Hydraulic brake assembly and vehicle

Abstract

The application provides a hydraulic brake assembly and a vehicle, and relates to the technical field of vehicle chassis. The hydraulic brake assembly comprises a master cylinder module, a booster module and a pedal module. The master cylinder module comprises an oil storage tank and a brake master cylinder, and the brake master cylinder comprises a first piston. The booster module comprises a valve body, a motor and a hydraulic pump arranged in the valve body. The motor is used for driving the hydraulic pump, the hydraulic pump is used for outputting brake fluid, and the inlet end of the hydraulic pump is communicated with the oil storage tank. The pedal module comprises a pedal simulator and a pedal. The pedal is used for driving the pedal simulator and the first piston to move. The master cylinder module and the pedal module are fixedly arranged outside the valve body. In this way, the material cost, development cost and production cost are reduced, and the integration and compactness of the hydraulic brake assembly are improved.

Description

Technical Field

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

[0002] With the rapid development of new energy vehicles and intelligent driving, the traditional vacuum-assisted braking method is gradually being replaced by brake-by-wire (BBW) to achieve vehicle electrification and intelligence.

[0003] The principle of drive-by-wire hydraulic braking is that the electrical signal from the brake pedal is transmitted to the control unit, which controls the motor to work on the master cylinder, thereby establishing brake fluid pressure. Alternatively, the control unit controls the electric hydraulic pump to directly establish brake fluid pressure. Finally, the hydraulic pressure is applied to the calipers of the four wheels to achieve braking.

[0004] Among related technologies, the drive-by-wire hydraulic braking module has the problems of large size and high cost, which is not conducive to its deployment and promotion in vehicles. Utility Model Content

[0005] This application provides a hydraulic braking assembly and vehicle, which aims to improve the problems of large size and high cost of drive-by-wire hydraulic braking modules.

[0006] The specific technical solution is as follows: In a first aspect, this application provides a hydraulic braking assembly, comprising: a master cylinder module, including an oil reservoir and a master brake cylinder, the master brake cylinder including a first piston; a power assist module, including a valve body and a motor and a hydraulic pump disposed within the valve body, the motor driving the hydraulic pump, the hydraulic pump outputting brake fluid, the inlet end of the hydraulic pump being connected to the oil reservoir; and a pedal module, including a pedal simulator and a pedal, the pedal driving the pedal simulator and the first piston to move; wherein the master cylinder module and the pedal module are fixedly disposed outside the valve body.

[0007] In the hydraulic brake assembly of this application embodiment, the reservoir, master cylinder, pedal simulator, and pedal can all utilize readily available, mature components. Only a motor and hydraulic pump are needed within the valve body, eliminating the need to integrate master cylinder modules, pedal modules, and other components internally. Furthermore, after these modules are installed outside the valve body, fluid interconnection between the master cylinder, reservoir, valve body, and hydraulic pump can be achieved through external piping. This configuration, firstly, utilizes readily available components, standard supply chains, piping connections, and fasteners to construct the hydraulic brake assembly, thereby reducing material, development, and production costs. Secondly, it improves the integration and compactness of the hydraulic brake assembly, reducing its size and facilitating its installation on vehicles. Additionally, the absence of an angle sensor on the motor further reduces costs and enhances the reliability of the hydraulic brake assembly.

[0008] In some embodiments, the master cylinder module and the pedal module are located on opposite sides of the valve body. The master cylinder further includes at least one brake chamber communicating with the oil reservoir. The pedal is connected to the first piston via a push rod, which passes through the valve body. The pedal simulator is a dry pedal simulator, which is connected to the push rod and located between the valve body and the pedal.

[0009] By distributing and stacking components on both sides of the valve body, the integration of the hydraulic brake assembly can be further improved, its size reduced, and thus the ease of placement of the hydraulic brake assembly in a vehicle can be enhanced. Furthermore, the use of a dry pedal simulator eliminates the need for integration within the valve body and avoids issues such as brake fluid leakage and complex circuits, which not only further reduces costs but also improves the reliability of the hydraulic brake assembly.

[0010] In some embodiments, the output end of the hydraulic pump is connected to a hydraulic pipe, and the master cylinder further includes at least one brake chamber communicating with the oil reservoir; the hydraulic braking assembly further includes a bypass pipe and a bridge pipe, the bypass pipe communicating with the inlet end of the hydraulic pump and the oil reservoir, the bridge pipe communicating with the hydraulic pipe and the brake chamber, and the bridge pipe having a decoupling valve.

[0011] The hydraulic braking assembly can achieve both brake-by-wire and backup braking modes by controlling the opening and closing of the decoupling valve, thus providing efficient and reliable safety redundancy braking capability for brake-by-wire. Furthermore, this application employs a non-decoupling design, with no decoupling gap between the push rod and the first piston; therefore, in backup braking mode, the vehicle's braking force is applied more quickly and promptly.

[0012] In some embodiments, the motor is a brushed motor, and / or the hydraulic pump is a piston pump.

[0013] This configuration helps to further reduce the material, development, and production costs of the hydraulic braking assembly. Secondly, it helps to improve the response speed and reliability of brake-by-wire.

[0014] In some embodiments, the hydraulic braking assembly further includes a pressure relief line, which connects the bypass line and the hydraulic line, and the pressure relief line is provided with a pressure relief valve.

[0015] Therefore, on the one hand, active pressure management can be achieved, improving the convenience and speed of braking force control. On the other hand, it helps to mitigate the problem of damage to other hydraulic components caused by excessive oil pressure, thereby improving the safety of the hydraulic braking assembly.

[0016] In some embodiments, the assist module further includes a one-way valve disposed in the valve body, the one-way valve being connected in series in the bypass pipe and located at the inlet end of the hydraulic pump.

[0017] By installing a check valve, firstly, it improves the safety and reliability of the hydraulic pump, extends its service life, and increases the pressure build-up speed. Secondly, it improves the reliability of the backup braking mode.

[0018] In some embodiments, the assist module further includes a pressure sensor connected to the hydraulic pipe.

[0019] When used in conjunction with a pressure relief valve, pressure-based closed-loop control can be achieved, which helps to improve the accuracy and reliability of brake pressure control.

[0020] In some embodiments, the hydraulic braking assembly further includes a controller and a displacement sensor for detecting the displacement of the push rod; The controller, the displacement sensor, and the motor are electrically connected.

[0021] This embodiment, by setting a displacement sensor, can accurately identify the driver's braking needs and automatically activate the brake-by-wire mode, thereby improving the intelligence and automation of the hydraulic braking assembly and increasing the response speed of the brake-by-wire.

[0022] In some embodiments, there are two brake chambers, the hydraulic pump is a dual piston pump, the hydraulic pump has two output pump chambers, each output pump chamber is connected to a hydraulic pipe, and each hydraulic pipe and a brake chamber are connected by a bridge pipe.

[0023] This setup allows for the construction of two completely independent electro-hydraulic braking systems. When one system fails, the other can continue to provide braking force to the corresponding wheel, thereby further improving the safety and reliability of the hydraulic braking assembly.

[0024] In some embodiments, a pressure relief line is provided between each of the hydraulic pipes and the bypass pipe, and a pressure relief valve is provided in the pressure relief line.

[0025] The two hydraulic lines can independently release the brake or regulate the brake pressure through their respective pressure relief lines, achieving redundancy in pressure control. This helps to further improve the safety of the hydraulic braking assembly.

[0026] In some embodiments, a second piston is provided inside the output pump chamber; The output end of the motor is connected to an eccentric cam, which is connected to two second pistons.

[0027] Driving a dual-piston pump using an eccentric cam firstly improves the reliability and stability of the hydraulic fluid operation. Secondly, it helps to further improve the structural compactness and integration of the hydraulic braking assembly, thereby reducing costs.

[0028] Secondly, embodiments of this application provide a vehicle including the hydraulic braking assembly described in the first aspect. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the structure of a hydraulic braking assembly provided in one embodiment of this application; Figure 2 This is a partial structural schematic diagram of a motor and a hydraulic pump provided in an embodiment of this application; Figure 3 This is a schematic diagram of the flow of brake fluid in brake-by-wire mode; Figure 4 This is a schematic diagram of the flow of brake fluid when the two brake circuits are depressurized after the brake-by-wire mode ends. Figure 5 This is a schematic diagram of the flow of brake fluid when one of the brake circuits is depressurized in brake-by-wire mode. Figure 6 A schematic diagram of brake fluid flow in backup braking mode; Figure 7 This is a schematic diagram of the structure of a pedal simulator provided in an embodiment of this application.

[0030] The annotations in the attached figures are explained as follows: 10. Hydraulic brake assembly; 100a, Master cylinder module; 100b, Pedal module; 110, Oil reservoir; 120, Brake master cylinder; 121, First piston; 122, Brake chamber; 130, Pedal simulator; 131, Ball joint rod; 132, Elastic component; 1321, Dust cover; 1322, Spring push plate; 1323, First spring; 1324, Spring connecting seat; 1325, Second spring; 1326, Pedal damping sleeve; 140, Pedal; 141, Push rod fork; 150, Push rod; 160, Magnet; 170, Pedal travel sensor; 200, power assist module; 210, valve body; 220, motor; 221, eccentric cam; 230, hydraulic pump; 231, output pump chamber; 232, second piston; 233, steel ball; 240, hydraulic pipe; 250, check valve; 260, pressure sensor. 300. Bypass pipe; 400. Bridge pipe; 410. Decoupling valve; 500, pressure relief pipeline; 510, pressure relief valve. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0032] In the description of this application, it should be understood that if terms such as "upper," "lower," "left," and "right" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, they are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the accompanying drawings are only for illustrative purposes and should not be construed as limiting this patent. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0033] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0034] In the description of this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0035] like Figure 1 As shown, in a first aspect, this application provides a hydraulic braking assembly 10. The hydraulic braking assembly 10 includes a master cylinder module 100a, a power assist module 200, and a pedal module 100b. The master cylinder module 100a includes an oil reservoir 110 and a brake master cylinder 120, which includes a first piston 121. The power assist module 200 includes a valve body 210 and a motor 220 and a hydraulic pump 230 disposed within the valve body 210. The motor 220 drives the hydraulic pump 230, which outputs brake fluid. The inlet of the hydraulic pump 230 is connected to the oil reservoir 110. The pedal module 100b includes a pedal simulator 130 and a pedal 140, which drives the pedal simulator 130 and the first piston 121 to move. The master cylinder module 100a and the pedal module 100b are fixedly disposed outside the valve body 210.

[0036] The hydraulic braking assembly 10 of this application embodiment includes a master cylinder module 100a, a pedal module 100b, and a power assist module 200. The master cylinder module 100a includes an oil reservoir 110 and a master cylinder 120. The oil reservoir 110 is used to store brake fluid. The master cylinder 120 includes a first piston 121. When the first piston 121 moves under the action of an external force, it changes the volume of the brake chamber 122 of the master cylinder 120, thereby causing the master cylinder 120 to generate hydraulic pressure.

[0037] The pedal module 100b is a signal input and simulation unit. Specifically, the pedal module 100b includes a pedal simulator 130 and a pedal 140. The pedal 140 is the input terminal for driver commands and can receive the user's pedal force to generate displacement. After the pedal 140 is pressed, on the one hand, the movement of the pedal 140 itself is converted into an electrical signal representing displacement information and transmitted to the power assist module 200. On the other hand, when the pedal 140 is subjected to external force, it will also drive the pedal simulator 130 and the first piston 121 to move. The pedal simulator 130 refers to the component that can realize the simulation of the brake pedal feel. When the pedal 140 drives the first piston 121 of the brake master cylinder 120 to move, the volume of the brake chamber 122 will change. That is, the pedal 140, the brake master cylinder 120, and the oil reservoir 110 together constitute a mechanical hydraulic device, and the pedal simulator 130 simulates the feel of the pedal 140 when it is pressed. Among them, the oil reservoir 110, the brake master cylinder 120, the pedal 140, and the pedal simulator 130 can all adopt existing structures.

[0038] The power assist module 200 is a hydraulic generator for brake-by-wire, responsible for receiving electrical signals from the pedal module 100b and generating the actual braking force. Specifically, the power assist module 200 includes a valve body 210 and a motor 220 and a hydraulic pump 230 housed within the valve body 210. The inlet of the hydraulic pump 230 is connected to an oil reservoir 110. When the motor 220 operates, the hydraulic pump 230 draws oil from the oil reservoir 110 and outputs high-pressure brake fluid required for braking. In other words, the pedal 140, oil reservoir 110, motor 220, and hydraulic pump 230 together constitute a brake-by-wire hydraulic system.

[0039] It should be noted that, through different pipeline connection methods, the drive-by-wire hydraulic device where the power assist module 200 is located and the mechanical hydraulic device where the master cylinder module 100a is located can achieve at least two cooperation forms: one is that the power assist module 200 serves as an auxiliary braking enhancement structure for the master cylinder module 100a, and the two work together to meet the braking requirements. Alternatively, the other is that the power assist module 200 serves as the main braking source, providing the daily main wheel braking function, while the master cylinder module 100a serves as a mechanical backup braking source in case the power assist module 200 fails. The specific connection method of the above pipelines can be designed according to actual needs, and this application does not impose any limitations.

[0040] In the hydraulic brake assembly 10 of this application embodiment, the oil reservoir 110, brake master cylinder 120, pedal simulator 130, and pedal 140 can all use mature existing components. Only the motor 220 and hydraulic pump 230 need to be installed inside the valve body 210, without integrating components such as the master cylinder module 100a and pedal module 100b inside the valve body 210. Furthermore, after the above modules are installed outside the valve body 210, fluid interconnection between components such as the brake master cylinder 120, oil reservoir 110, valve body 210, and hydraulic pump 230 can be achieved through external piping.

[0041] This configuration offers several advantages. First, it allows for the use of readily available, standardized components, standard supply chains, piping connections, and fasteners to construct the hydraulic brake assembly 10, thereby reducing material, development, and production costs. Second, with some components located inside the valve body 210 and others mounted outside, and all components integrated around the valve body 210, the hydraulic brake assembly 10 achieves greater integration and structural compactness, reducing its size and facilitating easier installation on vehicles.

[0042] Furthermore, since the pedal module 100b is externally mounted, the type of pedal simulator can be freely selected without being limited by the internal space of the valve body. This also helps to improve the flexibility and versatility of pedal module 100b selection.

[0043] Furthermore, this application replaces the ball screw transmission mechanism in related technologies with a hydraulic pump 230, transforming position control into hydraulic pressure control. The pressure level directly depends on the output load of the hydraulic pump 230. This eliminates the need for an angle sensor on the motor 220, thereby further reducing costs and improving the reliability of the hydraulic braking assembly 10.

[0044] like Figure 1 and Figure 7 As shown, the master cylinder module 100a and the pedal module 100b are located on opposite sides of the valve body 210. The brake master cylinder 120 also includes at least one brake chamber 122 communicating with the oil reservoir 110. The pedal 140 is connected to the first piston 121 through the push rod 150, which passes through the valve body 210. The pedal simulator 130 is a dry pedal simulator, which is connected to the push rod 150 and located between the valve body 210 and the pedal 140.

[0045] In this embodiment, the valve body 210 serves as a positioning base, separating the brake master cylinder side from the pedal side. The pedal simulator 130 is a dry pedal simulator, which can be composed of springs, rubber bushings, etc., and simulates the foot feel when pressing the brake pedal through elastic mechanical properties.

[0046] The pedal simulator 130 is connected to and abuts against the push rod 150. When the pedal is pressed, the pedal simulator 130 compresses and provides feedback on the pedal feel, while simultaneously driving the push rod 150 to move. By distributing the components on both sides of the valve body 210 and stacking them, the integration of the hydraulic brake assembly 10 can be further improved, its size reduced, and thus the convenience of arranging the hydraulic brake assembly 10 on the vehicle can be further improved. Furthermore, if a wet pedal simulator is used, there may be leakage. Therefore, this embodiment uses a dry pedal simulator 130, which does not need to be integrated into the valve body 210, and also avoids problems such as brake fluid leakage and circuit complexity. This not only helps to further reduce costs but also improves the reliability of the hydraulic brake assembly 10.

[0047] The pedal simulator 130 can, for example, have the same structure as a dry pedal simulator in related technologies (such as the iBooster assembly). Specifically, the pedal simulator 130 includes a ball joint 131 connected to the push rod fork 141 and push rod 150 of the pedal 140, and an elastic component 132 sleeved on the outside of the ball joint 131. Along the direction from the pedal 140 to the valve body 210, the elastic component 132 includes a spring push plate 1322, a first spring 1323, a spring connecting seat 1324, and a second spring 1325 arranged in sequence. The elastic component 132 also includes an outermost pedal-sensitive damping sleeve 1326 and a dust cover 1321, with the pedal-sensitive damping sleeve 1326 connected to the dust cover 1321. By using existing components from related technologies, costs can be further reduced.

[0048] Of course, the pedal simulator 130 can also adopt other structures, and this application does not limit it.

[0049] like Figure 1 As shown, in some embodiments, the output end of the hydraulic pump 230 is connected to a hydraulic pipe 240, and the hydraulic braking assembly 10 also includes a bypass pipe 300 and a bridge pipe 400. The bypass pipe 300 connects the inlet end of the hydraulic pump 230 and the oil reservoir 110, and the bridge pipe 400 connects the hydraulic pipe 240 and the brake chamber 122. A decoupling valve 410 is provided in the bridge pipe 400.

[0050] In this embodiment, the inlet of the hydraulic pump 230 is connected to the oil reservoir 110 via a bypass pipe 300, and the output of the hydraulic pump 230 is connected to a hydraulic pipe 240. The hydraulic pipe 240 is connected to the brake chamber 122 via a bridge pipe 400, and a decoupling valve 410 is installed in the bridge pipe 400. The decoupling valve 410 is a solenoid valve that can determine the on / off state of the bridge pipe 400. Thus, the power assist module 200 constitutes the main braking source, forming a brake-by-wire mode; while the master cylinder module 100a serves as a mechanical backup braking source after the power assist module 200 fails, forming a backup braking mode.

[0051] The working principle of the hydraulic brake assembly 10 is explained in detail below: When the decoupling valve 410 is closed, the bridge pipe 400 is in an open circuit state, and the hydraulic brake assembly 10 is in the brake-by-wire mode. This mode is the main braking method of the hydraulic brake assembly 10 when the vehicle is in a normal state.

[0052] In the online control braking mode, after the driver presses the pedal 140, the pedal simulator 130 simulates the foot feel when pressing the pedal. The displacement of the pedal 140 is converted into an electrical signal and sent to the motor 220. The motor 220 drives the hydraulic pump 230 to move, so that the hydraulic pump 230 absorbs the brake fluid from the reservoir 110 through the bypass pipe 300 and outputs high-pressure brake fluid to the hydraulic pipe 240. The hydraulic pipe 240 can directly apply the high-pressure brake fluid to the calipers of the four wheels. Alternatively, the hydraulic pipe 240 can be connected to the vehicle's stability control modules such as ESP (Electronic Stability Program) and ESC (Electronic Stability Control), and output to the calipers of the four wheels through the ESP, ESC and other modules, thereby realizing brake-by-wire.

[0053] In the aforementioned brake-by-wire mode, although the displacement of the pedal 140 simultaneously acts on the first piston 121 of the master cylinder 120 via the push rod 150, causing a change in the volume of the brake chamber 122, the brake fluid in the brake chamber 122 cannot flow to the hydraulic pipe 240 for output through the decoupling valve 410 because the decoupling valve 410 is closed. Instead, medium-pressure fluid is built up in the pipe section near the brake chamber 122 of the decoupling valve 410. Therefore, in brake-by-wire mode, the master cylinder 120 does not participate in braking.

[0054] When the decoupling valve 410 is opened, the bridge pipe 400 is in the open state, and the hydraulic brake assembly 10 is in the backup braking mode. This mode is the backup braking method after the electrical components in the hydraulic brake assembly 10 fail.

[0055] In backup braking mode, after the driver depresses pedal 140, pedal simulator 130 simulates the feel of pedaling. Pedal 140 pushes the first piston 121 of master cylinder 120 via push rod 150. The first piston 121 compresses brake chamber 122, causing brake chamber 122 to absorb brake fluid from reservoir 110. Since decoupling valve 410 is open, brake fluid enters hydraulic pipe 240 through bridge connector 400, thereby establishing high-pressure brake fluid. Then, hydraulic pipe 240 directly applies high-pressure brake fluid to the calipers of the four wheels, or outputs it to the calipers of the four wheels through ESP, ESC, or other modules, thus achieving mechanical backup braking in case of electrical component failure. Decoupling valve 410 can be a normally open solenoid valve with fail-safe opening characteristics. That is, when power is lost, decoupling valve 410 automatically opens, ensuring that backup braking mode can be successfully activated.

[0056] As described above, the hydraulic brake assembly 10 can achieve both brake-by-wire mode and backup braking mode by controlling the opening and closing of the decoupling valve 410, thus providing efficient and reliable safety redundancy braking capability for brake-by-wire. Furthermore, this application employs a non-decoupling design; there is no decoupling gap between the push rod 150 and the first piston 121. Therefore, in backup braking mode, the vehicle braking force is applied more quickly and promptly.

[0057] In some embodiments, motor 220 is a brushed motor. A brushed motor is a motor that uses brushes for commutation; the counterpart to a brushed motor is a brushless motor.

[0058] The brushed motor has a simple and low-cost driving method, which helps to further reduce the material cost, development cost and production cost of the hydraulic braking assembly 10.

[0059] In some embodiments, the hydraulic pump 230 is a piston pump. A piston pump is a positive displacement pump that periodically changes the volume of a sealed cavity by the reciprocating motion of a piston within a cylinder, thereby drawing in and discharging liquid and establishing oil pressure.

[0060] Braking-by-wire requires the ability to build up high braking pressure in a very short time. The high speed capability and high volumetric efficiency of the plunger pump enable it to achieve extremely fast flow output, ensuring a rapid response of the brake fluid pressure, thereby improving the response speed and reliability of the braking-by-wire.

[0061] like Figure 1 As shown, in some embodiments, the hydraulic braking assembly 10 further includes a pressure relief line 500, which connects to the bypass line 300 and the hydraulic line 240, and a pressure relief valve 510 is provided in the pressure relief line 500.

[0062] In this embodiment, the hydraulic braking assembly 10 also includes a pressure relief line 500, which establishes a controlled passage between the high-pressure hydraulic pipe 240 and the low-pressure bypass pipe 300. When the pressure relief valve 510 in the pressure relief line 500 is opened, the high-pressure brake fluid quickly flows back to the low-pressure side through the pressure relief line 500, thereby reducing the pressure of the brake fluid and realizing the release of braking force or adjustment of braking force. Thus, on the one hand, active pressure management can be realized, improving the convenience and speed of braking force control. On the other hand, it helps to improve the problem of damage to other hydraulic components due to excessive oil pressure, and improves the safety of the hydraulic braking assembly 10.

[0063] like Figure 1 As shown, in some embodiments, the power assist module 200 further includes a one-way valve 250 disposed in the valve body 210, the one-way valve 250 being connected in series in the bypass pipe 300 and located at the inlet end of the hydraulic pump 230.

[0064] The check valve 250 ensures unidirectional flow of hydraulic fluid, allowing fluid to flow only from the reservoir 110 to the hydraulic pump 230, and shutting it off in the opposite direction. By setting up the check valve 250, firstly, when the hydraulic pump 230 stops or its speed changes abruptly, the check valve 250 prevents backflow of hydraulic fluid, ensuring that when the hydraulic pump 230 restarts, there is a certain amount of residual hydraulic fluid in its inlet chamber. This improves the safety and reliability of the hydraulic pump 230, extends its service life, and also increases the pressure build-up speed. Secondly, in backup braking mode, the check valve 250 prevents hydraulic fluid from flowing back into the reservoir 110 through the hydraulic pump 230 and bypass pipe 300, thus improving the reliability of backup braking mode operation.

[0065] like Figure 1 As shown, in some embodiments, the assist module 200 also includes a pressure sensor 260 connected to the hydraulic line 240.

[0066] The pressure sensor 260 can detect the pressure of the brake fluid output from the hydraulic pipe 240. In conjunction with the pressure relief valve 510, pressure-based closed-loop control can be achieved, which helps to improve the accuracy and reliability of brake pressure control.

[0067] like Figure 1 As shown, in some embodiments, the hydraulic braking assembly 10 also includes a controller (not shown) and a displacement sensor for detecting the displacement of the push rod 150, the controller, the displacement sensor and the motor 220 being electrically connected.

[0068] The displacement sensor can be a contact or non-contact displacement sensor. For example, such as Figure 1As shown, in one specific embodiment, the displacement sensor includes a magnet 160 and a pedal travel sensor 170 (PTS), which together constitute a non-contact displacement sensor. The magnet 160 is connected to the push rod 150. When the push rod 150 moves, the pedal travel sensor 170 detects the movement of the magnet 160 and sends an electrical signal representing displacement information to the controller. After receiving the electrical signal, the controller controls the motor 220 to start working. The magnet 160 and pedal travel sensor 170 represent a mature and mainstream solution, offering high reliability, long service life, compact size, and easy integration into the hydraulic braking assembly 10.

[0069] This embodiment, by setting a displacement sensor, can accurately identify the driver's braking needs and automatically activate the brake-by-wire mode, thereby improving the intelligence and automation of the hydraulic brake assembly 10 and increasing the response speed of the brake-by-wire.

[0070] It is understood that the controller can be a separate control unit set on the hydraulic brake assembly 10. In this case, it needs to be electrically connected to the vehicle controller (ECU, Electronic Control Unit), other vehicle domain controllers such as the vehicle dynamics domain controller, chassis domain controller, etc. Alternatively, the controller can be integrated into the vehicle controller or into other vehicle domain controllers; this application does not limit this.

[0071] Optionally, the controller is also electrically connected to the decoupling valve 410, the pressure relief valve 510, and the pressure sensor 260.

[0072] like Figure 1 and Figure 2 As shown, in some embodiments, there are two brake chambers 122, and the hydraulic pump 230 is a dual piston pump. The hydraulic pump 230 has two output pump chambers 231, each output pump chamber 231 is connected to a hydraulic pipe 240, and a bridge pipe 400 is connected between each hydraulic pipe 240 and a brake chamber 122.

[0073] Typically, modules like ESC and ESP have two input interfaces, forming two braking circuits. One circuit controls the braking of two wheels, and the other controls the braking of the other two wheels. For example, the two braking circuits can be arranged in an X-shape, with one circuit connecting the brakes of the left front wheel and the right rear wheel, and the other connecting the brakes of the right front wheel and the left rear wheel. This way, if one braking circuit fails, the other still retains half of the braking force, improving braking safety redundancy.

[0074] Therefore, in this embodiment, there are two brake chambers 122 and the hydraulic pump 230 is a double plunger pump, which can create two high-pressure output ports. Each high-pressure output port supplies oil to a brake circuit. Each bridge pipe 400 and its decoupling valve 410 provide an independent backup path for the corresponding brake circuit.

[0075] This configuration allows for the construction of two completely independent electro-hydraulic braking systems. When one system fails, the other can continue to provide braking force to the corresponding wheel, thereby further improving the safety and reliability of the hydraulic braking assembly 10.

[0076] like Figure 1 As shown, in some embodiments, a pressure relief line 500 is provided between each hydraulic pipe 240 and the bypass pipe 300, and a pressure relief valve 510 is provided in the pressure relief line 500.

[0077] That is, the two hydraulic lines 240 serve different wheels respectively, and the controller can independently control the pressure relief valves 510 in the two pressure relief lines 500, so that the two hydraulic lines 240 can independently release the brake or regulate the brake pressure through their respective pressure relief lines 500, realizing the redundancy function of pressure control. This helps to further improve the safety of the hydraulic brake assembly 10.

[0078] Figures 3 to 6 This diagram illustrates the flow of brake fluid under different conditions. The red line represents high-pressure fluid, the purple line represents medium-pressure fluid, and the green line represents low-pressure fluid. The pressure of high-pressure fluid is greater than that of medium-pressure fluid, and the pressure of medium-pressure fluid is greater than that of low-pressure fluid.

[0079] like Figure 3 The diagram shows the flow of brake fluid in brake-by-wire mode. Motor 220 drives hydraulic pump 230, which draws low-pressure brake fluid from reservoir 110 via bypass pipe 300 and outputs high-pressure brake fluid through two hydraulic pipes 240. Decoupling valve 410 and pressure relief valve 510 are both closed. Brake master cylinder 120 and bridge pipe 400 are not operating. Medium-pressure brake fluid is established on the side of bridge pipe 400 near brake chamber 122 via decoupling valve 410.

[0080] like Figure 4The diagram shows the flow of brake fluid when both brake circuits are depressurized after the brake-by-wire mode ends. Both pressure relief valves 510 are open, both decoupling valves 410 are closed, and the motor 220 stops operating. At this time, the high-pressure brake fluid from the two hydraulic lines 240 flows into the pressure relief line 500 through the pressure relief valves 510, forming low-pressure brake fluid that flows towards the reservoir 110. Medium-pressure brake fluid is established on the side of the decoupling valve 410 of the bridge pipe 400 near the brake chamber 122.

[0081] like Figure 5 The diagram shows the flow of brake fluid when one brake circuit is depressurized in brake-by-wire mode. One pressure relief valve 510 is open, the other is closed, both decoupling valves 410 are closed, and the motor 220 stops operating. At this time, high-pressure brake fluid from one hydraulic line 240 flows into the pressure relief line 500 through the pressure relief valve 510, forming low-pressure brake fluid flowing towards the reservoir 110. High-pressure brake fluid from the other hydraulic line 240 can maintain a high output pressure. Medium-pressure brake fluid is established on the side of the decoupling valve 410 of the bridge pipe 400 near the brake chamber 122. In this state, single-circuit braking and single-circuit pressure relief can be achieved.

[0082] like Figure 6 The diagram shows the flow of brake fluid in backup braking mode. In this mode, both decoupling valves 410 are open, the motor 220 is not working, and both pressure relief valves 510 are closed. The pedal 140 directly pushes the first piston 121 through the push rod 150, causing the bridge pipe 400 of the two brake chambers 122 to establish medium-pressure brake fluid, which is then supplied to the hydraulic pipe 240 for output.

[0083] like Figure 1 and Figure 2 As shown, in some embodiments, a second piston 232 is provided in the output pump chamber 231, and an eccentric cam 221 is connected to the output end of the motor 220. The eccentric cam 221 is connected to two second pistons 232.

[0084] This embodiment describes a specific connection method between the motor 220 and the dual piston pump. The second piston 232 is the core working element inside the hydraulic pump 230, and the eccentric cam 221 is a non-circular wheel mounted on the output shaft of the motor 220, the center of which does not coincide with the rotation center. The ends of the two second pistons 232 are each tightly attached to the contour of the eccentric cam 221 by steel balls 233. When the motor 220 drives the eccentric cam 221 to rotate, the contour of the eccentric cam 221 converts the continuous rotational motion of the motor 220 into linear reciprocating motion of the two second pistons 232 within their respective output pump chambers 231.

[0085] Driving the dual piston pump via an eccentric cam 221 has several advantages. First, it facilitates independent, efficient, and stable oil output from each of the two output pump chambers 231, reducing pressure pulsation and improving the reliability and stability of the hydraulic operation. Second, using a single eccentric cam 221 to simultaneously drive both second pistons 232 further enhances the structural compactness and integration of the hydraulic braking assembly 10, reducing costs.

[0086] Secondly, embodiments of this application provide a vehicle including the hydraulic braking assembly 10 described in the first aspect.

[0087] The vehicle in this embodiment is based on the same inventive concept as the hydraulic brake assembly 10 in the above embodiments. Therefore, the vehicle can obtain the beneficial effects of the hydraulic brake assembly 10 in the corresponding embodiments.

[0088] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A hydraulic braking assembly, characterized in that, include: The master cylinder module includes an oil reservoir and a brake master cylinder, wherein the brake master cylinder includes a first piston; The power assist module includes a valve body and a motor and a hydraulic pump housed within the valve body. The motor drives the hydraulic pump, which outputs brake fluid. The inlet of the hydraulic pump is connected to the oil reservoir. The pedal module includes a pedal simulator and a pedal, wherein the pedal is used to drive the pedal simulator and the first piston; The master cylinder module and the pedal module are fixedly mounted on the outside of the valve body.

2. The hydraulic braking assembly according to claim 1, characterized in that, The master cylinder module and the pedal module are located on opposite sides of the valve body. The brake master cylinder also includes at least one brake chamber communicating with the oil reservoir. The pedal is connected to the first piston via a push rod, which passes through the valve body. The pedal simulator is a dry pedal simulator, which is connected to the push rod and located between the valve body and the pedal.

3. The hydraulic braking assembly according to claim 1, characterized in that, The output end of the hydraulic pump is connected to a hydraulic pipe, and the brake master cylinder also includes at least one brake chamber that communicates with the oil reservoir. The hydraulic braking assembly also includes a bypass pipe and a bridge pipe. The bypass pipe connects the inlet end of the hydraulic pump and the oil reservoir. The bridge pipe connects the hydraulic pipe and the brake chamber. A decoupling valve is provided in the bridge pipe.

4. The hydraulic braking assembly according to claim 1, characterized in that, The motor is a brushed motor, and / or the hydraulic pump is a piston pump.

5. The hydraulic braking assembly according to claim 3, characterized in that, The hydraulic braking assembly also includes a pressure relief line, which connects the bypass line and the hydraulic line, and a pressure relief valve is provided in the pressure relief line.

6. The hydraulic braking assembly according to claim 3, characterized in that, The assist module also includes a one-way valve disposed in the valve body, the one-way valve being connected in series in the bypass pipe and located at the inlet end of the hydraulic pump; And / or, the assist module further includes a pressure sensor connected to the hydraulic pipe; And / or, the pedal is connected to the first piston via a push rod, and the hydraulic braking assembly further includes a controller and a displacement sensor for detecting the displacement of the push rod, wherein the controller, the displacement sensor, and the motor are electrically connected.

7. The hydraulic braking assembly according to claim 3, characterized in that, The brake chamber is two, the hydraulic pump is a double plunger pump, the hydraulic pump has two output pump chambers, each output pump chamber is connected to a hydraulic pipe, and each hydraulic pipe and a brake chamber are connected by a bridge pipe.

8. The hydraulic braking assembly according to claim 7, characterized in that, A pressure relief line is provided between each of the hydraulic pipes and the bypass pipe, and a pressure relief valve is provided in the pressure relief line.

9. The hydraulic braking assembly according to claim 7, characterized in that, A second piston is provided inside the output pump chamber; The output end of the motor is connected to an eccentric cam, which is connected to two second pistons.

10. A vehicle, characterized in that, Includes the hydraulic braking assembly as described in any one of claims 1-9.

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