Drive-by-wire hydraulic brake control system with redundant brake

Abstract

The utility model relates to the technical field of automobile parts, in particular to a drive-by-wire hydraulic brake control system with redundant brake, which is characterized in that a main control unit (IBC) and a redundant brake module (RBU) are in communication connection through a CAN FD, and the main control unit (IBC) and the redundant brake module RBU are respectively and electrically connected with an external power supply; a push rod of the main control unit IBC is connected with a brake pedal, two oil outlets of the main control unit IBC are communicated with two oil inlets of the redundant brake module RBU through pipelines respectively, and the other two oil outlets of the main control unit IBC are connected with the two rear wheel EPB brakes through pipelines. Two oil outlets of the redundant brake module RBU are connected with the two front wheel brakes through pipelines, the redundant brake module RBU is connected with the two rear wheel EPB brakes through lines, and the main control unit IBC is connected with one rear wheel EPB brake through a line. The system has the advantages that the parking redundancy requirement is met, driving and parking redundancy can be achieved, and L3-level and above automatic driving requirements are met.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile parts, in particular to a wire-controlled hydraulic brake control system with redundant braking. Background Art

[0002] A vehicle's braking system is a series of specialized devices that apply a certain amount of force to certain parts of the vehicle (primarily the wheels), thereby forcing a certain degree of braking. The braking system's functions include: slowing down or even stopping a moving vehicle at the driver's request; keeping a stopped vehicle stable under various road conditions (including on slopes); and maintaining a steady speed when traveling downhill.

[0003] With the development of electrification and intelligent vehicles, electronic boosters have become a common solution for vehicles to achieve wire-controlled braking. However, the existing mature electronic booster structures are mostly used for light vehicles under 5 tons, such as M1 and N1. For N2 and M3 vehicles weighing more than 5 tons, as the vehicle weight increases, the load on the vehicle's braking system also increases. The existing electronic booster structure cannot meet the vehicle's braking assistance needs. Utility Model Content

[0004] The technical problem to be solved by the utility model is to provide a wire-controlled hydraulic brake control system with redundant braking, which can realize wire-controlled hydraulic braking and improve the braking effect.

[0005] The technical solution of the utility model for solving the above-mentioned technical problems is as follows: a wire-controlled hydraulic brake control system with redundant braking, comprising a main control unit IBC and a redundant brake module RBU, the main control unit IBC and the redundant brake module RBU being connected via CANFD communication, the main control unit IBC and the redundant brake module RBU being electrically connected to an external power supply respectively; a push rod of the main control unit IBC being connected to a brake pedal, two oil outlets of the main control unit IBC being connected to two oil inlets of the redundant brake module RBU respectively via pipes, the other two oil outlets of the main control unit IBC being connected to two rear wheel EPB brakes via pipes, two oil outlets of the redundant brake module RBU being connected to two front wheel brakes via pipes, the redundant brake module RBU being connected to the two rear wheel EPB brakes respectively via lines, and the main control unit IBC being connected to one rear wheel EPB brake via a line.

[0006] The utility model discloses beneficial effect is: redundancy brake module RBU controls two rear wheels EPB brake and through the wire control two front wheel brake, and main control module IBC controls two rear wheels EPB brake and through the wire control one rear wheel EPB brake simultaneously through hydraulic pressure, when main control unit IBC fails, for example, power is disconnected, and redundancy brake module RBU still can be active build pressure and automatically stop the car, realizes the backup of service brake, and rear wheel EPB brake parking brake is mainly controlled by redundancy brake module RBU, when redundancy brake module RBU fails, main control unit IBC still can control one rear wheel EPB brake and realize parking brake, and at this time, the parking ability is slightly lower than the parking control ability of redundancy brake module RBU, satisfies the parking redundancy requirement, can realize service and parking redundancy, supports L3 and above automatic driving demand.

[0007] On the basis of the above technical scheme, the utility model still can make following improvement.

[0008] Further, the main control unit IBC includes a main control unit controller, a master cylinder assembly, an oil can, a servo pressure control unit, an emulator assembly, and a stroke sensor. The master cylinder assembly is a series two-cavity master cylinder. The master cylinder push rod of the master cylinder assembly is connected with a brake pedal. The first and second oil outlets of the oil can are respectively connected with the oil inlets of the two cavities of the master cylinder assembly. The third oil outlet of the oil can is connected with the oil inlet of the servo pressure control unit and connected with the oil outlet of the servo pressure control unit through a one-way valve. The oil outlets of the two cavities of the master cylinder assembly are respectively connected with the oil inlets of a master cylinder isolation valve. The push rod of the master cylinder assembly is connected with the brake pedal. The push rod of the master cylinder assembly is fixedly connected with the stroke sensor for detecting the brake pedal displacement. The emulator assembly is connected with the oil outlet of one cavity of the master cylinder assembly through an emulator isolation electromagnetic valve. The oil outlets of the servo pressure control unit are respectively connected with the oil inlets of two plunger pump isolation valves. The oil outlets of the two master cylinder isolation valves and the oil outlets of the two plunger pump isolation valves are all connected with the oil inlets of a wheel cylinder control circuit. The two oil outlets of the wheel cylinder control circuit are connected with the two rear wheel EPB brakes through pipelines. The other two oil outlets of the wheel cylinder control circuit are connected with the two oil inlets of the redundancy brake module RBU. The main control unit controller is electrically connected with the stroke sensor, the emulator isolation electromagnetic valve, the master cylinder isolation valve, and one rear wheel EPB brake.

[0009] Furthermore, the wheel cylinder control circuit includes a right front boost valve, a left rear boost valve, a left front boost valve, a right rear boost valve, a right front pressure reducing valve, a left rear pressure reducing valve, a left front pressure reducing valve and a right rear pressure reducing valve. The oil outlet of one master cylinder isolation valve and the oil outlet of one plunger pump isolation valve are connected through a pipeline and are respectively connected to the oil inlet of the right front boost valve and the oil inlet of the left rear boost valve. The oil outlet of another master cylinder isolation valve and the oil outlet of another plunger pump isolation valve are connected through a pipeline and are respectively connected to the oil inlets of the left front boost valve and the right rear boost valve. The oil outlet of the right front boost valve is respectively connected to the oil inlet of the right front pressure reducing valve and the oil inlet of the left rear boost valve. and the first oil inlet of the redundant brake module RBU, the oil outlet of the left rear boost valve is respectively connected to the oil inlet of the left rear pressure reducing valve and one of the rear wheel EPB brakes, the oil outlet of the left front boost valve is respectively connected to the oil inlet of the left front pressure reducing valve and another of the rear wheel EPB brakes, the oil outlet of the right rear boost valve is respectively connected to the oil inlet of the right rear pressure reducing valve and the second oil inlet of the redundant brake module RBU, the oil outlet of the right front pressure reducing valve, the oil outlet of the left rear pressure reducing valve, the oil outlet of the left front pressure reducing valve and the oil outlet of the right rear pressure reducing valve are all connected to the third oil outlet of the oil pot.

[0010] The beneficial effect of adopting the above further solution is that the four pressure reducing valves are respectively connected to the oil tank, and there is no pressure fluctuation interference and pressure reduction lag during synchronous pressure reduction.

[0011] Furthermore, the servo pressure control unit includes a pressure control motor, a reduction conversion mechanism driving a plunger pump, a motor position sensor and a current sensor. The output shaft of the pressure control motor is connected to the push rod of the reduction conversion mechanism driving the plunger pump, and the motor position sensor and the current sensor are both connected to the pressure control motor.

[0012] The beneficial effect of adopting the above further solution is: it drives the plunger pump to establish liquid pressure through the pressure control motor through the speed reduction conversion mechanism, and the current sensor and motor position sensor are used to ensure the accuracy of motor control to achieve pressure closed-loop servo control.

[0013] Furthermore, a first pressure sensor is connected to the oil outlet of the chamber at one end of the master cylinder assembly away from the stroke sensor.

[0014] The beneficial effect of adopting the above further solution is that the provision of the first pressure sensor can monitor the pressure in the master cylinder assembly in real time.

[0015] Furthermore, the oil outlet of the servo pressure control unit is connected to a second pressure sensor.

[0016] The beneficial effect of adopting the above further solution is that the provision of the second pressure sensor can monitor the pressure at the oil outlet end of the servo pressure building unit in real time.

[0017] Furthermore, the redundant braking module RBU includes a redundant controller, a redundant control motor and two groups of redundant braking components, each group of the redundant braking components includes a reciprocating piston pump, a pressure reducing solenoid valve and a pressure limiting solenoid valve, the redundant control motor is connected to the push rod of the reciprocating piston pump, the oil inlet of the reciprocating piston pump, the oil inlet of the pressure reducing solenoid valve and the oil inlet of the pressure limiting solenoid valve are all connected to the oil outlet of the main control unit IBC through a pipeline, the oil outlet of the reciprocating piston pump, the oil outlet of the pressure reducing solenoid valve and the oil outlet of the pressure limiting solenoid valve are all connected to one of the front wheel brakes, and the redundant controller is electrically connected to the redundant control motor, the pressure reducing solenoid valve, the pressure limiting solenoid valve and the rear wheel EPB brake respectively.

[0018] Furthermore, the redundant braking module RBU also includes an accumulator, which is arranged on a pipeline connecting the oil outlet of the main control unit IBC and the pressure reducing solenoid valve. The accumulator is connected to the oil outlet of the main control unit IBC and the pressure reducing solenoid valve through a one-way valve respectively.

[0019] The beneficial effect of adopting the above further solution is that the provision of the accumulator can store energy for the pressure reduction of the pressure reducing solenoid valve.

[0020] Furthermore, a third pressure sensor is connected to the oil inlet of the redundant braking module RBU.

[0021] The beneficial effect of adopting the above further solution is that the provision of the third pressure sensor can monitor the oil inlet pressure of the redundant brake module RBU in real time. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a structural diagram of the utility model;

[0023] Figure 2 This is a schematic diagram of the hydraulic working principle and connection relationship of the main control unit IBC and the redundant brake module RBU of the utility model;

[0024] In the accompanying drawings, the components represented by the reference numerals are as follows:

[0025] 100, main control unit (IBC); 101, oil pot; 101.1, first oil pot chamber; 101.2, second oil pot chamber; 101.3, third oil pot chamber; 102, diagnostic solenoid valve; 103, travel sensor; 104, master cylinder assembly; 104.1, first master cylinder chamber; 104.2, second master cylinder chamber; 104.3, first piston; 104.4, second piston; 104.5, master cylinder push rod; 105, first pressure sensor; 106, first master cylinder isolation valve; 107. Second master cylinder isolation valve; 108. Simulator isolation solenoid valve; 109. Simulator assembly; 110. First plunger pump isolation valve; 111. Second plunger pump isolation valve; 112. Second pressure sensor; 113. First check valve; 114. Servo pressure control unit; 114.1. Pressure control motor; 114.2. Motor position sensor; 114.3. Current sensor; 114.4. Speed ​​reduction conversion mechanism drives plunger pump; 115. Right front boost valve; 116. Left rear boost valve Valve; 117, left front boost valve; 118, right rear boost valve; 119, right front pressure reducing valve; 120, left rear pressure reducing valve; 121, left front pressure reducing valve; 122, right rear pressure reducing valve; 200, external power supply; 300, redundant brake module RBU; 301, third pressure sensor; 302, second oil suction valve; 303, first oil suction valve; 304, second pressure limiting solenoid valve; 305, first pressure limiting solenoid valve; 306, second one-way valve; 307, second accumulator; 308, first accumulator; 309. Third one-way valve; 310. Redundant control motor; 311. First reciprocating piston pump; 312. Second reciprocating piston pump; 313. First pressure-reducing solenoid valve; 314. Second pressure-reducing solenoid valve; 315. Fourth pressure sensor; 316. Fifth pressure sensor; 317. Fourth one-way valve; 318. Fifth one-way valve; 400. Right front wheel brake; 500. Left front wheel brake; 600. Right rear wheel EPB brake; 700. Left rear wheel EPB brake; 800. Brake pedal. DETAILED DESCRIPTION

[0026] The principles and features of the present invention are described below with reference to the accompanying drawings. The examples given are only used to explain the present invention and are not used to limit the scope of the present invention.

[0027] like Figure 1 、 Figure 2As shown, an embodiment of the present invention includes a main control unit (IBC) 100 and a redundant brake module (RBU) 300. Both are powered by two independent external power supplies 200. A push rod in the main control unit (IBC) 100 is mechanically connected to a brake pedal 800, providing a driver interface. Two oil outlets of the main control unit (IBC) 100 are connected to two oil inlets of the redundant brake module (RBU) 300 via pipes. Two other oil outlets of the main control unit (IBC) 100 are connected to two rear-wheel EPB brakes (right rear wheel EPB brake 600 and left rear wheel EPB brake 700) via hydraulic lines. Two oil outlets of the redundant brake module (RBU) 300 are connected to two front brakes (right front wheel brake 400 and left front wheel brake 500) via hydraulic lines. The redundant brake module (RBU) 300 is also electrically connected to the two rear-wheel EPB brakes (right rear wheel EPB brake 600 and left rear wheel EPB brake 700) to control rear-wheel mechanical clamping braking. The main control unit IBC100 is connected to one of the EPB brakes, the right rear wheel EPB brake 600 or the left rear wheel EPB brake 700, through an electrical line to control the mechanical clamping brake of a single rear wheel. The main control unit IBC100 and the redundant brake module RBU300 use public CANFD communication to monitor each other's working status and function switching.

[0028] If the main control unit (IBC100) fails, for example due to power outage, the redundant brake module (RBU300) can still proactively build pressure to automatically stop the vehicle, providing backup for driving. The rear EPB brakes, primarily controlled by the redundant brake module (RBU300), provide parking. If the redundant brake module (RBU300) fails, the main control unit (IBC100) can still control one of the rear EPB brakes—the right rear EPB brake 600 and the left rear EPB brake 700—to provide parking. While parking capability is somewhat reduced compared to the redundant brake module (RBU300), this still meets parking redundancy requirements. This drive-by-wire hydraulic brake system offers both driving and parking redundancy, supporting Level 3 autonomous driving and above.

[0029] In an embodiment of the present invention, the main control unit IBC100 includes a main control unit controller (not shown in the drawings), a master cylinder assembly 104 , an oil pot 101 , a servo pressure control unit 114 , a simulator assembly 109 and a stroke sensor 103 .

[0030] The master cylinder assembly 104 is a two-chamber master cylinder in series. A first piston 104.3 and a second piston 104.4 are slidably and hermetically spaced apart within the cylinder body of the master cylinder assembly 104. A seal provides a hydraulic seal. The first piston 104.3 is mechanically connected to the brake pedal 800 via a master cylinder push rod 104.5. A first master cylinder chamber 104.1 is formed between the first and second pistons 104.3 and 104.4, and a second master cylinder chamber 104.2 is located on the other side of the second piston 104.4. A travel sensor 103 is fixedly connected to the master cylinder push rod 104.5. This sensor detects the displacement of the master cylinder push rod 104.5, and thus the brake pedal 800, to identify the driver's braking intention.

[0031] Servo pressure control unit 114 uses a pressure control motor 114.1 to drive a plunger pump 114.4 via a speed reduction conversion mechanism to establish hydraulic pressure. Current sensor 114.3 and motor position sensor 114.2 ensure motor control accuracy. A second pressure sensor 112 is located at the oil outlet of servo pressure control unit 114 to implement closed-loop pressure servo control.

[0032] The oil reservoir 101 has three separate chambers: a first oil reservoir chamber 101.1, a second oil reservoir chamber 101.2, and a third oil reservoir chamber 101.3. These chambers are connected to the master cylinder assembly 104 and the servo pressure control unit 114, respectively, to replenish brake fluid to the master cylinder assembly 104 and the servo pressure control unit 114. The first oil reservoir chamber 101.1 is connected to the first master cylinder chamber 104.1 via a diagnostic solenoid valve 102, the second oil reservoir chamber 101.2 is connected to the second master cylinder chamber 104.2, and the third oil reservoir chamber 101.3 is connected to the oil inlet of the servo pressure control unit 114 and to the oil outlet of the servo pressure control unit 114 via a first check valve 113.

[0033] The simulator component 109 is connected to the oil outlet of the first master cylinder chamber 104.1 through the simulator isolation solenoid valve 108. The oil outlet of the first master cylinder chamber 104.1 passes through the first master cylinder isolation valve 106 and merges with the oil outlet of the servo pressure control unit 114 through the first plunger pump isolation valve 110, and then is divided into two paths, which are respectively connected to the right front boost valve 115 and the left rear boost valve 116.

[0034] The oil outlet of the second master cylinder chamber 104.2 passes through the second master cylinder isolation valve 107, and merges with the oil outlet of the servo pressure control unit 114 through the second plunger pump isolation valve 111, and then splits into two paths, respectively connected to the left front boost valve 117 and the right rear boost valve 118. The oil outlet of the second master cylinder chamber 104.2 is connected to the first pressure sensor 105.

[0035] The oil outlet of the right front boost valve 115 is respectively connected to the oil inlet of the right front pressure reducing valve 119 and the oil outlet FR of the main control unit IBC100. The oil outlet FR of the main control unit IBC100 is connected to the first oil inlet of the redundant brake module RBU300. The oil outlet of the left rear boost valve 116 is respectively connected to the oil inlet of the left rear pressure reducing valve 120 and the oil outlet RL of the main control unit IBC100. The oil outlet RL of the main control unit IBC100 is connected to the left rear wheel EPB brake 700. The oil outlet of the left front boost valve 117 is respectively connected to the oil inlet of the left front pressure reducing valve 121 and the oil outlet FR of the main control unit IBC100. The oil outlet RR is connected, the oil outlet RR of the main control unit IBC100 is connected to the right rear wheel EPB brake 600, the oil outlet of the right rear boost valve 118 is respectively connected to the oil inlet of the right rear pressure reducing valve 122 and the oil outlet FL of the main control unit IBC100, the oil outlet FL of the main control unit IBC100 is connected to the second oil inlet of the redundant brake module RBU300, the oil outlet of the right front pressure reducing valve 119, the oil outlet of the left rear pressure reducing valve 120, the oil outlet of the left front pressure reducing valve 121 and the oil outlet of the right rear pressure reducing valve 122 are all connected to the oil outlet of the third oil tank chamber 101.3 of the oil tank 101.

[0036] The main control unit controller is electrically connected to the stroke sensor 103 , the simulator isolation solenoid valve 108 , the first master cylinder isolation valve 106 , the second master cylinder isolation valve 107 and one of the rear wheel EPB brakes, respectively.

[0037] The redundant brake module (RBU) 300 includes a redundant controller, a redundant control motor 310, and two redundant brake assemblies. Each redundant brake assembly includes a reciprocating piston pump, a pressure reducing solenoid valve, and a pressure limiting solenoid valve. These include a first reciprocating piston pump 311, a second reciprocating piston pump 312, a first pressure reducing solenoid valve 313, a second pressure reducing solenoid valve 314, a first pressure limiting solenoid valve 305, and a second pressure limiting solenoid valve 304. The oil outlets of the second reciprocating piston pump 312, the second pressure reducing solenoid valve 314, and the first pressure limiting solenoid valve 305 are connected to the oil outlet FR of the redundant brake module 300, with a reserve for a fifth pressure sensor 316. The oil outlets of the first reciprocating piston pump 311, the first pressure reducing solenoid valve 313, and the second pressure limiting solenoid valve 304 are connected to the oil outlet FL of the redundant brake module 300, with a reserve for a fourth pressure sensor 315. The oil inlet of the second reciprocating piston pump 312 is connected to the first oil inlet of the redundant brake module RBU 300 through the first oil suction valve 303. The oil inlet of the first reciprocating piston pump 311 is connected to the second oil inlet of the redundant brake module RBU 300 through the second oil suction valve 302. The second pressure reducing solenoid valve 314 is connected to the first accumulator 308 through the fifth check valve 318. The first accumulator 308 is connected to the first oil inlet of the redundant brake module RBU 300 through the third check valve 309. The first pressure reducing solenoid valve 313 is connected to the second accumulator 307 through the fourth check valve 317. The second accumulator 307 is connected to the second oil inlet of the redundant brake module RBU 300 through the second check valve 306. A third pressure sensor 301 is located at the oil inlet of the redundant brake module RBU 300.

[0038] The redundant controller is electrically connected to the redundant control motor 310 , the first pressure reducing solenoid valve 313 , the second pressure reducing solenoid valve 314 , the first pressure limiting solenoid valve 305 , the second pressure limiting solenoid valve 304 , the right rear wheel EPB brake 600 , and the left rear wheel EPB brake 700 , respectively.

[0039] The main control unit IBC100's oil outlet FL is connected to the second oil inlet of the redundant brake module RBU300. The main control unit IBC100's oil outlet FR is connected to the first oil inlet of the redundant brake module RBU300. The main control unit IBC100's oil outlet RR is connected to the right rear wheel EPB brake 600, and the main control unit IBC100's oil outlet RL is connected to the left rear wheel EPB brake 700. The redundant brake module RBU300's oil outlet FL is connected to the left front wheel brake 500, and the redundant brake module RBU300's oil outlet FR is connected to the right front wheel brake 400.

[0040] When the main control unit IBC100 and the redundant brake module RBU300 are both operating normally, the system is powered on, the main control unit IBC100, the first master cylinder isolation valve 106, and the second master cylinder isolation valve 107 are powered on and closed, the first plunger pump isolation valve 110 and the second plunger pump isolation valve 111 are powered on and opened, and the simulator isolation solenoid valve 108 is powered on and opened.

[0041] Servo brake:

[0042] When the driver depresses brake pedal 800, master cylinder push rod 104.5 moves leftward, simultaneously moving first piston 104.3 leftward. Due to the sealing action of the seal, brake fluid in first master cylinder chamber 104.1 is pushed out. The fluid then passes through simulator isolation solenoid valve 108 and enters the chamber of simulator assembly 109, thereby building pressure within this circuit and simulating brake feel. Second piston 104.4 moves leftward due to the pressure in first master cylinder chamber 104.1. Due to the seal and the closure of second master cylinder isolation valve 107, fluid in second master cylinder chamber 104.2 cannot be discharged, preventing second piston 104.4 from moving substantially leftward. Consequently, pressure in second master cylinder chamber 104.2 is substantially equal to that in first master cylinder chamber 104.1.

[0043] The travel sensor 103 detects the displacement of the master cylinder push rod 104.5, and the master control unit controller calculates the target pressure of the servo pressure control unit 114 through the displacement-vehicle deceleration target and brake energy recovery demand pressure. The pressure control motor 114.1 drives the speed reduction conversion mechanism to drive the plunger pump 114.4 to move to the left. Since the sealing element is sealed, the brake fluid in the speed reduction conversion mechanism drive plunger pump 114.4 is discharged, and is branched to one way through the first plunger pump isolation valve 110, one way through the right front booster valve 115, the master control unit IBC 100 outlet FR, and then enters the redundant brake module RBU 300 first inlet, through the first pressure limiting solenoid valve 305 and the master control unit IBC 100 outlet FR into the right front wheel brake 400; the other way through the left rear booster valve 116 and the master control unit IBC 100 outlet RL, into the left rear wheel EPB brake 700. The brake fluid in the speed reduction conversion mechanism drive plunger pump 114.4 is branched to another way through the second plunger pump isolation valve 111, one way through the left front booster valve 117, the master control unit IBC 100 outlet FL, and then enters the redundant brake module RBU 300 second inlet, through the second pressure limiting solenoid valve 304 and the master control unit IBC 100 outlet FL into the left front wheel brake 500; the other way through the right rear booster valve 118 and the master control unit IBC 100 outlet RR, into the right rear wheel EPB brake 600. The above-mentioned entire circuit establishes pressure, and the second pressure sensor 112 detects the circuit pressure. The master control unit controller realizes closed-loop control of pressure according to the pressure value and the target pressure, and accurately establishes the required target pressure in the four brakes.

[0044] Linear control brake:

[0045] When the driver does not step on the brake pedal 800, the master control unit controller receives external controller brake demand such as ACC, AEB function brake request or automatically identifies the need for braking, calculates the target pressure of the servo pressure control unit 114, and the servo pressure control unit 114 establishes the corresponding pressure according to the above-mentioned logic.

[0046] Single wheel pressure regulation:

[0047] When different brakes require different pressures, for example, to adjust the left front brake pressure, if pressure maintenance is required, the left front boost valve 117 is powered on and closed. To reduce pressure, the left front boost valve 117 is powered on and closed, while the left front pressure reducing valve 121 is powered on and opened. The brake fluid in the left front brake 500 passes through the left front pressure reducing valve 121 and returns to the third tank chamber 101.3 of the oil tank 101, reducing the pressure. To increase pressure, the left front boost valve 117 is powered off and closed, while the left front pressure reducing valve 121 is powered off and opened. The brake fluid in the servo pressure control unit 114 enters the left front brake 500 through the left front boost valve 117, increasing the pressure. Similarly, the right front, left rear, and right rear brake pressures can be independently adjusted to implement functions such as ABS, TCS, and VDC.

[0048] Main control unit IBC100 fails:

[0049] After the main control unit IBC100 fails, all its control components are in the power-off initial state.

[0050] Hydraulic power assist HBC: When the driver steps on the brake pedal 800, the master cylinder push rod 104.5 is pushed to the left, and the first piston 104.3 also moves to the left. Due to the sealing effect of the seal, the brake fluid in the first master cylinder chamber 104.1 is pushed out, and then passes through the first master cylinder isolation valve 106, and then passes through the right front boost valve 115 and the main control unit IBC100 oil outlet FR, enters the first oil inlet of the redundant brake module RBU300, the first pressure limiting solenoid valve 305 and enters the right front wheel brake 400, and the other way passes through the left rear boost valve 116 and the main control unit IBC100 oil outlet RL and enters the left rear wheel EPB brake 700 to build up pressure in this entire circuit. The second piston 104.4 moves to the left under the action of the pressure in the first master cylinder chamber 104.1, and the brake fluid in the second master cylinder chamber 104.2 is discharged, passes through the first master cylinder isolation valve 106, and then passes through the left front boost valve 117 and the oil outlet FL of the main control unit IBC100, enters the second oil inlet of the redundant brake module RBU300, and the second pressure-limiting solenoid valve 304 to enter the left front wheel brake 500, and another way passes through the right rear boost valve 118 and the oil outlet RR of the main control unit IBC100 to enter the right rear brake 600, so as to build up pressure in this entire circuit. After the third pressure sensor 301 detects pressure, its controller controls the first and second pressure-limiting solenoid valves 305 and 304 to power on and close, and the first and second oil suction valves 303 and 302 to power on and open. The redundant control motor 310 powers on and drives the second reciprocating piston pump 312 to pump brake fluid from the first oil inlet, i.e., the first master cylinder chamber 104.1, through the first oil suction valve 303 and then pump it into the right front wheel brake 400. Simultaneously, the redundant control motor 310 drives the first reciprocating piston pump 311 to pump brake fluid from the second oil inlet, i.e., the second master cylinder chamber 104.2 of the main control unit IBC100, through the second oil suction valve 302 and then pump it into the left front wheel brake 500. The pressure is adjusted by the first and second pressure-limiting solenoid valves 305 and 304 to establish a pressure proportional to that of the third pressure sensor 301, thereby increasing the pressure in the right and left front wheel brakes 400 and 500, thereby implementing the hydraulic power assist HBC function. The redundant brake module RBU300 can optionally be equipped with a fifth pressure sensor 316 and a fourth pressure sensor 315 at its oil outlet FR, respectively. This allows for closed-loop pressure control of the right front wheel brake 400 and the left front wheel brake 500, ensuring more precise pressure control. The pressure within the left and right rear wheel EPB brakes 700 and 700 is equal to the pressure at the first oil inlet of the redundant brake module RBU300. If the pressure is insufficient, the redundant controller controls the right and left rear wheel EPB brakes 600 and 700, increasing the braking force of the parking mechanism. This increases the total braking force of the redundant brake module RBU300, enabling vehicle deceleration to exceed 0.8g.

[0051] External brake request ACC function:

[0052] When the driver does not step on the brake pedal 800 and the redundant controller receives an external braking request, it obtains the target pressure by calculation, controls the first pressure-limiting solenoid valve 305 and the second pressure-limiting solenoid valve 304 to be powered on and closed, and the first oil suction valve 303 and the second oil suction valve 302 to be powered on and opened, and the redundant control motor 310 is powered on to drive the second reciprocating plunger pump 312 to pass through the first oil suction valve 303 from the first oil inlet, then through the main control unit IBC100 oil outlet FR, the right front boost valve 115, the first master cylinder isolation valve 106, the first master cylinder chamber 104.1, and then from the oil tank 101 to the first oil tank. Brake fluid is drawn from chamber 101.1 and then pumped into the right front wheel brake 400. Simultaneously, the redundant control motor 310 drives the first reciprocating piston pump 311, which pumps fluid through the second suction valve 302 from the second oil inlet, then through the main control unit IBC100 oil outlet FL, the left front pressure boost valve 117, the second master cylinder isolation valve 107, the second master cylinder chamber 104.2, and finally from the second oil reservoir chamber 101.2 of the oil reservoir 101. The fluid is then pumped into the left front wheel brake 500. Pressure is then regulated by the first and second pressure limiting solenoid valves 305 and 304 to establish the required pressure in the circuit. At this point, the left rear wheel EPB brake 700 and the right rear wheel EPB brake 600 are depleted of fluid pressure. When the braking force of the left front wheel brake 500 and the right front wheel brake 400 cannot meet the external braking request, the redundant controller controls the left and right rear EPB parking mechanisms to increase the braking force to achieve a deceleration requirement of at least 0.8g.

[0053] ABS function:

[0054] Whether operating with the hydraulic power assist (HBC) or external brake request (ACC) functions, if the redundant controller identifies a potential locking trend on the left and right front wheel brakes 500 and 400, it independently adjusts the brake pressures of the left and right front wheel brakes 500 and 400 to achieve independent wheel pressure control. Taking the right front wheel brake 400 pressure control as an example, the second pressure reducing solenoid valve 314 is powered on and opened, while the first oil intake valve 303 is powered off and closed. Brake fluid from the right front wheel brake 400 flows through the second pressure reducing solenoid valve 314 and the fifth check valve 318 into the first accumulator 308 for temporary storage. When the pressure in the first accumulator 308 exceeds the pressure at the first oil inlet, the brake fluid flows through the third check valve 309 into the first oil inlet, discharging the brake fluid from the first accumulator 308 and providing storage space for the next pressure reduction operation. The fifth check valve 318 prevents the second pressure-reducing solenoid valve 314 from opening when the pressure in the first accumulator 308 exceeds the wheel cylinder pressure. This would prevent the brake fluid from flowing back into the accumulator, causing the pressure to increase during the pressure reduction process and exacerbating braking instability. To maintain pressure, the second pressure-reducing solenoid valve 314 of the redundant brake module (RBU) 300 is powered off and closed. The pressure is regulated by the first pressure-limiting solenoid valve 305, and the redundant control motor 310 is powered off and stopped to maintain the current pressure. To increase pressure, the first oil intake valve 303 is powered on and opened. The redundant control motor 310 is powered on to drive the second reciprocating piston pump 312 to pump oil to the right front wheel brake 400, increasing the pressure limit of the first pressure-limiting solenoid valve 305 to achieve pressure increase. Similarly, the left front wheel brake 500 is adjusted for pressure increase or decrease.

[0055] The left and right rear wheels are braked by the redundant brake module RBU300, which controls the left rear wheel EPB brake 700 and the right rear wheel EPB brake 600 through the parking mechanism, and adjusts the rear wheel parking brake force to ensure that the rear wheels are not locked.

[0056] By adjusting the pressure of the left front wheel brake 500 and the right front wheel brake 400 individually and adjusting the parking brake force of the left rear wheel EPB brake 700 and the right rear wheel EPB brake 600, the ABS function is realized and the deceleration of the entire vehicle during the ABS function is maximized.

[0057] Parking brake: The redundant controller controls the left rear wheel EPB brake 700 and the right rear wheel EPB brake 600 to implement parking brake.

[0058] Redundant brake module RBU300 fails:

[0059] The service brake is the same as when the main control unit IBC100 and the redundant brake module RBU300 are normal.

[0060] Parking brake: The main control unit IBC100 controls either the left rear wheel EPB brake 700 or the right rear wheel EPB brake 600 to implement parking brake.

[0061] This technical solution utilizes a wire-controlled hydraulic system combining a main control unit (IBC100) and a redundant brake module (RBU300). This system provides redundant backup for both service and parking brakes, supporting Level 3 autonomous driving requirements and above. If the main control unit (IBC100) fails, the redundant brake module (RBU300) can provide not only HBC and externally requested braking (ACC) functions, but also ABS. The front wheels can be independently controlled, enhancing ABS braking deceleration. This improves the braking capacity of the redundant brake module (RBU300) in the event of a main control unit failure, enhancing vehicle stability and safety. Once the redundant control module (RBU) is implemented, the main control unit (IBC100) can control either the left rear wheel EPB brake (700) or the right rear wheel EPB brake (600), achieving parking redundancy.

[0062] In the description of the present invention, it should be understood that the terms "center", "length", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "inside", "outside", "peripheral", "circumferential" and the like, indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the system or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0063] In the description of the present invention, “a plurality of” means at least two, such as two, three, etc., unless otherwise clearly defined.

[0064] In this utility model, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection; direct connection, or indirect connection through an intermediate medium; internal communication between two components, or interaction between two components, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in this utility model based on specific circumstances.

[0065] In the description of the present specification, the description referring to the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. Furthermore, the person skilled in the art can combine and combine the different embodiments or examples described in the present specification and the features of the different embodiments or examples, without contradiction.

[0066] The above only describes the preferred embodiments of the present application and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A wire-controlled hydraulic brake control system with redundant braking, characterized in that: The invention comprises a main control unit IBC (100) and a redundant brake module RBU (300), wherein the main control unit IBC (100) and the redundant brake module RBU (300) are connected via CANFD communication, and the main control unit IBC (100) and the redundant brake module RBU (300) are respectively electrically connected to an external power supply (200); a push rod of the main control unit IBC (100) is connected to a brake pedal (800), two oil outlets of the main control unit IBC (100) are respectively connected to two oil inlets of the redundant brake module RBU (300) via pipelines, the other two oil outlets of the main control unit IBC (100) are connected to two rear wheel EPB brakes via pipelines, two oil outlets of the redundant brake module RBU (300) are connected to two front wheel brakes via pipelines, the redundant brake module RBU (300) is respectively connected to the two rear wheel EPB brakes via lines, and the main control unit IBC (100) is connected to one rear wheel EPB brake via a line.

2. The wire-controlled hydraulic brake control system with redundant braking according to claim 1, characterized in that: The master control unit IBC (100) includes a master control unit controller, a master cylinder assembly (104), an oil pot (101), a servo pressure control unit (114), a simulator assembly (109) and a stroke sensor (103). The master cylinder assembly (104) is a two-chamber master cylinder connected in series. The master cylinder push rod (104.5) of the master cylinder assembly (104) is connected to the brake pedal (800). The first oil outlet and the second oil outlet of the oil pot (101) are respectively connected to the oil inlets of the two chambers of the master cylinder assembly (104). The third oil outlet of the oil pot (101) is connected to the oil inlet of the servo pressure control unit (114) and is connected to the oil outlet of the servo pressure control unit (114) through a first one-way valve (113). The oil outlets of the two chambers of the master cylinder assembly (104) are respectively connected to the oil inlet of a master cylinder isolation valve. The push rod of the master cylinder assembly (104) is connected to the brake pedal. The stroke sensor (103) for detecting the braking displacement of the brake pedal is fixedly connected to the push rod of the master cylinder assembly (104); the simulator assembly (109) is connected to the oil outlet of a chamber of the master cylinder assembly (104) through the simulator isolation solenoid valve (108); the oil outlet of the servo pressure control unit (114) is respectively connected to the oil inlets of two plunger pump isolation valves, the oil outlets of the two master cylinder isolation valves and the oil outlets of the two plunger pump isolation valves are both connected to the oil inlet of the wheel cylinder control circuit, the two oil outlets of the wheel cylinder control circuit are connected to the two rear wheel EPB brakes through pipelines, and the other two oil outlets of the wheel cylinder control circuit are connected to the two oil inlets of the redundant brake module RBU (300), and the main control unit controller is respectively electrically connected to the stroke sensor (103), the simulator isolation solenoid valve (108), the master cylinder isolation valve and one rear wheel EPB brake.

3. The wire-controlled hydraulic brake control system with redundant braking according to claim 2, characterized in that: The wheel cylinder control circuit includes a right front pressure-increasing valve (115), a left rear pressure-increasing valve (116), a left front pressure-increasing valve (117), a right rear pressure-increasing valve (118), a right front pressure-reducing valve (119), a left rear pressure-reducing valve (120), a left front pressure-reducing valve (121) and a right rear pressure-reducing valve (122). The oil outlet of one master cylinder isolation valve and the oil outlet of one plunger pump isolation valve are connected through a pipeline and are respectively connected to the oil inlet of the right front pressure-increasing valve (115) and the oil inlet of the left rear pressure-increasing valve (116). The oil outlet of another master cylinder isolation valve and the oil outlet of another plunger pump isolation valve are respectively connected through a pipeline and are respectively connected to the oil inlet of the left front pressure-increasing valve (117) and the oil inlet of the right rear pressure-increasing valve (118). The oil outlet of the right front pressure-increasing valve (115) is respectively connected to the oil inlet of the right front pressure-reducing valve (119) and the oil inlet of the left rear pressure-reducing valve (116). and the first oil inlet of the redundant brake module RBU (300); the oil outlet of the left rear pressure-increasing valve (116) is respectively connected to the oil inlet of the left rear pressure-reducing valve (120) and one of the rear wheel EPB brakes; the oil outlet of the left front pressure-increasing valve (117) is respectively connected to the oil inlet of the left front pressure-reducing valve (121) and another of the rear wheel EPB brakes; the oil outlet of the right rear pressure-increasing valve (118) is respectively connected to the oil inlet of the right rear pressure-reducing valve (122) and the second oil inlet of the redundant brake module RBU (300); the oil outlet of the right front pressure-reducing valve (119), the oil outlet of the left rear pressure-reducing valve (120), the oil outlet of the left front pressure-reducing valve (121) and the oil outlet of the right rear pressure-reducing valve (122) are all connected to the third oil outlet of the oil pot (101).

4. The wire-controlled hydraulic brake control system with redundant braking according to claim 2, characterized in that: The servo pressure control unit (114) comprises a pressure control motor (114.1), a speed reduction conversion mechanism driving a plunger pump (114.4), a motor position sensor (114.2) and a current sensor (114.3); the output shaft of the pressure control motor (114.1) is transmission-connected to a push rod of the speed reduction conversion mechanism driving the plunger pump (114.4); and the motor position sensor (114.2) and the current sensor (114.3) are both connected to the pressure control motor (114.1).

5. The wire-controlled hydraulic brake control system with redundant braking according to claim 2, characterized in that: The oil outlet of the chamber of the master cylinder assembly (104) at one end away from the stroke sensor (103) is connected to a first pressure sensor (105).

6. The wire-controlled hydraulic brake control system with redundant braking according to claim 2, characterized in that: The oil outlet of the servo pressure control unit (114) is connected to a second pressure sensor (112).

7. A wire-controlled hydraulic brake control system with redundant braking according to any one of claims 1 to 6, characterized in that: The redundant brake module RBU (300) comprises a redundant controller, a redundant control motor (310) and two groups of redundant brake components, each group of the redundant brake components comprises a reciprocating piston pump, a pressure reducing solenoid valve and a pressure limiting solenoid valve, the redundant control motor (310) is connected to the push rod of the reciprocating piston pump in a transmission manner, the oil inlet of the reciprocating piston pump, the oil inlet of the pressure reducing solenoid valve and the oil inlet of the pressure limiting solenoid valve are all connected to the oil outlet of the main control unit IBC (100) through a pipeline, the oil outlet of the reciprocating piston pump, the oil outlet of the pressure reducing solenoid valve and the oil outlet of the pressure limiting solenoid valve are all connected to one of the front wheel brakes, and the redundant controller is electrically connected to the redundant control motor (310), the pressure reducing solenoid valve, the pressure limiting solenoid valve and the rear wheel EPB brake respectively.

8. The wire-controlled hydraulic brake control system with redundant braking according to claim 7, characterized in that: The redundant braking module RBU (300) further comprises an accumulator, which is arranged on a pipeline connecting the oil outlet of the main control unit IBC (100) and the pressure reducing solenoid valve, and the accumulator is connected to the oil outlet of the main control unit IBC (100) and the pressure reducing solenoid valve respectively through a one-way valve.

9. A wire-controlled hydraulic brake control system with redundant braking according to any one of claims 1 to 6, characterized in that: A third pressure sensor (301) is connected to the oil inlet of the redundant brake module RBU (300).

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