Novel electro-hydraulic brake control system

Abstract

The utility model belongs to an electro-hydraulic brake control system, and particularly relates to an electro-hydraulic brake control system for a vehicle, which comprises an electronic stabilizing system, a liquid storage tank and an electric brake power assisting device connected with the liquid storage tank. The electronic stabilization system is connected with the electric brake power assisting device through a first pipeline and a second pipeline, the first branch is connected with the first pipeline, the first branch is connected with a liquid storage tank, a first one-way valve is arranged on the first branch, a first electromagnetic valve connected with the first one-way valve in parallel is further connected to the first branch, and the second branch is connected with a second electromagnetic valve connected with the second one-way valve in parallel. The first branch is connected with the first pipeline, the second branch is connected with the second pipeline, the second branch is connected with the liquid storage tank, a second one-way valve is arranged on the second branch, and a second electromagnetic valve connected with the second one-way valve in parallel is further connected to the second branch; according to the utility model, the brake system is safer, the arrangement space is smaller, the cost is lower, and the application and popularization of products are facilitated.

Description

Technical Field

[0001] The utility model belongs to an electro-hydraulic braking control system, and particularly relates to an electro-hydraulic braking control system for a vehicle. Background Art

[0002] With the popularization of pure electric vehicles, the vacuum booster that relies on the negative pressure of the intake manifold of the fuel engine to drive can no longer solely perform the boosting function of the braking system. To ensure the braking force required for the whole vehicle, the additional electronic vacuum pump, while solving the problem, also poses serious challenges to the layout space of the whole vehicle and the cost burden.

[0003] Especially at present when the high-order driverless technology is tending to be applied, in order to improve the driving safety of the vehicle, as an important part of the longitudinal control of the vehicle, the braking system, users worldwide are seeking a braking function with high safety redundancy for the vehicle.

[0004] Therefore, an electric boosting device that relies on an electric motor as a power source and can automatically perform emergency braking without the driver's intervention after receiving an external danger recognition signal has gradually entered the market. As such an electric boosting device, for example, there is the solution disclosed in Patent Document 1, in which an electric motor drives a ball screw to push the master cylinder piston to move to establish the braking hydraulic pressure required for the whole vehicle braking.

[0005] Patent Document 1: CN112424035B;

[0006] Once the ONEBOX type of electric braking booster device disclosed in the above patent document fails, the whole vehicle will completely lose the boosting function, and the braking function completely depends on the pedal force from the driver. The suddenly increased pedal feeling will not only cause panic among the drivers, but also seriously reduce the braking performance and braking safety at critical moments. Therefore, the problem of insufficient functional safety redundancy of the current ONEBOX solution has gradually become prominent. To support the high safety required for high-order autonomous driving functions, the ONEBOX solution will be used in combination with a simplified version of ESC. However, the problems of tight layout space of the whole vehicle and large cost burden caused by the matching of the simplified version of ESC with the relatively large-sized and high-cost electric braking booster device have not been fundamentally solved. Summary of the Invention

[0007] Aiming at the problems existing in the prior art, the utility model designs a modular electro-hydraulic braking control system, making the braking system safer, with a smaller layout space and lower cost, thus contributing to the application and popularization of the product.

[0008] The technical solution of the utility model is as follows:

[0009] A novel electro-hydraulic braking control system, which includes an electronic stability system and a liquid storage tank, is characterized in that: it further includes an electro-hydraulic braking assist device, the electro-hydraulic braking assist device is connected to the liquid storage tank, the electronic stability system is connected to the electro-hydraulic braking assist device through a first pipeline and a second pipeline, it further includes a first branch connected to the first pipeline, the first branch is connected to the liquid storage tank, a first one-way valve is provided on the first branch, a first solenoid valve in parallel with the first one-way valve is further connected to the first branch, and a second branch connected to the second pipeline, the second branch is connected to the liquid storage tank, a second one-way valve is provided on the second branch, and a second solenoid valve in parallel with the second one-way valve is further connected to the second branch.

[0010] Furthermore, the electro-hydraulic braking assist device includes a master cylinder and a brake pedal connected to the master cylinder, the master cylinder is connected to the liquid storage tank, the output ports of the master cylinder are respectively connected to the first pipeline and the second pipeline, a first isolation valve is provided on the pipeline between the output port of the master cylinder and the first pipeline, a second isolation valve is provided on the pipeline between the output port of the master cylinder and the second pipeline, it further includes a motor pressure building unit, the motor pressure building unit is connected to the liquid storage tank, the output end of the motor pressure building unit is connected to the first pipeline through a third pipeline, a fourth pipeline is connected to the second pipeline, a third isolation valve is provided on the third pipeline, and a fourth isolation valve is provided on the fourth pipeline.

[0011] Furthermore, a pedal simulator is further connected to the pipeline before the second isolation valve, and a pedal simulator valve is provided before the input end of the pedal simulator.

[0012] Furthermore, a first pressure sensor is provided on the pipeline before the second isolation valve.

[0013] Furthermore, a displacement sensor for detecting the stroke of the brake pedal is further provided on the brake pedal.

[0014] Furthermore, the motor pressure building unit includes a pressure building piston cylinder, the pressure building piston cylinder is provided with a first liquid inlet and a second liquid inlet, the first liquid inlet and the second liquid inlet are connected to the liquid storage tank through pipelines, a third one-way valve is provided on the second liquid inlet, it further includes a driving motor, the driving motor is connected to the pressure building piston cylinder, and the pressure building piston cylinder is provided with an output port, and the output port is communicated with the third pipeline and the fourth pipeline.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] The utility model improves the electro-hydraulic braking control system. The electronic stability system and the electro-braking assist device are divided into two modules. The electronic stability system is one module, and the electro-braking assist device is one module. Separating the settings overcomes the problems of large volume and difficult layout of the electro-hydraulic braking control system using the onebox design in the prior art. Moreover, the module design also reduces the product cost and manufacturing cost. Further, the utility model realizes the connection between the electronic stability system and the liquid storage tank through the first branch and the second branch. In extreme environments, when the electronic stability system and the electro-braking resistance device also fail, the first solenoid valve and the second solenoid valve can be energized and conducted to connect the electronic stability system with the liquid storage tank, enabling the pressure in the electronic stability system to be released, providing a reliable environment for subsequent manual braking, and thus ensuring the safety of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a composition diagram of a new electro-hydraulic braking control system according to an embodiment of the utility model;

[0018] Figure 1 In

[0019] 1 is the electronic stability system,

[0020] 2 is the liquid storage tank,

[0021] 3 is the electro-braking assist device, 30 is the master cylinder of the pedal, 31 is the brake pedal, and 310 is the displacement sensor.

[0022] 4 is the first pipeline, 5 is the second pipeline, 40 is the first branch, 50 is the second branch, 401 is the first check valve, 402 is the first solenoid valve, 501 is the second check valve, and 502 is the second solenoid valve.

[0023] 6 is the first isolation valve,

[0024] 7 is the second isolation valve, and 70 is the first pressure sensor.

[0025] 8 is the motor pressure building unit, 80 is the third pipeline, 81 is the fourth pipeline, 801 is the third isolation valve, 811 is the fourth isolation valve, 82 is the pressure building piston cylinder, 820 is the first liquid inlet, 821 is the second liquid inlet, 83 is the third check valve, 84 is the driving motor, and 822 is the output port.

[0026] 9 is the pedal simulator, and 90 is the pedal simulator valve. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0027] The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments, so that those skilled in the art can better understand the present invention and be able to implement it, but the embodiments cited are not intended to limit the present invention.

[0028] It should be noted that when an element is referred to as being "disposed on" or "fixed to" another element, it can be directly on the other element or there can also be an intermediate element. When an element is referred to as being "fixed to" another element or "fixedly connected" to another element, the connection between them can be a detachable fixing method or a non-detachable fixing method. When an element is considered to be "connected" or "rotationally connected" to another element, it can be directly connected to the other element or there may be an intermediate element at the same time. The terms "vertical", "horizontal", "left", "right", "up", "down" and similar expressions are only for the purpose of illustration and do not represent the only implementation.

[0029] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the technical field to which the present invention belongs. The terms used in the specification of the present invention herein are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

[0030] The terms "first", "second", "third", etc. used in the present invention do not represent specific quantities and orders, but are only used for name distinction. Embodiment

[0031] See Figure 1 As shown, a new electro-hydraulic braking control system includes an electronic stability system 1 and a liquid storage tank 2, and further includes an electro-braking assist device 3. The electro-braking assist device 3 is connected to the liquid storage tank 1. The electronic stability system 1 is connected to the electro-braking assist device 3 through a first pipeline 4 and a second pipeline 5. It further includes a first branch 40 connected to the first pipeline 4. The first branch 40 is connected to the liquid storage tank 2. A first one-way valve 401 is provided on the first branch 40. A first solenoid valve 402 parallel to the first one-way valve is also connected to the first branch 40. And a second branch 50 connected to the second pipeline 5. The second branch 50 is connected to the liquid storage tank 1. A second one-way valve 501 is provided on the second branch 50. A second solenoid valve 502 parallel to the second one-way valve is also connected to the second branch.

[0032] The utility model designs a new electro-hydraulic braking control system. Specifically, the utility model designs the electronic stability system and the spot braking booster device into two independent modules, thereby reducing the volume of each module and the space occupied by the equipment, which is convenient for arrangement on the vehicle. Further, the utility model realizes the connection between the electronic stability system and the liquid storage tank through the first branch and the second branch. When the equipment is working normally, the first one-way valve and the second one-way valve are used to cut off the first branch and the second branch, and the first solenoid valve and the second solenoid valve are also in the closed state, and the oil fluid cannot flow from the electronic stability system to the liquid storage tank through the first branch and the second branch. When a fault occurs in the equipment, if the electronic stability system and the electro-braking booster device fail simultaneously, there is a relatively high pressure in the electronic stability system, and the force of manual braking cannot be transmitted to the brake wheel. At this time, the set first one-way valve and second one-way valve are energized and conducted, and the high-pressure oil fluid in the electronic stability system can be released into the liquid storage tank through the first one-way valve and the second one-way valve, reducing the pressure in the electronic stability system, ensuring that there is no residual pressure in the electronic stability system, and the braking force generated by the driver stepping on the brake pedal can be transmitted to the electronic stability system to brake the wheels, providing necessary safety for the intervention of the driver's pedal force, thereby also improving the safety of the vehicle.

[0033] The described electric braking assist device 3 includes a master cylinder 30 of the pedal and a brake pedal 31 connected to the master cylinder 30 of the pedal. The master cylinder 30 of the pedal is connected to the reservoir 2. The master cylinder of the pedal is a dual-chamber master cylinder, which has two output ports. The master cylinder 30 of the pedal and the output ports of the master cylinder are respectively connected to a first pipeline 4 and a second pipeline 5. A first isolation valve 6 is provided on the pipeline between the output port of the master cylinder 30 and the first pipeline 4. A second isolation valve 7 is provided on the pipeline between the output port of the master cylinder 30 and the second pipeline 5. It further includes a motor pressure building unit 8. The motor pressure building unit 8 is connected to the reservoir 2. The output end of the motor pressure building unit 8 is connected to the first pipeline 4 through a third pipeline 80. A fourth pipeline 81 is connected to the second pipeline 5. A third isolation valve 801 is provided on the third pipeline 80. A fourth isolation valve 811 is provided on the fourth pipeline 81. The electric braking assist device of the present utility model includes a master cylinder of the pedal and a motor pressure building unit. The first isolation valve and the second isolation valve provided are used to control the connection between the master cylinder of the pedal and the first pipeline and the second pipeline. Under normal working conditions, the first isolation valve and the second isolation valve are in a closed state. The pressure building by the driver of the master cylinder of the pedal will not be directly transmitted to the electronic stability system, but the signal of the pressure building of the master cylinder of the pedal is transmitted to the motor pressure building unit. The motor pressure building unit outputs corresponding braking pressure according to the signal. The third isolation valve and the fourth isolation valve are normally closed solenoid valves. When the electric braking assist device works normally, the third isolation valve and the fourth isolation valve are in a state of being energized and conducting. The braking pressure enters the first pipeline and the second pipeline through the third isolation valve and the fourth isolation valve and acts on the electronic stability system to realize the drive of the wheel brakes.

[0034] A pedal simulator 9 is also connected to the pipeline in front of the second isolation valve 7. A pedal simulator valve 90 is provided in front of the input end of the pedal simulator. The provided pedal simulator cooperates with the master cylinder of the pedal to form a force feedback on the pedal, so that the driver will have a pedal feeling, thereby obtaining a braking feeling and confidence.

[0035] A first pressure sensor 70 is provided on the pipeline in front of the second isolation valve 7. The provided first pressure sensor is used to detect the pressure between the pedal simulator and the master cylinder of the pedal. By detecting the pressure in the pipeline, it is judged whether the master cylinder of the pedal has an output, so as to avoid the situation of insufficient braking force caused by pipeline leakage.

[0036] Furthermore, a displacement sensor 310 for detecting the stroke of the brake pedal 31 is also provided on the brake pedal 31. The provided position sensor is used to detect the displacement of the brake pedal, so as to calculate the braking force to be formed by the master cylinder of the pedal, and can form a closed-loop control with the aforementioned first pressure sensor, further improving the reliability of the equipment.

[0037] The described motor pressure - building unit 8 includes a pressure - building piston cylinder 82. The pressure - building piston cylinder 82 is provided with a first liquid inlet 820 and a second liquid inlet 821. The first liquid inlet and the second liquid inlet are connected to a liquid storage tank through pipelines. A third one - way valve 83 is provided on the second liquid inlet 821. It also includes a driving motor 84. The driving motor 84 is connected to the pressure - building piston cylinder 82. The pressure - building piston cylinder 82 is provided with an outlet 822, and the outlet is communicated with a third pipeline 80 and a fourth pipeline 81. The driving motor drives the pressure - building piston cylinder to move according to the travel of the brake pedal and the movement of the pedal simulator, and outputs brake fluid to the electronic stability system. The driving motor drives the piston of the pressure - reducing piston cylinder to continuously move to the limit position of the stroke. At this time, the brake fluid in the piston cylinder cavity has been completely discharged. The driving motor needs to reverse to form negative pressure to supplement brake fluid from the liquid storage tank 2 to achieve continuous braking. This function is realized through the third one - way valve, ensuring that the vehicle can obtain continuous and stable braking force.

[0038] Compared with the prior art, the present utility model has the following beneficial effects:

[0039] The present utility model improves the electro - hydraulic braking control system. The electronic stability system and the electro - braking booster device are set as two modules. The electronic stability system is one module, and the electro - braking booster device is one module. Separating the settings overcomes the problems of the large volume and difficult layout of the electro - hydraulic braking control system using the one - box design in the prior art. Moreover, the module design also reduces the product cost and manufacturing cost. Further, the present utility model realizes the connection between the electronic stability system and the liquid storage tank through the first branch and the second branch. In extreme environments, when both the electronic stability system and the electro - braking resistance device fail, the first solenoid valve and the second solenoid valve can be energized and conducted, enabling the electronic stability system to be communicated with the liquid storage tank, releasing the pressure in the electronic stability system, providing a reliable environment for subsequent manual braking, and thus ensuring the safety of the vehicle.

[0040] Based on the described embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of the present invention.

Claims

1. A new electro-hydraulic braking control system, which includes an electronic stability system and a liquid storage tank, is characterized in that: It further includes an electric brake booster device which is connected to the liquid storage tank. The electronic stability system is connected to the electric brake booster device through a first pipeline and a second pipeline. It also includes a first branch connected to the first pipeline, and the first branch is connected to the liquid storage tank. A first one-way valve is provided on the first branch, and a first solenoid valve parallel to the first one-way valve is also connected to the first branch. And a second branch connected to the second pipeline, the second branch is connected to the liquid storage tank. A second one-way valve is provided on the second branch, and a second solenoid valve parallel to the second one-way valve is also connected to the second branch.

2. A novel electro-hydraulic braking control system according to claim 1, characterized in that: The electric brake booster device includes a master cylinder of the pedal and a brake pedal connected to the master cylinder of the pedal. The master cylinder of the pedal is connected to the liquid storage tank. The output ports of the master cylinder of the pedal are respectively connected to the first pipeline and the second pipeline. A first isolation valve is provided on the pipeline between the output port of the master cylinder of the pedal and the first pipeline, and a second isolation valve is provided on the pipeline between the output port of the master cylinder of the pedal and the second pipeline. It further includes a motor pressure building unit which is connected to the liquid storage tank. The output end of the motor pressure building unit is connected to the first pipeline through a third pipeline, and a fourth pipeline is connected to the second pipeline. A third isolation valve is provided on the third pipeline, and a fourth isolation valve is provided on the fourth pipeline.

3. The novel electro-hydraulic braking control system according to claim 2, wherein: A pedal simulator is also connected to the pipeline before the second isolation valve, and a pedal simulator valve is provided before the input end of the pedal simulator.

4. A novel electro-hydraulic braking control system according to claim 3, characterized in that: A first pressure sensor is provided on the pipeline before the second isolation valve.

5. A novel electro-hydraulic braking control system according to claim 2, characterized in that: A displacement sensor for detecting the stroke of the brake pedal is also provided on the brake pedal.

6. A novel electro-hydraulic braking control system according to claim 2, characterized in that: The motor pressure building unit includes a pressure building piston cylinder which is provided with a first liquid inlet and a second liquid inlet. The first liquid inlet and the second liquid inlet are connected to the liquid storage tank through pipelines. A third one-way valve is provided on the second liquid inlet. It further includes a driving motor which is connected to the pressure building piston cylinder. The pressure building piston cylinder is provided with an output port which is communicated with the third pipeline and the fourth pipeline.

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