Integrated brake control system
By integrating the pedal simulator with the brake master cylinder and simplifying wiring connections using a piston structure and electronic control unit, the problem of the pedal simulator existing independently is solved, achieving improved integration and reduced costs.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- TRW AUTOMOTIVE COMPONENTS SHANGHAI
- Filing Date
- 2025-09-09
- Publication Date
- 2026-08-04
AI Technical Summary
In existing integrated braking control systems, the pedal simulator exists independently, requiring separate space and control components, resulting in high costs and inconvenient placement.
The design integrates the pedal simulator with the brake master cylinder, achieves pedal force feedback through a piston structure, and simplifies wiring connections by utilizing electronic control units and control valve assemblies, thereby reducing the number of parts and costs.
It improves the integration of the integrated braking control system, simplifies wiring connections and the number of components, reduces costs, and ensures the instantaneous response of the pedal simulator and precise control of braking force.
Smart Images
Figure CN224589119U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle braking technology, and more specifically, to an integrated braking control system. Background Technology
[0002] In the integrated braking control system, the direct connection between the brake pedal and the brake wheel cylinder is eliminated. A pedal simulator is required to simulate the feedback force of the brake pedal to ensure that the driver receives braking feedback information.
[0003] In existing integrated braking control systems, the pedal simulator exists independently, requiring separate space for placement and separate control components such as solenoid valves, resulting in high costs and making it inconvenient for vehicle installation.
[0004] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this application, and therefore may include information that does not constitute prior art known to those skilled in the art. Utility Model Content
[0005] This application provides an integrated braking control system that integrates a pedal simulator with a brake master cylinder, thereby improving the integration level of the integrated braking control system, simplifying wiring connections and the number of components, and reducing the cost of the integrated braking control system.
[0006] According to one aspect of this application, an integrated braking control system is provided, including a wheel-side brake, an electronic control unit, and a brake pedal, a brake master cylinder, a pressure-building unit, and a control valve assembly communicatively connected to the electronic control unit; the brake master cylinder includes a brake chamber and a pedal simulation chamber, wherein a first piston and a second piston connected to the brake pedal are respectively housed in the brake chamber and the pedal simulation chamber; the control valve assembly includes a wheel-side control valve connected to the wheel-side brake, a first control valve connected between the brake chamber and the wheel-side control valve, and a second control valve connected between the pressure-building unit and the wheel-side control valve.
[0007] The brake pedal, master cylinder, pressure build-up unit, and control valve assembly are communicatively connected to the electronic control unit (ECU), enabling braking execution based on ECU control. The brake chamber of the master cylinder is connected to the brake pedal via a first piston to receive input from the brake pedal; this chamber also serves as an emergency pressure source in redundant braking mode. The pedal simulation chamber of the master cylinder is connected to the brake pedal via a second piston to generate and feedback pedal force based on the brake pedal input. Integrating the pedal simulation chamber with the master cylinder eliminates the need for separate placement space and control components for the pedal simulator, effectively improving the integration of the integrated braking control system, simplifying wiring connections and reducing the number of components, and lowering the cost of the integrated braking control system. The first control valve acts as a decoupling valve, closing during normal operation of the integrated braking control system to decouple the master cylinder from the pressure build-up unit; when the pressure build-up unit fails, the first control valve opens, providing a hydraulic redundancy path. The second control valve connects the pressure build-up unit to the wheel-side control valves; when the pressure build-up unit fails, the second control valve closes to isolate the fault and ensure that brake fluid from the master cylinder is delivered to the wheel-side control valves for braking.
[0008] In some embodiments, the first piston and the second piston define the brake chamber, and the second piston and the pedal simulator define a pedal simulation chamber; the first piston is directly connected to the brake pedal, and the second piston is indirectly connected to the brake pedal via the brake chamber and the first piston. This simplifies the connection between the first and second pistons and the brake pedal, while ensuring that the pedal simulator can respond to pedal travel instantly and synchronously, avoiding delays.
[0009] In some embodiments, the integrated braking control system further includes a brake fluid container, and the brake chamber and the pedal simulation chamber are respectively connected to the brake fluid container via hydraulic channels. The brake fluid container is used to supply and recover brake fluid, thereby achieving pressure compensation for the brake chamber and the pedal simulation chamber.
[0010] In some embodiments, when the brake pedal pushes the first piston and the brake chamber pushes the second piston, the hydraulic passage is closed; when the first piston and the second piston return to their original positions, the hydraulic passage is open. When the brake pedal is depressed, the hydraulic passage is closed, making the brake chamber and the pedal simulation chamber closed high-pressure chambers, ensuring that the pedal force is effectively converted into hydraulic pressure and forms a pedal feedback force; when the brake pedal is released, the hydraulic passage is open, realizing pressure compensation for the brake chamber and the pedal simulation chamber, and ensuring that the first piston and the second piston return to their original positions.
[0011] In some embodiments, the first piston is provided with a first channel, and the second piston is provided with a second channel. When the brake pedal pushes the first piston and the brake chamber pushes the second piston, the first channel and the second channel are respectively misaligned with the corresponding hydraulic channel to close the hydraulic channel. When the brake pedal is released, the first piston and the second piston return to their original positions, and the first channel and the second channel are respectively aligned with the corresponding hydraulic channel to open the hydraulic channel. By achieving the closing / opening of the hydraulic channel through the misalignment / alignment of the first channel on the first piston and the second channel on the second piston with the corresponding hydraulic channel, the on / off control of the hydraulic channel can be achieved with a simple channel opening structure, reducing the number of parts such as valves, and helping to reduce the manufacturing cost of the integrated braking control system.
[0012] In some embodiments, the opening / closing of the hydraulic passage can also be achieved by a valve located in the master cylinder and / or the hydraulic passage. This allows for more precise control of the hydraulic passage's on / off state.
[0013] In some embodiments, the wheel-side control valves include multiple valves, wherein one interface of each wheel-side control valve is connected to one wheel-side brake, and another interface is connected to the first control valve and the second control valve, respectively. This enables independent control of each wheel-side brake, allowing the electronic control unit to individually and precisely adjust the braking force of each wheel, thereby achieving vehicle stability control.
[0014] In some embodiments, the control valve assembly further includes a plurality of pressure relief control valves, wherein one port of each pressure relief control valve is connected to one of the wheel-side brakes and the other port is connected to a brake fluid reservoir. When it is necessary to release the brakes, brake fluid can be drained into the brake fluid reservoir through the pressure relief control valve.
[0015] In some embodiments, the pressure-building unit includes: a motor communicatively connected to the electronic control unit; a pressure-building chamber connected to the second control valve; and a transmission mechanism connected between the motor and the pressure-building chamber. The electronic control unit can precisely control the speed and torque of the motor, thereby precisely controlling the pressure output by the pressure-building chamber to provide precise braking pressure.
[0016] In some embodiments, the integrated braking control system has a normal braking mode and a redundant braking mode. In the normal braking mode, the valve chamber of the first control valve is closed to isolate and decouple the master cylinder from the pressure-building unit, while the valve chambers of the second control valve and the wheel-side control valve are open to transmit the braking pressure of the pressure-building unit to the wheel-side brakes. In the redundant braking mode, the valve chamber of the second control valve is closed to isolate the failed pressure-building unit, while the valve chambers of the first control valve and the wheel-side control valve are open to establish an emergency hydraulic redundancy path, ensuring that braking can still be achieved through pure hydraulic means when the pressure-building unit fails.
[0017] In some embodiments, each control valve is a solenoid valve to achieve rapid response and precise control.
[0018] In some embodiments, the integrated braking control system is further configured with an EPB braking unit. In extreme cases where the hydraulic redundant path also fails, the EPB braking unit can be used to achieve braking, thus providing dual redundancy.
[0019] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description
[0020] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.
[0021] Figure 1 The diagram shows the hydraulic schematic of the integrated braking control system in an embodiment of this application. Detailed Implementation
[0022] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.
[0023] The accompanying drawings are merely illustrative of this application and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar structures, and therefore, repeated descriptions of them will be omitted.
[0024] The use of terms such as "first," "second," and similar words in the specific description does not indicate any order, quantity, or importance, but is merely used to distinguish different components. The term "multiple" means two or more, unless otherwise explicitly specified. Furthermore, in the description of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be a connection within two elements.
[0025] It should be noted that, unless otherwise specified, the embodiments of this application and the features in different embodiments can be combined with each other.
[0026] Figure 1 The schematic diagram illustrates the hydraulic circuit of the integrated braking control system in an embodiment of this application. (Refer to...) Figure 1 As shown, the integrated braking control system provided in this application embodiment includes wheel-side brakes (specifically, it may include a left front wheel brake 110, a right front wheel brake 120, a left rear wheel brake 130, and a right rear wheel brake 140), an electronic control unit (not specifically shown in the figure), and a brake pedal, a brake master cylinder 200, a pressure building unit 300, and a control valve assembly that are communicatively connected to the electronic control unit; the brake master cylinder 200 includes a brake chamber 210 and a pedal simulation chamber 220, and the brake chamber 210 and the pedal simulation chamber 220 respectively house a first piston 211 and a second piston 222 that are connected to the brake pedal;
[0027] The control valve assembly includes wheel-side control valves (specifically, left front wheel control valve 410, right front wheel control valve 420, left rear wheel control valve 430, and right rear wheel control valve 440) connected to wheel-side brakes (110, 120, 130, 140), a first control valve 510 connected between the brake chamber 210 and the wheel-side control valves (410, 420, 430, 440), and a second control valve 520 connected between the pressure build-up unit 300 and the wheel-side control valves (410, 420, 430, 440).
[0028] The brake pedal, master cylinder 200, pressure-building unit 300, and control valve assembly are communicatively connected to the electronic control unit (ECU), enabling braking to be performed based on the ECU's control. Specifically, when the brake pedal is depressed, the ECU controls the pressure-building unit 300 to operate based on signals from the brake pedal, the master cylinder 200, and relevant vehicle signals, establishing the required braking pressure. The ECU also controls the on / off state of the control valve assembly to transmit braking pressure to the wheel-side brakes (110, 120, 130, 140) for braking.
[0029] The brake chamber 210 of the master cylinder 200 is connected to the brake pedal via a first piston 211 to receive input from the brake pedal. The brake chamber 210 also serves as an emergency pressure source in redundant braking mode. The pedal simulation chamber 220 of the master cylinder 200 is connected to the brake pedal via a second piston 222 to generate and feedback pedal force based on the brake pedal input. Integrating the pedal simulation chamber 220 with the master cylinder 200 eliminates the need for a separate placement space and control components for the pedal simulator, effectively improving the integration of the integrated braking control system, simplifying wiring connections and reducing the number of components, and lowering the cost of the integrated braking control system.
[0030] The on / off state of the wheel-side control valves (410, 420, 430, 440) determines whether braking pressure enters the corresponding wheel-side brakes (110, 120, 130, 140). The first control valve 510 acts as a decoupling valve, closing when the integrated braking control system is working normally to decouple the master cylinder 200 from the pressure-building unit 300. When the pressure-building unit 300 fails, the first control valve 510 opens, providing a hydraulic redundancy path. The second control valve 520 connects the pressure-building unit 300 to the wheel-side control valves (410, 420, 430, 440). When the pressure-building unit 300 fails, the second control valve 520 closes, achieving fault isolation and ensuring that the brake fluid from the master cylinder 200 is delivered to the wheel-side control valves (410, 420, 430, 440) for braking.
[0031] In some embodiments, the first piston 211 and the second piston 222 define a brake chamber 210, and the second piston 222 and the pedal simulator 224 define a pedal simulation chamber 220. The first piston 211 is directly connected to the brake pedal, and the second piston 222 is indirectly connected to the brake pedal via the brake chamber 210 and the first piston 211. This simplifies the connection between the first piston 211 and the second piston 222 and the brake pedal, while ensuring that the pedal simulator 224 can respond to the pedal travel instantly and synchronously, avoiding delays.
[0032] A spring can be set in the pedal simulator 224. When the force from the brake pedal is transmitted to the pedal simulator 224 through the first piston 211, the brake chamber 210, the second piston 222 and the pedal simulation chamber 220, the pedal simulator 224 generates a reaction force to feed back to the brake pedal in order to provide a suitable foot feel.
[0033] In some embodiments, the integrated braking control system further includes a brake fluid container 600, with the brake chamber 210 and pedal simulation chamber 220 connected to the brake fluid container 600 via hydraulic channels (610, 620). The brake fluid container 600 is used to supply and recover brake fluid, achieving pressure compensation for the brake chamber 210 and pedal simulation chamber 220; the brake fluid container 600 also provides a pressure relief channel. Furthermore, the pressure-building chamber 330 of the pressure-building unit 300 is also connected to the brake fluid container 600 to utilize the brake fluid to build up braking pressure.
[0034] In some embodiments, when the brake pedal pushes the first piston 211 and the brake chamber 210 pushes the second piston 222, the hydraulic passages (610, 620) are closed; when the first piston 211 and the second piston 222 return to their original positions, the hydraulic passages (610, 620) are opened. When the brake pedal is depressed, the hydraulic passages (610, 620) are closed, making the brake chamber 210 and the pedal simulation chamber 220 closed high-pressure chambers, ensuring that the pedal force is effectively converted into hydraulic pressure and forming a pedal feedback force; when the brake pedal is released, the hydraulic passages (610, 620) are opened, realizing pressure compensation for the brake chamber 210 and the pedal simulation chamber 220, and ensuring that the first piston 211 and the second piston 222 return to their original positions, preparing for the next braking.
[0035] In a specific example, a first channel 211a may be provided on the first piston 211, and a second channel 222a may be provided on the second piston 222. When the brake pedal pushes the first piston 211 and the brake chamber 210 pushes the second piston 222, the first channel 211a and the second channel 222a are misaligned with the corresponding hydraulic channels (610, 620) respectively, thus closing the hydraulic channels (610, 620). When the brake pedal is released, the first piston 211 and the second piston 222 are reset, and the first channel 211a and the second channel 222a are aligned with the corresponding hydraulic channels (610, 620) respectively, thus opening the hydraulic channels (610, 620). Thus, by misaligning / aligning the first channel 211a on the first piston 211 and the second channel 222a on the second piston 222 with the corresponding hydraulic channels (610, 620), the hydraulic channels (610, 620) can be closed / opened. The on / off control of the hydraulic channels (610, 620) can be achieved with a simple channel opening structure, which can reduce the number of parts such as valves and help reduce the manufacturing cost of the integrated braking control system.
[0036] In other embodiments, control valves such as check valves and solenoid valves can also be used to control the opening and closing of the hydraulic passages (610, 620). This allows for more precise control of the opening and closing of the hydraulic passages (610, 620).
[0037] In some embodiments, one interface of each wheel-side control valve (410, 420, 430, 440) is connected to a wheel-side brake (110, 120, 130, 140), and the other interface is connected to the first control valve 510 and the second control valve 520, respectively. This enables independent control of each wheel-side brake (110, 120, 130, 140), allowing the electronic control unit to individually and precisely adjust the braking force of each wheel, thereby achieving vehicle stability control.
[0038] In some embodiments, the control valve assembly further includes a plurality of pressure relief control valves (460, 470, 480, 490), wherein one interface of each pressure relief control valve (460, 470, 480, 490) is connected to a wheel-side brake (110, 120, 130, 140) and the other interface is connected to a brake fluid reservoir 600. When brake release is required, brake fluid can be drained into the brake fluid reservoir 600 through the pressure relief control valves (460, 470, 480, 490). Through coordinated control of the wheel-side control valves (410, 420, 430, 440) and the pressure relief control valves (460, 470, 480, 490), the electronic control unit can achieve fine adjustment of the pressure of each wheel-side brake (110, 120, 130, 140). In addition, under conditions such as anti-lock braking, vehicle stability control, and traction control, the electronic control unit can control the opening and closing of one or more pressure relief control valves (460, 470, 480, 490) as needed to precisely control the pressure of each wheel brake (110, 120, 130, 140).
[0039] In some embodiments, the pressure-building unit 300 includes: a motor 310, communicatively connected to an electronic control unit; a pressure-building chamber 330, connected to a second control valve 520; and a transmission mechanism 320, connected between the motor 310 and the pressure-building chamber 330. The electronic control unit can precisely control the speed and torque of the motor 310, thereby precisely controlling the pressure output by the pressure-building chamber 330 to provide precise braking pressure.
[0040] In some embodiments, the integrated braking control system has a normal braking mode and a redundant braking mode. In the normal braking mode, the valve chamber of the first control valve 510 is closed to isolate and decouple the master cylinder 200 from the pressure-building unit 300. The valve chambers of the second control valve 520 and the wheel-side control valves (410, 420, 430, 440) are open to transmit the braking pressure of the pressure-building unit to the wheel-side brakes (110, 120, 130, 140). In the redundant braking mode, the valve chamber of the second control valve 520 is closed to isolate the failed pressure-building unit 300. The valve chambers of the first control valve 510 and the wheel-side control valves (410, 420, 430, 440) are open to establish an emergency hydraulic redundancy path, ensuring that braking can still be achieved by pure hydraulic means when the pressure-building unit 300 fails.
[0041] Specifically, in normal braking mode, when the brake pedal is depressed, force is applied to the first piston 211 of the brake chamber 210 via the push rod 700, generating hydraulic pressure in the brake chamber 210. The electronic control unit calculates the required braking force based on this hydraulic pressure and the brake pedal signal (and may also combine relevant vehicle signals), and controls the operation of the pressure-building unit 300 accordingly. Simultaneously, when the brake chamber 210 generates hydraulic pressure, the second piston 222 is pushed, causing the pedal simulation chamber 220 to generate corresponding pressure, which acts on the pedal simulator 224. The pedal simulator 224 then generates a reaction force that is hydraulically transmitted back to the brake pedal, producing a realistic pedal feedback force. The pressure-building unit 300 generates appropriate braking pressure, which is transmitted to the wheel-side brakes (110, 120, 130, 140) via the second control valve 520 and wheel-side control valves (410, 420, 430, 440). The electronic control unit can independently distribute the braking pressure to the four wheel-side brakes (110, 120, 130, 140) by controlling the opening of each wheel-side control valve (410, 420, 430, 440) to achieve optimal braking performance. During this process, the valve chamber of the first control valve 510 is closed to isolate the hydraulic path between the brake chamber 210 and the wheel-side control valves (410, 420, 430, 440), achieving decoupling. When braking ends and release is required, the valve chambers of the pressure relief control valves (460, 470, 480, 490) can be opened to release pressure.
[0042] In redundant braking mode, if the pressure-building unit 300 or the entire electronic control system fails, the first control valve 510 and the wheel-side control valves (410, 420, 430, 440) are de-energized and their valve chambers are open, while the second control valve 520 is de-energized and its valve chamber is closed. At this time, when the brake pedal is depressed, the brake chamber 210 can generate braking pressure, and the pedal simulation chamber 220 provides feedback on the pedal force. The braking pressure in the brake chamber 210 is transmitted to the wheel-side brakes (110, 120, 130, 140) through the hydraulic redundancy path provided by the first control valve 510, achieving safe braking in fault conditions.
[0043] In some embodiments, each control valve is a solenoid valve to achieve rapid response and precise control. In other embodiments, the control valves may also be other types of valves.
[0044] In some embodiments, the integrated braking control system is also equipped with an EPB (Electrical Parking Brake) unit. In extreme cases where the hydraulic redundancy path also fails, the EPB braking unit can be used to achieve braking, thus providing dual redundancy protection. The EPB braking unit can communicate with the electronic control unit. When the electronic control unit determines that the hydraulic braking has completely failed, or upon a trigger signal from the driver, the EPB braking unit is activated and can drive the actuator motors of the wheel-side brakes (110, 120, 130, 140) to clamp the brake discs to achieve emergency braking.
[0045] The above description, in conjunction with specific preferred embodiments, provides a further detailed explanation of this application and should not be construed as limiting the specific implementation of this application to these descriptions. For those skilled in the art, various simple deductions or substitutions can be made without departing from the concept of this application, and all such modifications or substitutions should be considered within the scope of protection of this application.
Claims
1. An integrated braking control system, comprising wheel-side brakes, an electronic control unit, and a brake pedal, a master cylinder, a pressure-building unit, and a control valve assembly communicatively connected to the electronic control unit, characterized in that: The master cylinder includes a brake chamber and a pedal simulation chamber, wherein the brake chamber and the pedal simulation chamber are respectively equipped with a first piston and a second piston connected to the brake pedal; The control valve assembly includes a wheel-side control valve connected to the wheel-side brake, a first control valve connected between the brake chamber and the wheel-side control valve, and a second control valve connected between the pressure-building unit and the wheel-side control valve.
2. The integrated brake control system of claim 1, wherein, The first piston and the second piston define the braking chamber, and the second piston and the pedal simulator define the pedal simulation chamber; The first piston is directly connected to the brake pedal, and the second piston is indirectly connected to the brake pedal via the brake chamber and the first piston.
3. The integrated brake control system of claim 2, wherein, It also includes a brake fluid container, and the brake chamber and the pedal simulation chamber are respectively connected to the brake fluid container through hydraulic channels.
4. The integrated brake control system of claim 3, wherein, When the brake pedal pushes the first piston and the brake chamber pushes the second piston, the hydraulic passage is closed; When the brake pedal is released, the hydraulic passage is opened, and the first piston and the second piston are reset.
5. The integrated brake control system of claim 4, wherein, The first piston is provided with a first channel, and the second piston is provided with a second channel; When the brake pedal pushes the first piston and the brake chamber pushes the second piston, the first channel and the second channel are respectively misaligned with the corresponding hydraulic channel to close the hydraulic channel; When the brake pedal is released, the first piston and the second piston return to their original positions, and the first channel and the second channel align with their respective hydraulic channels to open the hydraulic channels.
6. The integrated brake control system of claim 4, wherein, The closing and opening of the hydraulic passage are achieved by valves located in the master cylinder and / or the hydraulic passage.
7. The integrated brake control system of claim 1, wherein, The wheel-side control valve includes multiple valves, wherein one interface of each wheel-side control valve is connected to one wheel-side brake, and the other interface is connected to the first control valve and the second control valve respectively.
8. The integrated brake control system of claim 1, wherein, The control valve assembly also includes multiple pressure relief control valves, wherein one port of each pressure relief control valve is connected to one of the wheel-side brakes and the other port is connected to a brake fluid container.
9. The integrated brake control system of claim 1, wherein, The pressure-building unit includes: The motor is communicatively connected to the electronic control unit; The pressure chamber is connected to the second control valve; A transmission mechanism is connected between the motor and the pressure-building chamber.
10. The integrated brake control system of claim 1, wherein, The integrated braking control system has a normal braking mode and a redundant braking mode. In the normal braking mode, the valve chamber of the first control valve is closed, while the valve chambers of the second control valve and the wheel-side control valve are open. In the redundant braking mode, the valve chamber of the second control valve is closed, while the valve chambers of the first control valve and the wheel-side control valve are open.
11. The integrated brake control system of any one of claims 1 to 10, wherein, All control valves are solenoid valves.
12. The integrated brake control system of any one of claims 1 to 10, wherein, The integrated braking control system is also equipped with an EPB braking unit.