Brake system, hydraulic equipment, and vehicle

Abstract

The present embodiment provides a brake system and a control method. The brake system provided in the present embodiment is applicable to intelligent vehicles, new energy vehicles, etc. The brake control system includes a master cylinder (1), a booster (2), at least one first control valve (11 and 12), at least one second control valve (21, 22, 23, and 24), at least one third control valve (31, 32, 33, and 34), at least one first interface (4), a first control unit (91), and a second control unit (92). The brake system provided in the present embodiment has a multiple redundancy design to ensure that the brake system can still meet the multiple brake function requirements of the vehicle even if the controller or key solenoid valve fails, thereby improving the safety of the brake system, ensuring the driver's pedal feel, and providing the driver with a more stable and comfortable driving experience.

Description

Technical Field

[0001] The present application relates to the field of vehicle brakes, and more particularly to an electro-hydraulic brake system.

Background Art

[0002] Brake systems can provide functions such as autonomous emergency braking (AEB), antilock brake system (ABS), traction control system (TCS), and electronic stability control (ESC) during vehicle driving. However, with the development of autonomous driving technology, while meeting the requirements for the safety and reliability of brake systems, it has become an issue faced by brake systems to satisfy miniaturization and low cost and improve the redundancy of the system. In addition, when performing redundant backup for a brake system, more attention needs to be paid to how to enrich the brake function for cooperation with functions such as driving assistance functions and autonomous driving while considering cost and system complexity.

Summary of the Invention

[0003] The present application relates to a brake system that meets the requirements for redundancy and safety of autonomous vehicles. The present application provides an electro-hydraulic brake system including multiple redundant controls to address issues such as redundant backup, cost management, and multi-function support faced by current brake systems.

[0004] A first aspect of the present application provides a braking system. In a first possible implementation of the first aspect, the braking system includes a master cylinder (1), a booster (2), at least one first control valve (11 and 12), at least one second control valve (21, 22, 23, and 24), at least one third control valve (31, 32, 33, and 34), at least one first interface (4), a first control unit (91), and a second control unit (92). A first end of at least one third control valve (31, 32, 33, and 34) is respectively connected to at least one first interface (4), and at least one first interface (4) is respectively connected to at least one brake wheel cylinder (3). A second end of at least one third control valve (31, 32, 33, and 34) is connected to the master cylinder (1) via at least one first control valve (11 and 12). The second end of at least one third control valve (31, 32, 33, and 34) is further connected to the booster (2) via at least one second control valve (21, 22, 23, and 24). At least one third control valve (31, 32, 33, and 34) is configured to be controlled by the first control unit (91). At least one second control valve (21, 22, 23, and 24) includes at least one first booster branch control valve (21 and 22) and at least one second booster branch control valve (23 and 24). At least one first booster branch control valve (21 and 22) is configured to be controlled by the first control unit (91), and at least one second booster branch control valve (23 and 24) is configured to be controlled by the second control unit (92). The booster (2) is configured to be separately controlled by the first control unit (91) and the second control unit (92).

[0005] Optionally, the master cylinder may further include more brake main cavities. It should be noted that in order to improve the reliability of the braking system, the second main cavity and the first main cavity may be redundant with each other.

[0006] Optionally, there may be four or more third control valves. When the vehicle includes more than four brake wheel cylinders, the number of third control valves may also exceed four.

[0007] Optionally, the interface may be a fluid inlet or a fluid outlet, or may include both a fluid inlet and a fluid outlet, or may have the functions of both a fluid inlet and a fluid outlet.

[0008] According to a first possible implementation of the first aspect, in a second possible implementation, the booster (2) includes a booster drive device (201) and a booster hydraulic cylinder (202), and the booster drive device (201) is configured to be separately controlled by a first control unit (91) and a second control unit (92).

[0009] According to a second possible implementation of the first aspect, in a third possible implementation, the booster drive device (201) is a six-phase motor including a first winding and a second winding, the first winding is configured to be controlled by a first control unit (91), and the second winding is configured to be controlled by a second control unit (92).

[0010] According to a second or third possible implementation of the first aspect, in a fourth possible implementation, the booster hydraulic cylinder (202) is a bidirectional pressurizing hydraulic cylinder, the booster hydraulic cylinder (202) includes a first booster cavity and a second booster cavity, at least one first booster branch control valve (21 and 22) is connected to the first booster cavity, and at least one second booster branch control valve (23 and 24) is connected to the second booster cavity.

[0011] According to the second or third possible embodiment of the first aspect, in the fifth possible embodiment, the booster hydraulic cylinder (202) is a unidirectional pressurizing hydraulic cylinder, and at least one first booster branch control valve (21 and 22) and at least one second booster branch control valve (23 and 24) are connected in parallel and separately connected to the booster hydraulic cylinder (202).

[0012] According to the fourth or fifth possible embodiment of the first aspect, in the sixth possible embodiment, a brake fluid reservoir (5) and a fifth control valve (51) are further included. The brake fluid reservoir (5) is separately connected to the master cylinder (1) and the booster (2), and the first end of the fifth control valve (51) is connected to the master cylinder (1), and the second end of the fifth control valve (51) is configured to be connected to the brake fluid reservoir (5).

[0013] According to the sixth possible embodiment of the first aspect, in the seventh possible embodiment, a pedal feeling simulator (6) and a sixth control valve (61) are further included. The pedal feeling simulator (6) is connected to the master cylinder (1) via the sixth control valve (61).

[0014] According to the seventh possible embodiment of the first aspect, in the eighth possible embodiment, at least one fourth control valve (41, 42, 43, and 44) is further included. The first ends of the at least one fourth control valve (41, 42, 43, and 44) are respectively connected to at least one first interface (4), and the other ends of the at least one fourth control valve (41, 42, 43, and 44) are configured to be connected to the brake fluid reservoir (5), and the at least one fourth control valve is configured to be controlled by the first control unit (91).

[0015] According to an eighth possible implementation of the first aspect, in a ninth possible implementation, at least one first booster branch control valve (21 and 22) is further configured to be controlled by a second control unit (92), and at least one second booster branch control valve (23 and 24) is further configured to be controlled by a first control unit (91).

[0016] According to an eighth or ninth possible implementation of the first aspect, in a tenth possible implementation, at least one third control valve (31, 32, 33, and 34) and at least one fourth control valve (41, 42, 43, and 44) are further configured to be controlled by a second control unit (92).

[0017] According to any one of the eighth to tenth possible implementations of the first aspect, in an eleventh possible implementation, the braking system further includes: at least one first control valve (11 and 12) is configured to be separately controlled by a first control unit (91) and a second control unit (92). The fifth control valve (51) is configured to be controlled by a first control unit (91). The sixth control valve (61) is configured to be separately controlled by a first control unit (91) and a second control unit (92).

[0018] According to any one of the eighth to tenth possible implementations of the first aspect, in a twelfth possible implementation, the braking system further includes a third control unit (93). At least one first control valve (11 and 12) is configured to be controlled by a third control unit (93). The fifth control valve (51) is configured to be controlled by a third control unit (93). The sixth control valve (61) is configured to be controlled by a third control unit (93).

[0019] According to a twelfth possible implementation of the first aspect, in a thirteenth possible implementation, the braking system further includes at least one second interface and at least one third interface. At least one first control valve (11 and 12) is separately connected to at least one third control valve (31, 32, 33, and 34) via at least one second interface, and at least one fourth control valve (41, 42, 43, and 44) is connected to a brake fluid reservoir (5) via a third interface, and the booster (2) is connected to the brake fluid reservoir (5) via at least one third interface.

[0020] The second aspect of the present application provides a hydraulic device. In a first possible implementation of the second aspect, the hydraulic device includes a booster (2), at least one second control valve (21, 22, 23, and 24), at least one third control valve (31, 32, 33, and 34), at least one fourth control valve (41, 42, 43, and 44), a first control unit (91), a second control unit (92), at least one first interface (4), at least one second interface, and at least one third interface. The first end of at least one third control valve (31, 32, 33, and 34) is respectively connected to at least one first interface (4), and at least one first interface (4) is configured to be respectively connected to at least one brake wheel cylinder (3). The second end of at least one third control valve (31, 32, 33, and 34) is connected to at least one second interface, and at least one second interface is configured to be connected to a master cylinder. The second end of at least one third control valve (31, 32, 33, and 34) is further connected to the booster (2) via at least one second control valve (21, 22, 23, and 24). The booster (2) is connected to at least one third interface, and at least one third interface is configured to be connected to a brake fluid reservoir. The first end of at least one fourth control valve (41, 42, 43, and 44) is connected to at least one first interface, and the second end of at least one fourth control valve (41, 42, 43, and 44) is connected to at least one third interface. At least one third control valve (31, 32, 33, and 34) is configured to be controlled by the first control unit (91).At least one second control valve (21, 22, 23, and 24) includes at least one first booster branch control valve (21 and 22) and at least one second booster branch control valve (23 and 24). The at least one first booster branch control valve (21 and 22) is configured to be controlled by a first control unit (91), and the at least one second booster branch control valve (23 and 24) is configured to be controlled by a second control unit (92). The booster (2) is configured to be separately controlled by the first control unit (91) and the second control unit (92).

[0021] According to a first possible implementation of the second aspect, in a second possible implementation, the booster (2) includes a booster drive device (201) and a booster hydraulic cylinder (202), and the booster drive device (201) is configured to be separately controlled by the first control unit (91) and the second control unit (92).

[0022] According to a second possible implementation of the second aspect, in a third possible implementation, the booster drive device (201) is a six-phase motor including a first winding and a second winding. The first winding is configured to be controlled by the first control unit (91), and the second winding is configured to be controlled by the second control unit (92).

[0023] According to the second or third possible implementation of the second aspect, in a fourth possible implementation, the booster hydraulic cylinder (202) is a bidirectional pressurizing hydraulic cylinder. The booster hydraulic cylinder (202) includes a first booster cavity and a second booster cavity. At least one first booster branch control valve (21 and 22) is connected to the first booster cavity, and at least one second booster branch control valve (23 and 24) is connected to the second booster cavity.

[0024] According to a second or third possible implementation of the second aspect, in a fifth possible implementation, the booster hydraulic cylinder (202) is a unidirectional pressurizing hydraulic cylinder, and at least one first booster branch control valve (21 and 22) and at least one second booster branch control valve (23 and 24) are connected in parallel and separately connected to the booster hydraulic cylinder (202).

[0025] According to a fourth or fifth possible implementation of the second aspect, in a sixth possible implementation, at least one first booster branch control valve (21 and 22) is further configured to be controlled by a second control unit (92), and at least one second booster branch control valve (23 and 24) is further configured to be controlled by a first control unit (91).

[0026] According to a sixth possible implementation of the second aspect, in a seventh possible implementation, at least one third control valve (31, 32, 33, and 34) and at least one fourth control valve (41, 42, 43, and 44) are further configured to be controlled by a second control unit (92).

[0027] The third aspect of the present application provides a braking system. In a first possible implementation of the third aspect, the braking system includes a first hydraulic device and a second hydraulic device. The first hydraulic device is the hydraulic device provided in any possible implementation of the second aspect, and the second hydraulic device includes a master cylinder (1), at least one first control valve (11 and 12), a brake fluid reservoir (5), a fifth control valve (51), a pedal feel simulator (6), a sixth control valve (61), and a third control unit (93). The master cylinder (1) is connected to at least one second interface via at least one first control valve (11 and 12). The brake fluid reservoir (5) is separately connected to the master cylinder (1) and at least one third interface. The first end of the fifth control valve (51) is connected to the master cylinder (1), and the second end of the fifth control valve (51) is connected to the brake fluid reservoir (5). The pedal feel simulator (6) is connected to the master cylinder (1) via the sixth control valve (61). At least one first control valve (11 and 12), the fifth control valve (51), and the sixth control valve (61) are separately configured to be controlled by the third control unit (93).

[0028] The fourth aspect of the present application provides a control method. In a first possible implementation of the fourth aspect, the braking system is the braking system provided in the eleventh possible implementation of the 1 aspect, and the control method includes the steps of obtaining a first signal indicating fault information of the braking system; and based on the first signal, controlling at least one first control valve (11 and 12) to switch to a first state and controlling at least one second control valve (21, 22, 23, and 24) to switch to a second state.

[0029] According to a first possible embodiment of the fourth aspect, in a second possible embodiment, the first signal includes information indicating a failure of the first control unit (91). The first state includes that at least one first control valve (11 and 12) is configured to be in a disconnected state. The second state includes that at least one second booster branch control valve (23 and 24) is configured to be in a connected state.

[0030] According to a first possible embodiment of the fourth aspect, in a third possible embodiment, the first signal includes information indicating a failure of the second control unit (92). The first state includes that at least one first control valve (11 and 12) is configured to be in a disconnected state. The second state includes that at least one first booster branch control valve (21 and 22) is configured to be in a connected state.

[0031] According to a third possible embodiment of the fourth aspect, in a fourth possible embodiment, the control method further includes the step of adjusting the states of at least one third control valve (31, 32, 33, and 34) and / or at least one fourth control valve (41, 42, 43, and 44) based on a target braking pressure.

[0032] A fifth aspect of the present application provides a control method applied to a braking system. In a first possible embodiment of the fifth aspect, the braking system is the braking system provided in the 12th or 13th possible embodiment of the first aspect, and the control method includes the steps of obtaining a second signal indicating failure information of the braking system; and controlling at least one second control valve (21, 22, 23, and 24) to switch to a third state based on the second signal.

[0033] According to a first possible embodiment of the fifth aspect, in a second possible embodiment, the second signal includes failure information of the first control unit (91). The third state includes that at least one second booster branch control valve (23 and 24) is configured to be in a connected state.

[0034] According to the first possible implementation of the fifth aspect, in the third possible implementation, the second signal includes information indicating a failure of the second control unit (92). The third state includes that at least one of the first booster branch control valves (21 and 22) is configured to be in a connected state.

[0035] According to the second or third possible implementation of the fifth aspect, in the fourth possible implementation, the control method further includes a step of adjusting the states of at least one of the third control valves (31, 32, 33, and 34) and / or at least one of the fourth control valves (41, 42, 43, and 44) based on a target brake pressure.

[0036] The sixth aspect of the present application provides a control method applied to a brake system. In the first possible implementation of the sixth aspect, the brake system is the twelfth or thirteenth possible implementation of the first aspect, and the control method includes a step of obtaining a third signal indicating failure information of the brake system; and a step of controlling at least one of the first control valves (11 and 12) to switch to a fourth state based on the third signal.

[0037] According to the first possible implementation of the sixth aspect, in the second possible implementation, the third signal includes information indicating a failure of the first control unit (91), or the third signal includes information indicating a failure of the second control unit (92). The fourth state includes that at least one of the first control valves (11 and 12) is configured to be in a disconnected state.

[0038] The seventh aspect of the present application provides a readable storage medium. The readable storage medium stores program instructions, and when the program instructions are executed, the method provided in any possible implementation of the fourth aspect, the fifth aspect, or the sixth aspect is executed.

[0039] The eighth aspect of the present application provides a vehicle. The vehicle includes a braking system provided in any possible implementation of the first aspect or the third aspect, or includes hydraulic equipment provided in any possible implementation of the second aspect.

[0040] The braking system provided in the embodiments of the present application has multiple redundant designs so that even when the controller or the key solenoid valve fails, the braking system can still reliably meet the multiple braking functional requirements of the vehicle, improving the safety of the braking system, ensuring the driver's pedal feeling, and bringing a more stable and comfortable driving experience to the driver.

Brief Description of the Drawings

[0041]

Figure 1

Figure 2

Figure 3-a

Figure 3-b

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10-a

Figure 10-b

Figure 11

Figure 12

Figure 13

Figure 14

Figure 15

Figure 16

Figure 17

Figure 18

Figure 19

Figure 20

Figure 21

Figure 22

Embodiments for Carrying Out the Invention

[0042] Hereinafter, with reference to the accompanying drawings, the technical solutions of the present application will be described. It is obvious that the embodiments to be described are only a part, not all, of the embodiments provided in the present application. All other embodiments obtained by those skilled in the art based on the embodiments of the present application without creative efforts shall be included within the protection scope of the present application.

[0043] For ease of understanding, related terms and concepts that may be used in the embodiments of the present application will first be described in the specification of the present application.

[0044] Anti-lock braking system (ABS): Generally, when a vehicle brakes in an emergency or on an icy or snowy road, the wheels tend to lock. When the wheels lock, problems such as an increased braking distance and a loss of steering intention occur. The ABS system appropriately reduces the braking force of the wheels prone to locking based on the wheel lock situation to achieve an anti-lock function.

[0045] Autonomous emergency braking (AEB) system: When a vehicle encounters an emergency, or when the distance between the vehicle and a vehicle or pedestrian in front becomes less than the safe distance, the vehicle automatically brakes to avoid or reduce collision accidents such as tail chasing.

[0046] Electronic stability control system (ESC): The sensor collects vehicle information to determine the instability of the vehicle. When the vehicle is prone to becoming unstable, the ESC system applies braking force to one or several wheels to obtain a yaw torque for stabilizing the wheels, thereby stabilizing the vehicle.

[0047] Traction control system (TCS): When a vehicle is driving on an icy or snowy road, or when a wheel gets stuck on a muddy road, the wheel slips significantly, making it impossible for the vehicle to drive normally. The TCS system reduces the driving force appropriately or applies braking force to the slipping wheel based on the wheel slip situation, thereby reducing wheel slip and ensuring normal vehicle driving.

[0048] Adaptive cruise control (ACC): A system that performs cruise control based on a preset vehicle speed is added with a control function to appropriately maintain the distance from the vehicle ahead. The sub-functions of the system include fixed-speed cruise, following cruise, curve cruise, driving mode selection, intelligent curve passing, and intelligent speed limit, etc. The cruise function is mainly realized by controlling the vehicle speed using the brake system and the drive system.

[0049] Integrated brake system (IBS): IBS is an electro-hydraulic line control system that includes an electric linear pump, solenoid valves, and valve bodies, etc. The system can realize brake functions such as ABS / AEB / TCS / ESC of the vehicle.

[0050] Redundant brake unit (RBU): RBU is an independent brake unit that backs up the primary brake system. When the primary brake system of the vehicle fails, the RBU unit completes the braking of the vehicle and improves the safety of the vehicle.

[0051] Other terms or concepts in the specification of the present application further include a reservoir level sensor (RLS), a test simulation valve (TSV), a pedal travel sensor (PTS: pedal movement amount sensor), a master cylinder pressure sensor (MCPS), a brake circuit pressure sensor (BCPS), an electronic control unit (ECU), a basis brake function (BBF), etc.

[0052] Note that the explanations of the terms and concepts are for the sole purpose of understanding and should not be construed as limitations to the embodiments of the present application.

[0053] Hereinafter, with reference to FIGS. 1 to 20 in the specification of the present application, the brake system provided in the embodiments of the present application will be described.

[0054] Vehicles are in the midst of the transformation of electrification, networking, and intelligentization. Also in vehicles, various systems including the brake system are facing changes and upgrades. The structural changes and functional upgrades of the brake system are closely related to the innovation of the vehicle architecture. Specifically, hereinafter, each system of the entire vehicle will be described with reference to FIG. 1.

[0055] FIG. 1 is a schematic diagram of a vehicle 100 according to an embodiment of the present application. The vehicle 100 can include various subsystems such as an infotainment system 110, a sensing system 120, a decision-making and control system 130, a drive system 140, and a computing platform 150. Optionally, the vehicle 100 may include more or fewer subsystems, and each subsystem may include a plurality of components. Further, each subsystem and component of the vehicle 100 can be interconnected in a wired or wireless manner.

[0056] For a vehicle, the braking system 135 is one of the most important systems and is directly related to the overall performance of the vehicle and the safety of the lives and property of the passengers. The braking system 135 can be configured to control the speed of the vehicle 100. The braking system 135 can use friction to decelerate the rotational speed of the wheels 144. In some embodiments, the braking system 135 can further have an energy regeneration braking function. Further, the braking system 135 may alternatively control the speed of the vehicle 100 in another way.

[0057] Regarding the energy regeneration braking function, when the vehicle decelerates or brakes, a part of the mechanical energy of the vehicle is converted into electrical energy using a motor, and the electrical energy is stored in the battery, and a part of the braking force is generated to implement the deceleration or braking of the vehicle. When the vehicle accelerates again, the motor reconverts the energy stored in the battery into kinetic energy for the vehicle to travel. However, due to issues such as limitations on braking intensity, the regenerative brake cannot meet the requirements of all braking conditions. Therefore, the hydraulic braking system still has a high application value in new energy vehicles.

[0058] With the development of vehicle intelligence, the potential for the functional development of the braking system is further enhanced. As shown in FIG. 1, the vehicle 100 provided in this embodiment of the present application can be configured to be in a fully or partially autonomous driving mode. For example, the vehicle 100 can use the sensing system 120 to obtain information about the surrounding environment of the vehicle, obtain an autonomous driving policy based on the analysis of the surrounding environment information, realize full autonomous driving, or present the analysis result to the user to realize partial automatic driving. In some embodiments, the vehicle 100 can adjust the vehicle speed of the vehicle by sensing the surrounding environment of the vehicle. The surrounding environment may include traffic participants (objects) such as other vehicles and / or pedestrians, or may include roads, infrastructure, or other objects. In some examples, the vehicle 100 can autonomously recognize the surrounding environment and determine the vehicle speed of the vehicle based on information about the objects in the environment (such as speed, acceleration, distance from the vehicle, etc.).

[0059] With the improvement of the computing and control resources of the vehicle, more options are provided by the design of the braking system control method. As shown in FIG. 1, some or all of the functions of the vehicle 100 provided in this embodiment of the present application are controlled by the computing platform 150. The computing platform 150 can control various functions of the vehicle 100 based on the inputs received from various subsystems (such as the drive system 140, the sensing system 120, and the decision-making control system 130). In particular, with respect to the braking system 135, the computing platform 150 can bring more possibilities for the functional development of the braking system 135. For example, the computing platform 150 can control the braking system 135 based on the input from the decision-making control system 130 to avoid collisions with the fault objects detected by the sensing system 120.

[0060] Hereinafter, with reference to FIG. 1, the computing platform 150 will be described.

[0061] The computing platform 150 can include at least one processor 151, and the processor 151 can execute instructions 153 stored in a non-transitory computer-readable medium such as the memory 152. In some embodiments, the computing platform 150 may instead be a plurality of computing devices that control individual components or subsystems of the vehicle 100 in a distributed manner.

[0062] In the case of the computing platform 150 shown in FIG. 1, the processor 151 may be any conventional processor, such as a central processing unit (CPU). Alternatively, the processor 151 may further include a graphics processing unit (GPU), a field programmable gate array (FPGA), a system on chip (SOC), an application-specific integrated circuit (ASIC), or a combination thereof. FIG. 1 functionally shows a processor, memory, and other components, but those skilled in the art should understand that a processor, computer, or memory may actually include multiple processors, computers, or memories that may or may not be stored in the same physical housing. For example, the memory may be a hard disk drive or another storage medium located in a housing different from the computer housing. Thus, references to a processor or computer are understood to include references to a set of processors or computers or memories that may or may not operate in parallel. Different from using a single processor to execute the steps described herein, some components, such as steering components and brake components, may also include their own processors. The processor only executes calculations related to component-specific functions. In various aspects described herein, the processor may be located far from the vehicle and capable of wireless communication with the vehicle. In another aspect, some of the processes described herein are executed on a processor located within the vehicle, while other processes are executed by a remote processor, including executing the steps required for a single operation. In some embodiments, the memory 152 may include instructions 153, such as program logic. The instructions 153 can be executed by the processor 151 to perform various functions of the vehicle 100.Memory 152 can be used to transmit data to, receive data from, interact with, and / or control one or more of the infotainment system 110, the sensing system 120, the decision-making and control system 130, and the drive system 140, and can also include additional instructions including instructions for these operations. In some embodiments, in addition to the instructions 153, the memory 152 can further store data such as road maps, route information, the position, direction, speed of the vehicle, other vehicle data, and other information. This information can be used by the vehicle 100 and the computing platform 150 during operation in the autonomous mode, semi-autonomous mode, and / or manual mode of the vehicle 100.

[0063] Note that FIG. 1 should not be understood as a limitation on the embodiments of the present application. Optionally, one or more components may be installed separately from the vehicle 100 or associated with the vehicle 100. For example, the memory 152 may exist partially or completely separately from the vehicle 100. The components can be communicatively coupled to each other in a wired and / or wireless manner. Optionally, the components are merely examples. In actual applications, based on actual requirements, components within the module may be added, deleted, or re-divided. Also, the vehicle 100 may be a passenger car, a commercial vehicle, a motorcycle, a special vehicle (such as a fire truck, an ambulance, a mining vehicle, a road construction vehicle, etc.), a railway vehicle, a ship, or an aircraft, etc. This is not particularly limited in the embodiments of the present application.

[0064] To facilitate the understanding of the form of the braking system in the overall vehicle configuration, as shown in FIG. 2, the specification of the present application further provides a schematic diagram of the braking system arranged in the vehicle. In some embodiments, the arrangement of the braking system 135 within the vehicle may be shown in FIG. 2. In some embodiments, the braking system 135 may include components such as a brake pedal, a master cylinder, a booster, brake pipes, and brake wheel cylinders. When the driver steps on the brake pedal or receives a brake signal, the master cylinder or the booster supplies brake pressure to the brake wheel cylinder, and further drives the brake actuator to apply brakes to the vehicle.

[0065] Certainly, in addition to the possible arrangements provided in FIG. 2, the braking system may alternatively be arranged in the vehicle in another way. For example, the wheels of the rear axle may use mechanical brakes. As another example, when the vehicle includes more wheels, for example, when the vehicle includes six wheels, the braking system may further include more brake pipes and more brake wheel cylinders. Therefore, it should be noted that FIG. 2 is only a possible arrangement mode of the braking system provided in the embodiments of the present application and should not be construed as a limitation to the embodiments of the present application.

[0066] Therefore, from the foregoing description, it can be understood that the development trends of electrification, networking, and intelligence impose higher requirements on the reliability and safety of vehicle braking systems and also bring further possibilities for the development of the functions of braking systems.

[0067] Facing these new challenges and opportunities, the braking system provided in the embodiments of the present application can ensure that the vehicle can still realize the vehicle braking function using a redundant controller even when the primary braking system controller or the key solenoid valve fails. Furthermore, in some embodiments, the braking function requirements such as ABS / AEB / TCS / ESC of the vehicle can be further met, thereby greatly improving the safety and reliability of the vehicle.

[0068] Hereinafter, with reference to specific embodiments, the braking system provided in the present application will be described in detail.

[0069] First, it should be noted that the names of the control valves in the braking system in the specification of the present application do not represent the types of the control valves, but only represent the functions of the control valves. For example, the "isolation valve", "pressure increasing valve", "pressure reducing valve", "solenoid valve jointly driven by two controllers", "solenoid valve independently driven by one controller", etc. that may appear in the embodiments of the present application are not intended to limit the types of the relevant control valves. For example, a control valve configured to control the connection or disconnection of the fluid inlet pipe may be called a "fluid inlet valve" or a "pressure increasing valve". A Control valve configured to control the connection or disconnection of the fluid return pipe may be called a "fluid outlet valve" or a "pressure reducing valve". A control valve configured to cut off the two-stage brake subsystem may be called an "isolation valve". The control valve may be a general valve in an existing braking system, such as a solenoid valve. It should be understood that the type of the control valve is not limited in the present application.

[0070] It should be noted that the brake pipe in the specification of the present application may be only a "fluid outlet pipe" or a "fluid inlet pipe", or the brake pipe may be a "fluid outlet pipe" and a "fluid inlet pipe". For example, in the process of reducing the pressure of the brake wheel cylinder of a vehicle wheel, the brake pipe of the braking system is configured to transfer the brake fluid in the brake wheel cylinder to the liquid storage device. In this case, the brake pipe may be called a "fluid outlet pipe". In the process of pressurizing the brake wheel cylinder of a vehicle wheel, the brake pipe is configured to supply brake fluid to the vehicle wheel and apply a braking force to the vehicle wheel. In this case, the brake pipe may be called a "fluid inlet pipe".

[0071] Next, it should be noted that the braking system and the brake wheel cylinder provided in this embodiment of the present application may be connected in a plurality of forms. For example, they may be arranged in an X shape, an H shape, or an I shape. The X-shaped arrangement may be such that one braking circuit connects the brake wheel cylinder of the front left (FL) wheel and the brake wheel cylinder of the rear right (RR) wheel, and another braking circuit connects the brake wheel cylinder of the front right (FR) wheel and the brake wheel cylinder of the rear left (RL) wheel. The H-shaped arrangement may be such that one braking circuit connects the brake wheel cylinder of the front left FL wheel and the brake wheel cylinder of the rear left RL wheel, and another braking circuit connects the brake wheel cylinder of the front right FR wheel and the brake wheel cylinder of the rear right RR wheel. The I-shaped arrangement may be such that one braking circuit connects the brake wheel cylinder of the front left FL wheel and the brake wheel cylinder of the front right FR wheel, and another braking circuit connects the brake wheel cylinder of the rear left RL wheel and the brake wheel cylinder of the rear right RR wheel. In some embodiments provided in the present application, the X-shaped braking circuit is used as an example, but it should be understood that the type of the braking circuit is not limited in the embodiments of the present application.

[0072] Also, in some embodiments provided in the present application, it should be noted that the specification of the present application does not show the process of generating the motor control signal, and the connection relationship between the control unit and the booster driving device only represents the control relationship.

[0073] Also, in the specification of the present application, in some embodiments, the first control unit 91 may also be referred to as ECU1, the second control unit 92 may also be referred to as ECU2 in some embodiments, and the third control unit 93 may also be referred to as ECU3 in some embodiments.

[0074] In addition, in some embodiments provided in the present application, the control unit may be a controller or may be integrated into a controller, and it should be noted that the controller further includes at least various electromagnetic valve drives, motor drives, and various output interfaces for signal processing and control. The controller receives measurement signals or detection signals such as environmental conditions, driver inputs, and brake system status from various sensors, and controls the brake function of the brake system through calculations and decisions.

[0075] Also, the normally open valve in the specification of the present application can be understood as a control valve that is in an open state in the initial state when the power is not turned on or not operating. It should be noted that the normally open valve switches from the open state to the closed state when the power is turned on or during operation. The normally closed valve in the specification of the present application can be understood as a control valve that is closed in the initial state when the power is not turned on or not operating, and the normally closed valve switches from the closed state to the open state when the power is turned on or during operation.

[0076] Based on this description, in the specification of the present application, the embodiments of the present application will be described in detail with reference to FIGS. 3a to 20.

[0077] Embodiment 1 FIGS. 3-a and 3-b are respectively schematic diagrams of a brake system according to Embodiment 1 of the present application. As shown in FIGS. 3-a and 3-b, the brake system provided in Embodiment 1 of the present application includes a master cylinder 1, a booster 2, a first control valve (11 and 12), a second control valve (21, 22, 23, and 24), a third control valve (31, 32, 33, and 34), a fourth control valve (41, 42, 43, and 44), a first control unit 91, and a second control unit 92.

[0078] Note the following in this specification. The first control valves (11 and 12) in the specification of this application can also be called master cylinder shut-off valves. The second control valves (21, 22, 23, and 24) can also be called booster branch control valves. The third control valves (31, 32, 33, and 34) can also be called pressure valves or wheel cylinder pressure valves. The fourth control valves (41, 42, 43, and 44) can also be called pressure reducing valves, wheel cylinder pressure reducing valves, or relief valves. The fifth control valve (51) can also be called a test simulation valve (TSV). And the sixth control valve (61) can also be called a pedal simulation valve (PSV). It should be understood that the description of the functions of the control valves should not be understood as a limitation on the types of control valves.

[0079] Optionally, in Embodiment 1, the master cylinder 1 includes two hydraulic cavities that can output pressure externally, and the two hydraulic cavities are respectively called the first main cavity and the second main cavity. The first main cavity and the second main cavity are respectively connected to the wheel cylinder brake pipe through the first master cylinder shut-off valve 11 and the second master cylinder shut-off valve 12.

[0080] Optionally, in Embodiment 1, the master cylinder 1 may further include a master cylinder push rod. The master cylinder push rod is configured to be connected to the brake pedal. When receiving a pedal force, the master cylinder push rod can push the piston of the master cylinder to increase the hydraulic pressure in the master cylinder.

[0081] Optionally, in Embodiment 1, the brake system may further include a pedal stroke sensor PTS. The pedal stroke sensor PTS can be configured to collect the stroke signal of the brake pedal.

[0082] Optionally, in Embodiment 1, the braking system may further include a brake pedal 7. The brake pedal 7 is connected to the master cylinder push rod of the braking system. As shown in FIGS. 3-a and 3-b, in a possible embodiment, after stepping on the brake pedal 7, the driver can obtain a target braking force based on the pedal stroke amount signal collected by the pedal stroke sensor PTS. Based on the target braking force, the braking system controls the relevant control valve to apply the corresponding braking pressure to the brake wheel cylinder.

[0083] Specifically, as shown in FIGS. 3-a and 3-b, the connection relationship between the master cylinder and the brake wheel cylinder can be described as follows. The first main cavity of the master cylinder 1 is separately connected to the first wheel cylinder pressurizing valve 31 and the second wheel cylinder pressurizing valve 32 via the first master cylinder shut-off valve 11. The first wheel cylinder pressurizing valve 31 is connected to the first wheel cylinder 3a, and the second pressurizing valve 32 is connected to the second wheel cylinder 3b. The second main cavity of the master cylinder 1 is separately connected to the third wheel cylinder pressurizing valve 33 and the fourth wheel cylinder pressurizing valve 34 via the second master cylinder shut-off valve 12. The third wheel cylinder pressurizing valve 33 is connected to the third wheel cylinder 3c, and the fourth wheel cylinder pressurizing valve 34 is connected to the fourth wheel cylinder 3d.

[0084] Optionally, in Embodiment 1, the master cylinder shut-off valve 11 and the master cylinder shut-off valve 12 are normally open valves.

[0085] Optionally, in Embodiment 1, the booster 2 includes a six-phase motor 201.

[0086] Note that in some embodiments of the present application, the six-phase motor 201 can be replaced by another type of motor, such as a three-phase permanent magnet synchronous motor. In Embodiment 1, using the six-phase motor 201 can help improve the control redundancy of the system.

[0087] Optionally, in Embodiment 1, the six-phase motor 201 may further include a motor position sensor (MPS). The motor position sensor MPS is configured to acquire a motor position signal and implement motor control or improve motor control accuracy.

[0088] Specifically, as shown in FIGS. 3-a and 3-b, the six-phase motor 201 includes a first winding and a second winding. The first winding is configured to be controlled by a first control unit 91, and the second winding is configured to be controlled by a second control unit 92. It should be understood that the six-phase motor 201 may alternatively use another redundancy control method. For example, the first control unit 91 and the second control unit 92 may control all windings of the six-phase motor 201 simultaneously, and the first control unit 91 and the second control unit 92 may be redundant to each other. As another example, the first control unit 91 and the second control unit 92 can separately provide control drive signals at a specific ratio. For example, the first control unit 91 generates 50% of the control signal, and the second control unit 92 generates 50% of the control signal to ensure that the six-phase motor 201 can still perform a specific operation even if there is a failure in either controller.

[0089] Optionally, in Embodiment 1, the booster 2 includes a dual apply plunger (DAP) 202, and the dual apply plunger 202 includes a first booster cavity and a second booster cavity. The first booster cavity is connected to a first booster branch, and the second booster cavity is connected to a second booster branch.

[0090] It should be noted that the dual - apply plunger 202 can enable the continuity and stability of the pressurization process and provide a good pressurization function for the braking system.

[0091] Specifically, as shown in FIGS. 3 - a and 3 - b, the connection relationship between the dual - apply plunger of the booster 2 and the brake wheel cylinder can be described as follows. The first booster cavity is separately connected to a first wheel cylinder pressurizing valve 31 and a second wheel cylinder pressurizing valve 32 via a first booster control valve 21 on the first booster branch. The first wheel cylinder pressurizing valve 31 is connected to the first wheel cylinder 3a, and the second wheel cylinder pressurizing valve 32 is connected to the second wheel cylinder 3b. Also, the first booster cavity is separately connected to a third wheel cylinder pressurizing valve 33 and a fourth wheel cylinder pressurizing valve 34 via a second booster control valve 22 on the first booster branch. The third wheel cylinder pressurizing valve 33 is connected to the third wheel cylinder 3c, and the fourth wheel cylinder pressurizing valve 34 is connected to the fourth wheel cylinder 3d. Similarly, the second booster cavity is separately connected to the first wheel cylinder pressurizing valve 31 and the second wheel cylinder pressurizing valve 32 via a third booster control valve 23 on the second booster branch. The first wheel cylinder pressurizing valve 31 is connected to the first wheel cylinder 3a, and the second pressurizing valve 32 is connected to the second wheel cylinder 3b. Also, the second booster cavity is separately connected to the third wheel cylinder pressurizing valve 33 and the fourth wheel cylinder pressurizing valve 34 via a fourth booster control valve 24 on the second booster branch. The third wheel cylinder pressurizing valve 33 is connected to the third wheel cylinder 3c, and the fourth wheel cylinder pressurizing valve 34 is connected to the fourth wheel cylinder 3d.

[0092] Optionally, the first booster control valve 21, the second booster control valve 22, the third booster control valve 23, and the fourth booster control valve 24 are normally - closed valves.

[0093] Optionally, in Embodiment 1, the brake system may further include a brake fluid reservoir 5.

[0094] As shown in FIGS. 3-a and 3-b, the first main cavity of the master cylinder 1 is connected to the brake fluid reservoir 5 via a first liquid storage pipe, the second main cavity of the master cylinder 1 is connected to the brake fluid reservoir 5 via a test simulation valve 51, the first booster cavity of the booster 2 is connected to the fluid storage device 5 via a second liquid storage pipe, the second booster cavity of the booster 2 is connected to the brake fluid reservoir 5 via a one-way valve, the first end of the pressure reducing valves (41, 42, 43, and 44) is connected to the brake fluid reservoir 5 via a third liquid storage pipe, and the second end of the pressure reducing valves (41, 42, 43, and 44) is configured to be separately connected to the brake wheel cylinder 4.

[0095] Optionally, in Embodiment 1, the brake system may further include a reservoir level sensor (RLS). As shown in FIGS. 3-a and 3-b, the reservoir level sensor RLS may be disposed within the brake fluid reservoir 5 and configured to detect the level of the hydraulic oil within the brake fluid reservoir.

[0096] Optionally, in Embodiment 1, the brake system may further include a pedal feel simulator 6 and a pedal simulation valve 61.

[0097] As shown in FIGS. 3-a and 3-b, the pedal feel simulator 6 is connected to the second main cavity of the master cylinder 1 via the pedal simulation valve 61. The pedal simulation valve 61 is further connected to the second main cavity of the master cylinder 1 via a one-way valve. The pedal simulation valve 61 and the one-way valve are in a parallel relationship between the pedal feel simulator 6 and the second main cavity.

[0098] Optionally, in Embodiment 1, the brake system may further include a master cylinder pressure sensor (MCPS). As shown in FIGS. 3-a and 3-b, the master cylinder pressure sensor MCPS is connected to the second main cavity of the master cylinder.

[0099] Optionally, in Embodiment 1, the brake system may further include a brake circuit pressure sensor (BCPS). In a possible embodiment, as shown in FIGS. 3-a and 3-b, the connection point between the brake circuit pressure sensor BCPS and the brake circuit is located on the pipe between the first wheel cylinder pressure boosting valve 31 and the second wheel cylinder pressure boosting valve 32. In this specification, the connection position of the brake circuit pressure sensor BCPS in the brake circuit is not limited to the connection positions shown in FIGS. 3-a and 3-b. It will be understood that the connection position may instead be arranged on the pipe between the third wheel cylinder pressure boosting valve 33 and the fourth wheel cylinder pressure boosting valve 34. The specific connection position of the BCPS is not limited in this application.

[0100] When the brake circuit pressure sensor BCPS is arranged on the pipe between the first wheel cylinder pressure boosting valve 31 and the second wheel cylinder pressure boosting valve 32, or when it is arranged on the pipe between the third wheel cylinder pressure boosting valve 32 and the fourth wheel cylinder pressure boosting valve 34, the brake circuit pressure sensor BCPS can obtain the hydraulic pressures of the first booster cavity and the second booster cavity.

[0101] Optionally, in Embodiment 1, it may further include a one-way valve.

[0102] Optionally, as shown in FIGS. 3-a and 3-b, both ends of each of the cylinder pressure valves (31, 32, 33, and 34) can be connected in parallel to one-way valves, and the one-way valves connected in parallel to both ends of each of the cylinder pressure valves (31, 32, 33, and 34) are configured to allow the brake fluid to flow from the brake wheel cylinder through the one-way valves into the brake circuit. Optionally, as shown in FIGS. 3-a and 3-b, both ends of the test simulation valve (51) can be connected in parallel to one-way valves, and the one-way valves connected in parallel to both ends of the test simulation valve (51) are configured to allow the brake fluid to flow from the brake fluid reservoir 5 through the one-way valves into the master cylinder 1. Both ends of the pedal simulation valve 61 can also be connected in parallel to one-way valves, and the one-way valves connected in parallel to both ends of the pedal simulation valve 61 are configured to allow the brake fluid to flow from the pedal simulator through the one-way valves into the master cylinder 1. The booster 2 is connected to the brake fluid reservoir 5 via a one-way valve, and the one-way valve is configured to allow the brake fluid to flow from the brake fluid reservoir 5 through the one-way valve into the booster 2.

[0103] Note that there may be a possibility of leakage in the master cylinder 1 or the booster 2. In the event of sticking or another failure of the solenoid valve, the fluid can be replenished to the master cylinder 1 or the booster 2 via the one-way valve. In a possible embodiment, the one-way valve may be a solenoid valve of the same type as the cylinder pressure valve.

[0104] Optionally, in Embodiment 1, as shown in FIGS. 3-a and 3-b, the brake system may further include a filter. The filter can filter impurities in the hydraulic circuit.

[0105] In Embodiment 1, the objects controlled by the first control unit 91 and the second control unit 92 are as follows, respectively.

[0106] (1) The objects controlled by the first control unit 91 include a six-phase motor 201, a first master cylinder shut-off valve 11, a second master cylinder shut-off valve 12, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder pressure increasing valve 31, a second wheel cylinder pressure increasing valve 32, a third wheel cylinder pressure increasing valve 33, a fourth wheel cylinder pressure increasing valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, a fourth wheel cylinder pressure reducing valve 44, a test simulation valve 51, and a pedal simulation valve 61.

[0107] (2) The objects controlled by the second control unit 92 include a six-phase motor 201, a first master cylinder shut-off valve 11, a second master cylinder shut-off valve 12, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, and a pedal simulation valve 61.

[0108] Optionally, in Embodiment 1, the first control unit 91 and the second control unit may be integrated within the same controller or may be independent of each other. In a possible embodiment, the controller of the linear brake system includes the first control unit 91 and the second control unit 92, and the controller further includes at least various solenoid valve drives and motor drives, as well as various output interfaces for signal processing and control. The controller receives measurement signals or detection signals such as environmental conditions, driver inputs, and brake system status from various sensors, and controls the brake function of the brake system through calculations and decisions.

[0109] It should be noted that the brake system provided in Embodiment 1 of the present application has multiple integration methods. Hereinafter, with reference to FIGS. 3-a and 3-b, the multiple integration methods of the brake system provided in Embodiment 1 of the present application will be described.

[0110] (1) Integrated Solution 1: As shown in Figure 3-a, the braking system includes components within the range indicated by the dashed frame. Specifically, it includes the first control unit 91, the second control unit 92, the master cylinder 1, the 6-phase motor 201, the dual-apply plunger 202, the brake fluid reservoir 5, the pedal feeling simulator 6, the first master cylinder shut-off valve 11, the second master cylinder shut-off valve 12, the first booster control valve 21, the second booster control valve 22, the third booster control valve 23, the fourth booster control valve 24, the first wheel cylinder pressure boosting valve 31, the second wheel cylinder pressure boosting valve 32, the third wheel cylinder pressure boosting valve 33, the fourth wheel cylinder pressure boosting valve 34, the first wheel cylinder pressure reducing valve 41, the second wheel cylinder pressure reducing valve 42, the third wheel cylinder pressure reducing valve 43, the fourth wheel cylinder pressure reducing valve 44, the test simulation valve 51, the pedal simulation valve 61, the pedal stroke sensor PTS, the master cylinder pressure sensor MCPS, and the brake circuit pressure sensor BCPS.

[0111] It should be noted that Integrated Solution 1 may further include one or more of components such as one-way valves, filters, and master cylinder push rods. All components included in Integrated Solution 1 can be integrated, and the connection relationships between each component and each pipe are shown in Figure 3-a. The control relationships between components were described in Embodiment 1.

[0112] Note that the braking system provided by Integrated Solution 1 does not include the brake pedal 7, but may include the master cylinder push rod. When selecting the braking system of Integrated Solution 1, various types of brake pedals 7 can be used to adapt to more vehicle models and provide more personalized matching possibilities. Furthermore, when the sales form of the braking system is Integrated Solution 1, the braking system does not include wheel cylinders, but has at least one wheel cylinder interface 4. At least one wheel cylinder interface 4 is configured to be connected to at least one wheel cylinder and can apply braking pressure to the wheel cylinder. The braking system shown in FIG. 3-a includes four wheel cylinder interfaces, and the wheel cylinder interfaces can be connected to the four wheel cylinders in a one-to-one correspondence.

[0113] (2) Integrated Solution 2: As shown in FIG. 3-b, the braking system includes components within the range indicated by the dashed frame, specifically, the first control unit 91, the second control unit 92, the master cylinder 1, the 6-phase motor 201, the dual-apply plunger 202, the pedal feeling simulator 6, the first master cylinder shut-off valve 11, the second master cylinder shut-off valve 12, the first booster control valve 21, the second booster control valve 22, the third booster control valve 23, the fourth booster control valve 24, the first wheel cylinder pressure increasing valve 31, the second wheel cylinder pressure increasing valve 32, the third wheel cylinder pressure increasing valve 33, the fourth wheel cylinder pressure increasing valve 34, the first wheel cylinder pressure reducing valve 41, the second wheel cylinder pressure reducing valve 42, the third wheel cylinder pressure reducing valve 43, the fourth wheel cylinder pressure reducing valve 44, the test simulation valve 51, the pedal simulation valve 61, the pedal stroke sensor PTS, the master cylinder pressure sensor MCPS, and the brake circuit pressure sensor BCPS.

[0114] Integrated Solution 2 is different from Integrated Solution 1 in that it does not include the brake fluid reservoir 5. Correspondingly, in the braking system of Integrated Solution 2, at least one interface 8 configured to be connected to the brake fluid reservoir 5 is added, as shown by interfaces 8a, 8b, 8c, and 8d in FIG. 3-b. It should be noted that the quantity of the interfaces 8 may be adjusted based on actual requirements. For example, in a possible embodiment, interfaces 8a and 8b may be combined into the same interface within the braking device.

[0115] In the above, with reference to FIGS. 3-a and 3-b, the system configuration, connection relationship, control relationship, and integration method, etc. of the braking system provided in Embodiment 1 have been described. Next, with reference to FIGS. 4 to 6, a plurality of operation modes of the braking system provided in Embodiment 1 will be described.

[0116] The braking system provided in Embodiment 1 of the present application includes at least the following three operation modes. (1) ECU1 and ECU2 operate in cooperation. (2) ECU1 operates independently. Or (3) ECU2 operates independently.

[0117] Operation Mode 1: ECU1 and ECU2 operate in cooperation.

[0118] FIG. 4 is a schematic diagram showing the operation mode of the braking system according to Embodiment 1 of the present application. FIG. 4 shows a state in which ECU1 and ECU2 cooperate when the braking system is not faulty. In this case, ECU1 controls the driving of three phases of the six-phase motor M, ECU2 controls the driving of the other three phases of the six-phase motor M, and ECU1 and ECU2 jointly drive the motor M to push the electric cylinder DAP to establish a rapid system pressure. ECU1 controls all the solenoid valves, calculates the control signals for the motor and the solenoid valves based on the sensor signals, and transmits the control signal of the motor M to ECU2. The two ECUs cooperate to control the wheel pressure, thereby realizing functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0119] Operation mode 2: ECU1 operates independently.

[0120] FIG. 5 is a schematic diagram showing another operation mode of the braking system according to Embodiment 1 of the present application. FIG. 5 shows a state in which ECU1 operates independently when ECU2 fails. In this case, ECU1 controls the driving of three phases of the six-phase motor M to push the electric cylinder DAP to establish the system pressure. ECU1 controls all the solenoid valves, calculates the control signals for the motor and the solenoid valves based on the sensor signals to control the wheel pressure, thereby implementing vehicle control functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0121] Operation mode 3: ECU2 operates independently.

[0122] FIG. 6 is a schematic diagram showing another operation mode of the brake system according to Embodiment 1 of the present application. FIG. 6 shows a state where ECU2 operates independently when ECU1 fails. In this case, ECU2 controls the drive of three phases of the six-phase motor M to push the electric cylinder DAP and establish the system pressure. ECU2 controls the first master cylinder shut-off valve 11, the second master cylinder shut-off valve 12, the first booster control valve 21, the second booster control valve 22, the third booster control valve 23, the fourth booster control valve 24, and the pedal simulation valve 61. Then, ECU2 calculates control signals for the motor M and the electromagnetic valves based on the sensor signals and controls the wheel pressure. Since ECU2 cannot control the first wheel cylinder pressure increasing valve 31, the second wheel cylinder pressure increasing valve 32, the third wheel cylinder pressure increasing valve 33, the fourth wheel cylinder pressure increasing valve 34, the first wheel cylinder pressure reducing valve 41, the second wheel cylinder pressure reducing valve 42, the third wheel cylinder pressure reducing valve 43, and the fourth wheel cylinder pressure reducing valve 44, only vehicle control functions such as BBF / AEB / ACC can be realized in this operation mode.

[0123] Embodiment 2 Embodiment 2 of the present application also provides a brake system. FIGS. 7 to 9 are schematic diagrams showing different operation states of another brake system according to Embodiment 2 of the present application. As shown in FIGS. 7 to 9, for the system configuration, connection relationship, integration method, etc. of the brake system provided in Embodiment 2 of the present application, refer to the description of Embodiment 1. Details will not be described again here. The difference between the brake system provided in Embodiment 2 of the present application and the brake system provided in Embodiment 1 of the present application lies in the redundant design of the control unit.

[0124] Specifically, in Embodiment 2, the objects controlled by the first control unit 91 and the second control unit 92 are as follows, respectively.

[0125] (1) The objects controlled by the first control unit 91 include a six-phase motor 201, a first master cylinder shut-off valve 11, a second master cylinder shut-off valve 12, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder pressure valve 31, a second wheel cylinder pressure valve 32, a third wheel cylinder pressure valve 33, a fourth wheel cylinder pressure valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, a fourth wheel cylinder pressure reducing valve 44, a test simulation valve 51, and a pedal simulation valve 61.

[0126] (2) The objects controlled by the second control unit 92 include a six-phase motor 201, a first master cylinder shut-off valve 11, a second master cylinder shut-off valve 12, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder pressure valve 31, a second wheel cylinder pressure valve 32, a third wheel cylinder pressure valve 33, a fourth wheel cylinder pressure valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, a fourth wheel cylinder pressure reducing valve 44, and a pedal simulation valve 61.

[0127] Compared with the braking system provided in Embodiment 1, in the braking system provided in Embodiment 2 of the present application, the second control unit 91 can further control the first wheel cylinder pressure valve 31, the second wheel cylinder pressure valve 32, the third wheel cylinder pressure valve 33, the fourth wheel cylinder pressure valve 34, the first wheel cylinder pressure reducing valve 41, the second wheel cylinder pressure reducing valve 42, the third wheel cylinder pressure reducing valve 43, and the fourth wheel cylinder pressure reducing valve 44. In the braking system provided in Embodiment 2 of the present application, in addition to the fifth control valve (51), the second control unit 92 further performs redundant backup for other control valves controlled by the first control unit 91, thereby improving the redundancy of the braking system control.

[0128] In the above, the configuration, connection relationship, control relationship, and integration method of the braking system provided in Embodiment 2 of the present application have been described. Hereinafter, with reference to FIGS. 7 to 9, a plurality of operation modes of the braking system provided in Embodiment 2 of the present application will be described.

[0129] The braking system provided in Embodiment 2 of the present application includes at least the following three operation modes. (1) ECU1 and ECU2 operate in cooperation. (2) ECU1 operates independently. Or (3) ECU2 operates independently.

[0130] Operation mode 1: ECU1 and ECU2 operate in cooperation.

[0131] FIG. 7 is a schematic diagram showing the operation mode of the braking system according to Embodiment 2 of the present application. FIG. 7 shows a state in which ECU1 and ECU2 operate in cooperation when the system is not faulty. In this case, ECU1 controls the drive of three phases of the six-phase motor M, ECU2 controls the drive of the other three phases of the six-phase motor M, and ECU1 and ECU2 jointly drive the motor M to push the electric cylinder DAP to implement the rapid establishment of the system pressure. ECU1 controls all the solenoid valves, calculates the control signals of the motor and the solenoid valves based on the sensor signals, and transmits the control signal of the motor M to ECU2. ECU1 and ECU2 operate intensively to implement the control of the wheel pressure, thereby realizing functions such as ABS / TCS / ESC / BBF / AEB / ACC, etc.

[0132] Operation mode 2: ECU1 operates independently.

[0133] FIG. 8 is a schematic diagram showing another operation mode of the braking system according to Embodiment 2 of the present application. FIG. 8 shows a state in which ECU1 operates independently when ECU2 fails. In this case, ECU1 controls the drive of three phases of the six-phase motor M to push the electric cylinder DAP and establish the system pressure. ECU1 controls all the solenoid valves, calculates the control signals for the motor and the solenoid valves based on the sensor signals, and controls the wheel pressure, thereby realizing vehicle control functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0134] Operation mode 3: ECU2 operates independently.

[0135] FIG. 9 is a schematic diagram showing another operation mode of the braking system according to Embodiment 2 of the present application. FIG. 9 shows a state in which ECU2 operates independently when ECU1 fails. In this case, ECU2 controls the drive of three phases of the six-phase motor M to push the electric cylinder DAP and establish the system pressure. ECU2 controls all the solenoid valves except the test simulation valve TSV, calculates the control signals for the motor and the solenoid valves based on the sensor signals, and controls the wheel pressure, thereby realizing vehicle control functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0136] Embodiment 3 FIG. 10-a and FIG. 10-b are respectively diagrams showing the braking system according to Embodiment 3 of the present application. FIGS. 11 to 13 are schematic diagrams showing different operation states of another braking system according to Embodiment 3 of the present application.

[0137] Hereinafter, with reference to FIGS. 10-a to 13, the braking system provided in Embodiment 3 of the present application will be described.

[0138] As shown in FIGS. 10-a to 13, the braking system provided in Embodiment 3 of the present application is different from Embodiment 1 in terms of system configuration, connection relationship, control relationship, and integration method, etc.

[0139] First, regarding the system configuration and connection relationship, as shown in FIGS. 10-a to 13, the differences from the braking systems provided in Embodiment 1 or Embodiment 2 are as follows. In the braking system provided in Embodiment 3 of the present application, the booster 2 uses a single application plunger. The single application plunger is separately connected to a first booster branch portion and a second booster branch portion. Further, the single application plunger of the booster 2 is connected to the fluid storage device 5 via a one-way valve. Also, the arrangement position of the brake circuit pressure sensor BCPS is different.

[0140] Specifically, in Embodiment 3, the connection relationship between the single application plunger of the booster 2 and the brake wheel cylinder can be described as follows. The single application plunger is separately connected to a first wheel cylinder pressure boosting valve 31 and a second wheel cylinder pressure boosting valve 32 via a first booster control valve 21 on the first booster branch portion. The first wheel cylinder pressure boosting valve 31 is connected to the first wheel cylinder 3a, and the second pressure boosting valve 32 is connected to the second wheel cylinder 3b. Further, the single application plunger is separately connected to a third wheel cylinder pressure boosting valve 33 and a fourth wheel cylinder pressure boosting valve 34 via a second booster control valve 22 on the first booster branch portion. The third wheel cylinder pressure boosting valve 33 is connected to the third wheel cylinder 3c, and the fourth wheel cylinder pressure boosting valve 34 is connected to the fourth wheel cylinder 3d. Similarly, the single application plunger is separately connected to the first wheel cylinder pressure boosting valve 31 and the second wheel cylinder pressure boosting valve 32 via a third booster control valve 23 on the second booster branch portion. The first wheel cylinder pressure boosting valve 31 is connected to the first wheel cylinder 3a, and the second pressure boosting valve 32 is connected to the second wheel cylinder 3b. Also, the single application plunger is separately connected to the third wheel cylinder pressure boosting valve 33 and the fourth wheel cylinder pressure boosting valve 34 via a fourth booster control valve 24 on the second booster branch portion. The third wheel cylinder pressure boosting valve 33 is connected to the third wheel cylinder 3c, and the fourth wheel cylinder pressure boosting valve 34 is connected to the fourth wheel cylinder 3d.

[0141] Specifically, in Embodiment 3, the brake circuit pressure sensor BCPS of the booster 2 is disposed between the second control valves (21, 22, 23, and 24) and the single application plunger of the booster 2. For example, it may be disposed between the first booster control valve 21 and the single application plunger 202. An appropriate position is selected so that the brake circuit pressure sensor BCPS can acquire the hydraulic pressure output to the brake circuit by the single application plunger of the booster 2 in different operation modes.

[0142] Second, regarding the control relationship, in Embodiment 3, the objects controlled by the first control unit 91 and the second control unit 92 are as follows, respectively.

[0143] (1) The objects controlled by the first control unit 91 include the six-phase motor 201, the first master cylinder shut-off valve 11, the second master cylinder shut-off valve 12, the first booster control valve 21, the second booster control valve 22, the first wheel cylinder pressurizing valve 31, the second wheel cylinder pressurizing valve 32, the third wheel cylinder pressurizing valve 33, the fourth wheel cylinder pressurizing valve 34, the first wheel cylinder decompressing valve 41, the second wheel cylinder decompressing valve 42, the third wheel cylinder decompressing valve 43, the fourth wheel cylinder decompressing valve 44, the test simulation valve 51, and the pedal simulation valve 61.

[0144] (2) The objects controlled by the second control unit 92 include the six-phase motor 201, the first master cylinder shut-off valve 11, the second master cylinder shut-off valve 12, the third booster control valve 23, the fourth booster control valve 24, and the pedal simulation valve 61.

[0145] Regarding the control valves in the braking system provided in Embodiment 3, as shown in the range enclosed by the dashed line frame in FIG. 10-a, the third booster control valve 23 and the fourth booster control valve 24 are independently controlled by the second control unit 92. The first master cylinder shut-off valve 11, the second master cylinder shut-off valve 12, and the pedal simulation valve 61 are jointly controlled by the first control unit 91 and the second control unit 92 as shown in the range enclosed by the solid line frame in FIG. 10-a.

[0146] Thirdly, regarding the integration method, the integration method of the braking system provided in Embodiment 3 is different from that of Embodiment 1. This is mainly because the booster 2 of the braking system provided in Embodiment 3 uses a single application plunger, and the system configuration and connection relationship are adaptively adjusted. Hereinafter, with reference to FIGS. 10-a to 13, a plurality of integration methods of the braking system provided in Embodiment 3 of the present application will be described.

[0147] (1) Integration solution 3: As shown in FIG. 10-b, the braking system includes components in the range shown by the dashed line frame. Specifically, it includes the first control unit 91, the second control unit 92, the master cylinder 1, the six-phase motor 201, the single application plunger 202, the brake fluid reservoir 5, the pedal feel simulator 6, the first master cylinder shut-off valve 11, the second master cylinder shut-off valve 12, the first booster control valve 21, the second booster control valve 22, the third booster control valve 23, the fourth booster control valve 24, the first wheel cylinder pressure boosting valve 31, the second wheel cylinder pressure boosting valve 32, the third wheel cylinder pressure boosting valve 33, the fourth wheel cylinder pressure boosting valve 34, the first wheel cylinder pressure reducing valve 41, the second wheel cylinder pressure reducing valve 42, the third wheel cylinder pressure reducing valve 43, the fourth wheel cylinder pressure reducing valve 44, the test simulation valve 51, the pedal simulation valve 61, the pedal stroke sensor PTS, the master cylinder pressure sensor MCPS, and the brake circuit pressure sensor BCPS.

[0148] It should be noted that the integrated solution 3 may further include one or more of components such as a one-way valve, a filter, and a master cylinder push rod. All components included in the integrated solution 3 may be integrated, and the connection relationship between each component and each pipe is shown in FIG. 3-a. The control relationship between components will be described in Embodiment 3.

[0149] It should be noted that the braking system provided by the integrated solution 3 does not include the brake pedal 7, but may include a master cylinder push rod. When selecting the braking system of the integrated solution 3, different types of brake pedals 7 can be used to adapt to more vehicle models and provide the possibility of more personalized matching. Further, when the sales form of the braking system is the integrated solution 3, the braking system may not include a wheel cylinder, but at least one wheel cylinder interface 4 is ensured. At least one wheel cylinder interface 4 is configured to be connected to at least one wheel cylinder and can apply braking pressure to the wheel cylinder. The braking system shown in FIG. 10-a or FIG. 10-b includes four wheel cylinder interfaces, and the wheel cylinder interfaces can be connected to the four wheel cylinders in a one-to-one correspondence.

[0150] (2) Integrated Solution 4: The braking system may include a first control unit 91, a second control unit 92, a master cylinder 1, a six-phase motor 201, a dual-apply plunger 202, a pedal feel simulator 6, a first master cylinder shut-off valve 11, a second master cylinder shut-off valve 12, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder pressure increasing valve 31, a second wheel cylinder pressure increasing valve 32, a third wheel cylinder pressure increasing valve 33, a fourth wheel cylinder pressure increasing valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, a fourth wheel cylinder pressure reducing valve 44, a fifth control valve 51, a sixth control valve 61, a pedal stroke sensor PTS, a master cylinder pressure sensor MCPS, and a brake circuit pressure sensor BCPS.

[0151] Compared with Integrated Solution 3, Integrated Solution 4 is different in that it does not include a brake fluid reservoir 5. Correspondingly, in the braking system of Integrated Solution 4, at least one interface 8 configured to be connected to the brake fluid reservoir 5 is added. It should be noted that the quantity of the interface 8 may be adjusted based on actual requirements.

[0152] In the above, with reference to FIGS. 10-a and 10-b, the system configuration, connection relationship, control relationship, and integration method of the braking system provided in Embodiment 3 have been described. Below, with reference to FIGS. 11 to 13, a plurality of operation modes of the braking system provided in Embodiment 3 will be described.

[0153] The braking system provided in Embodiment 3 of the present application includes at least the following three operation modes. (1) ECU1 and ECU2 operate in cooperation. (2) ECU1 operates independently. Or (3) ECU2 operates independently.

[0154] Operation Mode 1: ECU1 and ECU2 operate in cooperation.

[0155] FIG. 11 is a schematic diagram showing the operation mode of the braking system according to Embodiment 3 of the present application. FIG. 11 shows a state where ECU1 and ECU2 cooperate to operate when the system is not faulty. In this case, ECU1 controls the driving of three phases of the motor M, ECU2 controls the driving of the other three phases of the motor M, and ECU1 and ECU2 jointly drive the motor M to push the electric cylinder DAP to implement the establishment of a rapid system pressure. ECU1 controls all solenoid valves except the third booster control valve 23 and the fourth booster control valve 24, calculates the control signals of the motor and the solenoid valves based on the sensor signals, and transmits the control signal of the motor M to ECU2. ECU1 and ECU2 cooperate to operate to control the wheel pressure, thereby realizing functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0156] Operation mode 2: ECU1 operates independently.

[0157] FIG. 12 is a schematic diagram showing another operation mode of the braking system according to Embodiment 3 of the present application. FIG. 12 shows a state where ECU1 operates independently when ECU2 fails. In this case, ECU1 controls the driving of three phases of the motor M to push the electric cylinder DAP to implement the establishment of the system pressure. ECU1 controls all solenoid valves except the third booster control valve 23 and the fourth booster control valve 24, calculates the control signals of the motor and the solenoid valves based on the sensor signals, and implements the control of the wheel pressure, thereby realizing the vehicle control functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0158] Operation mode 3: ECU2 operates independently.

[0159] FIG. 13 is a schematic diagram showing another operation mode of the braking system according to Embodiment 3 of the present application. FIG. 12 shows a state where ECU2 operates independently when ECU1 fails. In this case, ECU2 controls the driving of the three phases of the motor M to push the electric cylinder DAP and establish the system pressure. ECU2 controls the first master cylinder shut-off valve 11, the second master cylinder shut-off valve 12, the third booster control valve 23, the fourth booster control valve 24, and the pedal simulation valve 61. Then, ECU2 calculates the control signals for the motor M and the electromagnetic valves based on the sensor signals and controls the wheel pressure. Since ECU2 cannot control the first wheel cylinder pressurizing valve 31, the second wheel cylinder pressurizing valve 32, the third wheel cylinder pressurizing valve 33, the fourth wheel cylinder pressurizing valve 34, the first wheel cylinder depressurizing valve 41, the second wheel cylinder depressurizing valve 42, the third wheel cylinder depressurizing valve 43, and the fourth wheel cylinder depressurizing valve 44, only vehicle control functions such as BBF / AEB / ACC can be realized in this operation mode.

[0160] Embodiment 4 Embodiment 4 of the present application also provides a braking system. FIGS. 14 to 16 are schematic diagrams showing different operating states of the braking system according to Embodiment 4 of the present application. Regarding the braking system provided in Embodiment 4 of the present application, for the system configuration, connection relationship, integration method, etc., refer to the description of Embodiment 3. Details will not be described again here. The difference between the braking system provided in Embodiment 4 of the present application and the braking system provided in Embodiment 3 of the present application lies in the redundant design of the control unit.

[0161] Specifically, in Embodiment 4, the objects controlled by the first control unit 91 and the second control unit 92 are as follows, respectively.

[0162] (1) The objects controlled by the first control unit 91 include a six-phase motor 201, a first master cylinder shut-off valve 11, a second master cylinder shut-off valve 12, a first booster control valve 21, a second booster control valve 22, a first wheel cylinder pressure increasing valve 31, a second wheel cylinder pressure increasing valve 32, a third wheel cylinder pressure increasing valve 33, a fourth wheel cylinder pressure increasing valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, a fourth wheel cylinder pressure reducing valve 44, a test simulation valve 51, and a pedal simulation valve 61.

[0163] (2) The objects controlled by the second control unit 92 include a six-phase motor 201, a first master cylinder shut-off valve 11, a second master cylinder shut-off valve 12, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder pressure increasing valve 31, a second wheel cylinder pressure increasing valve 32, a third wheel cylinder pressure increasing valve 33, a fourth wheel cylinder pressure increasing valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, a fourth wheel cylinder pressure reducing valve 44, and a pedal simulation valve 61.

[0164] Compared with the braking system provided in Embodiment 3, in the braking system provided in Embodiment 4 of the present application, the second control unit 91 can further control the first wheel cylinder pressure increasing valve 31, the second wheel cylinder pressure increasing valve 32, the third wheel cylinder pressure increasing valve 33, the fourth wheel cylinder pressure increasing valve 34, the first wheel cylinder pressure reducing valve 41, the second wheel cylinder pressure reducing valve 42, the third wheel cylinder pressure reducing valve 43, and the fourth wheel cylinder pressure reducing valve 44. In the braking system provided in Embodiment 4 of the present application, the redundancy of the braking system control is higher.

[0165] In the above, the configuration, connection relationship, control relationship, and integration method of the braking system provided in Embodiment 4 of the present application have been described. Below, with reference to FIGS. 14 to 16, a plurality of operation modes of the braking system provided in Embodiment 4 of the present application will be described.

[0166] The braking system provided in Embodiment 4 of the present application includes at least the following three operation modes. (1) ECU1 and ECU2 operate in cooperation. (2) ECU1 operates independently. Or (3) ECU2 operates independently.

[0167] Operation mode 1: ECU1 and ECU2 operate in cooperation.

[0168] FIG. 14 is a schematic diagram showing the operation mode of the braking system according to Embodiment 4 of the present application. FIG. 14 shows a state where ECU1 and ECU2 operate in cooperation when the system is not faulty. In this case, ECU1 controls the drive of three phases of the motor M, and ECU2 controls the drive of the other three phases of the motor M. The two ECUs jointly drive the motor M to push the electric cylinder DAP to implement the rapid establishment of the system pressure. ECU1 controls all the solenoid valves except the third booster control valve 23 and the fourth booster control valve 24, calculates the control signals of the motor and the solenoid valves based on the sensor signals, and transmits the control signal of the motor M to ECU2. The two ECUs operate in cooperation to implement the control of the wheel pressure, thereby realizing functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0169] Operation mode 2: ECU1 operates independently.

[0170] FIG. 15 is a schematic diagram showing another operation mode of the braking system according to Embodiment 4 of the present application. FIG. 14 shows a state where ECU1 operates independently when ECU2 fails. In this case, ECU1 controls the driving of the three phases of the motor M to push the electric cylinder DAP and establish the system pressure. ECU1 controls all solenoid valves except the third booster control valve 23 and the fourth booster control valve 24, calculates control signals for the motor and solenoid valves based on sensor signals, controls the wheel pressure, and thereby realizes vehicle control functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0171] Operation mode 3: ECU2 operates independently.

[0172] FIG. 16 is a schematic diagram showing another operation mode of the braking system according to an embodiment of the present application. FIG. 15 shows a state where ECU2 operates independently when ECU1 fails. In this case, ECU2 controls the driving of the three phases of the motor M to push the electric cylinder DAP and establish the system pressure. ECU2 controls the first master cylinder shut-off valve 11, the second master cylinder shut-off valve 12, the third booster control valve 23, the fourth booster control valve 24, the first wheel cylinder pressurizing valve 31, the second wheel cylinder pressurizing valve 32, the third wheel cylinder pressurizing valve 33, the fourth wheel cylinder pressurizing valve 34, the first wheel cylinder depressurizing valve 41, the second wheel cylinder depressurizing valve 42, the third wheel cylinder depressurizing valve 43, the fourth wheel cylinder depressurizing valve 44, and the pedal simulation valve 61. Then, ECU2 calculates control signals for the motor and solenoid valves based on sensor signals, controls the wheel pressure, and thereby realizes vehicle control functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0173] The above is the braking system provided in Embodiments 1 to 4 respectively. In a specific embodiment, the braking systems provided in the four embodiments can each integrate a plurality of components and function as an integrated solution. Referring to Embodiments 5 to 8, hereinafter, another embodiment of the braking system provided in the embodiments of the present application will be described.

[0174] Embodiment 5 FIG. 17 is a schematic diagram of another braking system according to Embodiment 5 of the present application. Referring to FIG. 17, hereinafter, the system configuration, connection relationship, integration method, etc. of the braking system provided in Embodiment 5 will be described.

[0175] As shown in FIG. 17, the braking system provided in Embodiment 5 of the present application includes two subsystems.

[0176] (1) The first subsystem includes a first control unit 91, a second control unit 92, a six-phase motor 201, a dual-apply plunger 202, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder pressure boosting valve 31, a second wheel cylinder pressure boosting valve 32, a third wheel cylinder pressure boosting valve 33, a fourth wheel cylinder pressure boosting valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, a fourth wheel cylinder pressure reducing valve 44, a brake circuit pressure sensor BCPS, and a one-way valve.

[0177] (2) The second subsystem includes a third control unit 93, a master cylinder 1, a brake fluid reservoir 5, a pedal feel simulator 6, a first master cylinder shut-off valve 11, a second master cylinder shut-off valve 12, a test simulation valve 51, a pedal simulation valve 61, a pedal stroke sensor PTS, a master cylinder pressure sensor MCPS, a reservoir liquid level sensor RLS, and a one-way valve.

[0178] As shown in FIG. 17, the first subsystem further includes a first interface (4a, 4b, 4c, and 4d), a second interface (8f and 8g), and a third interface (8e). The first interface (4a, 4b, 4c, and 4d) is configured to be respectively connected to the brake wheel cylinders (3a, 3b, 3c, and 3d) of the wheels, the second interface (8f and 8g) is configured to be connected to the master cylinder 1, and the third interface (8e) is configured to be connected to the brake fluid reservoir 5. Also, the second subsystem further includes interfaces (8E, 8F, and 8G) corresponding to the first subsystem.

[0179] In Embodiment 5, as shown in FIG. 17, the first subsystem and the second subsystem are connected to each other through the interface 8e, the interface 8f, and the interface 8g of the first subsystem and the interface 8E, the interface 8F, and the interface 8G of the second subsystem, respectively, to form a brake system.

[0180] Specifically, hereinafter, with reference to FIG. 17, the connection relationship of the brake system provided in Embodiment 5 of the present application will be described.

[0181] As shown in FIG. 17, the connection relationship between the master cylinder 1 and the brake wheel cylinder can be described as follows. The first main cavity of the master cylinder 1 is connected to the interface 8F via the first master cylinder shut-off valve 11, and is separately connected to the first wheel cylinder pressure valve 31 and the second wheel cylinder pressure valve 32 via the interface 8f. The first wheel cylinder pressure valve 31 is connected to the first wheel cylinder 3a via the interface 4a, and the second pressure valve 32 is connected to the second wheel cylinder 3b via the interface 4b. The second main cavity of the master cylinder 1 is connected to the interface 8G via the second master cylinder shut-off valve 12, and is separately connected to the third wheel cylinder pressure valve 33 and the fourth wheel cylinder pressure valve 34 via the interface 8g. The third wheel cylinder pressure valve 33 is connected to the third wheel cylinder 3c via the interface 4c, and the fourth wheel cylinder pressure valve 34 is connected to the fourth wheel cylinder 3d via the interface 4d.

[0182] As shown in FIG. 17, the connection relationship between the booster 2 and the brake wheel cylinder can be described as follows. The first booster cavity is separately connected to the first wheel cylinder pressure valve 31 and the second wheel cylinder pressure valve 32 via the first booster control valve 21 on the first booster branch. The first wheel cylinder pressure valve 31 is connected to the first wheel cylinder 3a via the interface 4a, and the second wheel cylinder pressure valve 32 is connected to the second wheel cylinder 3b via the interface 4b. Also, the first booster cavity is separately connected to the third wheel cylinder pressure valve 33 and the fourth wheel cylinder pressure valve 34 via the second booster control valve 22 on the first booster branch. The third wheel cylinder pressure valve 33 is connected to the third wheel cylinder 3c via the interface 4c, and the fourth wheel cylinder pressure valve 34 is connected to the fourth wheel cylinder 3d via the interface 4d. Similarly, the second booster cavity is separately connected to the first wheel cylinder pressure valve 31 and the second wheel cylinder pressure valve 32 via the third booster control valve 23 on the second booster branch. The first wheel cylinder pressure valve 31 is connected to the first wheel cylinder 3a via the interface 4a, and the second pressure valve 32 is connected to the second wheel cylinder 3b via the interface 4b. Also, the second booster cavity is separately connected to the third wheel cylinder pressure valve 33 and the fourth wheel cylinder pressure valve 34 via the fourth booster control valve 24 on the second booster branch. The third wheel cylinder pressure valve 33 is connected to the third wheel cylinder 3c via the interface 4c, and the fourth wheel cylinder pressure valve 34 is connected to the fourth wheel cylinder 3d via the interface 4d.

[0183] As shown in Fig. 17, the first master cylinder hydraulic cavity of the master cylinder 1 is connected to the brake fluid reservoir 5 via the first liquid storage pipe. The second master cylinder hydraulic cavity of the master cylinder 1 is connected to the brake fluid reservoir 5 via the test simulation valve 51. The first booster cavity of the booster 2 is connected to the interface 8e and is connected to the fluid storage device 5 via the interface 8E. The second booster cavity of the booster 2 is connected to the interface 8e via a one-way valve and is connected to the brake fluid reservoir 5 via the interface 8E. The first ends of the pressure reducing valves (41, 42, 43, and 44) are connected to the interface 8e and are connected to the brake fluid reservoir 5 via the interface 8E. And the second ends of the pressure reducing valves (41, 42, 43, and 44) are respectively connected to the first interfaces (4a, 4b, 4c, and 4d) and are respectively connected to the brake wheel cylinders (3a, 3b, 3c, and 3d) via the first interfaces (4a, 4b, 4c, and 4d).

[0184] As shown in Fig. 17, the pedal feeling simulator 6 is connected to the second main cavity of the master cylinder 1 via the pedal simulation valve 61. The pedal simulation valve 61 is further connected to the second main cavity of the master cylinder 1 via a one-way valve. The pedal simulation valve 61 and the one-way valve 62 are in a parallel relationship between the pedal feeling simulator 6 and the second main cavity.

[0185] Regarding other components shown in Fig. 17, for example, the master cylinder pressure sensor MCPS, the brake circuit pressure sensor BCPS, the reservoir liquid level sensor RLS, the pedal stroke sensor PTS, the one-way valve, and the filter, please refer to the description of Embodiment 1.

[0186] Regarding the integration method, the integration method of the braking system provided in Embodiment 5 is different from the integration methods of the braking systems provided in Embodiments 1 to 4. Here, the integration method of the braking system provided in Embodiment 5 will be described with reference to FIG. 17.

[0187] (1) Integration Solution 5: The braking system can include a first subsystem and a second subsystem. Regarding the configuration and connection relationship of the first subsystem and the second subsystem, it is as described above. The first subsystem and the second subsystem are connected to each other via the interfaces 8e, 8f, and 8g of the first subsystem and the interfaces 8E, 8F, and 8G of the second subsystem respectively to form a braking system. The first subsystem is further connected to the brake wheel cylinders 3a, 3b, 3c, and 3d of the brake wheel via the interfaces 4a, 4b, 4c, and 4d respectively. The first subsystem and the second subsystem can be integrated into a first module and a second module respectively, and the corresponding interfaces are ensured to adapt to different vehicle layout requirements.

[0188] (2) Integration Solution 6: The braking system can include a first subsystem and a second subsystem. The second subsystem of Integration Solution 6 is the same as the second subsystem of Integration Solution 5. The difference from Integration Method 5 is that the second subsystem of Integration Method 6 does not include the brake fluid reservoir 5, and at least one interface is ensured in the second subsystem of Integration Method 6 for connecting to the brake fluid reservoir 5. For specific explanations or principles, please refer to the description of Integration Solution 2 of the braking system provided in Embodiment 1.

[0189] In the above, with reference to FIG. 17, the system configuration, connection relationship, and integration method of the braking system provided in Embodiment 5 were described. Below, with reference to FIG. 18, the control relationship of the braking system provided in Embodiment 5 will be described.

[0190] (1) Objects controlled by the first control unit 91 include a six-phase motor 201, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder pressure increasing valve 31, a second wheel cylinder pressure increasing valve 32, a third wheel cylinder pressure increasing valve 33, a fourth wheel cylinder pressure increasing valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, and a fourth wheel cylinder pressure reducing valve 44.

[0191] (2) Objects controlled by the second control unit 92 include a six-phase motor 201, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, and a fourth booster control valve 24.

[0192] (3) Objects controlled by the third control unit 93 include a first master cylinder shut-off valve 11, a second master cylinder shut-off valve 12, a test simulation valve 51, and a pedal simulation valve 61.

[0193] Regarding the different operation modes of the braking system provided in Embodiment 5, please refer to the description of Embodiment 1. Details will not be described again here. The difference from Embodiment 1 is that the third control unit 93 is added to the braking system provided in Embodiment 5, the solenoid valves controlled by the control unit are different, and the braking system provided in Embodiment 5 has a higher control redundancy.

[0194] Embodiment 6 FIG. 19 is a schematic diagram of a brake system according to Embodiment 6 of the present application. Regarding the brake system provided in Embodiment 6 of the present application, for the system configuration, connection relationship, integration method, etc., please refer to the description in Embodiment 5. Details will not be described again here. The difference between the brake system provided in Embodiment 6 of the present application and the brake system provided in Embodiment 5 of the present application lies in the redundant design of the control unit.

[0195] Specifically, referring to FIG. 19, the control relationship of the brake system provided in Embodiment 6 will be described.

[0196] (1) The objects controlled by the first control unit 91 include a six-phase motor 201, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder pressure increasing valve 31, a second wheel cylinder pressure increasing valve 32, a third wheel cylinder pressure increasing valve 33, a fourth wheel cylinder pressure increasing valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, and a fourth wheel cylinder pressure reducing valve 44.

[0197] (2) The objects controlled by the second control unit 92 include a six-phase motor 201, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder pressure increasing valve 31, a second wheel cylinder pressure increasing valve 32, a third wheel cylinder pressure increasing valve 33, a fourth wheel cylinder pressure increasing valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, and a fourth wheel cylinder pressure reducing valve 44.

[0198] (3) The objects controlled by the third control unit 93 include a first master cylinder shut-off valve 11, a second master cylinder shut-off valve 12, a test simulation valve 51, and a pedal simulation valve 61.

[0199] Compared with the braking system provided in Embodiment 5, in the braking system provided in Embodiment 6 of the present application, the second control unit 91 can further control the first wheel cylinder pressure valve 31, the second wheel cylinder pressure valve 32, the third wheel cylinder pressure valve 33, the fourth wheel cylinder pressure valve 34, the first wheel cylinder pressure reducing valve 41, the second wheel cylinder pressure reducing valve 42, the third wheel cylinder pressure reducing valve 43, and the fourth wheel cylinder pressure reducing valve 44. In the braking system provided in Embodiment 6 of the present application, the redundancy of braking system control is higher.

[0200] For different operating modes of the braking system provided in Embodiment 6, please refer to the description of Embodiment 2. Details will not be described again here. The difference from Embodiment 2 is that the third control unit 93 is added to the braking system provided in Embodiment 6, the solenoid valves controlled by the control unit are different, and the braking system provided in Embodiment 6 has a higher control redundancy.

[0201] Embodiment 7 FIG. 20 is a schematic diagram of a braking system according to Embodiment 7 of the present application. The braking system provided in Embodiment 7 is different from the braking systems provided in Embodiment 5 or Embodiment 6 in terms of system configuration, connection relationship, integration method, control relationship, etc.

[0202] First, regarding the system configuration and connection relationship, as shown in FIG. 20, the braking system provided in Embodiment 7 of the present application includes two subsystems.

[0203] (1) The first subsystem includes a first control unit 91, a second control unit 92, a six-phase motor 201, a single application plunger 202, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder pressure increasing valve 31, a second wheel cylinder pressure increasing valve 32, a third wheel cylinder pressure increasing valve 33, a fourth wheel cylinder pressure increasing valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, a fourth wheel cylinder pressure reducing valve 44, a brake circuit pressure sensor BCPS, and a check valve.

[0204] (2) The second subsystem includes a third control unit 93, a master cylinder 1, a brake fluid reservoir 5, a pedal feel simulator 6, a first master cylinder shut-off valve 11, a second master cylinder shut-off valve 12, a test simulation valve 51, a pedal simulation valve 61, a pedal stroke sensor PTS, a master cylinder pressure sensor MCPS, a reservoir liquid level sensor RLS, and a check valve.

[0205] As shown in FIG. 20, the first subsystem further includes a first interface (4a, 4b, 4c, and 4d), a second interface (8f and 8g), and a third interface (8e). The first interface (4a, 4b, 4c, and 4d) is configured to be connected to the brake wheel cylinders (3a, 3b, 3c, and 3d) of the wheels respectively, the second interface (8f and 8g) is configured to be connected to the master cylinder 1, and the third interface (8e) is configured to be connected to the brake fluid reservoir 5. Also, the second subsystem further includes interfaces (8E, 8F, and 8G) corresponding to the first subsystem.

[0206] In Embodiment 7, as shown in FIG. 20, the first subsystem and the second subsystem are connected via the interfaces 8e, 8f, and 8g of the first subsystem and the interfaces 8E, 8F, and 8G of the second subsystem, respectively, to form a braking system.

[0207] Regarding the system configuration, the differences between the braking system provided in Embodiment 7 and the braking systems provided in Embodiment 5 or Embodiment 6 include the following. The booster 2 of the braking system provided in Embodiment 7 uses a single application plunger. Therefore, regarding the connection relationship, the braking system provided in Embodiment 7 is also different from the braking systems provided in Embodiment 5 or Embodiment 6.

[0208] Specifically, in Embodiment 7, the connection relationship between the single application plunger of the booster 2 in the first subsystem and the brake wheel cylinder can be described as follows. The single application plunger is separately connected to the first wheel cylinder pressure valve 31 and the second wheel cylinder pressure valve 32 via the first booster control valve 21 on the first booster branch. The first wheel cylinder pressure valve 31 is connected to the first wheel cylinder 3a via the interface 4a, and the second pressure valve 32 is connected to the second wheel cylinder 3b via the interface 4b. Also, the single application plunger is separately connected to the third wheel cylinder pressure valve 33 and the fourth wheel cylinder pressure valve 34 via the second booster control valve 22 on the first booster branch. The third wheel cylinder pressure valve 33 is connected to the third wheel cylinder 3c via the interface 4c, and the fourth wheel cylinder pressure valve 34 is connected to the fourth wheel cylinder 3d via the interface 4d. Similarly, the single application plunger is separately connected to the first wheel cylinder pressure valve 31 and the second wheel cylinder pressure valve 32 via the third booster control valve 23 on the second booster branch. The first wheel cylinder pressure valve 31 is connected to the first wheel cylinder 3a via the interface 4a, and the second pressure valve 32 is connected to the second wheel cylinder 3b via the interface 4b. Also, the single application plunger is separately connected to the third wheel cylinder pressure valve 33 and the fourth wheel cylinder pressure valve 34 via the fourth booster control valve 24 on the second booster branch. The third wheel cylinder pressure valve 33 is connected to the third wheel cylinder 3c via the interface 4c, and the fourth wheel cylinder pressure valve 34 is connected to the fourth wheel cylinder 3d via the interface 4d.

[0209] As shown in FIG. 20, in Embodiment 7, the brake circuit pressure sensor BCPS of the booster 2 is arranged between the second control valves (21, 22, 23, and 24) and the single application plunger of the booster 2, and may be arranged, for example, between the first booster control valve 21 and the single application plunger 202. An appropriate position is selected so that the brake circuit pressure sensor BCPS can acquire the hydraulic pressure output to the brake circuit by the single application plunger of the booster 2 in different operation modes.

[0210] Regarding the connection method, the integration method of the brake system provided in Embodiment 7 is different from the integration method of the brake system provided in Embodiment 5 or Embodiment 6. Hereinafter, it will be specifically described with reference to FIG. 20.

[0211] (1) Integration solution 7: As shown in FIG. 20, the brake system provided in Embodiment 7 can also be divided into two subsystems, that is, a first subsystem and a second subsystem for integration. In the first subsystem, the main difference between the first subsystem of Embodiment 7 and the first subsystem of Embodiment 5 or Embodiment 6 is that the first subsystem of Embodiment 7 uses a single application plunger 202. As described above, the connection relationship of the first subsystem is changed, and the position of the brake circuit pressure sensor BCPS is also adjusted. In the second subsystem, the second subsystem of Embodiment 7 is the same as the second subsystem of Embodiment 5 or Embodiment 6.

[0212] (2) Integrated Solution 8: The braking system can include a first subsystem and a second subsystem. The second subsystem of the integrated solution 8 is the same as the second subsystem of the integrated solution 7. The difference from the integration method 7 is that the second subsystem of the integration method 8 does not include the brake fluid reservoir 5, and at least one interface is reserved for the second subsystem of the integration method 8 to connect to the brake fluid reservoir 5. For specific explanations or principles, please refer to the description of the integrated solution 2 of the braking system provided in Embodiment 1.

[0213] Thirdly, regarding the control relationship, as shown in FIG. 21, in the braking system according to Embodiment 7, the objects controlled by the first control unit 91, the second control unit 92, and the third control unit 93 are as follows.

[0214] (1) The objects controlled by the first control unit 91 include a six-phase motor 201, a first booster control valve 21, a second booster control valve 22, a first wheel cylinder pressure increasing valve 31, a second wheel cylinder pressure increasing valve 32, a third wheel cylinder pressure increasing valve 33, a fourth wheel cylinder pressure increasing valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, and a fourth wheel cylinder pressure reducing valve 44.

[0215] (2) The objects controlled by the second control unit 92 include a six-phase motor 201, a third booster control valve 23, and a fourth booster control valve 24. In the braking system provided in Embodiment 7, the control unit 92 independently controls the third booster control valve 23 and the fourth booster control valve 24 as shown in the range surrounded by the dashed frame with a gray background in FIG. 21.

[0216] (3) The objects controlled by the third control unit 93 include the first master cylinder shut-off valve 11, the second master cylinder shut-off valve 12, the test simulation valve 51, and the pedal simulation valve 61.

[0217] Regarding the different operation modes of the braking system provided in Embodiment 7, refer to the description of Embodiment 3. Details will not be described again here. The difference from Embodiment 3 is that the third control unit 93 is added to the braking system provided in Embodiment 7, the solenoid valves controlled by the control unit are different, and the braking system provided in Embodiment 7 has a higher control redundancy.

[0218] Embodiment 8 FIG. 22 is a schematic diagram of another braking system according to Embodiment 8 of the present application. The braking system provided in Embodiment 8 and the braking system provided in Embodiment 7 are basically the same in terms of system configuration, connection relationship, and integration method, but different in the control relationship.

[0219] Regarding the control relationship, as shown in FIG. 22, in the braking system provided in Embodiment 8, the objects controlled by the first control unit 91, the second control unit 92, and the third control unit 93 are as follows, respectively.

[0220] (1) The objects controlled by the first control unit 91 include the six-phase motor 201, the first booster control valve 21, the second booster control valve 22, the first wheel cylinder pressure increasing valve 31, the second wheel cylinder pressure increasing valve 32, the third wheel cylinder pressure increasing valve 33, the fourth wheel cylinder pressure increasing valve 34, the first wheel cylinder pressure reducing valve 41, the second wheel cylinder pressure reducing valve 42, the third wheel cylinder pressure reducing valve 43, and the fourth wheel cylinder pressure reducing valve 44.

[0221] (2) The objects controlled by the second control unit 92 include a six-phase motor 201, a third booster control valve 23, a fourth booster control valve 24, a first wheel cylinder pressure increasing valve 31, a second wheel cylinder pressure increasing valve 32, a third wheel cylinder pressure increasing valve 33, a fourth wheel cylinder pressure increasing valve 34, a first wheel cylinder pressure reducing valve 41, a second wheel cylinder pressure reducing valve 42, a third wheel cylinder pressure reducing valve 43, and a fourth wheel cylinder pressure reducing valve 44.

[0222] (3) The objects controlled by the third control unit 93 include a first master cylinder shut-off valve 11, a second master cylinder shut-off valve 12, a test simulation valve 51, and a pedal simulation valve 61.

[0223] In the braking system provided in Embodiment 8, as shown in the range surrounded by the gray broken line frame in FIG. 22, the second control unit 92 independently controls the third booster control valve 23 and the fourth booster control valve 24. The second control unit 92 and the first control unit 91 jointly control the first wheel cylinder pressure increasing valve 31, the second wheel cylinder pressure increasing valve 32, the third wheel cylinder pressure increasing valve 33, the fourth wheel cylinder pressure increasing valve 34, the first wheel cylinder pressure reducing valve 41, the second wheel cylinder pressure reducing valve 42, the third wheel cylinder pressure reducing valve 43, and the fourth wheel cylinder pressure reducing valve 44, as shown in the range surrounded by the gray solid line frame in FIG. 22.

[0224] For the different operation modes of the braking system provided in Embodiment 8, refer to the description of Embodiment 4. Details will not be described again here. The difference from Embodiment 3 is that the third control unit 93 is added to the braking system of Embodiment 7, and the solenoid valves controlled by the control unit are different. The braking system provided in Embodiment 7 has a higher control redundancy.

[0225] According to Embodiments 5 to 8, the braking system provided in the present application may be a mechanical hydraulic device that integrates a hydraulic valve plate, a solenoid valve, a motor, etc., and can be used for the hydraulic regulator of the braking system of a self-driving vehicle. The mechanical hydraulic device may include two modules, namely a first brake module and a second brake module. The two modules are connected to each other via hydraulic piping, and are connected to a brake pedal, a vehicle brake wheel cylinder, and another signal interface to form the entire vehicle braking system.

[0226] The braking system provided in Embodiments 1 to 8 of the present application has the advantages of high redundancy, high integration, miniaturization, flexible module division, low cost, high reliability, and high safety, and meets the requirements of integrated braking functions such as ABS / BBF / TCS / ESC / AEB / ACC of vehicles.

[0227] The foregoing description is merely specific embodiments of the present application and is not intended to limit the protection scope of the present application. Any modifications or substitutions that can be easily conceived by those skilled in the art based on the disclosure of the present application shall be included within the protection scope of the present application.

Claims

1. A braking system, the braking system comprising a master cylinder (1), a booster (2), at least one first control valve (11 and 12), at least one second control valve (21, 22, 23, and 24), at least one third control valve (31, 32, 33, and 34), at least one first interface (4), a first control unit (91), and a second control unit (92), wherein a first end of the at least one third control valve (31, 32, 33, and 34) is respectively connected to the at least one first interface (4), a second end of the at least one third control valve (31, 32, 33, and 34) is connected to the master cylinder (1) via the at least one first control valve (11 and 12), the second end of the at least one third control valve (31, 32, 33, and 34) is further connected to the booster (2) via the at least one second control valve (21, 22, 23, and 24), the at least one third control valve (31, 32, 33, and 34) is configured to be controlled by the first control unit (91), the at least one second control valve (21, 22, 23, and 24) includes at least one first booster branch control valve (21 and 22) and at least one second booster branch control valve (23 and 24), the at least one first booster branch control valve (21 and 22) is configured to be controlled by the first control unit (91), and the at least one second booster branch control valve (23 and 24) is configured to be controlled by the second control unit (92), the booster (2) is configured to be separately controlled by the first control unit (91) and the second control unit (92), Braking system.

2. The booster includes a booster drive device (201) and a booster hydraulic cylinder (202), and the booster drive device (201) is configured to be separately controlled by the first control unit (91) and the second control unit (92). The braking system according to Claim 1.

3. The booster drive device (201) is a six-phase motor including a first winding and a second winding. The first winding is configured to be controlled by the first control unit (91), and the second winding is configured to be controlled by the second control unit (92). The braking system according to claim 2.

4. The booster hydraulic cylinder (202) is a bidirectional pressurizing hydraulic cylinder. The booster hydraulic cylinder (202) includes a first booster cavity and a second booster cavity. The at least one first booster branch control valve (21 and 22) is connected to the first booster cavity, and the at least one second booster branch control valve (23 and 24) is connected to the second booster cavity. The braking system according to claim 2 or 3.

5. The booster hydraulic cylinder (202) is a unidirectional pressurizing hydraulic cylinder. The at least one first booster branch control valve (21 and 22) and the at least one second booster branch control valve (23 and 24) are connected in parallel and separately connected to the booster hydraulic cylinder (202). The braking system according to claim 2 or 3.

6. Further including a brake fluid reservoir (5) and a fifth control valve (51). The brake fluid reservoir (5) is separately connected to the master cylinder (1) and the booster (2). The first end of the fifth control valve (51) is connected to the master cylinder (1), and the second end of the fifth control valve (51) is configured to be connected to the brake fluid reservoir (5). The braking system according to claim 4 or 5.

7. Further including a pedal feeling simulator (6) and a sixth control valve (61). The pedal feeling simulator (6) is connected to the master cylinder (1) via the sixth control valve (61). The braking system according to claim 6.

8. Further comprising at least one fourth control valve (41, 42, 43, and 44), wherein a first end of the at least one fourth control valve (41, 42, 43, and 44) is respectively connected to the at least one first interface (4), and the other end of the at least one fourth control valve (41, 42, 43, and 44) is connected to the brake fluid reservoir (5), and the at least one fourth control valve is configured to be controlled by the first control unit (91). The brake system according to claim 7.

9. A hydraulic device, the hydraulic device includes a booster (2), at least one second control valve (21, 22, 23, and 24), at least one third control valve (31, 32, 33, and 34), at least one fourth control valve (41, 42, 43, and 44), a first control unit (91), a second control unit (92), at least one first interface (4), at least one second interface, and at least one third interface. A first end of the at least one third control valve (31, 32, 33, and 34) is respectively connected to the at least one first interface (4). A second end of the at least one third control valve (31, 32, 33, and 34) is connected to the at least one second interface, and the at least one second interface is configured to be connected to a master cylinder. The second end of the at least one third control valve (31, 32, 33, and 34) is further connected to the booster (2) via the at least one second control valve (21, 22, 23, and 24). The booster (2) is connected to the at least one third interface, and the at least one third interface is configured to be connected to a brake fluid reservoir. A first end of the at least one fourth control valve (41, 42, 43, and 44) is connected to the at least one first interface, and a second end of the at least one fourth control valve (41, 42, 43, and 44) is connected to the at least one third interface. The at least one third control valve (31, 32, 33, and 34) is configured to be controlled by the first control unit (91), The at least one second control valve (21, 22, 23, and 24) includes at least one first booster branch control valve (21 and 22) and at least one second booster branch control valve (23 and 24). The at least one first booster branch control valve (21 and 22) is configured to be controlled by the first control unit (91), and the at least one second booster branch control valve (23 and 24) is configured to be controlled by the second control unit (92), The booster (2) is configured to be separately controlled by the first control unit (91) and the second control unit (92), Hydraulic equipment.

10. The booster (2) includes a booster driving device (201) and a booster hydraulic cylinder (202). The booster driving device (201) is configured to be separately controlled by the first control unit (91) and the second control unit (92). The hydraulic equipment according to claim 9.

11. The booster driving device (201) is a six-phase motor including a first winding and a second winding. The first winding is configured to be controlled by the first control unit (91), and the second winding is configured to be controlled by the second control unit (92). The hydraulic equipment according to claim 10.

12. The booster hydraulic cylinder (202) is a bidirectional pressurizing hydraulic cylinder. The booster hydraulic cylinder (202) includes a first booster cavity and a second booster cavity. The at least one first booster branch control valve (21 and 22) is connected to the first booster cavity, and the at least one second booster branch control valve (23 and 24) is connected to the second booster cavity. The hydraulic equipment according to claim 10 or 11.

13. The booster hydraulic cylinder (202) is a unidirectional pressurizing hydraulic cylinder, and the at least one first booster branch control valve (21 and 22) and the at least one second booster branch control valve (23 and 24) are connected in parallel and separately connected to the booster hydraulic cylinder (202). The hydraulic equipment according to claim 10 or 11.

14. The at least one first booster branch control valve (21 and 22) is further configured to be controlled by the second control unit (92), and the at least one second booster branch control valve (23 and 24) is further configured to be controlled by the first control unit (91). The hydraulic equipment according to claim 12 or 13.

15. A vehicle, wherein the vehicle includes the braking system according to any one of claims 1 to 8, or the vehicle includes the hydraulic equipment according to any one of claims 9 to 14, or the vehicle includes a braking system, and the braking system includes a first hydraulic equipment and a second hydraulic equipment. The first hydraulic equipment is the hydraulic equipment according to claim 14, and the second hydraulic equipment includes a master cylinder (1), at least one first control valve (11 and 12), a brake fluid reservoir (5), a fifth control valve (51), a pedal feeling simulator (6), a sixth control valve (61), and a third control unit (93). The master cylinder (1) is connected to at least one second interface via the at least one first control valve (11 and 12). The brake fluid reservoir (5) is separately connected to the master cylinder (1) and at least one third interface. A first end of the fifth control valve (51) is connected to the master cylinder (1), and a second end of the fifth control valve (51) is connected to the brake fluid reservoir (5). The pedal feeling simulator (6) is connected to the master cylinder (1) via the sixth control valve (61). The at least one first control valve (11 and 12), the fifth control valve (51), and the sixth control valve (61) are separately configured to be controlled by the third control unit (93). A vehicle.

Images