of the vehicle slip or the vehicle slips during driving, without the driver stepping on the pedal, the electronic braking system will actively intervene to ensure that the vehicle is in a stable driving state. Specifically, when one or several driving wheels slip, a certain braking force needs to be applied to the slipping wheels, and the control unit will control the pressure building unit 20 to build pressure for braking according to the demand. For the wheels that do not need braking force, the four first normally open valves 81 (IV1, IV2, IV3, IV4) need to be closed to isolate the pressure at the pressure building unit 20 end. For the wheels that need to provide braking force, the four first normally open valves 81 (IV1, IV2, IV3, IV4) remain open. When the control unit 50 judges that the wheels provided with braking force have reached the appropriate braking force, the circuits of the four first normally open valves 81 (IV1, IV2, IV3, IV4) will be closed to maintain the pressure in the circuit.

[0075] When the control unit 50 determines that the braking force of the wheel provided with braking force is too large, the circuits of the four first normally open valves 81 (IV1, IV2, IV3, IV4) will be closed, and the four first normally closed valves 82 (OV1, OV2, OV3, OV4) will be opened to relieve pressure. The control unit 50 will, in real time, select to increase, maintain, or decrease the pressure of a certain wheel or several wheels according to parameters such as the slip ratio of the wheels to ensure the stable driving of the vehicle.

[0076] Mode 3, ABS mode. In this operating mode, the braking system operates normally without faults. The four first normally open valves 81 (IV1, IV2, IV3, IV4), the four first normally closed valves 82 (OV1, OV2, OV3, OV4), and the diagnostic valve 100 (ATV) maintain the initial non-energized state of the solenoid valves. The third normally closed valve 85 (SCV) and the two second normally closed valves 84 (PCV1 and PCV2) are energized and opened, and the two second normally open valves 83 (MCV1 and MCV2) are energized and closed. After the driver steps on the pedal, the braking system brakes as in Mode 1. When the control unit 50 determines that one or several wheels are slipping, it will control the first normally open valve 81 to close to isolate the pressure of the pressure building unit 20 and open the first normally closed valve 82 to relieve pressure. When the pressure is relieved to the target pressure, the control unit 50 controls the four first normally closed valves 82 (OV1, OV2, OV3, OV4) to close (the four first normally open valves 81 (IV1, IV2, IV3, IV4) remain closed) to maintain the wheel cylinder pressure. When the control unit 50 determines that the braking force is insufficient, it will open the closed pressure to increase the pressure.

[0077] There is a special working condition in the ABS mode. When the vehicle is on a road surface with a low adhesion coefficient, continuously triggering the ABS will cause the first piston 25 to be pushed to the maximum stroke. At this time, the pressure building unit 20 cannot provide braking when the vehicle needs braking force. To avoid this situation, when the first piston 25 reaches or is near the maximum stroke, the control unit 50 will control the check valve (RCV) to be de-energized and closed and control the piston of the pressure building unit 20 to quickly retract. At this time, the pressure building unit 20 is in a negative pressure state, and the check valve (RCV) is opened under the action of atmospheric pressure, and the brake fluid is supplemented from the check valve (RCV) to the cavity of the first piston 25. After the replenishment is completed, the check valve (RCV) is energized and opened, and the pressure building unit 20 can continue to build pressure.

[0078] Mode 4, backup braking mode. In this operating mode, a fault occurs in the electronic control module of the braking system. At this time, all the solenoid valves in the electronic braking system are not energized, and the pressure building unit 20 does not operate. When the driver steps on the pedal to request braking, the driver's pedal force is transmitted to the P piston 31 and the S piston 32 through the input rod 37, and the P piston 31 and the S piston 32 build pressure for braking.

[0079] As can be known from the above description, an electronic braking structure provided by the present utility model integrates structures such as a pressure building unit, a pedal input unit, a pedal feel simulation unit, a control unit, a liquid storage tank, etc. on a valve block, and is hydraulically connected to a solenoid valve and a pressure sensor hydraulic circuit, which can achieve decoupling of the pedal and the boosting mechanism, low noise, high response speed, has a vehicle body stability control function, and can achieve braking through a mechanical device when the electronic control system fails, with a small volume and high integration degree.

[0080] The above is only a preferred embodiment of the present utility model, and does not impose any form of limitation on the present utility model. Although the present utility model has been disclosed above with a preferred embodiment, it is not intended to limit the present utility model. Any person skilled in the art can make some changes or modifications to equivalent embodiments with equivalent changes within the scope of the technical solution of the present utility model by using the disclosed technical content. However, as long as it does not depart from the content of the technical solution of the present utility model, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present utility model still fall within the scope of the technical solution of the present utility model.

Claims

1. An electronic braking structure, characterized in that: The invention comprises a valve block (10), a pressure building unit (20), a pedal input unit (30), a pedal feel simulation unit (40), a control unit (50), a liquid storage tank (60), and a pedal position sensor (70), wherein the liquid storage tank (60) is installed on the top of the valve block (10), the pressure building unit (20) and the control unit (50) are installed on both side surfaces of the valve block (10), the pedal input unit (30) is installed on one end surface of the valve block (10), the pedal feel simulation unit (40) and the pedal position sensor (70) are installed on the same side as the control unit (50), and the control unit (50) is electrically connected to the pressure building unit (20) and the pedal position sensor (70).

2. The electronic brake structure according to claim 1, characterized in that: The pressure building unit (20) comprises at least a motor (21), a motor rotor (22), a nut (23), a screw rod (24), a first piston (25), a first plug (26), and a motor position sensor (27); the motor rotor (22) is fixed inside the motor (21); the screw rod (24) is fixed inside the motor rotor (22); the nut (23) is mounted on the outer periphery of the screw rod (24); the first piston (25) is mounted on the outer periphery of the nut (23); the first plug (26) is mounted on an end of the valve block (10) away from the nut (23); and the motor position sensor (27) is mounted on a mounting hole of the valve block (10).

3. The electronic brake structure according to claim 2, characterized in that: The valve block (10) is provided with a pressure building unit mounting hole (11) and a motor mounting stop (15); the pressure building unit (20) is mounted on the valve block (10) through the pressure building unit mounting hole (11); the motor mounting stop (15) is provided with a first sealing ring (28a); the motor (21) is sealedly connected to the motor mounting stop (15) through the first sealing ring (28a); the pressure building unit mounting hole (11) is provided with a second sealing ring (28b) and a third sealing ring (28c); the first piston (25) and the first plug (26) are sealedly connected to the pressure building unit mounting hole (11) through the second sealing ring (28b) and the third sealing ring (28c), respectively.

4. The electronic brake structure according to claim 3, characterized in that: An anti-rotation sleeve (21a) is provided on the mounting surface of the motor (21), the anti-rotation sleeve (21a) is mounted on the valve block (10), and a buffer rubber (21b) is provided between the anti-rotation sleeve (21a) and the valve block (10).

5. The electronic brake structure according to claim 4, characterized in that: The motor position sensor (27) is provided with a first contact (27a) and a positioning column (27b); the motor position sensor (27) is installed on the valve block (10) via the positioning column (27b); the motor position sensor (27) is connected to the control unit (50) via the first contact (27a); a motor position sensing chip (27c) is provided on the motor position sensor (27); a magnetic ring (27d) is provided on the motor rotor (22); and a gap is provided between the motor position sensing chip (27c) and the magnetic ring (27d).

6. The electronic brake structure according to claim 5, characterized in that: An anti-locking mechanism (24a) is provided at one end of the screw rod (24), and the anti-locking mechanism (24a) comprises a limiting plate (24a1) and a boss (24a2), wherein the limiting plate (24a1) is mounted on the screw rod (24), and the boss (24a2) is mounted on the nut (23).

7. The electronic brake structure according to claim 1, characterized in that: The pedal input unit (30) at least includes a P piston (31), an S piston (32), a push rod seat (33), a push rod (34), a flange (35), a dust cover (36), an input rod (37), and a spring seat (38); the S piston (32) is connected to the P piston (31); the P piston (31) is connected to the push rod seat (33); the push rod seat (33) is connected to the push rod (34); the push rod (34) is connected to the input rod (37); the flange (35) is arranged on the outer periphery of the P piston (31) by being connected to the spring seat (38); one end of the dust cover (36) is connected to the flange (35) and the other end is connected to the input rod (37).

8. The electronic brake structure according to claim 7, characterized in that: The valve block (10) is provided with a pedal input unit mounting hole (12), the S piston (32) and the P piston (31) are both mounted inside the pedal input unit mounting hole (12), and the S piston (32) is located between the valve block (10) and the P piston (31), a fifth sealing ring (39b) and a sixth sealing ring (39c) are provided inside the pedal input unit mounting hole (12), and the S piston (32) and the P piston (31) are respectively sealed and connected to the pedal input unit mounting hole (12) via the fifth sealing ring (39b) and the sixth sealing ring (39c).

9. The electronic brake structure according to claim 8, characterized in that: The S piston (32) is provided with a cylindrical pin (32a) inside, a gasket (32b) is provided on the step of the cylindrical pin (32a), a magnet assembly (31a) and an anti-rotation ring (31b) are provided on the P piston (31), a protrusion (31c) and a wear-reducing sleeve (31d) are provided on the anti-rotation ring (31b), and the wear-reducing sleeve (31d) is clamped on the protrusion (31c).

10. The electronic brake structure according to claim 1, characterized in that: The valve block (10) is provided with a pedal position sensor mounting hole (14), the pedal position sensor mounting hole (14) is provided with a slot (70a), the pedal position sensor (70) is provided with a buckle (70b), the pedal position sensor (70) is fixed in the pedal position sensor mounting hole (14) through the cooperation of the slot (70a) and the buckle (70b), the pedal position sensor (70) is provided with a second contact (70c) and a pedal position sensing chip (70d), and the second contact (70c) and the pedal position sensing chip (70d) are connected to the control unit (50) by signal.

11. The electronic brake structure according to claim 1, characterized in that: The pedal feel simulation unit (40) at least comprises a load rubber (41), a second piston (42), a spring connecting seat (43), a first load spring (44), a second load spring (45), a pin (46), and a second plug (47); the load rubber (41) is arranged inside one end of the second piston (42); a spring washer (48) is arranged at the other end of the second piston (42); one end of the pin (46) is connected to the second plug (47), and the other end is connected to the spring washer (48); the spring connecting seat (43) is sleeved on the other end of the pin (46); the first load spring (44) is sleeved on the outside of the pin (46), one end of which abuts against the spring connecting seat (43), and the other end abuts against the spring washer (48); the second load spring (45) is sleeved on the outside of the spring connecting seat (43), one end of which abuts against the second plug (47), and the other end abuts against the spring connecting seat (43).

12. The electronic brake structure according to claim 11, characterized in that: The valve block (10) is provided with a pedal feel simulation unit mounting hole (13), a seventh sealing ring is provided in the pedal feel simulation unit mounting hole (13), and the pedal feel simulation unit (40) is sealedly connected to the pedal feel simulation unit mounting hole (13) via the seventh sealing ring.

13. The electronic brake structure according to claim 1, characterized in that: The liquid storage tank (60) is sealedly connected to the valve block (10) via a ninth sealing ring (61); the valve block (10) is provided with an oil inlet (16); a one-way valve (17) is installed in the oil inlet (16); and the oil inlet (16) is in communication with the pressure building unit (20).

14. The electronic brake structure according to claim 1, characterized in that: The control unit (50) is sealed and connected to the valve block (10) via a tenth sealing ring. A solenoid (51) is installed in the control unit (50). The solenoid (51) is sleeved on the solenoid valve. An air avoidance hole (52) is provided in the control unit (50). The air avoidance hole (52) is used to accommodate part of the pressure building unit (20) and part of the pedal feel simulation unit (40).

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