A redundant brake-by-wire hydraulic integrated service and parking brake system

Abstract

The utility model discloses a kind of redundant drive-by-wire hydraulic crane and parking integrated brake system, it is related to automobile chassis field control technical field, system includes drive-by-wire brake module, parking brake module, redundancy unit, drive-by-wire brake module is highly integrated with parking brake module, using double valve structure, any valve failure, brake and parking function backup can be realized by introducing high pressure oil through redundancy unit, with the advantages of small size, low cost, high reliability.

Description

Technical Field

[0001] This utility model relates to the field of automotive chassis domain control technology, and in particular to a redundant drive-by-wire hydraulic integrated braking system for driving and parking. Background Technology

[0002] In the current field of brake-by-wire technology, service braking and parking braking in passenger cars and commercial vehicles are generally divided into two systems. Typically, for passenger cars, the brake-by-wire module is only responsible for service braking and related functions such as ABS, ESC, and TCS, while the parking brake module is handled by a separate EPB (Electronic Brake Module). For commercial vehicles, for light trucks with small tonnage, braking is handled by the brake-by-wire module, while parking is usually handled by a central parking system. For medium-tonnage trucks (with a load capacity of around 10 tons) or some special vehicles, service braking is usually handled by brake-by-wire, while parking braking is handled by a separate air brake EPB module.

[0003] The current design has the following significant shortcomings: First, the two independent systems result in significantly higher costs; second, they require more space in the overall vehicle layout; and third, the two systems are independent of each other, and in the event of a failure, they cannot be decoupled. For example, if the EPB fails, it cannot be decoupled via the drive-by-wire module, rendering the vehicle unable to operate normally. Therefore, designing a product that integrates driving and parking functions into one unit, while also allowing for decoupling between them, will greatly reduce costs, save space in the overall vehicle layout, and significantly improve vehicle reliability. Summary of the Invention

[0004] To overcome the shortcomings of the prior art, this utility model provides a redundant drive-by-wire hydraulic integrated braking system for both driving and parking. The technical solution adopted in this utility model is a redundant drive-by-wire hydraulic integrated braking system for both driving and parking, including a drive-by-wire braking module, a parking brake module, and a redundant unit. The parking brake module and the drive-by-wire braking module are mounted on a single valve body, which includes valve A and valve B. The parking brake module is integrated within the drive-by-wire braking module, and the parking caliper is opened by high-pressure oil introduced from the drive-by-wire braking module. The parking brake module includes a front axle parking brake unit and a rear axle parking brake unit. The front axle parking brake unit and plunger A are located at valve A, and the rear axle... The parking brake unit and plunger B are located in valve B. Valve A is electrically connected to the valve A control circuit, and valve B is electrically connected to the valve B control circuit. The redundant unit includes a redundant isolation valve, a first valve A parking pressure reducing valve, a second valve A parking pressure reducing valve, a first valve B parking pressure reducing valve, and a second valve B parking pressure reducing valve. All five valves are controlled and connected to the valve A control circuit and the valve B control circuit. The oil inlet of the redundant isolation valve is fluidly connected to the valve A plunger isolation valve and the first valve A booster valve, and the oil outlet of the redundant isolation valve is fluidly connected to the valve B plunger isolation valve and the first valve B booster valve.

[0005] Furthermore, the A valve control circuit and the B valve control circuit are integrated into the same circuit board.

[0006] Furthermore, the redundant isolation valve is a normally closed solenoid valve that only opens when valve A or valve B fails, allowing high-pressure oil from the plunger to enter the failed valve.

[0007] Furthermore, the front axle parking brake unit is fluidly connected to the oil outlet of the A-valve plunger isolation valve. The internal fluid channel of the front axle parking brake unit is divided into two paths, which are respectively connected to the oil inlet of the first A-valve parking pressure reducing valve and the oil inlet of the second A-valve parking pressure reducing valve. The oil outlets of the first A-valve parking pressure reducing valve and the second A-valve parking pressure reducing valve are respectively connected to the parking calipers of the left front wheel and the right front wheel.

[0008] Furthermore, the rear axle parking brake unit is fluidly connected to the oil outlet of the B valve plunger isolation valve. The internal fluid channel of the rear axle parking brake unit is divided into two paths, which are respectively connected to the oil inlet of the first B valve parking pressure reducing valve and the oil inlet of the second B valve parking pressure reducing valve. The oil outlets of the first B valve parking pressure reducing valve and the second B valve parking pressure reducing valve are respectively connected to the parking calipers of the left and right rear wheels.

[0009] Compared with the prior art, the beneficial effects of this utility model are: High safety: Compared with traditional wire-controlled braking, which usually only has a single backup when the motor fails, this utility model adopts a decoupling design, with dual motor plungers and fluid channel interconnection design, which can achieve triple redundancy of all shafts; Small size: The integrated design of the product simplifies the components and pipelines of the braking product, resulting in high integration and small size, which can save installation space and facilitate the layout of the whole vehicle. Low cost: By integrating existing driving and parking systems, the hardware cost of the vehicle's braking system can be effectively reduced. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of the system of this utility model; Figure 2 This is a schematic diagram showing the connection of the front and rear axle parking brake units of the present invention. Among them: 1-oil reservoir, 21-plunger A, 22-plunger B, 31-A valve pressure sensor, 32-B valve pressure sensor, 41-A valve plunger isolation valve, 42-B valve plunger isolation valve, 51-first A valve booster valve, 52-second A valve booster valve, 53-first B valve booster valve, 54-second B valve booster valve, 61-first A valve parking pressure reducing valve, 62-second A valve parking pressure reducing valve, 63-first B valve parking pressure reducing valve, 64-second B valve parking pressure reducing valve. Pressure valve, 71-First A valve travel pressure reducing valve, 72-Second A valve travel pressure reducing valve, 73-First B valve travel pressure reducing valve, 74-Second B valve travel pressure reducing valve, 81-First A valve travel caliper, 82-Second A valve travel caliper, 83-First B valve travel caliper, 84-Second B valve travel caliper, 91-First A valve parking caliper, 92-Second A valve parking caliper, 93-First B valve parking caliper, 94-Second B valve parking caliper, 10-Redundant isolation valve. Detailed Implementation

[0011] The specific embodiments of this utility model will be further described below with reference to the accompanying drawings and the preferred embodiments.

[0012] like Figure 1 As shown, a redundant hydraulic drive-by-wire integrated braking system for both driving and parking mainly comprises three parts: a drive-by-wire braking module, a parking brake module, and a redundancy unit. The parking brake module and the drive-by-wire braking module are integrated into the drive-by-wire braking module. The parking function is controlled by the integrated drive-by-wire braking module. High-pressure oil introduced from the drive-by-wire braking module opens the parking caliper, eliminating the need for a separate high-pressure gas module. The valve body of the redundant hydraulic drive-by-wire integrated braking system for both driving and parking includes two parts: valve A and valve B. Both valves A and B have identically configured plungers, parking brake units, and driving brake units. The parking brake module includes a front axle parking brake unit and a rear axle parking brake unit. The front axle parking brake unit and plunger A 21 are located in valve A, while the rear axle parking brake unit and plunger B 21 are located in valve A. 22 is located at valve B. Valve A is electrically connected to valve A control circuit, and valve B is electrically connected to valve B control circuit. The redundant unit includes redundant isolation valve 10, first valve A parking pressure reducing valve 61, second valve A parking pressure reducing valve 62, first valve B parking pressure reducing valve 63, and second valve B parking pressure reducing valve 64. The above five valves are simultaneously controlled by valve A control circuit and valve B control circuit. The oil inlet of redundant isolation valve 10 is fluidly connected to valve A plunger isolation valve 41 and first valve A booster valve 51, and the oil outlet of redundant isolation valve 10 is fluidly connected to valve B plunger isolation valve 42 and first valve B booster valve 53.

[0013] The front axle parking brake unit is fluidly connected to the outlet of the A-valve plunger isolation valve 41. The internal fluid passage of the front axle parking brake unit is divided into two paths, connecting to the inlet of the first A-valve parking pressure reducing valve 61 and the inlet of the second A-valve parking pressure reducing valve 62, respectively. The outlets of the first A-valve parking pressure reducing valve 61 and the second A-valve parking pressure reducing valve 62 are connected to the parking calipers of the left and right front wheels, respectively. The rear axle parking brake unit is fluidly connected to the outlet of the B-valve plunger isolation valve 42. The internal fluid passage of the rear axle parking brake unit is divided into two paths, connecting to the inlet of the first B-valve parking pressure reducing valve 63 and the inlet of the second B-valve parking pressure reducing valve 64, respectively. The outlets of the first B-valve parking pressure reducing valve 63 and the second B-valve parking pressure reducing valve 64 are connected to the parking calipers of the left and right rear wheels, respectively.

[0014] During operation, if valve A fails, redundant isolation valve 10 will open, and high-pressure oil from plunger B 22 will enter valve A to apply front axle service brakes; conversely, if valve B fails, redundant isolation valve 10 will open, and high-pressure oil from plunger A 21 will enter valve B to apply rear axle service brakes; when both valves A and B fail, mechanical backup is provided by the front and rear axle parking brakes, achieving triple full axle redundancy.

[0015] When parking is completed after driving, if valve A fails, the first A valve parking pressure relief valve 61 and the second A valve parking pressure relief valve 62 will be taken over by valve B. The B valve control circuit will control the opening of the pressure relief valve to realize the front axle parking function. Conversely, if valve B fails, the first B valve parking pressure relief valve 63 and the second B valve parking pressure relief valve 64 will be taken over by valve A. The A valve control circuit will control the opening of the pressure relief valve to realize the rear axle parking function.

[0016] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit this utility model. All equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

Claims

1. A redundant drive-by-wire hydraulic integrated braking system for driving and parking, comprising a drive-by-wire braking module, a parking brake module, and a redundant unit, characterized in that: The parking brake module and the brake-by-wire module are located on the same valve body, and the parking brake module is integrated within the brake-by-wire module. The parking caliper is opened by high-pressure oil introduced from the brake-by-wire module. The valve body includes valve A and valve B. The parking brake module includes a front axle parking brake unit and a rear axle parking brake unit. The front axle parking brake unit and plunger A are located in valve A, and the rear axle parking brake unit and plunger B are located in valve B. Valve A is electrically connected to its control circuit, and valve B is electrically connected to its control circuit. The redundant unit includes... The system includes a redundant isolation valve, a first A valve parking pressure reducing valve, a second A valve parking pressure reducing valve, a first B valve parking pressure reducing valve, and a second B valve parking pressure reducing valve. All of these valves are connected to the A valve control circuit and the B valve control circuit. The inlet of the redundant isolation valve is in fluid communication with the A valve plunger isolation valve and the first A valve booster valve, while the outlet of the redundant isolation valve is in fluid communication with the B valve plunger isolation valve and the first B valve booster valve.

2. The redundant drive-by-wire hydraulic integrated braking system for both driving and parking as described in claim 1, characterized in that: The A valve control circuit and the B valve control circuit are integrated on the same circuit board.

3. The redundant drive-by-wire hydraulic integrated braking system for both driving and parking as described in claim 1, characterized in that: The redundant isolation valve is a normally closed solenoid valve that only opens when valve A or valve B fails, allowing high-pressure oil from the plunger to enter the failed valve.

4. The redundant drive-by-wire hydraulic integrated braking system for both driving and parking as described in claim 1, characterized in that: The front axle parking brake unit is fluidly connected to the oil outlet of the A-valve plunger isolation valve. The internal fluid passage of the front axle parking brake unit is divided into two paths, which are respectively connected to the oil inlet of the first A-valve parking pressure reducing valve and the oil inlet of the second A-valve parking pressure reducing valve. The oil outlets of the first A-valve parking pressure reducing valve and the second A-valve parking pressure reducing valve are respectively connected to the parking calipers of the left front wheel and the right front wheel.

5. The redundant drive-by-wire hydraulic integrated braking system for both driving and parking as described in claim 1, characterized in that: The rear axle parking brake unit is fluidly connected to the outlet of the B-valve plunger isolation valve. The internal fluid channel of the rear axle parking brake unit is divided into two paths, which are respectively connected to the inlet of the first B-valve parking pressure reducing valve and the inlet of the second B-valve parking pressure reducing valve. The outlets of the first B-valve parking pressure reducing valve and the second B-valve parking pressure reducing valve are respectively connected to the parking calipers of the left and right rear wheels.

Images