Hydraulic brake control device, control system and vehicle

Abstract

The utility model relates to a hydraulic brake control device, a hydraulic brake control system and a vehicle. The hydraulic brake control device comprises a service brake module, an emergency brake module and a brake controller. Wherein the brake controller is in signal connection with the service brake module and the emergency brake module, and the brake controller is used for controlling the service brake module or the emergency brake module to drive the brake caliper to act. The brake controller is in signal connection with the service brake module and the emergency brake module, so that the brake controller can independently control the service brake module to drive the brake caliper to act and can also independently control the emergency brake module to drive the brake caliper to act; therefore, the communication delay between the two brake controllers due to the fact that the two brake controllers control the two brake modules respectively in the prior art is eliminated, and then the accuracy of brake caliper action control is improved. In addition, due to the fact that the number of the brake controllers is reduced, production cost can be reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle braking technology, and in particular to a hydraulic braking control device, a control system, and a vehicle. Background Technology

[0002] Traditional automotive hydraulic braking systems include a service brake module and an emergency brake module. The service brake module is responsible for performing vehicle service braking, emergency braking, and parking braking functions, while the emergency brake module is responsible for emergency braking and parking braking functions after the vehicle loses power. The service brake module is controlled by a separate service brake controller, and the emergency brake module is controlled by a separate emergency brake controller.

[0003] Although the two modules can be controlled independently by two controllers to achieve service braking and emergency braking, the data signals between the two controllers need to be exchanged, and there is a delay in the signal transmission process. This causes a lag in the signals sent between the two controllers, which in turn affects the calculation of braking pressure and leads to inaccurate pressure control. Utility Model Content

[0004] This application provides a hydraulic braking control device, a control system, and a vehicle that can eliminate communication lag between two controllers, thereby at least partially solving the aforementioned technical problems.

[0005] To achieve the above objectives, according to a first aspect of this application, a hydraulic brake control device is provided for driving the brake calipers of a vehicle to brake the vehicle, the hydraulic brake control device comprising:

[0006] Service brake module;

[0007] Emergency braking module; and

[0008] The brake controller is signal-connected to both the service brake module and the emergency brake module, and is used to control the service brake module or the emergency brake module to drive the brake caliper.

[0009] Optionally, the hydraulic brake control device further includes a pressure detection module connected to the brake controller. The pressure detection module is used to detect the pressure on the brake caliper and transmit the pressure to the brake controller.

[0010] Optionally, the hydraulic brake control device further includes a common oil circuit, through which both the service brake module and the emergency brake module drive the brake caliper to operate, and the pressure detection module is located on the common oil circuit.

[0011] Optionally, the service braking module includes a first pumping assembly and a pressure-building assembly, with a first end of the first pumping assembly connected to a first end of the pressure-building assembly, and a second end of the pressure-building assembly connected to a first oil circuit, the first oil circuit being connected to the common oil circuit.

[0012] Optionally, the first pump assembly includes a first motor and a piston pump, the output of the first motor being connected to the piston pump to drive the piston pump to pump oil to the brake caliper or to draw oil from the brake caliper.

[0013] Optionally, the first pump assembly further includes an angle sensor for detecting the rotation angle of the first motor.

[0014] Optionally, the first pump assembly further includes a current sensor for detecting the current of the first motor.

[0015] Optionally, the pressure-building assembly includes at least one pressure chamber and at least one isolation valve, each of the isolation valves being disposed on one of the pressure chambers and used to control the opening and closing of the pressure chamber.

[0016] Optionally, the service brake module further includes a pressure relief component, the input end of which is connected to the second end of the pressure building component, and the output end of which is connected to the second end of the first pumping component.

[0017] Optionally, the pressure relief assembly includes at least one first pressure relief valve, the input end of each first pressure relief valve being connected to one of the pressure chambers, and the output end of each first pressure relief valve being connected to the first pump assembly.

[0018] Optionally, the emergency braking module includes a second pumping assembly, an energy storage assembly, and an emergency braking valve. The second pumping assembly is connected to the energy storage assembly to form a second oil circuit. The second oil circuit is connected to the common oil circuit, and the emergency braking valve is located between the second oil circuit and the common oil circuit.

[0019] Optionally, the energy storage assembly includes an accumulator and an energy storage pressure sensor, the energy storage pressure sensor being used to detect the pressure of the second oil circuit.

[0020] Optionally, an auxiliary relief valve is provided on the common oil circuit. The auxiliary relief valve is signal-connected to the brake controller. The brake controller controls the auxiliary relief valve to open or close according to the pressure detected by the pressure detection module, so as to relieve pressure on the common oil circuit when it is open, or to stabilize the pressure on the common oil circuit when it is closed.

[0021] Optionally, the hydraulic braking control device further includes a hydraulic oil supply module, which is connected to both the service brake module and the emergency brake module. The hydraulic oil supply module is used to supply and recover hydraulic oil.

[0022] According to a second aspect of this application, a control system is also provided, including the hydraulic braking control device as described in the first aspect.

[0023] Optionally, the control system further includes a control center and a braking operation terminal. Both the control center and the braking operation terminal are signal-connected to the hydraulic braking control device. The control center is used to receive braking feedback information from the braking controller and send a first braking command to the braking controller. The braking controller drives the brake caliper to move according to the first braking command. The braking operation terminal is used to send a second braking command to the braking controller. The braking controller drives the brake caliper to move according to the second braking command.

[0024] According to a third aspect of this application, a vehicle is also provided, including the control system described in the second aspect.

[0025] In the hydraulic brake control device provided in this application embodiment, a single brake controller connects the service brake module and the emergency brake module, enabling the controller to independently control both the service brake module and the emergency brake module to drive the brake calipers. This eliminates the communication delay between the two controllers that control the two brake modules separately, thus improving the accuracy of brake caliper control. Furthermore, reducing the number of brake controllers also helps lower production costs.

[0026] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments 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.

[0028] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0029] Figure 1 This is a schematic diagram of the structure of a control system provided in an embodiment of this application;

[0030] Figure 2 This is a schematic diagram of a hydraulic braking control device provided in an embodiment of this application;

[0031] Figure 3 yes Figure 2 Schematic diagram of the vehicle braking module;

[0032] Figure 4 yes Figure 2 Schematic diagram of the emergency braking module;

[0033] Figure 5 yes Figure 2 Schematic diagram of the hydraulic oil supply module;

[0034] Figure 6 yes Figure 2 Schematic diagram of the central public oil circuit;

[0035] Figure 7 This is a signal topology diagram of a hydraulic braking control device provided in an embodiment of this application.

[0036] Explanation of reference numerals in the attached figures:

[0037] 1. Hydraulic brake control device; 11. Service brake module; 111. First pump assembly; 1111. First motor; 1112. Piston pump; 112. Pressure build-up assembly; 1121. Isolation valve; 113. Angle sensor; 114. Current sensor; 115. Pressure relief assembly; 1151. First pressure relief valve;

[0038] 12. Emergency braking module; 121. Second pump fluid assembly; 1211. Second motor; 1212. Gear pump; 122. Energy storage assembly; 1221. Accumulator; 1222. Energy storage pressure sensor; 123. Emergency braking valve; 124. Auxiliary relief valve; 125. Filter; 126. First relief valve; 127. Second relief valve; 128. Second pressure relief valve; 129. Throttle valve; 130. Pressure protection switch;

[0039] 13. Brake controller;

[0040] 14. Pressure detection module;

[0041] 15. Hydraulic oil supply module; 151. Oil tank; 152. Oil tank valve; 153. Oil inlet;

[0042] 16. Public oil lines;

[0043] 2. Control center;

[0044] 3. Braking operation terminal;

[0045] 4. Brake calipers. Detailed Implementation

[0046] 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 a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0047] Please see Figure 1 and Figure 7 This application provides a control system that can be applied to vehicles such as gasoline vehicles, electric vehicles, hybrid vehicles, and trams, without limitation. The control system includes a hydraulic brake control device 1, which drives the brake caliper 4 to move, thereby enabling the vehicle to travel and stop.

[0048] The control system also includes a control center 2 and a brake operation terminal 3. The control center 2, acting as the vehicle's main control unit, is primarily used for data processing, display, and command issuance. The brake operation terminal 3 is mainly responsible for converting the driver's physical operations into electrical signals and transmitting them to the hydraulic brake control device 1, enabling the hydraulic brake control device 1 to control the brake calipers 4 accordingly based on the driver's actions. The brake operation terminal 3 may include a brake pedal, handbrake, and transmission lines, and physical operations may include pressing the brake pedal and pulling the handbrake. The brake operation terminal 3 is signal-connected to the control center 2, transmitting brake operation signals to it. Upon receiving the brake operation signal, the control center 2 displays it on a connected display screen. The control center 2 does not perform calculations on this brake operation signal; it is only for display purposes for the driver's reference. Both the control center 2 and the braking operation terminal 3 are connected to the hydraulic braking control device 1 via signal. The control center 2 is used to receive braking feedback information from the hydraulic braking control device 1 and send a first braking command to the hydraulic braking control device 1. The braking operation terminal 3 is used to send a second braking command to the hydraulic braking control device 1.

[0049] The braking feedback information can include serious fault information of the braking system, such as hydraulic leakage and motor overload, and minor fault information of the braking system, such as sensor misalignment and communication timeout. It can also include the degree of braking application, such as full braking or partial braking. Full braking will bring the vehicle to a complete stop, while partial braking generally serves to decelerate the vehicle. The first braking command refers to the emergency braking command directly issued by the control center 2 to the hydraulic braking control device 1. It is mainly used in situations where autonomous driving or a collision is imminent, but the braking operation terminal 3 has not yet been operated by the driver. When the aforementioned emergency braking scenario is triggered, the control center 2 issues the first braking command, which is transmitted to the hydraulic braking control device 1 via the CAN (Controller Area Network, standardized digital communication signal) bus. The brake controller 13 in the hydraulic braking control device 1 drives the brake caliper 4 to apply emergency braking according to the first braking command. The second braking command includes emergency braking signals, emergency traction signals, traction signals, service brake signals, parking brake signals, and auxiliary release signals. The second braking command is mainly generated by the driver through operation of the braking operation terminal 3. When the braking operation terminal 3 sends a second braking command to the braking controller 13, the braking controller 13 drives the brake caliper 4 to brake or release according to the second braking command.

[0050] It should be noted that the emergency braking signal refers to a sudden emergency situation, such as when the driver intentionally stops the vehicle. When the emergency braking signal is triggered, the brake controller 13 immediately cuts off the service brake module 11 and activates the emergency braking module 12, outputting maximum braking force to the brake caliper 4. The emergency braking signal also refers to an extreme emergency situation, such as when the vehicle is out of control. When the emergency braking signal is triggered, the brake controller 13 ignores the service brake signal and simultaneously activates the emergency braking module 12, outputting maximum braking force to the brake caliper 4. The emergency towing signal is the signal issued when a vehicle malfunctions and needs to be towed. When the emergency towing signal is triggered, the brake controller 13 controls the service brake module 11 to completely release the pressure on the brake caliper 4, unlocking the vehicle. The towing signal is the signal issued during normal vehicle towing, such as when moving the vehicle at low speed. When the towing signal is triggered, the brake controller 13 reduces the output pressure of the service brake module 11 to maintain basic braking force, preventing the vehicle from rolling away, while allowing the vehicle to be towed slowly. The service brake signal is the signal issued when the vehicle normally decelerates or stops, such as when the driver presses the brake pedal. A parking brake signal is a signal emitted when a vehicle comes to a complete stop, such as when parking on a slope or during a long-term stop. An auxiliary release signal is a signal emitted when braking force needs to be smoothly released, such as in congested traffic or when brake overheat protection is activated.

[0051] In some embodiments, see Figure 1 and Figure 2The hydraulic brake control device 1 is used to drive the brake caliper 4 to move, and includes a service brake module 11, an emergency brake module 12, and a brake controller 13. The brake controller 13 is signal-connected to both the service brake module 11 and the emergency brake module 12, and is used to control the service brake module 11 or the emergency brake module 12 to drive the brake caliper 4 to move.

[0052] The technical solution provided in this application utilizes a single brake controller 13 to connect the service brake module 11 and the emergency brake module 12. This allows the single brake controller 13 to independently control both the service brake module 11 and the emergency brake module 12 to drive the brake caliper 4, thereby eliminating the communication delay between the two brake controllers 13 that control the two brake modules separately in the traditional method. This improves the accuracy of brake caliper 4 control. Furthermore, reducing the number of brake controllers 13 also helps to lower production costs.

[0053] In some embodiments, see Figure 2 and Figure 5 The hydraulic braking control device 1 also includes a hydraulic oil supply module 15, which is connected to both the service brake module 11 and the emergency brake module 12. The hydraulic oil supply module 15 is used to supply and recover hydraulic oil. When the service brake module 11 controls the brake caliper 4 to brake, it draws hydraulic oil from the hydraulic oil supply module and delivers it to the piston chamber of the brake caliper 4 to apply pressure to the brake caliper 4. When the braking is released, it draws hydraulic oil from the piston chamber of the brake caliper 4 and returns it to the hydraulic oil supply module 15. Correspondingly, the hydraulic oil required by the emergency brake module 12 to brake the brake caliper 4 also comes from the hydraulic oil supply module 15.

[0054] Further, please see Figure 5 The hydraulic oil supply module 15 includes an oil tank 151 and an oil tank valve 152. The oil tank valve 152 is located at the oil outlet of the oil tank 151 and is used to control the inflow and outflow of hydraulic oil in the oil tank 151. The oil tank 151 is also provided with an oil filling port 153 for connecting to an external oil filling device to replenish the hydraulic oil in the oil tank 151. A one-way valve can be installed at the oil filling port 153 to prevent oil in the oil tank 151 from flowing back out of the oil filling port 153.

[0055] In some embodiments, see Figure 6The hydraulic brake control device 1 also includes a pressure detection module 14, which is connected to the brake controller 13. The pressure detection module 14 detects the pressure on the brake caliper 4 and feeds the pressure back to the brake controller 13. For example, the pressure detection module 14 is a pressure sensor, directly installed at the hydraulic interface of the brake caliper 4. The pressure sensor collects the actual hydraulic pressure in the piston chamber of the brake caliper 4 in real time and transmits the pressure signal to the brake controller 13. Based on the received real-time pressure value, the brake controller 13 dynamically adjusts the oil supply rate of the service brake module 11 or the emergency brake module 12. Furthermore, the pressure detection module 14 directly detects the pressure of the brake caliper 4. Since both the service brake module 11 and the emergency brake module 12 hydraulically drive the brake caliper 4, the pressure detected by the pressure detection module 14 can be used as the control basis for both the service brake module 11 and the emergency brake module 12. This eliminates the need for separate pressure sensors at each brake module, reducing costs and simplifying data processing. It also prevents inconsistencies in pressure data between the two brake modules, thus avoiding any impact on the accuracy of subsequent brake control.

[0056] Further, please see Figure 2 and Figure 6 The hydraulic brake control device 1 also includes a common oil circuit 16. Both the service brake module 11 and the emergency brake module 12 drive the brake calipers 4 through the common oil circuit 16. The pressure detection module 14 is located on the common oil circuit 16. By placing the pressure detection module 14 on the common oil circuit 16, the pressure value detected by the pressure detection module 14 can be used as the basis for controlling the action of both the service brake module 11 and the emergency brake module 12. This avoids the problem of inconsistent pressure data that might occur when the two brake modules have separate pressure detection modules 14, which could affect pressure calculation.

[0057] In some embodiments, see Figure 2 and Figure 3 The service brake module 11 includes a first pumping assembly 111 and a pressure-building assembly 112. The first pumping assembly 111 is connected to the pressure-building assembly 112 to form a first oil circuit, which is connected to a common oil circuit 16. When the service brake module 11 receives a braking signal from the brake controller 13, the first pumping assembly 111 starts, and the pressure-building assembly 112 opens. The first pumping assembly 111 pumps hydraulic oil from the oil tank 151 into the pressure-building assembly 112. After the pressure-building assembly 112 builds up oil pressure, it delivers the hydraulic oil to the piston chamber of the brake caliper 4 through the common oil circuit 16, driving the brake caliper 4 to move. After driving the brake caliper 4 to move, the pressure-building assembly 112 can be closed to stabilize the pressure on the brake caliper 4 and maintain continuous braking.

[0058] Furthermore, the first pump assembly 111 includes a first motor 1111 and a piston pump 1112. The output end of the first motor 1111 is connected to the piston pump 1112 to drive the piston pump 1112 to pump oil to or draw oil from the brake caliper 4. By rotating the first motor 1111, the piston pump 1112 is driven to move, thereby changing the volume of the cavity inside the piston pump 1112, thus realizing the suction and pumping of hydraulic oil.

[0059] Furthermore, the first pump assembly 111 also includes an angle sensor 113, which is used to detect the rotation angle of the first motor 1111 to achieve precise control of the oil by the first pump assembly 111, thereby achieving precise control of the braking pressure. The angle sensor 113 can be located on one side of the first motor 1111, with its detection probe located at the output end of the first motor 1111, i.e., at the shaft, thus enabling the detection of the rotation angle of the first motor 1111.

[0060] In some embodiments, the first pump assembly 111 further includes a current sensor 114, which is used to detect the current of the first motor 1111 to prevent the first motor 1111 from being overloaded and damaged. Exemplarily, the current sensor 114 is directly connected in series in the power supply circuit of the first motor 1111 to detect the three-phase operating current of the motor in real time, and transmits the current signal to the brake controller 13 after analog-to-digital conversion; the brake controller 13 dynamically adjusts the duty cycle and frequency of the motor drive signal by comparing the actual current value with a preset safety threshold (such as overload current, stall current), and immediately triggers torque reduction protection or switches to the emergency braking module 12 when the motor stalls or the hydraulic pipeline is under abnormally high pressure.

[0061] In some embodiments, see Figure 2 The pressure build-up assembly 112 includes at least one pressure chamber and at least one isolation valve 1121. Each isolation valve 1121 is located on one pressure chamber and is used to control the opening and closing of the pressure chamber. Exemplarily, the pressure chamber is connected to the common oil circuit 16 via the isolation valve 1121. When the brake controller 13 receives a CAN signal from the control center 2 or a hard-wired signal from the brake operation terminal 3, it directly controls the opening and closing state of the isolation valve 1121. During the pressure build-up phase, the isolation valve 1121 is opened, allowing the oil in the pressure chamber to enter the common oil circuit 16 via the first oil circuit to drive the brake caliper 4.

[0062] In this embodiment, the pressure-building assembly 112 includes two pressure chambers and two isolation valves 1121. Each pressure chamber is equipped with an isolation valve 1121 to control the opening and closing of the pressure chamber, thereby establishing the pressure of the hydraulic fluid. The oil pipes containing the two pressure chambers are connected in parallel and then connected to the oil pipe of the common oil circuit 16, which is beneficial to improving the pressure-building rate and the pressure of the hydraulic oil.

[0063] In some embodiments, the service brake module 11 further includes a pressure relief component 115. The input end of the pressure relief component 115 is connected between the pressure building component 112 and the common oil passage 16, and the output end of the pressure relief component 115 is connected to the first pumping fluid component 111. When pressure relief is required, the pressure relief component 115 is opened, and the pressure building component 112 is closed, allowing the oil to flow through the common oil passage 16 through the pressure relief component 115 and then into the first pumping fluid component 111, thereby relieving pressure on the service brake module 11 and the brake caliper 4. The oil flowing into the first pumping fluid component 111 continues to flow into the oil tank 151 for recycling.

[0064] Furthermore, the pressure relief assembly 115 includes at least one first pressure relief valve 1151. The input end of each first pressure relief valve 1151 is connected to a pressure chamber, and the output end of each first pressure relief valve 1151 is connected to the first pump assembly 111. Exemplarily, the pressure relief assembly 115 includes two pressure relief valves, one of which is connected to a pipeline containing one pressure chamber, and the other is connected to a pipeline containing another pressure chamber. Each of the two pressure relief valves can individually relieve pressure in its connected pipeline. When pressure is relieved, the isolation valve 1121 closes, and the pressure relief valve opens, allowing hydraulic oil to flow back to the piston pump 1112 through the pressure relief valve, and then back to the oil tank 151. The pressure relief valve is mainly suitable for braking scenarios, such as when a vehicle switches from a braking state to a traction state.

[0065] In some embodiments, see Figure 2 and Figure 4 The emergency braking module 12 includes a second hydraulic pump assembly 121, an energy storage assembly 122, and an emergency braking valve 123. The second hydraulic pump assembly 121 is connected to the energy storage assembly 122 to form a second oil circuit, which is connected to a common oil circuit 16. The emergency braking valve 123 is located between the second oil circuit and the common oil circuit 16. When the emergency braking module 12 is not activated, the second hydraulic pump assembly 121 pre-pumps hydraulic oil into the energy storage assembly 122 for storage. When the emergency braking module 12 is activated and the brake caliper 4 is controlled to brake, the emergency braking valve 123 opens, and the second hydraulic pump assembly 121 pressurizes and pumps the hydraulic oil in the oil tank 151 into the second oil circuit, and then inputs it into the piston chamber of the brake caliper 4 through the emergency braking valve 123, driving the brake caliper 4 to brake. During this process, if the braking pressure is insufficient, the energy storage assembly 122 can also be activated, allowing the hydraulic oil stored in the energy storage assembly 122 to also enter the second oil circuit, thereby increasing the pressure of the hydraulic oil on the brake caliper 4 and thus increasing the braking force.

[0066] Furthermore, the energy storage assembly 122 includes an accumulator 1221 and an energy storage pressure sensor 1222, which is used to detect the pressure of the second oil circuit. For example, the energy storage pressure sensor 1222 is disposed on the pipe of the second oil circuit, and the detection probe of the energy storage pressure sensor 1222 is placed into the pipe to realize the detection of the hydraulic pressure.

[0067] Furthermore, the second pump assembly 121 includes a second motor 1211 and a gear pump 1212. The second motor 1211 is used to drive the gear pump 1212 to suck or pump out oil. The working state of the gear pump 1212 sucking or pumping out oil can be switched simply by changing the rotation direction of the second motor 1211.

[0068] It should be noted that the emergency brake valve 123 is a two-position four-way valve. The second oil circuit is connected to two ports of the emergency brake valve 123 to allow oil from the second oil circuit to flow into the common oil circuit 16. The connection between the first oil circuit and the common oil circuit 16 can be through the other two ports of the emergency brake valve 123 or directly to the common oil circuit 16; this is not limited here.

[0069] In some embodiments, a filter 125 and a check valve are also provided in the second oil circuit. The filter 125 is located between the gear pump 1212 and the accumulator 1221 and is used to filter the hydraulic oil entering the accumulator 1221. The check valve is located between the filter 125 and the accumulator 1221 and is used to prevent hydraulic oil from flowing back into the gear pump 1212, which could cause damage to the gear pump 1212.

[0070] In some embodiments, see Figure 2 The second oil circuit also includes a first relief valve 126 and a second relief valve 127. The first relief valve 126 is connected between the filter 125 and the accumulator 1221, and the second relief valve 127 is connected between the emergency brake valve 123 and the accumulator 1221. The outputs of both the first relief valve 126 and the second relief valve 127 are connected to the oil tank 151. Both the first relief valve 126 and the second relief valve 127 are used to reduce pressure in the second oil circuit, and the pressure reduction method is to guide the hydraulic oil from the second oil circuit into the oil tank 151, so that the hydraulic oil can be recycled.

[0071] Furthermore, a throttle valve 129 is provided between the second relief valve 127 and the emergency brake valve 123 to regulate the flow rate of hydraulic oil entering the common oil circuit 16.

[0072] In some embodiments, a second pressure relief valve 128 is also provided in the second oil circuit. The second pressure relief valve 128 is for manual pressure relief. The second pressure relief valve 128 is mainly used when maintenance of the emergency braking module 12 is required or in some emergency situations. By manually operating the second pressure relief valve 128, residual pressure or abnormal high pressure in the second oil circuit can be directly released. For example, when the brake controller 13 fails or is powered off, if it is necessary to contact the pressure of the brake caliper 4, such as during towing rescue, the second pressure relief valve 128 can be manually opened to directly release the oil pressure in the brake caliper 4. One end of the second pressure relief valve 128 is connected to the oil tank 151, so that the depressurized hydraulic oil can return to the oil tank 151.

[0073] In some embodiments, an auxiliary relief valve 124 and a pressure protection switch 130 are provided on the common oil circuit 16. The auxiliary relief valve 124 is located between the emergency brake valve 123 and the pressure protection switch 130, which is located near the brake caliper 4. The pressure protection switch 130 is used to open or close according to the pressure value detected by the pressure detection module 14. When the pressure value is within the safe range, the pressure protection switch 130 remains open; when the pressure value exceeds the safe range, the pressure protection switch 130 closes to protect the brake caliper 4. The auxiliary relief valve 124 mainly functions to release oil pressure and dynamically regulate pressure. For example, after braking, by opening the auxiliary relief valve 124, the hydraulic oil in the brake caliper 4 is quickly returned to the oil tank 151 to eliminate residual pressure, allowing the brake caliper 4 to release and restoring wheel freedom. Furthermore, under conditions of slow braking or frequent start-stop operation, the auxiliary relief valve 124 and the throttle valve 129 can be proportionally adjusted to release pressure in stages, preventing a sudden drop in braking force that could cause the vehicle to nosedive or roll backward.

[0074] It should be noted that the auxiliary relief valve 124 is a two-position four-way valve, so that the second oil circuit and the first oil circuit can be independently connected to the common oil circuit 16 through the auxiliary relief valve 124.

[0075] To facilitate understanding of the structure of the above embodiments, the following are simple examples illustrating some operating conditions of vehicle braking:

[0076] When the brake controller 13 receives a service brake signal, it calculates the required braking force based on vehicle load, braking level, and other information. It then controls the service brake module 11 to open the isolation valve 1121, driving the first motor 1111 to rotate forward. This drives the piston pump 1112, pumping oil from the oil tank 151 into the piston pump 1112 and outputting the corresponding oil pressure to the first oil circuit. The hydraulic oil in the first oil circuit enters the cavity of the brake caliper 4 through the common oil circuit 16, driving the brake caliper 4 to brake. During braking, the pressure detection module 14 at the interface of the brake caliper 4, i.e., the pressure sensor, collects the actual pressure of the brake caliper 4 in real time and sends the pressure information to the brake controller 13. The brake controller 13 determines whether the current braking force is being applied correctly based on the pressure.

[0077] When the brake controller 13 receives an emergency braking signal, it closes the isolation valve 1121 in the service brake module 11, the first motor 1111 stops working, and the second motor 1211 starts working, driving the gear pump 1212 to rotate and pump oil from the oil tank 151 into the gear pump 1212. The oil is then output to the second oil circuit at the corresponding oil pressure. The channel in the emergency brake valve 123 connected to the second oil circuit opens, while the channel connected to the first oil circuit closes. Oil in the second oil circuit flows through the emergency brake valve 123 into the brake caliper 4, driving the brake caliper 4 to move. Simultaneously, the pressure detection module 14 collects the pressure of the brake caliper 4 in real time. When the pressure is lower than a preset value, the brake controller 13 outputs an emergency braking fault alarm.

[0078] When the brake controller 13 receives a traction signal, it acquires the vehicle's load information and calculates the braking pressure based on the load information. Then, it opens the isolation valve 1121, drives the first motor 1111 to reverse, and causes the piston pump 1112 to draw hydraulic oil out of the brake caliper 4, reducing the pressure at the caliper end of the brake caliper 4 to the pressure range required for traction, which can be reduced to zero.

[0079] This application also provides a vehicle that includes the control system described in any of the foregoing embodiments. The vehicle has all the beneficial effects of the aforementioned control system, which will not be repeated here.

[0080] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0081] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0082] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0083] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A hydraulic brake control device for driving the brake calipers of a vehicle to brake the vehicle, characterized in that, The hydraulic braking control device includes: Service brake module; Emergency braking module; and The brake controller is signal-connected to both the service brake module and the emergency brake module, and is used to control the service brake module or the emergency brake module to drive the brake caliper.

2. The hydraulic braking control device according to claim 1, characterized in that, The hydraulic brake control device further includes a pressure detection module, which is connected to the brake controller. The pressure detection module is used to detect the pressure on the brake caliper and transmit the pressure to the brake controller.

3. The hydraulic braking control device according to claim 2, characterized in that, The hydraulic brake control device also includes a common oil circuit, through which both the service brake module and the emergency brake module drive the brake caliper, and the pressure detection module is located on the common oil circuit.

4. The hydraulic braking control device according to claim 3, characterized in that, The service braking module includes a first pumping assembly and a pressure building assembly. The first end of the first pumping assembly is connected to the first end of the pressure building assembly, and the second end of the pressure building assembly is connected to a first oil circuit. The first oil circuit is connected to the common oil circuit.

5. The hydraulic braking control device according to claim 4, characterized in that, The first pump assembly includes a first motor and a piston pump. The output of the first motor is connected to the piston pump to drive the piston pump to pump oil into or from the common oil circuit.

6. The hydraulic braking control device according to claim 5, characterized in that, The first pump assembly also includes an angle sensor for detecting the rotation angle of the first motor.

7. The hydraulic braking control device according to claim 5, characterized in that, The first pump assembly also includes a current sensor for detecting the current of the first motor.

8. The hydraulic braking control device according to claim 4, characterized in that, The pressure building assembly includes at least one pressure chamber and at least one isolation valve, each of the isolation valves being disposed on one of the pressure chambers and used to control the opening and closing of the pressure chamber.

9. The hydraulic braking control device according to claim 8, characterized in that, The service braking module also includes a pressure relief component, the input end of which is connected to the second end of the pressure building component, and the output end of which is connected to the second end of the first pumping component.

10. The hydraulic braking control device according to claim 9, characterized in that, The pressure relief assembly includes at least one first pressure relief valve, the input end of which is connected to the pressure chamber, and the output end of which is connected to the first pump assembly.

11. The hydraulic braking control device according to claim 3, characterized in that, The emergency braking module includes a second pumping assembly, an energy storage assembly, and an emergency braking valve. The second pumping assembly is connected to the energy storage assembly to form a second oil circuit. The second oil circuit is connected to the common oil circuit. The emergency braking valve is located between the second oil circuit and the common oil circuit.

12. The hydraulic braking control device according to claim 11, characterized in that, The energy storage component includes an accumulator and an energy storage pressure sensor, the energy storage pressure sensor being used to detect the pressure of the second oil circuit.

13. The hydraulic braking control device according to claim 3, characterized in that, An auxiliary relief valve is provided on the common oil circuit. The auxiliary relief valve is connected to the brake controller via a signal. The brake controller controls the opening or closing of the auxiliary relief valve according to the pressure detected by the pressure detection module, so as to relieve pressure on the common oil circuit when it is open, or to stabilize the pressure on the common oil circuit when it is closed.

14. The hydraulic braking control device according to any one of claims 1 to 13, characterized in that, The hydraulic braking control device also includes a hydraulic oil supply module, which is connected to both the service brake module and the emergency brake module. The hydraulic oil supply module is used to supply and recover hydraulic oil.

15. A control system, characterized in that, Includes the hydraulic braking control device as described in any one of claims 1 to 14.

16. The control system according to claim 15, characterized in that, The control system further includes a control center and a braking operation terminal. Both the control center and the braking operation terminal are signal-connected to the hydraulic braking control device. The control center is used to receive braking feedback information from the braking controller and send a first braking command to the braking controller. The braking controller drives the brake caliper according to the first braking command. The braking operation terminal is used to send a second braking command to the braking controller. The braking controller drives the brake caliper according to the second braking command.

17. A vehicle, characterized in that, Including the control system as described in claim 15 or 16.

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