A brake redundancy control system for use in driving a vehicle

Abstract

This utility model relates to a braking redundancy control system for driving vehicles, including a main control unit and a redundant braking unit. The main control unit includes a hydraulic reservoir, a pressure control mechanism, a first plunger pump isolation valve, and a second plunger pump isolation valve. The redundant braking unit includes a first suction valve, a second suction valve, a first pressure limiting solenoid valve, a second pressure limiting solenoid valve, a first reciprocating plunger pump, a second reciprocating plunger pump, and a redundant control motor. In the event of a failure in the main braking system, this utility model uses the first and second reciprocating plunger pumps of the redundant braking unit itself to build up and maintain pressure on the wheel brakes, enabling rapid pressure building and maintenance during the switching process and improving the pressure retention rate during main / standby switching.

Description

Technical Field

[0001] This utility model relates to the field of vehicle chassis drive-by-wire braking technology, specifically to a braking redundancy control system applied to driving vehicles. Background Technology

[0002] As autonomous driving technology advances to Level 3 and above, the functional safety requirements for braking systems have significantly increased. Standards such as ISO 26262 explicitly require autonomous driving systems to have redundant designs to ensure basic braking function is maintained even if the primary system fails. Current mainstream brake-by-wire systems (such as EHB and EMB) generally adopt a dual-redundancy architecture of "primary actuator + backup actuator," but in practical applications, the following key technical defects still exist: Electromechanical + hydraulic dual backup schemes have risks such as increased weight, higher costs, switching delays, and common-mode failures; dual-winding motor schemes have high thermal management difficulty and mechanical coupling problems; mechanical backup schemes have problems such as insufficient performance in degraded modes, activation shocks, and irreversible operation; dual-ECU heterogeneous control schemes have problems such as software complexity, timing asynchrony, and sensor sharing conflicts. It is evident that the main defect of existing technologies is the severe primary / backup switching delay, resulting in a low primary / backup switching pressure holding rate and causing braking jerking. Utility Model Content

[0003] In order to solve the technical problems in the prior art, such as severe delay in master-slave switching, resulting in low master-slave switching pressure retention rate and causing braking jerking, this utility model provides a braking redundancy control system for driving vehicles.

[0004] The technical solution of this utility model to solve the above-mentioned technical problems is as follows:

[0005] A redundant braking control system for a driving vehicle includes a main control unit and a redundant braking unit. The main control unit includes a hydraulic reservoir, a pressure control mechanism, a first plunger pump isolation valve, and a second plunger pump isolation valve. The redundant braking unit includes a first suction valve, a second suction valve, a first pressure limiting solenoid valve, a second pressure limiting solenoid valve, a first reciprocating plunger pump, a second reciprocating plunger pump, and a redundant control motor. The redundant control motor is connected to both the first and second reciprocating plunger pumps and is used to drive both pumps. The inlet of the pressure control mechanism is connected to the hydraulic reservoir, and the outlet of the pressure control mechanism is connected to one end of the first plunger pump isolation valve and one end of the second plunger pump isolation valve.

[0006] The other end of the first plunger pump isolation valve is connected to the left rear wheel EPB brake, one end of the first oil suction valve and one end of the first pressure limiting solenoid valve, respectively. The other end of the first oil suction valve is connected to the oil inlet of the second reciprocating plunger pump. The oil outlet of the second reciprocating plunger pump and the other end of the first pressure limiting solenoid valve are both connected to the right front wheel brake.

[0007] The other end of the second plunger pump isolation valve is connected to the right rear wheel EPB brake, one end of the second oil suction valve, and one end of the second pressure limiting solenoid valve. The other end of the second oil suction valve is connected to the oil inlet of the first reciprocating plunger pump. The oil outlet of the first reciprocating plunger pump and the other end of the second pressure limiting solenoid valve are both connected to the left front wheel brake.

[0008] The beneficial effects of this invention are as follows: When the main braking system is fault-free, the first and second pressure-limiting solenoid valves are opened by default, isolating the first and second reciprocating piston pumps of the redundant braking unit. Simultaneously, the first and second piston pump isolation valves are opened, and hydraulic oil is supplied through the IBC pressure control mechanism to build pressure in the wheel cylinders. When the main braking system malfunctions, if pressure is being built up in the front wheels, the first and second pressure-limiting solenoid valves of the redundant braking unit are closed, and the first and second suction valves are opened, connecting the redundant braking unit and enabling the first and second reciprocating piston pumps of the redundant braking unit to circulate and draw fluid to build pressure. If pressure is being built up in the rear wheels, braking pressure is built up through the vehicle's electronic parking brake system. If pressure needs to be maintained after pressure is built up, the RBU does not activate when the system detects that the IBC is fault-free. When an IBC malfunction is detected, the first and second pressure-limiting solenoid valves of the front wheels are closed to maintain pressure, and the rear wheels can be braked through the electronic parking brake system. As can be seen, when the main braking system fails, this utility model uses the first and second reciprocating piston pumps of the redundant braking unit to build up and maintain pressure on the wheel brakes, which can achieve rapid pressure building and maintenance during the switching process and improve the pressure maintenance rate of the main and backup switching.

[0009] Based on the above technical solution, the present invention can be further improved as follows.

[0010] Furthermore, the main control unit also includes a master cylinder assembly, a first master cylinder isolation valve, and a second master cylinder isolation valve. The oil inlet of the master cylinder assembly is connected to the hydraulic oil reservoir, and the oil outlet of the master cylinder assembly is connected to one end of the first master cylinder isolation valve and one end of the second master cylinder isolation valve, respectively. The other end of the first master cylinder isolation valve is connected to one end of the left rear wheel EPB brake, the first oil suction valve, and the first pressure limiting solenoid valve, respectively. The other end of the second master cylinder isolation valve is connected to one end of the right rear wheel EPB brake, the second oil suction valve, and the second pressure limiting solenoid valve, respectively.

[0011] The beneficial effect of adopting the above-mentioned further solution is that, through the master cylinder assembly, the first master cylinder isolation valve and the second master cylinder isolation valve, the first master cylinder isolation valve and the second master cylinder isolation valve can be opened when needed, so as to realize manual braking by manually pushing the master cylinder assembly to increase the pressure of the brakes of the four wheels.

[0012] Furthermore, the main control unit also includes a right front booster valve, a left rear booster valve, a right rear booster valve, and a left front booster valve; one end of the right front booster valve is connected to the other end of the first plunger pump isolation valve and the other end of the first master cylinder isolation valve, respectively, and the other end of the right front booster valve is connected to one end of the first oil suction valve and one end of the first pressure limiting solenoid valve, respectively.

[0013] One end of the left rear booster valve is connected to the other end of the first plunger pump isolation valve and the other end of the first master cylinder isolation valve, and the other end of the left rear booster valve is connected to the left rear wheel EPB brake.

[0014] One end of the right rear booster valve is connected to the other end of the second plunger pump isolation valve and the other end of the second master cylinder isolation valve, and the other end of the right rear booster valve is connected to the right rear wheel EPB brake.

[0015] One end of the left front booster valve is connected to the other end of the second plunger pump isolation valve and the other end of the second master cylinder isolation valve, respectively. The other end of the left front booster valve is connected to one end of the second oil suction valve and one end of the second pressure limiting solenoid valve, respectively.

[0016] The beneficial effect of adopting the above-mentioned further scheme is that, by setting the right front booster valve, left rear booster valve, right rear booster valve and left front booster valve, the oil supply circuits of the four wheels can be opened and closed respectively by the right front booster valve, left rear booster valve, right rear booster valve and left front booster valve, so as to realize the individual control of the oil supply of the brakes of the four wheels.

[0017] Furthermore, the main control unit also includes a right front pressure reducing valve, a left rear pressure reducing valve, a right rear pressure reducing valve, and a left front pressure reducing valve; one end of the right front pressure reducing valve is connected to the other end of the right front pressure boosting valve, one end of the left rear pressure reducing valve is connected to the other end of the left rear pressure boosting valve, one end of the right rear pressure reducing valve is connected to the other end of the right rear pressure boosting valve, one end of the left front pressure reducing valve is connected to the other end of the left front pressure boosting valve, and the other ends of the right front pressure reducing valve, the left rear pressure reducing valve, the right rear pressure reducing valve, and the left front pressure reducing valve are all connected to the hydraulic oil reservoir.

[0018] The beneficial effect of adopting the above-mentioned further solution is that by setting a pressure reducing valve on each of the four oil supply circuits of the four wheels, pressure reducing operation can be performed on each oil supply circuit separately.

[0019] Furthermore, the redundant braking unit also includes a first accumulator, a first one-way valve, a second one-way valve, and a first pressure-reducing solenoid valve; the outlet of the first accumulator is connected to the inlet of the first one-way valve, and the outlet of the first one-way valve is connected to the other end of the right front booster valve; the charging port of the first accumulator is connected to the outlet of the second one-way valve, the inlet of the second one-way valve is connected to one end of the first pressure-reducing solenoid valve, and the other end of the first pressure-reducing solenoid valve is connected to the oil outlet of the second reciprocating plunger pump or the other end of the first pressure-limiting solenoid valve.

[0020] Furthermore, the redundant braking unit also includes a second accumulator, a third one-way valve, a fourth one-way valve, and a second pressure-reducing solenoid valve; the outlet of the second accumulator is connected to the inlet of the third one-way valve, and the outlet of the third one-way valve is connected to the other end of the right front booster valve; the charging port of the second accumulator is connected to the outlet of the fourth one-way valve, the inlet of the fourth one-way valve is connected to one end of the second pressure-reducing solenoid valve, and the other end of the second pressure-reducing solenoid valve is connected to the oil outlet of the first reciprocating plunger pump or the other end of the second pressure-limiting solenoid valve.

[0021] The beneficial effect of adopting the above-mentioned further solution is that the accumulator is an energy storage device in a hydraulic-pneumatic system. It converts the energy in the system into compressible energy or potential energy at appropriate times and stores it. When the system needs it, it converts the compressible energy or potential energy back into hydraulic or pneumatic energy and releases it to replenish the system. When the system pressure increases instantaneously, it can absorb this energy to ensure the normal pressure of the entire system. Therefore, by setting two accumulators in the redundant braking unit, the accumulators can be used to ensure the normal system pressure of the hydraulic system of the two wheel brakes controlled by the redundant braking unit.

[0022] Furthermore, the master cylinder assembly includes a first master cylinder chamber, a second master cylinder chamber, a first piston, a second piston, a master cylinder push rod, and a brake pedal; the first master cylinder chamber is matched with the first piston, the second master cylinder chamber is matched with the second piston, one end of the master cylinder push rod is connected to the first piston and the second piston, and the other end of the master cylinder push rod is connected to the brake pedal; the oil inlet of the first master cylinder chamber and the oil inlet of the second master cylinder chamber are both connected to the hydraulic oil reservoir, the oil outlet of the first master cylinder chamber is connected to one end of the first master cylinder isolation valve, and the oil outlet of the second master cylinder chamber is connected to one end of the second master cylinder isolation valve.

[0023] Furthermore, the main control unit also includes a simulator isolation solenoid valve and a simulator assembly. One end of the simulator isolation solenoid valve is connected to the oil outlet of the first main cylinder chamber and the oil outlet of the second main cylinder chamber, respectively. The other end of the simulator isolation solenoid valve is connected to one end of the simulator assembly, and the other end of the simulator assembly is connected to the hydraulic oil reservoir.

[0024] The beneficial effect of adopting the above-mentioned further solution is that, by setting up a simulator component, the boost control effect of the master cylinder component can be simulated after the simulator isolation solenoid valve is turned on, so as to realize the simulation verification of the boost control effect of the master cylinder component.

[0025] To solve the above-mentioned technical problems, this utility model also provides a control system, the specific technical content of which is as follows: a control system, including at least one subsystem, wherein the subsystem is the above-mentioned braking redundancy control system applied to driving vehicles.

[0026] To solve the above-mentioned technical problems, this utility model also provides a vehicle, the specific technical content of which is as follows:

[0027] A vehicle including the aforementioned brake redundancy control system applied to driving a vehicle. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the structure of this utility model.

[0029] The attached diagram lists the components represented by each number as follows:

[0030] 101.1 First oil reservoir chamber; 101.2 Second oil reservoir chamber; 101.3 Third oil reservoir chamber; 102 Diagnostic solenoid valve; 103 Stroke 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 108. Isolation valve; 109. Simulator isolation solenoid valve; 110. Simulator assembly; 111. First plunger pump isolation valve; 112. Second plunger pump isolation valve; 113. Second pressure sensor; 114. Fifth check valve; 115. Servo pressure control unit; 114.1. Pressure control motor; 114.2. Motor position sensor; 114.3. Current sensor; 114.4. Main control plunger pump; 116. Right front booster valve; 117. Left rear booster valve; 117. Right rear booster valve; 118. Left front booster valve; 119. Right front pressure reducing valve; 120. Left rear pressure reducing valve; 121. Right rear pressure reducing valve; 122. Left front pressure reducing valve; 301. Third pressure sensor; 302. Second suction valve; 303. First suction valve; 304. Second pressure limiting solenoid valve; 305. First pressure limiting solenoid valve; 306. Third check valve; 307. Second accumulator; 308. First accumulator; 309. First check valve; 310. 311. Redundant control motor; 312. First reciprocating piston pump; 313. Second reciprocating piston pump; 314. Second pressure reducing solenoid valve; 315. First pressure reducing solenoid valve; 316. Fourth pressure sensor; 317. Fifth pressure sensor; 318. Fourth check valve; 319. Second check 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 Implementation

[0031] The principles and features of this utility model are described below with reference to the accompanying drawings. The examples given are only for explaining this utility model and are not intended to limit the scope of this utility model.

[0032] like Figure 1As shown, this embodiment provides a braking redundancy control system for a driving vehicle, including a main control unit (IBC) and a redundant braking unit (RBU). The IBC includes a hydraulic reservoir, a pressure control mechanism 114, a first plunger pump isolation valve 110, and a second plunger pump isolation valve 111. The RBU includes a first suction valve 303, a second suction valve 302, a first pressure limiting solenoid valve 305, a second pressure limiting solenoid valve 304, a first reciprocating plunger pump 311, a second reciprocating plunger pump 312, and a redundant control motor 310. The redundant control motor 310 is connected to both the first reciprocating plunger pump 311 and the second reciprocating plunger pump 312. The redundant control motor 310 drives both the first reciprocating plunger pump 311 and the second reciprocating plunger pump 312. The inlet of the pressure control mechanism 114 is connected to the hydraulic reservoir, and the outlet of the pressure control mechanism 114 is connected to both the first plunger pump. One end of the isolation valve 110 is connected to one end of the second plunger pump isolation valve 111; the other end of the first plunger pump isolation valve 110 is connected to the left rear wheel EPB brake 700, one end of the first suction valve 303 and one end of the first pressure limiting solenoid valve 305 respectively, the other end of the first suction valve 303 is connected to the oil inlet of the second reciprocating plunger pump 312, the oil outlet of the second reciprocating plunger pump 312 and the other end of the first pressure limiting solenoid valve 305 are both connected to the right front wheel brake 400; the other end of the second plunger pump isolation valve 111 is connected to the right rear wheel EPB brake 600, one end of the second suction valve 302 and one end of the second pressure limiting solenoid valve 304 respectively, the other end of the second suction valve 302 is connected to the oil inlet of the first reciprocating plunger pump 311, the oil outlet of the first reciprocating plunger pump 311 and the other end of the second pressure limiting solenoid valve 304 are both connected to the left front wheel brake 500.

[0033] The hydraulic reservoir includes a first reservoir chamber 101.1, a second reservoir chamber 101.2, and a third reservoir chamber 101.3, which are interconnected. The pressure control mechanism 114 is specifically a pressure control pump, which includes a pressure control motor 114.1, a motor position sensor 114.2, a current sensor 114.3, a reducer, and a main control plunger pump 114.4. The pressure control motor 114.1 drives the main control plunger pump 114.4 via the reducer. The inlet of the main control plunger pump 114.4 is connected to the third reservoir chamber 101.3. The oil outlet of pump 114.4 is connected to one end of the first plunger pump isolation valve 110 and one end of the second plunger pump isolation valve 111, respectively. The oil outlet of the main control plunger pump 114.4 is also connected to the third oil reservoir chamber 101.3 through the fifth check valve 113. The fifth check valve 113 can be a safety check valve, a safety valve, or a self-regulating pressure relief valve. When the oil pressure at the oil outlet of the main control plunger pump 114.4 is too high, the fifth check valve 113 automatically opens, and the hydraulic oil at the oil outlet of the main control plunger pump 114.4 flows back to the third oil reservoir chamber 101.3 through the fifth check valve 113, thereby reducing the pressure at the oil outlet of the main control plunger pump 114.4 and improving the safety performance of the hydraulic system. The motor position sensor 114.2 is connected to the pressure-controlled motor 114.1 to monitor the rotation direction and speed of the pressure-controlled motor 114.1. The motor position sensor 114.2 can detect the motor's position, speed, and direction in real time, providing crucial information about the motor's operating status. Specifically, the linear motor position sensor can accurately measure the motor's current position, which is essential for controlling and adjusting the motor's operation. Whether the motor needs to stay at a specific position or achieve precise position control, the position sensor provides accurate position information. Furthermore, the position sensor can also detect the motor's speed. In applications requiring precise control of motor speed, such as automotive steering systems, the position sensor provides timely and accurate speed feedback, allowing for real-time monitoring of the motor's operation and corresponding adjustments and controls. A second pressure sensor 112 is installed at the outlet of the main control plunger pump 114.4. The second pressure sensor 112 is used to collect the pressure of the hydraulic oil at the outlet of the main control plunger pump 114.4, providing real-time information about the outlet pressure value of the main control plunger pump 114.4. By observing and receiving feedback from position sensors, the current running direction of the motor can be accurately determined, thereby enabling appropriate measures to be taken to ensure the normal operation of the motor.

[0034] The current sensor 114.3 is connected to the power supply terminal of the pressure control motor 114.1 and is used to detect the power supply current of the pressure control motor 114.1 in order to monitor the power supply status of the pressure control motor 114.1 in real time and ensure the normal power supply of the pressure control motor 114.1.

[0035] In this embodiment of the invention, when the main braking system (IBC) is fault-free, the first pressure-limiting solenoid valve 305 and the second pressure-limiting solenoid valve 304 are opened by default, isolating the first reciprocating plunger pump 311 and the second reciprocating plunger pump 312 of the redundant braking unit (RBU). Simultaneously, the first plunger pump isolation valve 110 and the second plunger pump isolation valve 111 are opened, and hydraulic oil is supplied through the IBC pressure control mechanism 114 to build pressure in the wheel cylinders. When the main braking system (IBC) malfunctions, if pressure is being built up in the front wheel braking pressure, the first pressure-limiting solenoid valve 305 and the second pressure-limiting solenoid valve 304 of the redundant braking unit (RBU) are closed, and the first suction valve 303 and the second suction valve 302 are opened, connecting the redundant braking unit (RBU) to allow the first reciprocating plunger pump 311 and the second reciprocating plunger pump 312 of the redundant braking unit (RBU) to circulate and draw fluid to build pressure. If pressure is being built up in the rear wheels, braking pressure is built up through the vehicle's electronic parking brake system. If pressure needs to be maintained after pressure is built up, the RBU will not activate when the system detects that the IBC is fault-free. When an IBC (Independent Braking System) malfunction is detected, the front wheels close the first pressure-limiting solenoid valve 305 and the second pressure-limiting solenoid valve 304 to maintain pressure, while the rear wheels can be braked via the electronic parking brake system. Therefore, this invention, in the event of a main braking system IBC malfunction, utilizes the first reciprocating piston pump 311 and the second reciprocating piston pump 312 of the redundant braking unit (RBU) itself to build and maintain pressure on the wheel brakes. This enables rapid pressure building and maintenance during the switching process, improving the pressure retention rate during main / backup switching.

[0036] In some embodiments, the above-mentioned brake redundancy control system further includes a master cylinder assembly 104, a first master cylinder isolation valve 106, and a second master cylinder isolation valve 170. The oil inlet of the master cylinder assembly 104 is connected to a hydraulic oil reservoir, and the oil outlet of the master cylinder assembly 104 is connected to one end of the first master cylinder isolation valve 106 and one end of the second master cylinder isolation valve 170, respectively. The other end of the first master cylinder isolation valve 106 is connected to one end of the left rear wheel EPB brake 700, the first oil suction valve 303, and the first pressure limiting solenoid valve 305, respectively. The other end of the second master cylinder isolation valve 170 is connected to one end of the right rear wheel EPB brake 600, the second oil suction valve 302, and the second pressure limiting solenoid valve 304, respectively. The master cylinder assembly 104 includes a first master cylinder chamber 104.1, a second master cylinder chamber 104.2, a first piston 104.3, a second piston 104.4, a master cylinder push rod 104.5, and a brake pedal 800; the first master cylinder chamber 104.1 is matched with the first piston 104.3, the second master cylinder chamber 104.2 is matched with the second piston 104.4, and one end of the master cylinder push rod 104.5 is connected to the first piston 104.3 and the second piston 104. 4. Connections: The other end of the master cylinder push rod 104.5 is connected to the brake pedal 800; the oil inlet of the first master cylinder chamber 104.1 is connected to the first oil reservoir chamber 101.1, and the oil inlets of the second master cylinder chamber 104.2 are all connected to the second oil reservoir chamber 101.2; the oil outlet of the first master cylinder chamber 104.1 is connected to one end of the first master cylinder isolation valve 106, and the oil outlet of the second master cylinder chamber 104.2 is connected to one end of the second master cylinder isolation valve 170. A stroke sensor 103 is located at the master cylinder push rod 104.5. The stroke sensor 103 is used to monitor the extension and retraction distance of the master cylinder push rod 104.5. The stroke sensor 103 can be a limit switch or other sensor used to monitor the stroke position of the master cylinder push rod 104.5, and can prevent the master cylinder push rod 104.5 from continuing to advance or extend when it reaches a preset position.

[0037] The master cylinder assembly 104, the first master cylinder isolation valve 106, and the second master cylinder isolation valve 170 can be opened when needed, allowing manual braking by pushing the master cylinder assembly 104 to pressurize the brakes on all four wheels. A first pressure sensor 105, located at the oil outlet of the second master cylinder chamber 104.2, is used to collect the pressure of the hydraulic oil at the oil outlet of the second master cylinder chamber 104.2.

[0038] In some embodiments, the above-mentioned brake redundancy control system further includes a right front booster valve 115, a left rear booster valve 116, a right rear booster valve 117, and a left front booster valve 118; one end of the right front booster valve 115 is connected to the other end of the first plunger pump isolation valve 110 and the other end of the first master cylinder isolation valve 106, respectively, and the other end of the right front booster valve 115 is connected to one end of the first oil suction valve 303 and one end of the first pressure limiting solenoid valve 305, respectively.

[0039] One end of the left rear booster valve 116 is connected to the other end of the first plunger pump isolation valve 110 and the other end of the first master cylinder isolation valve 106, respectively, and the other end of the left rear booster valve 116 is connected to the left rear wheel EPB brake 700; one end of the right rear booster valve 117 is connected to the other end of the second plunger pump isolation valve 111 and the other end of the second master cylinder isolation valve 170, respectively, and the other end of the right rear booster valve 117 is connected to the right rear wheel EPB brake 600; one end of the left front booster valve 118 is connected to the other end of the second plunger pump isolation valve 111 and the other end of the second master cylinder isolation valve 170, respectively, and the other end of the left front booster valve 118 is connected to one end of the second suction valve 302 and one end of the second pressure limiting solenoid valve 304, respectively.

[0040] By setting the right front booster valve 115, left rear booster valve 116, right rear booster valve 117 and left front booster valve 118, the oil supply circuits of the four wheels can be opened and closed respectively through the right front booster valve 115, left rear booster valve 116, right rear booster valve 117 and left front booster valve 118, so as to realize the individual control of the oil supply to the brakes of the four wheels.

[0041] In some embodiments, the aforementioned brake redundancy control system further includes a right front pressure reducing valve 119, a left rear pressure reducing valve 120, a right rear pressure reducing valve 121, and a left front pressure reducing valve 122. One end of the right front pressure reducing valve 119 is connected to the other end of the right front boost valve 115, one end of the left rear pressure reducing valve 120 is connected to the other end of the left rear boost valve 116, one end of the right rear pressure reducing valve 121 is connected to the other end of the right rear boost valve 117, one end of the left front pressure reducing valve 122 is connected to the other end of the left front boost valve 118, and the other ends of the right front pressure reducing valve 119, the left rear pressure reducing valve 120, the right rear pressure reducing valve 121, and the left front pressure reducing valve 122 are all connected to a hydraulic reservoir. By installing a pressure reducing valve on each of the four oil supply circuits of the four wheels, pressure reduction operations can be performed on the oil supply circuits of each wheel brake separately.

[0042] In some embodiments, the above-mentioned brake redundancy control system further includes a first accumulator 308, a first one-way valve 309, a second one-way valve 318, a fifth pressure sensor 316, and a first pressure-reducing solenoid valve 314; the outlet of the first accumulator 308 is connected to the inlet of the first one-way valve 309, and the outlet of the first one-way valve 309 is connected to the other end of the right front booster valve 115; the filling port of the first accumulator 308 is connected to the outlet of the second one-way valve 318, the inlet of the second one-way valve 318 is connected to one end of the first pressure-reducing solenoid valve 314, and the other end of the first pressure-reducing solenoid valve 314 is connected to the oil outlet of the second reciprocating plunger pump 312 or the other end of the first pressure-limiting solenoid valve 305; the fifth pressure sensor 316 is connected to the other end of the first pressure-reducing solenoid valve 314 or the oil supply port of the right front wheel brake 400, and the fifth pressure sensor 316 is used to monitor the oil pressure at the oil supply port of the right front wheel brake 400.

[0043] In some embodiments, the above-described brake redundancy control system further includes a second accumulator 307, a third check valve 306, a fourth check valve 317, a fourth pressure sensor 315, and a second pressure-reducing solenoid valve 313. The outlet of the second accumulator 307 is connected to the inlet of the third check valve 306, and the outlet of the third check valve 306 is connected to the other end of the right front booster valve 115. The filling port of the second accumulator 307 is connected to the outlet of the fourth check valve 317, and the inlet of the fourth check valve 317 is connected to one end of the second pressure-reducing solenoid valve 313. The other end of the second pressure-reducing solenoid valve 313 is connected to the oil outlet of the first reciprocating plunger pump 311 or the other end of the second pressure-limiting solenoid valve 304. The fourth pressure sensor 315 is connected to the other end of the second pressure-reducing solenoid valve 313 or the oil supply port of the left front wheel brake 500. The fifth pressure sensor 316 is used to monitor the oil pressure at the oil supply port of the left front wheel brake 500.

[0044] An accumulator is an energy storage device in a hydraulic-pneumatic system. It converts energy in the system into compressible or potential energy at appropriate times and stores it. When the system needs it, it converts the compressible or potential energy back into hydraulic or pneumatic energy and releases it to replenish the system. When the system pressure increases instantaneously, it can absorb this energy to ensure the normal pressure of the entire system. Therefore, by installing two accumulators in the redundant braking unit (RBU), the accumulators can ensure the normal system pressure of the hydraulic system of the two wheel brakes controlled by the RBU.

[0045] In some embodiments, the above-mentioned brake redundancy control system further includes a simulator isolation solenoid valve 108 and a simulator assembly 109. One end of the simulator isolation solenoid valve 108 is connected to the oil outlet of the first master cylinder chamber 104.1 and the oil outlet of the second master cylinder chamber 104.2, respectively. The other end of the simulator isolation solenoid valve 108 is connected to one end of the simulator assembly 109, and the other end of the simulator assembly 109 is connected to a hydraulic oil reservoir. The simulator assembly 109 includes a simulated hydraulic cylinder body, a simulated piston and a spring are provided inside the simulated hydraulic cylinder body. One end of the simulated hydraulic cylinder body has an oil inlet, and the other end has an oil outlet. One end of the spring abuts against one end of the simulated piston, and the other end of the spring abuts against the other end of the simulated hydraulic cylinder body. One end of the simulated piston is close to the oil outlet of the simulated hydraulic cylinder body, and the other end of the simulated piston is close to the oil inlet of the simulated hydraulic cylinder body. The oil inlet of the simulated hydraulic cylinder body is connected to the other end of the simulator isolation solenoid valve 108, and the oil outlet of the simulated hydraulic cylinder body is connected to the first oil reservoir chamber 101.1.

[0046] After the first master cylinder isolation valve 106 and the second master cylinder isolation valve 107 are closed, the simulator isolation solenoid valve 108 is opened. When the master cylinder assembly 104 is manually pushed, the simulated piston of the simulator assembly 109 can be pushed to achieve manual braking simulation. After the simulator isolation solenoid valve 108 is opened, the simulator assembly 109 can be used to simulate the boost control effect of the master cylinder assembly 104, thereby simulating and verifying the boost control effect of the master cylinder assembly 104.

[0047] In other embodiments, a control system applied to vehicle control includes at least one subsystem, which is the aforementioned brake redundancy control system applied to driving a vehicle.

[0048] In other embodiments, a vehicle includes the aforementioned brake redundancy control system applied to driving a vehicle.

[0049] Electronic Parking Brake (EPB) refers to a technology that uses electronic control to achieve parking braking. An electronic handbrake is a technology that uses electronic control to achieve parking braking.

[0050] In other embodiments, the aforementioned brake redundancy control system can, when the main braking system IBC is fault-free, send a normal IBC status message to the redundant braking system via CAN signal, suppressing RBU activation; when the IBC malfunctions (e.g., response time exceeding a preset response time), the main braking system sends an abnormal IBC status message and necessary variables such as target pressure to the redundant braking system via CAN signal, activating the RBU. Simultaneously, the IBC-related actuator pistons and valves return to backup status, the RBU is activated, the first and second pressure-limiting solenoid valves are closed synchronously, and the first and second suction valves are opened, redundantly controlling motor 3. 10. The RBU (Roller-Bus Unit) draws in fluid and builds pressure according to the target pressure. To reduce pressure loss during the switching between primary and auxiliary braking, the RBU monitors the target pressure, actual wheel cylinder pressure, and system pressure in real time while in standby mode. It optimizes wheel cylinder pressure using the following methods to ensure vehicle safety: ① When the actual wheel cylinder pressure is lower than a certain threshold of the target pressure, the RBU initiates pressure building. ② When the wheel cylinder pressure is higher than a certain threshold of the target pressure and also higher than the system pressure, the RBU limits pressure to restore wheel cylinder pressure. ③ When the system pressure is higher than a certain threshold of the target pressure and the wheel cylinder pressure is also higher than a certain threshold of the target pressure, the RBU releases pressure to restore wheel cylinder pressure. Subsequent pressure building, holding, and releasing operations are entirely handled by the RBU.

[0051] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the concept and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A braking redundancy control system for driving vehicles, characterized in that: The system includes an integrated control unit (IBC) and a redundant braking unit (RBU). The IBC includes a hydraulic reservoir, a pressure control mechanism (114), a first plunger pump isolation valve (110), and a second plunger pump isolation valve (111). The RBU includes a first suction valve (303), a second suction valve (302), a first pressure limiting solenoid valve (305), a second pressure limiting solenoid valve (304), a first reciprocating plunger pump (311), a second reciprocating plunger pump (312), and a redundant control motor (310). The redundant control motor (310) is connected to both the first reciprocating plunger pump (311) and the second reciprocating plunger pump (312). The redundant control motor (310) is used to drive both the first reciprocating plunger pump (311) and the second reciprocating plunger pump (312). The oil inlet of the pressure control mechanism (114) is connected to the hydraulic oil reservoir, and the oil outlet of the pressure control mechanism (114) is connected to one end of the first plunger pump isolation valve (110) and one end of the second plunger pump isolation valve (111), respectively. The other end of the first plunger pump isolation valve (110) is connected to the left rear wheel EPB brake (700), one end of the first oil suction valve (303) and one end of the first pressure limiting solenoid valve (305), respectively. The other end of the first oil suction valve (303) is connected to the oil inlet of the second reciprocating plunger pump (312). The oil outlet of the second reciprocating plunger pump (312) and the other end of the first pressure limiting solenoid valve (305) are both connected to the right front wheel brake (400). The other end of the second plunger pump isolation valve (111) is connected to the right rear wheel EPB brake (600), one end of the second oil suction valve (302) and one end of the second pressure limiting solenoid valve (304), respectively. The other end of the second oil suction valve (302) is connected to the oil inlet of the first reciprocating plunger pump (311). The oil outlet of the first reciprocating plunger pump (311) and the other end of the second pressure limiting solenoid valve (304) are both connected to the left front wheel brake (500).

2. The braking redundancy control system for driving vehicles according to claim 1, characterized in that: The main control unit (IBC) also includes a master cylinder assembly (104), a first master cylinder isolation valve (106), and a second master cylinder isolation valve (170). The oil inlet of the master cylinder assembly (104) is connected to the hydraulic oil reservoir, and the oil outlet of the master cylinder assembly (104) is connected to one end of the first master cylinder isolation valve (106) and one end of the second master cylinder isolation valve (170). The other end of the first master cylinder isolation valve (106) is connected to one end of the left rear wheel EPB brake (700), the first suction valve (303), and the first pressure limiting solenoid valve (305). The other end of the second master cylinder isolation valve (170) is connected to one end of the right rear wheel EPB brake (600), the second suction valve (302), and the second pressure limiting solenoid valve (304).

3. The braking redundancy control system for driving vehicles according to claim 2, characterized in that: The main control unit (IBC) also includes a right front booster valve (115), a left rear booster valve (116), a right rear booster valve (117), and a left front booster valve (118); One end of the right front booster valve (115) is connected to the other end of the first plunger pump isolation valve (110) and the other end of the first master cylinder isolation valve (106), respectively. The other end of the right front booster valve (115) is connected to one end of the first oil suction valve (303) and one end of the first pressure limiting solenoid valve (305), respectively. One end of the left rear booster valve (116) is connected to the other end of the first plunger pump isolation valve (110) and the other end of the first master cylinder isolation valve (106), and the other end of the left rear booster valve (116) is connected to the left rear wheel EPB brake (700). One end of the right rear booster valve (117) is connected to the other end of the second plunger pump isolation valve (111) and the other end of the second master cylinder isolation valve (170), and the other end of the right rear booster valve (117) is connected to the right rear wheel EPB brake (600). One end of the left front booster valve (118) is connected to the other end of the second plunger pump isolation valve (111) and the other end of the second master cylinder isolation valve (170), respectively. The other end of the left front booster valve (118) is connected to one end of the second oil suction valve (302) and one end of the second pressure limiting solenoid valve (304), respectively.

4. The braking redundancy control system for driving vehicles according to claim 3, characterized in that: The main control unit (IBC) also includes a right front pressure reducing valve (119), a left rear pressure reducing valve (120), a right rear pressure reducing valve (121), and a left front pressure reducing valve (122). One end of the right front pressure reducing valve (119) is connected to the other end of the right front boost valve (115), one end of the left rear pressure reducing valve (120) is connected to the other end of the left rear boost valve (116), one end of the right rear pressure reducing valve (121) is connected to the other end of the right rear boost valve (117), one end of the left front pressure reducing valve (122) is connected to the other end of the left front boost valve (118), and the other ends of the right front pressure reducing valve (119), the left rear pressure reducing valve (120), the right rear pressure reducing valve (121), and the left front pressure reducing valve (122) are all connected to the hydraulic oil reservoir.

5. The braking redundancy control system for driving vehicles according to claim 3, characterized in that: The redundant braking unit (RBU) further includes a first accumulator (308), a first check valve (309), a second check valve (318), and a first pressure-reducing solenoid valve (314); the outlet of the first accumulator (308) is connected to the inlet of the first check valve (309), and the outlet of the first check valve (309) is connected to the other end of the right front booster valve (115); the filling port of the first accumulator (308) is connected to the outlet of the second check valve (318), the inlet of the second check valve (318) is connected to one end of the first pressure-reducing solenoid valve (314), and the other end of the first pressure-reducing solenoid valve (314) is connected to the oil outlet of the second reciprocating plunger pump (312) or the other end of the first pressure-limiting solenoid valve (305).

6. The braking redundancy control system for driving vehicles according to claim 3, characterized in that: The redundant braking unit (RBU) further includes a second accumulator (307), a third check valve (306), a fourth check valve (317), and a second pressure-reducing solenoid valve (313); the outlet of the second accumulator (307) is connected to the inlet of the third check valve (306), and the outlet of the third check valve (306) is connected to the other end of the right front booster valve (115); the filling port of the second accumulator (307) is connected to the outlet of the fourth check valve (317), the inlet of the fourth check valve (317) is connected to one end of the second pressure-reducing solenoid valve (313), and the other end of the second pressure-reducing solenoid valve (313) is connected to the oil outlet of the first reciprocating plunger pump (311) or the other end of the second pressure-limiting solenoid valve (304).

7. The braking redundancy control system for driving vehicles according to claim 2, characterized in that: The master cylinder assembly (104) includes a first master cylinder chamber (104.1), a second master cylinder chamber (104.2), a first piston (104.3), a second piston (104.4), a master cylinder push rod (104.5), and a brake pedal (800); the first master cylinder chamber (104.1) is matched with the first piston (104.3), the second master cylinder chamber (104.2) is matched with the second piston (104.4), and one end of the master cylinder push rod (104.5) is connected to the first piston (104.3). 3) and the second piston (104.4) are connected, and the other end of the master cylinder push rod (104.5) is connected to the brake pedal (800); the oil inlet of the first master cylinder chamber (104.1) and the oil inlet of the second master cylinder chamber (104.2) are both connected to the hydraulic oil reservoir, the oil outlet of the first master cylinder chamber (104.1) is connected to one end of the first master cylinder isolation valve (106), and the oil outlet of the second master cylinder chamber (104.2) is connected to one end of the second master cylinder isolation valve (170).

8. The braking redundancy control system for driving vehicles according to claim 7, characterized in that: The main control unit (IBC) also includes a simulator isolation solenoid valve (108) and a simulator assembly (109). One end of the simulator isolation solenoid valve (108) is connected to the oil outlet of the first master cylinder chamber (104.1) and the oil outlet of the second master cylinder chamber (104.2), respectively. The other end of the simulator isolation solenoid valve (108) is connected to one end of the simulator assembly (109), and the other end of the simulator assembly (109) is connected to the hydraulic oil reservoir.

9. A control system, characterized in that: It includes at least one subsystem, said subsystem being a braking redundancy control system for a driving vehicle as described in any one of claims 1 to 8.

10. A vehicle, characterized in that: Including the braking redundancy control system applied to a driving vehicle as described in any one of claims 1 to 8.

Images