ESC control device and vehicle

Abstract

The utility model discloses an ESC control device and a vehicle, the ESC control device comprises an actuator and a controller which are communicated with a wheel cylinder, and an oil inlet, a pressure sensor, a pressure limiting valve, a normally open valve and the wheel cylinder are sequentially communicated through a first passage to jointly construct a pressurization structure; the oil inlet, the pressure sensor, the liquid supplementing valve, the normally open valve and the wheel cylinder are sequentially communicated through a second passage to jointly construct an active pressure building structure; the normally-closed valve, the energy accumulator, the one-way valve, the plunger pump, the pressure limiting valve and the oil inlet are sequentially communicated through a third channel to jointly form a pressure reduction structure. Compared with a traditional ESC control device, the number of liquid supplementing valves and plunger pumps is increased, so that liquid supply of wheels is more sufficient, and the pressure building speed is higher; the plunger pumps are arranged alternately, so that the plunger pumps build pressure alternately in the rotating process of the motor, brake fluid output is smoother, and hydraulic impact is reduced; and a large-capacity energy accumulator is adopted, so that rapid pressure reduction of a large-tonnage vehicle model is facilitated.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicles, and in particular relates to an ESC control device and a vehicle. Background Art

[0002] ESC is the abbreviation of electronic stability system. It can prevent the wheels from locking and slipping when the car brakes in an emergency, maintain the car's steering ability, and actively intervene when turning to adjust the car body posture and maintain steering stability. It is an active safety control system.

[0003] With the continuous development and advancement of automotive technology, vehicles are gradually moving towards intelligence and safety. ESC systems are becoming increasingly common not only in small-tonnage vehicles, but also in larger vehicles to enhance safety. Existing ESC systems typically utilize two plunger pumps and two recharge valves, resulting in slow pressure buildup. The small accumulator volume hinders rapid decompression in large-tonnage vehicles, making them inadequate for the safe operation of these vehicles. Utility Model Content

[0004] In view of the above-mentioned deficiencies in the prior art, the present invention provides an ESC control device and a vehicle.

[0005] The purpose of this utility model is achieved through the following technical solutions:

[0006] In a first aspect, an ESC control device is provided, comprising:

[0007] The actuator connected to the wheel cylinder includes a valve body. The exterior of the valve body is fixed with several oil inlets connected to the vehicle's master cylinder, a pressure sensor, a solenoid valve, a motor, and several accumulators. The interior of the valve body is fixed with several plunger pumps and several one-way valves. The solenoid valve includes several pressure-limiting valves, several fluid-injection valves, several normally open valves, and several normally closed valves. All plunger pumps are arranged alternately on the motor shaft of the motor. The number of plunger pumps is no less than 6, and the number of fluid-injection valves is no less than 4.

[0008] A controller electrically connected to the actuator;

[0009] The oil inlet, the pressure sensor, the pressure limiting valve, the normally open valve and the wheel cylinder are sequentially connected through a first passage to jointly form a boosting structure;

[0010] The oil inlet, the pressure sensor, the refill valve, the plunger pump, the normally open valve and the wheel cylinder are sequentially connected through the second passage to jointly form an active pressure building structure;

[0011] The normally closed valve, the accumulator, the one-way valve, the plunger pump, the pressure-limiting valve, and the oil inlet are sequentially connected through a third passage to jointly construct a pressure-reducing structure.

[0012] In certain embodiments, when the ESC control device is in a boost state, the pressure limiting valve and the normally open valve are in an open state, the refill valve is in a closed state, the plunger pump is in a closed state, and the wheel cylinder has pressure flowing in through the oil inlet, the pressure limiting valve, and the normally open valve;

[0013] When the ESC control device is in the pressure maintaining state, the normally open valve is in the closed state;

[0014] When the ESC control device is in the decompression state, the normally closed valve is in the open state, the normally open valve is in the closed state, the plunger pump is in the working state, and the oil inlet has pressure flowing back through the wheel cylinder, normally closed valve, accumulator, one-way valve and plunger pump.

[0015] In certain embodiments, when the vehicle's steering angle is insufficient or excessive, the ESC control device is in an active pressure building state, the rehydration valve is in an open state, the pressure limiting valve is in a closed state, the plunger pump is in a working state, the normally open valve is in an open state, and the wheel cylinder has pressure flowing in through the oil inlet, the rehydration valve, the plunger pump, the one-way valve and the normally open valve.

[0016] In some embodiments, the controller includes a control box, a top cover with a heat dissipation structure is provided on the top of the control box, and a mounting cavity for placing a circuit board and motor pins is formed between the control box and the top cover.

[0017] In some embodiments, the motor includes a needle bearing fixedly connected to the valve body of the actuator, a motor shaft of the motor is inserted into the needle bearing, the motor shaft has a plurality of eccentric bearings, and the plunger pump is in contact with the eccentric bearings.

[0018] In certain embodiments, the accumulator includes a spring, a piston, a cover, and a plurality of bolts. The spring is interposed between the piston and the cover, and the cover is fixed to the outside of the valve body of the actuator by bolts.

[0019] In certain embodiments, the accumulator has a capacity of 13.5 ml.

[0020] In a second aspect, a vehicle is provided, comprising all of the aforementioned ESC control devices.

[0021] The beneficial effects of the present invention are as follows: compared with the traditional ESC control device (2 fluid replenishing valves, 2 plunger pumps), the present invention increases the number of fluid replenishing valves and plunger pumps, so that the wheel is supplied with more fluid and the pressure is built up faster; the plunger pumps are arranged alternately, so that the plunger pumps are rotated to build pressure during the rotation of the motor, the brake fluid output is smoother, and the hydraulic shock is reduced; the use of a large-volume accumulator is conducive to rapid decompression of large-tonnage vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0023] Figure 1 This is a circuit connection diagram of an ESC control device provided in one embodiment of the present invention;

[0024] Figure 2 This is a schematic diagram of the overall structure of an ESC control device provided in one embodiment of the present invention;

[0025] Figure 3 This is a schematic diagram of the exploded structure of the controller and actuator in the ESC control device provided in one embodiment of the present invention;

[0026] Figure 4 This is a schematic diagram of the overall structure of an actuator in an ESC control device provided in one embodiment of the present invention from a first perspective;

[0027] Figure 5 1 is a schematic diagram of the overall structure of the actuator in the ESC control device provided in one embodiment of the present invention from a second perspective;

[0028] Figure 6 1 is a schematic diagram of the overall structure of the actuator in the ESC control device provided in one embodiment of the present invention from a third perspective;

[0029] Figure 7 The actuator in the ESC control device provided by the utility model is Figure 6 Middle AA cross-section;

[0030] Figure 8 This is a structural diagram of the connection between the motor and the plunger pump in the ESC control device provided by the present utility model. DETAILED DESCRIPTION

[0031] In order to better understand the technical solution of the present application, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0032] like Figure 1-8 As shown, an ESC control device and a vehicle are provided, including an actuator 10 and a controller 20 communicated with a wheel cylinder 40 .

[0033] The actuator 10 includes a valve body 101, and the outside of the valve body 101 is fixed with several oil inlets 102 connected to the vehicle master cylinder 30, a pressure sensor 103, a solenoid valve 104, a motor 105 and several accumulators 106. The inside of the valve body 101 is fixed with several plunger pumps 107 and several one-way valves 108. The solenoid valve 104 includes several pressure-limiting valves 1041, several fluid replenishing valves 1042, several normally open valves 1043 and several normally closed valves 1044. All plunger pumps 107 are alternately arranged on the motor shaft 1051 of the motor 105. The number of plunger pumps 107 is not less than 6, and the number of fluid replenishing valves 1042 is not less than 4. In one embodiment, the number of the oil inlets 102 is 2; in one embodiment, the number of the oil inlets 102 is 2; in one embodiment, the number of the oil inlets 102 is 2; in one embodiment, the number of the accumulators 106 is 2; in one embodiment, the number of the one-way valves 108 is 2; in one embodiment, the number of the pressure-limiting valves 1041 is 2; in one embodiment, the number of the normally open valves 1043 is 4; in one embodiment, the number of the normally closed valves 1044 is 4.

[0034] like Figure 8 As shown, in one embodiment, the motor 105 includes a needle roller bearing 1052 fixedly connected to the valve body 101 of the actuator 10. The motor shaft 1051 of the motor 105 is inserted into the needle roller bearing 1052. The motor shaft 1051 has a plurality of eccentric bearings 1053. The plunger pump 107 contacts the eccentric bearings 1053. In one embodiment, the number of eccentric bearings 1053 is three.

[0035] It is understandable that the motor 105 provides power for the plunger pump 107, which provides power for the pressure return and pressure replenishment in the third passage 70, and the main pressure in the entire ESC control device is provided by the vehicle master cylinder 30 connected to the oil inlet 102. The use of a high-power DC motor 105 configured with an eccentric bearing 1053 drive and a needle bearing 1052 positioning can make the operation smoother. The use of at least 4 rehydration valves 1042 and at least 6 plunger pumps 107 to build pressure ensures more sufficient fluid supply and faster pressure building speed. The use of alternately arranged plunger pumps 107 allows the plunger pumps 107 to build pressure in turn during the rotation of the motor 105, making the brake fluid output smoother and effectively reducing hydraulic shock. The ESC control device in the present utility model still uses the traditional ESC oil inlet 102 and connector arrangement, making it easier to upgrade and replace components.

[0036] like Figure 6-7As shown, in one embodiment, the accumulator 106 includes a spring 1061 , a piston 1062 , a cover 1063 and several bolts 1064 . The spring 1061 is located between the piston 1062 and the cover 1063 . The cover 1063 is fixed to the outside of the valve body 101 of the actuator 10 by the bolts 1064 .

[0037] In one embodiment, the volume of the accumulator 106 is 13.5 ml.

[0038] It can be understood that the use of a large-capacity accumulator 106 is conducive to rapid decompression of large-tonnage vehicles.

[0039] The controller 20 is electrically connected to the actuator 10 .

[0040] like Figure 2-3 As shown, in one embodiment, the controller 20 includes a control box 201. A top cover 202 with a heat dissipation structure is provided on the top of the control box 201. A mounting cavity 203 for placing a circuit board and motor pins is formed between the control box 201 and the top cover 202. In one embodiment, a coil 204 is pressed into the control box 201.

[0041] In order to facilitate heat conduction of the controller 20 and facilitate frequent triggering of the ESC function, in one embodiment, the upper cover 202 is designed as a heat dissipation aluminum cover.

[0042] The oil inlet 102, the pressure sensor 103, the pressure limiting valve 1041, the normally open valve 1043 and the wheel cylinder 40 are sequentially connected through the first passage 50 to jointly form a pressure boosting structure;

[0043] The oil inlet 102, the pressure sensor 103, the refill valve 1042, the plunger pump 1071, the normally open valve 1043 and the wheel cylinder 40 are sequentially connected through the second passage 60 to jointly form an active pressure building structure;

[0044] The normally closed valve 1044 , the accumulator 1061 , the one-way valve 1081 , the plunger pump 1071 , the pressure limiting valve 1041 , and the oil inlet 1021 are sequentially connected through the third passage 70 to jointly construct a pressure reducing structure.

[0045] It can be understood that each of the pressure limiting valves 1041 is connected through the first passage 50; each of the normally open valves 1043 is connected in parallel through the first passage 50; each of the liquid replenishing valves 1042 is connected in parallel through the second passage 60;

[0046] Each one-way valve 108 is connected in series with each accumulator 106; each one-way valve 108 is connected in parallel with each accumulator 106 via the third passage 70; and each normally open valve 1043 is connected in parallel with each other via the first passage 50. The parallel connection allows for independent connection of individual branches, facilitating precise control of the ESC control device.

[0047] When the ESC control device is in the normal braking state, the pressure-limiting valve 1041 and the normally-open valve 1043 are in the open state, the refill valve 1042 is in the closed state, and the plunger pump 107 is in the off state. The wheel cylinder 40 has pressure flowing in through the oil inlet 102, the pressure-limiting valve 1041, and the normally-open valve 1043. That is, the pressure flows into the wheel cylinder 40 through the oil inlet 102, the pressure-limiting valve 1041, and the normally-open valve 1043.

[0048] When the ESC control device is in the pressure maintaining state, the normally open valve 1043 is in the closed state;

[0049] When the ESC control device is in a decompression state, the normally closed valve 1044 is in an open state, the normally open valve 1043 is in a closed state, the plunger pump 107 is in an operating state, and the oil inlet 102 has pressure flowing back through the wheel cylinder 40, the normally closed valve 1044, the accumulator 106, the one-way valve 108, and the plunger pump 107. That is, the pressure in the wheel cylinder 40 flows back into the oil inlet 102 through the normally closed valve 1044, the accumulator 106, the one-way valve 108, and the plunger pump 107.

[0050] In one embodiment, when the vehicle steering angle is insufficient or excessive, a wheel needs to be braked, the ESC control device is in an active pressure building state, the refill valve 1042 is in an open state, the pressure limiting valve 1041 is in a closed state, the plunger pump 107 is in a working state, one of the normally open valves 1043 is in an open state, and the other normally open valves 1043 are in a closed state, and the wheel cylinder 40 has pressure flowing in through the oil inlet 102, the refill valve 1042, the plunger pump 107, and the normally open valve 1043, that is, the pressure flows into the wheel cylinder 40 through the oil inlet 102, the refill valve 1042, the plunger pump 107, and the normally open valve 1043.

[0051] It can be understood that when the ESC control device detects through different sensors (steering angle sensor, yaw angular velocity and lateral acceleration sensor) that a wheel is in oversteer or understeer (the steering wheel angle and the simulated body angle do not match), the ESC control device starts the active pressure building function (actively braking one wheel to form a speed difference between this wheel and other wheels, and rotate relative to this axis) to adjust the body posture.

[0052] When braking is required, conventional braking functions are used to switch between boost, decompression, and pressure-maintaining states, thereby preventing the wheels from locking. This system maintains a vehicle slip rate of approximately 20%. This system actively builds pressure to ensure vehicle steerability. Compared to conventional ESC control systems, this system incorporates additional refill valves 1042 and plunger pumps 107. The alternating arrangement of the plunger pumps 107 and the use of a large-volume accumulator 106 make this system more suitable for rapid decompression in large-tonnage vehicles.

[0053] The workflow of this utility model is as follows:

[0054] During the boost phase, the vehicle's master cylinder 30 supplies oil to build up pressure. At this time, the pressure-limiting valve 1041 and the normally-open valve 1043 are open, and the refill valve 1042 is closed. Pressure enters the first passage 50 from the oil inlet 102. The motor 105 and the plunger pump 107 are in the off state. Pressure flows through the oil inlet 102, the pressure-limiting valve 1041, and the normally-open valve 1043 into the wheel cylinder 40, braking the vehicle.

[0055] When maintaining pressure, other states remain unchanged, the normally open valve 1043 is energized and closed, and pressure no longer flows into the wheel cylinder 40;

[0056] During decompression, the normally open valve 1043 is powered on and closed, the normally closed valve 1044 is opened, and the controller 20 controls the motor 105 to start and drive the plunger pump 107 to rotate and build up pressure. The pressure in the wheel cylinder 40 is lost and the fluid is returned from the oil inlet 102 to the vehicle master cylinder 30 through the normally closed valve 1044, the accumulator 106, the one-way valve 108 and the suction of the plunger pump 107.

[0057] The controller 20 monitors the wheel speed of each wheel via active wheel speed sensors, the steering wheel angle pressure sensor 103 monitors the steering wheel angle, and the yaw rate pressure sensor 103 and lateral acceleration pressure sensor 103 monitor the vehicle's yaw rate and lateral acceleration. The controller 20 controls the actuator 10 to activate the active pressure-building function. The oil inlet 102 operates normally to increase pressure, the pressure-limiting valve 1041 closes, and the refill valve 1042 opens. The controller 20 then controls the motor 105 to activate and rotate the plunger pump 107 to build pressure. At this point, the controller 20 only opens the normally-open valve 1043 corresponding to the wheel cylinder 40 connected to the wheel requiring braking, while the remaining normally-open valves 1043 remain closed. Pressure flows through the oil inlet 102, the refill valve 1042, and the plunger pump 107, which only has the opened normally-open valve 1043, into the corresponding wheel cylinder 40. This creates a speed difference between the wheel requiring braking and the other normal wheels, achieving the goal of rotating the vehicle relative to the braking vehicle, thereby adjusting the vehicle's posture.

[0058] The above description is merely a preferred embodiment of one or more embodiments of this specification and is not intended to limit one or more embodiments of this specification. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of one or more embodiments of this specification shall be included in the scope of protection of one or more embodiments of this specification.

Claims

1. An ESC control device, characterized in that: include: An actuator connected to the wheel cylinder includes a valve body. A plurality of oil inlets connected to the vehicle's master cylinder, a pressure sensor, a solenoid valve, a motor, and a plurality of accumulators are fixed to the exterior of the valve body. A plurality of plunger pumps and a plurality of one-way valves are fixed to the interior of the valve body. The solenoid valves include a plurality of pressure-limiting valves, a plurality of fluid-injection valves, a plurality of normally-open valves, and a plurality of normally-closed valves. All of the plunger pumps are alternately arranged on the motor shaft of the motor. The number of plunger pumps is no less than six, and the number of fluid-injection valves is no less than four. a controller electrically connected to the actuator; The oil inlet, the pressure sensor, the pressure limiting valve, the normally open valve and the wheel cylinder are sequentially connected through a first passage to jointly form a pressure boosting structure; The oil inlet, the pressure sensor, the refill valve, the plunger pump, the normally open valve, and the wheel cylinder are sequentially connected through a second passage to jointly form an active pressure building structure; The normally closed valve, the accumulator, the one-way valve, the plunger pump, the pressure-limiting valve, and the oil inlet are connected in sequence through a third passage to jointly construct a pressure-reducing structure.

2. The ESC control device according to claim 1, characterized in that: When the ESC control device is in a boost state, the pressure-limiting valve and the normally-open valve are in an open state, the refill valve is in a closed state, the plunger pump is in a closed state, and the wheel cylinder has pressure flowing in through the oil inlet, the pressure-limiting valve, and the normally-open valve; When the ESC control device is in a pressure-maintaining state, the normally open valve is in a closed state; When the ESC control device is in a decompression state, the normally closed valve is in an open state, the normally open valve is in a closed state, the plunger pump is in a working state, and the oil inlet has pressure flowing back through the wheel cylinder, the normally closed valve, the accumulator, the one-way valve, and the plunger pump.

3. The ESC control device according to claim 1, characterized in that: When the vehicle steering angle is insufficient or excessive, the ESC control device is in an active pressure building state, the rehydration valve is in an open state, the pressure limiting valve is in a closed state, the plunger pump is in an operating state, the normally open valve is in an open state, and the wheel cylinder has pressure flowing in through the oil inlet, the rehydration valve, the plunger pump, the one-way valve and the normally open valve.

4. The ESC control device according to claim 1, characterized in that: The controller includes a control box. An upper cover with a heat dissipation structure is provided on the top of the control box. A mounting cavity for placing a circuit board and motor pins is formed between the control box and the upper cover.

5. The ESC control device according to claim 1, characterized in that: The motor includes a needle bearing fixedly connected to the valve body of the actuator, a motor shaft of the motor is inserted into the needle bearing, the motor shaft is provided with a plurality of eccentric bearings, and the plunger pump is in contact with the eccentric bearings.

6. The ESC control device according to claim 1, characterized in that: The accumulator includes a spring, a piston, a cover and a plurality of bolts. The spring is interposed between the piston and the cover, and the cover is fixed to the outside of the valve body of the actuator through the bolts.

7. The ESC control device according to claim 1, characterized in that: The volume of the accumulator is 13.5 ml.

8. A vehicle, characterized in that: The ESC control device comprises the ESC control device according to any one of claims 1 to 7.

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