Novel integrated hydraulic braking system

Abstract

The utility model belongs to a vehicle brake control system, and particularly relates to a novel integrated hydraulic brake system. The system comprises a liquid storage tank, a pedal main cylinder, a brake pedal, a pressure buildup piston cylinder, a pressure buildup motor and four brake assemblies, and further comprises a pedal simulator, the pedal simulator is arranged in the pedal main cylinder, the pedal main cylinder is further provided with a stop valve, and the stop valve is communicated with a first pipeline; the number of the electromagnetic valves is reduced, the pedal simulator is integrated in the pressure building piston cylinder, the structure of the pedal simulator is simplified, meanwhile, the number of the electromagnetic valves is reduced, and therefore the cost of the whole brake system is controlled, and the product structure is simplified.

Description

Technical Field

[0001] The utility model belongs to a vehicle braking control system, and particularly relates to a novel integrated hydraulic braking system. Background Art

[0002] At present, with the development of the electric vehicle industry, the electro-hydraulic braking system is controlled by electric signals, and its braking control is relatively simple, the braking response is rapid, and the braking accuracy is relatively easy to control, which can meet the braking performance requirements in case of emergency braking, so that the electro-hydraulic braking system has also developed rapidly.

[0003] In the existing electro-hydraulic braking systems, there are separate pedal simulation units, and the number of solenoid valves involved is relatively large, resulting in a relatively high cost of the braking system and a relatively complex structure of the product. Summary of the Utility Model

[0004] Aiming at the problems existing in the prior art, the utility model simplifies the number of solenoid valves, and integrates the pedal simulator into the pressure building piston cylinder, simplifies the structure of the pedal simulator, and at the same time reduces the number of solenoid valves, so that the cost of the entire braking system is controlled and the structure of the product is also simplified.

[0005] In order to achieve the above object, the utility model is realized by the following technical solutions:

[0006] A novel integrated hydraulic braking system, which includes a liquid storage tank, a master cylinder, a brake pedal, a pressure building piston cylinder, a pressure building motor and four braking components. The master cylinder is connected to the liquid storage tank through a first pipeline and a second pipeline. The output ends of the master cylinder are respectively provided with a third pipeline and a fourth pipeline. The third pipeline is connected to the braking components of the front wheels, and the fourth pipeline is connected to the braking components of the rear wheels. It is characterized in that: the pressure building piston cylinder is connected to the liquid storage tank through a fifth pipeline. The output end of the pressure building piston cylinder is divided into a first branch and a second branch. The first branch is communicated with the third pipeline, and the second branch is communicated with the fourth pipeline. The pressure building motor is connected to the pressure building piston cylinder. The first isolation valve and the second isolation valve are respectively arranged on the third pipeline and the fourth pipeline. The first isolation valve and the second isolation valve are normally open solenoid valves. The third isolation valve and the fourth isolation valve are respectively arranged on the first branch and the second branch. The third isolation valve and the fourth isolation valve are normally open solenoid valves. It also includes a fifth pipeline for connecting the four braking components to the liquid storage tank. It also includes a pedal simulator which is arranged in the master cylinder. A stop valve is further arranged on the master cylinder, and the stop valve is communicated with the first pipeline.

[0007] Furthermore, a throttle valve is arranged on the second pipeline connecting the master cylinder and the liquid storage tank.

[0008] Furthermore, a first control valve is provided on the fourth pipeline. The pipeline after the first control valve is divided into a fourth first branch and a fourth second branch. The fourth first branch is connected to the left rear brake assembly, and the fourth second branch is connected to the right rear brake assembly. The fourth pipeline is connected to the fifth pipeline, and a second control valve is provided on the fourth pipeline. The second control valve is used to control whether the fourth pipeline is communicated with the fifth pipeline.

[0009] Furthermore, the third pipeline is divided into a third first branch and a third second branch. The third first branch is connected to the left front brake assembly, and the third second branch is connected to the right front brake assembly. A third control valve is provided on the third first branch. A left front branch communicating the third first branch and the fifth pipeline is further included, and a fourth control valve is provided on the left front branch. A fifth control valve is provided on the third second branch. A right front branch communicating the third second branch and the fifth pipeline is further included, and a sixth control valve is provided on the right front branch.

[0010] In summary, the present utility model has the following beneficial effects:

[0011] The structure of the pedal simulator of the present utility model is improved. The pedal simulator is integrated in the master cylinder, and a cut-off valve is additionally provided to control the outflow speed of the oil in the master cylinder, so as to simulate the pressure during pedal braking and provide the driver with the foot feeling of pedal braking. Therefore, the structure of the pedal simulator is simplified, and the number of solenoid valves of the present utility model is reduced, thereby reducing the cost of the braking system and simplifying the structure of the braking system. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The disclosure of the present utility model will be described with reference to the accompanying drawings. It should be understood that the drawings are only for the purpose of illustration and are not intended to limit the scope of protection of the present utility model. In the drawings, the same reference numerals are used to refer to the same components. Among them:

[0013] Figure 1 is a schematic diagram of the composition of the present utility model;

[0014] In the figure, 1 is a liquid storage tank,

[0015] 2 is a master cylinder,

[0016] 3 is a brake pedal,

[0017] 4 is a pressure building piston cylinder,

[0018] 5 is a pressure building motor,

[0019] 6 is a brake assembly,

[0020] 7 is a first pipeline, 70 is a cut-off valve,

[0021] 8 is a second pipeline, 80 is a throttle valve,

[0022] 9 is the third pipeline,

[0023] 10 is the fourth pipeline,

[0024] 11 is the fifth pipeline, 12 is the sixth pipeline,

[0025] 100 is the first branch, 101 is the second branch,

[0026] 200 is the first isolation valve, 201 is the second isolation valve, 202 is the third isolation valve, 204 is the fourth isolation valve,

[0027] 300 is the first control valve, 301 is the second control valve,

[0028] 400 is the fourth first branch, 401 is the fourth second branch,

[0029] 900 is the third first branch, 901 is the third second branch, 9001 is the third control valve, 902 is the left front branch, 903 is the right front branch, 9021 is the fourth control valve, 9011 is the fifth control valve, 9031 is the sixth control valve. Detailed implementation manners

[0030] It is easy to understand that according to the technical solution of the present invention, without changing the essential spirit of the present invention, those of ordinary skill in the art can propose various interchangeable structural ways and implementation manners. Therefore, the following detailed implementation manners and the accompanying drawings are only exemplary descriptions of the technical solution of the present invention, and should not be regarded as the whole of the present invention or as a limitation or restriction on the technical solution of the present invention.

[0031] See Figure 1As shown, a new integrated hydraulic braking system includes a liquid storage tank 1, a pedal master cylinder 2, a brake pedal 3, a pressure - building piston cylinder 4, a pressure - building motor 5, and four brake assemblies 6. The four brake assemblies are specifically divided into a front - wheel brake assembly and a rear - wheel brake assembly. The pedal master cylinder 2 is connected to the liquid storage tank through a first pipeline 7 and a second pipeline 8. The output ends of the pedal master cylinder 2 are respectively provided with a third pipeline 9 and a fourth pipeline 10. The third pipeline 9 is connected to the front - wheel brake assembly, and the fourth pipeline 10 is connected to the rear - wheel brake assembly. The pressure - building piston cylinder 4 is connected to the liquid storage tank 1 through a fifth pipeline 11. The output end of the pressure - building piston cylinder is divided into a first branch 100 and a second branch 101. The first branch 100 is communicated with the third pipeline 9, and the second branch 101 is communicated with the fourth pipeline 10. The pressure - building motor 5 is connected to the pressure - building piston cylinder 4. A first isolation valve 200 and a second isolation valve 201 are respectively arranged on the third pipeline 9 and the fourth pipeline 10. The first isolation valve 200 and the second isolation valve 201 are normally - open solenoid valves. A third isolation valve 202 and a fourth isolation valve 203 are respectively arranged on the first branch 100 and the second branch 101. The third isolation valve 202 and the fourth isolation valve 203 are normally - open solenoid valves. It also includes a fifth pipeline 11 which is used to connect the four brake assemblies to the liquid storage tank. It further includes a pedal simulator 20 which is arranged inside the pedal master cylinder. A cut - off valve 70 is also arranged on the pedal master cylinder. The cut - off valve is communicated with the first pipeline. The cut - off valve is a two - position two - way solenoid valve and can affect the medium flow through the movement and position of the valve core. In actual work, by changing the gap between the valve core and the valve seat, the flow rate and pressure of the medium are affected, so that the damping feeling of the pedal brake can be simulated, providing confidence for the driver to operate.

[0032] The utility model designs a new integrated hydraulic braking system, improves the structure of the pedal simulator. Specifically, the pedal simulator is integrated inside the pedal master cylinder, and a cut - off valve is added to control the outflow speed of the oil in the pedal master cylinder, so as to simulate the pressure during pedal braking and provide the driver with the foot feeling of pedal braking. Therefore, the utility model simplifies the structure of the pedal simulator, and reduces the number of solenoid valves, thereby reducing the cost of the braking system and simplifying the structure of the braking system.

[0033] The specific working process of the utility model is as follows:

[0034] When the driver acts on the brake pedal, the first isolation valve and the second isolation valve are energized and closed. The brake pedal drives the master cylinder to move. At the same time, the cut-off valve is energized and conducted. The brake fluid in the master cylinder flows back to the reservoir through the cut-off valve. The pedal simulator provided in the master cylinder cooperates to provide the user with the damping feeling of pedal braking, giving the user confidence in braking. At the same time, the third isolation valve and the fourth isolation valve are energized and conducted. The pressure building motor drives the pressure building piston cylinder to work. The brake fluid enters the third pipeline and the fourth pipeline through the third isolation valve and the fourth isolation valve. The brake fluid acts on the front brake assembly and the rear brake assembly respectively, thereby realizing braking.

[0035] A throttle valve 80 is provided on the second pipeline 8 connecting the master cylinder 2 and the reservoir. The throttle valve replaces the system self-check valve. The throttle valve in this application is a non-adjustable throttle valve.

[0036] A first control valve 300 is provided on the fourth pipeline 10. The pipeline after the first control valve 300 is divided into a fourth first branch 400 and a fourth second branch 401. The fourth first branch 400 is connected to the left rear brake assembly, and the fourth second branch 401 is connected to the right rear brake assembly. The fourth pipeline 10 is connected to the reservoir through a sixth pipeline 12. A second control valve 301 is provided on the fourth pipeline 10. The second control valve is used to control whether the fourth pipeline is connected to the fifth pipeline. The utility model simplifies the pipeline of the rear wheel brake assembly, uses the first control valve to control the left rear brake assembly and the right rear brake assembly at the same time, and uses the second control valve to control whether the fourth pipeline is connected to the fifth pipeline. The second control valve is used to control whether the pipeline needs to be quickly depressurized.

[0037] The third pipeline 9 is divided into a third first branch 900 and a third second branch 901. The third first branch 900 is connected to the left front brake assembly, and the third second branch 901 is connected to the right front brake assembly. A third control valve 9001 is provided on the third first branch 900. It also includes a left front branch 902 connecting the third first branch 900 and the sixth pipeline 12. A fourth control valve 9021 is provided on the left front branch 902. A fifth control valve 9011 is provided on the third second branch 901. It also includes a right front branch 903 connecting the third second branch 901 and the sixth pipeline 12. A sixth control valve 9031 is provided on the right front branch 903. The third control valve and the fourth control valve are provided to control whether the brake fluid can reach the left front brake assembly and the right front brake assembly through the third first branch and the third second branch. The front brake assembly is controlled separately, which can better brake each wheel and has a better stability effect, thus being more conducive to ensuring the safety of the vehicle.

[0038] In summary, the utility model has the following beneficial effects:

[0039] The present utility model improves the structure of the pedal simulator, integrates the pedal simulator into the master cylinder of the pedal, and adds a cut-off valve to control the outflow speed of the hydraulic fluid in the master cylinder of the pedal, thereby simulating the pressure during pedal braking and providing the driver with the foot feeling of pedal braking. Therefore, the present utility model simplifies the structure of the pedal simulator, and the present utility model reduces the number of solenoid valves, thereby reducing the cost of the braking system and simplifying the structure of the braking system.

[0040] The technical scope of the present utility model is not limited to the content described above. Those skilled in the art can make various deformations and modifications to the above embodiments without departing from the technical idea of the present utility model, and these deformations and modifications should all fall within the protection scope of the present utility model.

Claims

1. A novel integrated hydraulic braking system, which comprises a liquid storage tank, a master cylinder of the pedal, a brake pedal, a pressure - building piston cylinder, a pressure - building motor and four braking components. The master cylinder of the pedal is connected to the liquid storage tank through a first pipeline and a second pipeline. The output ends of the master cylinder of the pedal are respectively provided with a third pipeline and a fourth pipeline. The third pipeline is connected to the braking components of the front wheels, and the fourth pipeline is connected to the braking components of the rear wheels. It is characterized in that: The built - up pressure piston cylinder is connected to the liquid storage tank through the fifth pipeline. The output end of the built - up pressure piston cylinder is divided into a first branch and a second branch. The first branch is communicated with the third pipeline, and the second branch is communicated with the fourth pipeline. The built - up pressure motor is connected to the built - up pressure piston cylinder. A first isolation valve and a second isolation valve are respectively arranged on the third pipeline and the fourth pipeline. The first isolation valve and the second isolation valve are normally open solenoid valves. A third isolation valve and a fourth isolation valve are respectively arranged on the first branch and the second branch. The third isolation valve and the fourth isolation valve are normally open solenoid valves. It further includes a fifth pipeline for connecting four braking components to the liquid storage tank. It further includes a pedal simulator which is arranged in the master pedal cylinder. A cut - off valve is further arranged on the master pedal cylinder, and the cut - off valve is communicated with the first pipeline.

2. The novel integrated hydraulic braking system according to claim 1, wherein: A throttle valve is arranged on the second pipeline where the master pedal cylinder is connected to the liquid storage tank.

3. The novel integrated hydraulic braking system according to claim 1, wherein: A first control valve is arranged on the fourth pipeline. The pipeline after the first control valve is divided into a fourth first branch and a fourth second branch. The fourth first branch is connected to the left rear braking component, and the fourth second branch is connected to the right rear braking component. The fourth pipeline is connected to the fifth pipeline, and a second control valve is arranged on the fourth pipeline. The second control valve is used to control whether the fourth pipeline is communicated with the fifth pipeline.

4. The novel integrated hydraulic braking system according to claim 1, wherein: The third pipeline is divided into a third first branch and a third second branch. The third first branch is connected to the left front braking component, and the third second branch is connected to the right front braking component. A third control valve is arranged on the third first branch. It further includes a left front branch connecting the third first branch and the fifth pipeline, and a fourth control valve is arranged on the left front branch. A fifth control valve is arranged on the third second branch. It further includes a right front branch connecting the third second branch and the fifth pipeline, and a sixth control valve is arranged on the right front branch.

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