Mechanical anti-lock controller and intelligent hydraulic sub-control brake system

Abstract

The utility model provides a mechanical anti-lock controller and an intelligent hydraulic sub-control brake system, which comprise an outer shell, a main oil duct used for being communicated with an oil outlet of a brake master cylinder is arranged in the outer shell, the main oil duct is at least communicated with an adjusting cavity, and the adjusting cavity is communicated with an oil outlet of the brake master cylinder. The adjusting cavity is communicated with an oil supply end which is arranged on the outer shell and used for being connected with a brake cylinder, and an adjusting piston is arranged in the adjusting cavity. The outer shell is further provided with a reciprocating driving mechanism used for driving the adjusting piston to do reciprocating motion in the adjusting cavity, and an electromagnetic valve used for controlling on-off of an oil way is arranged between the adjusting cavity and the main oil way. According to the anti-lock controller, the multiple adjusting pistons are driven by the cam shaft to move up and down, independent adjustment of braking force of the multiple brake cylinders can be achieved in cooperation with the corresponding electromagnetic valves, the adjusting range and the control frequency of the braking force can be flexibly set, and the requirements of different requirements are met.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, and in particular to hydraulic braking systems, especially suitable for disc / drum hydraulic braking systems for automobiles and large trucks. Specifically, it relates to a mechanical anti-lock braking controller and an intelligent hydraulic sub-control braking system. Background Technology

[0002] The braking system is an indispensable part of transportation. Brakes used in cars can be broadly divided into two types: disc brakes and drum brakes. Disc brakes work by hydraulically pushing the brake calipers to clamp a brake disc that rotates coaxially with the wheel, using friction to slow down the vehicle. Advantages include fast heat dissipation, sensitive response, and easy maintenance. Disadvantages include higher cost. Drum brakes work by hydraulically pushing the brake shoes outwards, causing friction against the inner wall of a rotating brake drum to slow down the vehicle. Advantages include strong braking force, low cost, and good dust resistance (suitable for rear wheels). However, significant disadvantages include poor heat dissipation, noticeable heat fade, weakened braking force after repeated or prolonged use, and poorer water drainage performance compared to disc brakes.

[0003] For large trucks, due to their heavy loads, the braking system requires higher reliability and braking force. Air brakes are primarily used, which work by using compressed air to push brake pads or shoes against the brake drum (or disc). Core components include an air compressor, air tank, brake chamber, and brake valve. Air brakes offer strong braking force, making them suitable for heavy vehicles. Compared to hydraulic systems, they offer higher reliability, and because air is compressible, they can still operate briefly even with slight leaks.

[0004] Combining the advantages and disadvantages of existing braking systems, the applicant independently developed and tested a novel split-control hydraulic braking system. Through prototype testing on engineering machinery, the system demonstrated excellent braking force and was granted a utility model patent (see announcement number CN114103901B). However, new problems were discovered during subsequent promotion and commercialization. Initially, the test vehicles were engineering machinery with large tire contact areas and slow speeds, preventing slippage. Later, tests on ordinary passenger vehicles revealed that excessive braking force could easily lead to brake lock-up on slippery roads. Because existing braking systems differ from this utility model, existing ABS control modules could not be directly transplanted. To solve this technical problem, the applicant embarked on a new round of research and development. After more than two years of continuous improvement and experimentation, a mechanical anti-lock braking controller and braking system were developed, aiming to replace existing braking systems. Utility Model Content

[0005] To address the problem of brake systems easily locking up and slipping on wet and slippery surfaces, as mentioned in the background art, this invention provides a novel mechanical anti-lock braking controller to solve the problem of brake systems locking up and slipping due to excessive braking force. Additionally, this invention also provides an intelligent hydraulic distributed braking system designed to replace existing brake systems.

[0006] To achieve the above objectives, the technical solution adopted in this application is as follows:

[0007] This utility model provides a mechanical anti-lock braking system controller, including a housing, in which a main oil passage is provided for communicating with the oil outlet of the brake master cylinder, the main oil passage is connected to at least one regulating chamber, the regulating chamber is connected to an oil supply end provided on the housing for connecting to the brake slave cylinder, and an regulating piston is provided in the regulating chamber;

[0008] The outer casing is also equipped with a reciprocating drive mechanism for driving the regulating piston to reciprocate in a sealed manner within the regulating chamber, and a solenoid valve for controlling the opening and closing of the oil passage is provided between the regulating chamber and the main oil passage.

[0009] To ensure a smooth and reliable solution to the anti-lock problem, the reciprocating drive mechanism preferably includes a shaft support mounted on the outer casing, a camshaft rotatably mounted on the shaft support, at least one cam mounted on the camshaft, each cam corresponding to an adjusting piston and pushing the adjusting piston to reciprocate within the adjusting cavity in a sealed manner, and a second return spring sleeved on the outer circumference of each adjusting piston for pushing the adjusting piston to spring back to its original position, and a driver connected to one end of the camshaft.

[0010] In order to enable a single anti-lock braking controller to independently control the anti-lock slippage of multiple brakes / wheels, preferably, the number of adjustment chambers is 2-16, and a second pressure sensor for collecting the oil pressure in any of the adjustment chambers is also installed on the housing; the oil supply end includes an oil supply port for supplying oil to the brake caliper and an oil replenishment and venting port for adding hydraulic oil to the adjustment chamber / expelling air.

[0011] To meet the hydraulic oil requirements of different brake calipers, this invention also controls the adjustable oil volume of the anti-lock braking system (ABS). Furthermore, to address the issue of leaks in individual brake calipers or their pipelines affecting the entire ABS and even the braking system, this invention further improves the ABS. Preferably, an expansion chamber is provided between the main oil passage and the adjusting chamber. A floating piston is slidably disposed within the expansion chamber, dividing it into an upper chamber connecting the adjusting chamber and a lower chamber connecting the main oil passage. The solenoid valve is located between the lower chamber and the main oil passage.

[0012] This utility model also provides an intelligent hydraulic distributed braking system, including a control unit for controlling the braking and anti-lock braking of the braking system, and a hydraulic oil tank, a hydraulic pump, a check valve, a high-pressure oil tank and at least one master cylinder connected in sequence. The master cylinder is connected to multiple brake slave cylinders through at least one anti-lock controller as described above.

[0013] The brake master cylinder includes a master cylinder housing, within which a first cavity is provided, and an oil outlet, an oil return port, and an oil inlet are respectively provided on the master cylinder housing and communicate with the first cavity. A second annular oil passage and a first annular oil passage are respectively provided on the inner wall of the master cylinder housing and communicate with the oil return port and the oil inlet. A master cylinder piston is slidably and hermetically disposed within the first cavity, and a T-shaped oil passage is provided within the master cylinder piston. The T-shaped oil passage in the first cavity selectively connects to either the oil outlet and the oil return port or the oil outlet and the oil inlet through reciprocating motion. The oil outlet is connected to the main oil passage of the hydraulic oil inlet of the anti-lock braking system (ABS), and the oil supply end of the hydraulic oil outlet is connected to the brake slave cylinder.

[0014] Preferably, it further includes a level sensor that is communicatively connected to the control unit and installed in the hydraulic oil tank for detecting the hydraulic oil level, a first pressure sensor installed in the high-pressure oil tank for detecting the real-time pressure of the hydraulic oil, an electric actuator for reciprocating motion of the master cylinder piston of any of the brake master cylinders, and a speed sensor for acquiring the wheel speed corresponding to any of the brake slave cylinders.

[0015] Preferably, the control unit and the electric push cylinder are connected by wired and / or wireless communication.

[0016] In a further preferred embodiment, each of the brake calipers is provided with a shut-off valve electrically connected to the control unit for controlling the flow of hydraulic oil between the brake caliper and the oil supply end.

[0017] More preferably, the anti-lock braking controller includes a sealed outer shell and a top cover. A reciprocating drive mechanism located inside the top cover on the outer shell includes a driver, a camshaft driven and connected to the driver, a shaft support for fixing the camshaft, a plurality of cams spaced apart on the camshaft in different directions, an adjusting piston that abuts against the cams and reciprocates within an adjusting cavity inside the outer shell, a second return spring sleeved on the adjusting piston, and the adjusting cavity also communicating with a larger diameter expansion cavity. A floating piston is slidably arranged in the expansion cavity, and the floating piston divides the expansion cavity into an upper cavity communicating with the adjusting cavity and a lower cavity communicating with the main oil passage. A solenoid valve for controlling the flow of hydraulic oil by a control unit is provided between the lower cavity and the main oil passage.

[0018] In a further preferred embodiment, the master cylinder is fixedly connected to the anti-lock braking system (ABS).

[0019] Beneficial effects:

[0020] 1. The anti-lock braking controller provided by this utility model drives multiple adjusting pistons to move up and down through a camshaft. With the help of corresponding solenoid valves, it can realize the independent adjustment of the braking force of multiple brake calipers. Moreover, the range of braking force adjustment and the control frequency can be flexibly set to meet different requirements.

[0021] 2. This utility model has a floating piston in the anti-lock braking controller, which can prevent the entire anti-lock braking controller from failing or the brakes from failing due to hydraulic oil leakage when there is leakage or pressure loss in the pipeline between the anti-lock braking controller and the brake caliper or in the brake caliper itself.

[0022] 3. The braking system provided by this utility model can realize multiple master cylinders, multiple anti-lock braking controllers and multiple slave cylinders, which can meet the braking needs of various vehicle types, especially the high braking force needs of large trucks and trailers with multiple wheels.

[0023] 4. The brake master cylinder provided by this utility model has an annular oil passage on the master cylinder housing that is connected to the return oil port and the inlet oil port respectively. This ensures that the master cylinder piston will not be subjected to unbalanced radial force whether it is in the pedal braking state or in the relaxed state. At the same time, the circumferential sidewall of the master cylinder piston has no stepped structure, which can quickly and naturally rebound, making the switching between the pedal and release states of the brake smoother.

[0024] 5. The brake master cylinder of this utility model can be driven by the master cylinder piston through a traditional mechanical structure, or it can be driven by an electric mechanism, such as an electric push cylinder, through wired or wireless communication. This structure can meet the needs of automated semi-trailer swapping without affecting the operation of the braking system. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of the braking system structure provided by this utility model.

[0027] Figure 2 This is a schematic diagram of the brake system signal connections.

[0028] Figure 3 This is a schematic diagram of the brake system structure and connections.

[0029] Figure 4 This is an isometric view of the anti-lock braking system (ABS) controller.

[0030] Figure 5 yes Figure 4 Another perspective: a partial sectional axonometric view of the structure.

[0031] Figure 6 This is a mirrored main view of the anti-lock braking system (ABS).

[0032] Figure 7 yes Figure 6 Full sectional view with the central section symbol AA.

[0033] Figure 8 yes Figure 6 Full sectional view of the section symbol BB along the center line.

[0034] Figure 9 yes Figure 4 The left view.

[0035] Figure 10 yes Figure 9 Full sectional view of the China Tobacco Company's section symbol CC.

[0036] Figure 11 yes Figure 6 Top view.

[0037] Figure 12 yes Figure 11 Full sectional view of the section symbol DD along the center line.

[0038] Figure 13 This is the structural isometric drawing of this utility model.

[0039] Figure 14 yes Figure 13 Enlarged view of the structure in region E.

[0040] In the diagram: 1-Hydraulic oil tank; 2-Hydraulic pump; 3-Check valve; 4-High-pressure oil tank; 5-Master brake cylinder; 6-Anti-lock braking system (ABS); 8-Side brake cylinder; 9-Control unit; 10-Level sensor; 11-First pressure sensor;

[0041] 51-Master pump housing; 511-Oil outlet; 512-First cavity; 513-First annular oil passage; 514-Second annular oil passage; 515-Second cavity; 516-Oil return port; 517-Oil inlet; 52-Master pump piston; 521-T-type oil passage; 522-Threaded blind hole; 53-First return spring; 54-Clip ring; 55-Piston rod;

[0042] 61-Second pressure sensor; 62-Oil supply end; 621-Oil supply port; 622-Oil replenishment and exhaust port; 63-Actuator; 601-Outer housing; 602-Solenoid valve; 603-Telescopic valve core; 604-Main oil passage; 605-Lower chamber; 606-Floating piston; 607-Upper chamber; 608-Adjusting piston; 609-Camshaft; 610-Cam; 611-Second return spring; 612-Adjusting chamber; 613-Upper cover. Detailed Implementation

[0043] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0044] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0045] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0046] In the description of this application, it should be noted that the use of terms such as "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" to indicate orientation or positional relationships is based on the orientation or positional relationships shown in the accompanying drawings, or the orientation or positional relationships commonly used when the product is in use. These terms are used solely for the convenience of describing this application and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the use of terms such as "first" and "second" in the description of this application is only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0047] Furthermore, the use of terms such as "horizontal" and "vertical" in the description of this application does not imply that the component is required to be absolutely horizontal or suspended, but rather that it may be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but rather that it may be slightly tilted.

[0048] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0049] Example 1:

[0050] This embodiment provides a mechanical anti-lock braking system controller; see [link / reference]. Figures 4-7 As shown, it includes an outer casing 601, inside which is provided a main oil passage 604 for communicating with the oil outlet 511 of the brake master cylinder 5. The main oil passage 604 is connected to at least one regulating chamber 612. The regulating chamber 612 is connected to an oil supply end 62 provided on the outer casing 601 for connecting to the brake slave cylinder 8. An regulating piston 608 is provided inside the regulating chamber 612.

[0051] The outer casing 601 is also equipped with a reciprocating drive mechanism for driving the adjusting piston 608 to reciprocate within the adjusting chamber 612. A solenoid valve 602 for controlling the opening and closing of the oil passage is provided between the adjusting chamber 612 and the main oil passage 604. When any brake caliper 8 malfunctions or leaks, the oil passage can be closed by the solenoid valve 602, so that the malfunctioning or leaking brake caliper 8 will not affect the normal operation of other brake calipers 8.

[0052] Explanation of working principle and structural relationship:

[0053] First, hydraulic oil enters the main oil passage 604 from the master cylinder 5, then flows into the regulating chambers 612 connected to the main oil passage 604, and finally supplies hydraulic oil to the brake slave cylinders 8 through the supply end 62, thereby achieving braking. Conversely, when the brake is released, the master cylinder 5 rebounds, and the hydraulic oil flows back along the original path, achieving brake release. This is the normal process of the braking system including the anti-lock braking controller described in this embodiment. Under normal circumstances, the anti-lock braking controller does not participate in the operation; it only starts working when the reciprocating drive mechanism receives a drive command. Generally, the reciprocating drive mechanism is triggered to start working only when at least one brake slave cylinder 8 locks up the wheel. In this embodiment, the reciprocating drive mechanism can be a single mechanism driving multiple regulating pistons 608 in a closed reciprocating motion, or each regulating piston 608 can be driven by an independent reciprocating driver. No limitation is made here, as long as the closed reciprocating motion of the regulating pistons 608 can be achieved. When the reciprocating drive mechanism receives the start electrical signal, the solenoid valve 602 corresponding to the adjustment chamber 612 connected to the brake caliper 8 of the locked wheel will be activated, disconnecting the adjustment chamber 612 from the main oil passage 604. After the solenoid valve 602 is closed, the hydraulic oil in the brake caliper 8 connected to the adjustment chamber 612 will be in a closed state. Under the driving action of the reciprocating drive mechanism, the adjusting piston 608 moves up and down, compressing the space of the adjustment chamber 612. Since hydraulic oil is not compressible, when the adjusting piston 608 moves downward, the hydraulic oil will overcome the resistance of the solenoid valve 602 and squeeze the excess hydraulic oil into the main oil passage 604 until the adjusting piston 608 moves downward to its maximum stroke. It is worth noting that the downward movement of the adjusting piston 608 refers to its movement from one end of the solenoid valve 602 to the end closer to the solenoid valve. Simultaneously, the amount of hydraulic oil squeezed into the main oil passage 604 by the adjusting piston 608 depends on the cross-sectional area and stroke of the adjusting piston 608. This parameter can be flexibly set according to actual needs. Generally, after the hydraulic oil is squeezed out, based on the principle that oil is not compressible, the more oil squeezed out, the lower the remaining oil pressure in the adjusting chamber 612. The overall effective braking force is generally controlled at 20%-50% of the maximum braking force. Of course, throughout the entire process, the adjusting piston 608 maintains a sliding seal with the adjusting chamber 612. The specific adjustment range is jointly determined by the cross-sectional area of ​​the adjusting piston 608 and the effective driving force of the reciprocating drive mechanism. Those skilled in the art can flexibly set this according to actual needs, without affecting the structure provided in this embodiment.Because the solenoid valve 602 corresponding to the locked wheel is always closed, the hydraulic oil, after being squeezed into the main oil passage 604, cannot return to the regulating chamber 612. After the regulating piston 608 completes its first cycle, the pressure in the regulating chamber 612 will fluctuate linearly with the up-and-down movement of the regulating piston 608. When the regulating piston 608 is at its lower limit position, the braking force is at its maximum; when the regulating piston 608 is at its uppermost position, the braking force is at its minimum, or even zero, thus exhibiting a regular intermittent braking state. The combined effective braking force is 20%-50% of the maximum braking force. Of course, the combined braking force is not an absolute range and can be adjusted upwards or downwards. The solenoid valves 602 corresponding to other wheels that are not slipping are always open. Therefore, the entire main oil passage 604 is connected to any of the regulating chambers 612 connected to it, as well as the brake master cylinder. The up-and-down movement of the corresponding regulating pistons 608 affects the oil pressure. In addition, the movement states of the regulating pistons 608 in the multiple interconnected regulating chambers 612 are intersecting, so they can also cancel each other out, presenting a state of ebb and flow. Therefore, the anti-lock braking controller does not have the function of regulating braking force when the solenoid valves 602 are not closed. Thus, anti-lock braking adjustment of individual wheels is achieved.

[0054] Example 2:

[0055] To more smoothly and reliably solve the anti-lock braking problem, this embodiment further refers to... Figures 4-12 As shown, the reciprocating drive mechanism includes a shaft support mounted on the housing 601, a camshaft 609 rotatably mounted on the shaft support, and at least one cam 610 mounted on the camshaft 609. Each cam 610 corresponds to an adjusting piston 608 and pushes the adjusting piston 608 to reciprocate within the adjusting cavity 612. A second return spring 611 is sleeved on the outer circumference of each adjusting piston 608 to push it back to its original position. One end of the camshaft 609 is driven by a driver 63. See details... Figure 7 As shown, under the driving action of the driver 63, the camshaft 609 drives each cam 610 to rotate, thereby pushing the corresponding adjusting piston 608 to move up and down in the adjusting cavity 612 in a closed reciprocating motion.

[0056] To better enable a single anti-lock braking system (ABS) controller to independently control the anti-lock slippage of multiple brakes / wheels, the number of regulating chambers 612 is preferably 2-16. This embodiment uses 4 chambers as an example. A second pressure sensor 61 is also installed on the outer casing 601 to collect the oil pressure within any of the regulating chambers 612. The oil supply end 62 includes an oil supply port 621 for supplying oil to the brake calipers 8 and an oil replenishment / air venting port 622 for adding hydraulic oil to the regulating chamber 612 and venting air. The real-time pressure value collected by the second pressure sensor 61 has two functions: first, it is fed back to the control unit to determine whether the oil pressure has changed, thereby detecting whether the anti-lock braking function is normal; second, it is used for display, allowing the driver to know whether one or more brake calipers 8 have lost pressure or are malfunctioning, so as to facilitate timely repair. The oil supply end 62 in this embodiment has a special design, see [link to relevant documentation]. Figure 7 As shown, under normal circumstances, the oil supply end 62 supplies oil to the brake caliper 8 through the oil supply port 621. The oil replenishment and venting port 622 does not participate in the braking work. However, during the first installation and debugging, it is necessary to ensure that there is no air in the anti-lock braking controller oil circuit. Therefore, by slowly opening the oil replenishment and venting port 622, the air in the oil circuit can be purged, avoiding insufficient braking force due to air in the braking system.

[0057] To meet the hydraulic oil requirements of different brake calipers 8, this invention also controls the adjustable oil volume of the anti-lock braking system (ABS). Furthermore, to address the issue of leakage in individual brake calipers 8 or their pipelines affecting the entire ABS and even the braking system, this invention further improves the ABS. In this embodiment, an expansion chamber is provided between the main oil passage 604 and the adjusting chamber 612. A floating piston 606 is slidably sealed within the expansion chamber, dividing it into an upper chamber 607 connecting the adjusting chamber 612 and a lower chamber 605 connecting the main oil passage 604. The solenoid valve 602 is located between the lower chamber 605 and the main oil passage 604. See further details. Figure 7As shown, during braking, when hydraulic oil supplies / returns to the brake caliper 8, the floating piston 606 floats up and down accordingly. When a leak occurs at one end of the brake caliper 8, the floating piston 606 will only move to its top and then stop, thus acting as a valve. Of course, to avoid the floating piston 606 affecting the normal braking system's oil supply, its effective floating amount should be greater than the maximum oil supply of the connected brake caliper. This ensures that even when the brake pads are worn to their limit, and the oil supply to the brake caliper 8 reaches its theoretical maximum value, the floating piston 606 will not reach its upper limit position and will still have adjustment capabilities. To further improve the design margin of this embodiment, this embodiment solves this problem through a specially designed oil replenishment and venting port 622. That is, as the brake pads wear, the stroke of the brake caliper 8 inevitably increases. At this time, regardless of the position of the floating piston 606, hydraulic oil can be replenished into the adjusting chamber 612 / upper chamber 607 through the oil replenishment and venting port 622. Furthermore, to facilitate the adjustment of the controllable adjustment range of the anti-lock braking system (ABS) controller, this can be achieved by replacing the adjusting piston 608. Replacing it with an adjusting piston 608 of the same diameter but a different length can effectively increase / decrease the ABS adjustment margin. For example, increasing the maximum stroke adjustment of the original adjusting piston 608 from 1ml to 1.3ml can increase the original oil pressure fluctuation range; conversely, increasing the maximum stroke adjustment of the adjusting piston 608 from 1ml to 0.8ml will decrease the oil pressure fluctuation range, thus solving the problem of adjusting the ABS force range. Of course, if the length of the adjusting piston 608 is increased, in extreme cases, if the adjusting piston 608 is in the lower extreme position and extends out of the adjusting cavity 612, it may interfere with the floating piston 606. In this case, it is necessary to set a blind hole or groove on the upper end face of the adjusting piston 608 at the corresponding position to solve the structural interference problem. However, the clearance hole or clearance groove should not penetrate the entire floating piston 606 to avoid failure of the floating seal of the floating piston 606; regardless of the position of the floating piston, it is necessary to ensure that a sliding seal fit is formed between it and the inner wall of the expansion cavity; for example, the sliding seal of the floating piston can be achieved by setting a sealing ring, sealing ring or improving the sealing accuracy.

[0058] Example 3:

[0059] This utility model also provides an intelligent hydraulic split-control braking system, including a control unit for controlling the braking and anti-lock braking of the braking system, and a hydraulic oil tank 1, a hydraulic pump 2, a one-way valve 3, a high-pressure oil tank 4 and at least one brake master pump 5 connected in sequence. The brake master pump 5 is connected to multiple brake slave pumps 8 through at least one anti-lock controller 6 as described above.

[0060] The master cylinder 5 includes a master cylinder housing 51, which contains a first cavity 512 and an oil outlet 511, an oil return port 516, and an oil inlet 517, which are respectively connected to the first cavity 512. The inner wall of the master cylinder housing 51 has a second annular oil passage 514 and a first annular oil passage 513, which are respectively connected to the oil return port 516 and the oil inlet 517. A master cylinder piston 52 is slidably and sealed within the first cavity 512. A T-shaped oil passage 521 is provided within the master cylinder piston 52. The T-shaped oil passage 521 connects the oil outlet 511 and the oil return port 516 or the oil outlet 511 and the oil inlet 517 in the first cavity 512 through reciprocating motion. The oil outlet 511 is connected to the main oil passage 604 of the hydraulic oil inlet of the anti-lock braking system 6, and the oil supply end 62 of the hydraulic oil outlet is connected to the brake slave cylinder 8. The advantage of using an annular oil passage structure is that the high-pressure oil always surrounds the master pump piston 52, forming stress cancellation and preventing the master pump piston 52 from being subjected to a large radial external force, thereby increasing the resistance of the master pump piston 52 to rebound and causing the problem of uneven rebound.

[0061] In this embodiment, it also includes a level sensor 10 that is communicatively connected to the control unit and installed in the hydraulic oil tank 1 for detecting the hydraulic oil level, a first pressure sensor 11 installed in the high-pressure oil tank 4 for detecting the real-time pressure of the hydraulic oil, an electric push cylinder for reciprocating the master cylinder piston 52 of any of the brake master cylinders 5, and a speed sensor for collecting the wheel speed corresponding to any of the brake slave cylinders 8.

[0062] In this embodiment, the control unit and the electric push cylinder are connected by wired electrical connection and / or wireless communication connection.

[0063] In this embodiment, the anti-lock braking controller 6 includes a sealed outer shell 601 and an upper cover 613. The reciprocating drive mechanism located inside the upper cover 613 on the outer shell 601 includes a driver 63, a camshaft 609 driven and connected to the driver 63, and a shaft support for fixing the camshaft 609. The camshaft 609 is provided with a plurality of cams 610 located in different directions at intervals. An adjusting piston 608 abuts against the cams 610 and reciprocates within an adjusting cavity 612 inside the outer shell 601. A second return spring 611 is sleeved on the adjusting piston 608. The adjusting cavity 612 is also connected to an expansion cavity with a larger diameter. A floating piston 606 is slidably arranged in the expansion cavity. The floating piston 606 divides the expansion cavity into an upper cavity 607 connected to the adjusting cavity 612 and a lower cavity 605 connected to the main oil passage 604. A solenoid valve 602 for controlling the flow of hydraulic oil by a control unit is provided between the lower cavity 605 and the main oil passage 604.

[0064] In this embodiment, the master brake cylinder 5 is fixedly connected to the anti-lock braking system (ABS) controller 6. For example... Figures 4-6 , Figures 13-14 As shown, fixed connections reduce the risk of pipe leaks and are more reliable than pipe connections. At the same time, they save more installation space during installation.

[0065] Explanation of working principle:

[0066] The working principle of the intelligent control braking system provided in this embodiment is relatively simple. The main differences lie in the master cylinder 5 and the anti-lock braking system 6, which will be described in detail below:

[0067] The overall working principle of the system:

[0068] Participation instructions attached Figures 1-3 As shown, all detection elements and execution components of the system are controlled by the control unit 9, which serves as the control center. The control unit 9 can be the vehicle's ECU or a separate control module that establishes a communication connection with the vehicle's computer. This part of the control principle and method belongs to mature existing technology and is mainly used to set thresholds, receive and process detected information such as pressure, temperature, and speed; at the same time, it sends execution electrical signals to the execution components. Those skilled in the art can use existing technology or commercially available control modules. This part is not a technical improvement of this system and will not be described in detail here.

[0069] Hydraulic oil tank 1 is a device used to temporarily store the hydraulic oil required by the entire braking system. It can be understood as an oil tank. The function of hydraulic oil tank 1 is to provide sufficient hydraulic oil, and it does not bear pressure itself.

[0070] Hydraulic pump 2 draws unpressurized hydraulic oil from hydraulic oil tank 1 and pressurizes it for storage in high-pressure oil tank 4. High-pressure oil tank 4 is not an empty tank. Since hydraulic oil is incompressible, high-pressure oil tank 4 has a mechanism to provide pressure. At the same time, the first pressure sensor 11 detects whether the hydraulic oil pressure in high-pressure oil tank 4 reaches the standard or threshold setting of control unit 9. When the standard is met, the pressurization of hydraulic pump 2 is stopped; otherwise, the booster pump 2 is controlled to increase the pressure and supply oil.

[0071] The function of the one-way valve 3 is relatively simple: to keep the pressurized hydraulic oil in the high-pressure oil tank 4 at all times, to prevent the hydraulic oil from flowing back and depressurizing, and to ensure that the high-pressure oil tank 4 always has high-pressure hydraulic oil available to provide braking at any time.

[0072] During braking, when the driver depresses the brake pedal, the master cylinder 5 is activated mechanically, electrically, or otherwise electronically controlled. This activates the high-pressure oil reservoir 4, which in turn connects to each brake caliper via the anti-lock braking system (ABS) controller 6. (See attached instruction manual.) Figures 8-10As shown, when the master pump piston 52 reciprocates in the first chamber 512, the T-shaped oil passage 521 connects the oil outlet 511 and the oil return port 516 or the oil outlet 511 and the oil inlet 517 in the first chamber 512 through reciprocating motion, thereby achieving disengagement or braking. During disengagement, the first return spring 53, installed in the second chamber 515 which communicates with the first chamber 512 and has a larger diameter than the first chamber 512, can quickly push the master pump piston 52 back to its original position. To limit the effective stroke of the master pump piston 52, a retaining ring 54 is engaged on the master pump housing 51 to limit the position of the master pump piston 52. To facilitate the removal and handling of the master pump piston 52, a threaded blind hole 522 is provided on the master pump piston 52. When it is necessary to remove the master pump piston 52, a piston rod 55 matching the threaded blind hole 522 can be used to remove the master pump piston 52. In this invention, if a mechanically controlled master brake cylinder 5 is used, the piston rod 55 controlling the reciprocating movement of the master cylinder piston 52 and other drive mechanisms can employ a hinged connecting rod or a ball joint structure to minimize the application of additional radial force to the piston rod 55. Preferably, the action of the driver pressing the brake pedal is converted into a reciprocating linear movement that drives the piston rod 55 to push the master cylinder piston 52. Those skilled in the art can also use any possible mechanism that can convert the deflection motion of pressing the brake pedal into a reciprocating linear motion, based on the technical inspiration of this invention; these are not listed here.

[0073] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A mechanical anti-lock braking system controller, comprising a housing (601), characterized in that: The outer casing (601) is provided with a main oil passage (604) for communicating with the oil outlet (511) of the brake master cylinder (5). The main oil passage (604) is connected to at least one regulating chamber (612). The regulating chamber (612) is connected to an oil supply end (62) provided on the outer casing (601) for connecting to the brake slave cylinder (8). The regulating chamber (612) is provided with an regulating piston (608). The outer casing (601) is also equipped with a reciprocating drive mechanism for driving the regulating piston (608) to reciprocate in the regulating chamber (612) in a closed manner. A solenoid valve (602) for controlling the opening and closing of the oil passage is provided between the regulating chamber (612) and the main oil passage (604).

2. The mechanical anti-lock braking system controller according to claim 1, characterized in that: The reciprocating drive mechanism includes a shaft support mounted on the outer casing (601), a camshaft (609) rotatably mounted on the shaft support, and at least one cam (610) mounted on the camshaft (609). The cam (610) corresponds one-to-one with the adjusting piston (608) and pushes the adjusting piston (608) to reciprocate in the adjusting cavity (612). A second return spring (611) is sleeved on the outer circumference of each adjusting piston (608) for pushing the adjusting piston (608) to spring back and reset. One end of the camshaft (609) is driven to be connected to a driver (63).

3. A mechanical anti-lock braking system controller according to claim 2, characterized in that: The number of regulating chambers (612) is 2-16. The outer shell (601) is also equipped with a second pressure sensor (61) for collecting the oil pressure in any of the regulating chambers (612). The oil supply end (62) includes an oil supply port (621) for supplying oil to the brake caliper (8) and an oil replenishment and exhaust port (622) for adding hydraulic oil to the regulating chamber (612) / expelling air.

4. A mechanical anti-lock braking system controller according to claim 1, characterized in that: An expansion chamber is also provided between the main oil passage (604) and the regulating chamber (612). A floating piston (606) is slidably arranged in the expansion chamber. The floating piston (606) divides the expansion chamber into an upper chamber (607) that connects to the regulating chamber (612) and a lower chamber (605) that connects to the main oil passage (604). The solenoid valve (602) is located between the lower chamber (605) and the main oil passage (604).

5. A mechanical anti-lock braking system controller according to claim 4, characterized in that: The upper end face of the floating piston (606) is provided with a blind hole or groove for avoiding the adjusting piston (608).

6. An intelligent hydraulic split-control braking system, comprising a control unit for controlling braking and anti-lock braking of the braking system, and a hydraulic oil tank (1), a hydraulic pump (2), a check valve (3), a high-pressure oil tank (4), and at least one master brake pump (5) connected in sequence, characterized in that: The master cylinder (5) is connected to a plurality of slave cylinders (8) via at least one anti-lock braking system (6) as described in any one of claims 1-4; The brake master cylinder (5) includes a master cylinder housing (51), a first cavity (512) is provided inside the master cylinder housing (51), and an oil outlet (511), an oil return port (516), and an oil inlet (517) respectively provided on the master cylinder housing (51) and communicating with the first cavity (512). A second annular oil passage (514) and a first annular oil passage (513) communicating with the oil return port (516) and the oil inlet (517) are respectively provided on the inner wall of the master cylinder housing (51); the first cavity (511) 12) A master pump piston (52) is provided in a sealed sliding configuration. A T-shaped oil passage (521) is provided inside the master pump piston (52). The T-shaped oil passage (521) in the first cavity (512) is connected to the oil outlet (511) and the oil return port (516) or the oil outlet (511) and the oil inlet (517) through reciprocating motion. The oil outlet (511) is connected to the main oil passage (604) of the hydraulic oil inlet of the anti-lock braking controller (6). The oil supply end (62) of the hydraulic oil outlet is connected to the brake slave cylinder (8). Connected.

7. The intelligent hydraulic distributed braking system according to claim 6, characterized in that: It also includes a level sensor (10) that is communicatively connected to the control unit and installed in the hydraulic oil tank (1) for detecting the hydraulic oil level, a first pressure sensor (11) installed in the high-pressure oil tank (4) for detecting the real-time pressure of the hydraulic oil, an electric push cylinder for reciprocating the master cylinder piston (52) of any of the brake master cylinders (5), and a speed sensor for collecting the wheel speed corresponding to any of the brake slave cylinders (8).

8. The intelligent hydraulic split-control braking system according to claim 7, characterized in that: The control unit and the electric cylinder are connected by wired electrical connection and / or wireless communication connection.

9. The intelligent hydraulic split-control braking system according to claim 8, characterized in that: The anti-lock braking controller (6) includes a sealed outer shell (601) and a top cover (613). A reciprocating drive mechanism located within the top cover (613) on the outer shell (601) includes a driver (63), a camshaft (609) driven by the driver (63), and a shaft support for fixing the camshaft (609). The camshaft (609) has multiple cams (610) spaced apart in different directions. An adjustment mechanism reciprocates within an adjustment cavity (612) within the outer shell (601) and abuts against the cams (610). The piston (608) is a regulating piston, and a second return spring (611) is sleeved on the regulating piston (608). The regulating chamber (612) is also connected to an expansion chamber with a larger diameter. A floating piston (606) is slidably arranged in the expansion chamber. The floating piston (606) divides the expansion chamber into an upper chamber (607) that connects to the regulating chamber (612) and a lower chamber (605) that connects to the main oil passage (604). A solenoid valve (602) for controlling the on / off of hydraulic oil by a control unit is provided between the lower chamber (605) and the main oil passage (604).

10. An intelligent hydraulic split-control braking system according to any one of claims 5-7 and 9, characterized in that: The master cylinder (5) is fixedly connected to the anti-lock braking system (6).

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