Brake systems, hydraulic equipment, and vehicles

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] This application relates to the field of vehicle braking, and more particularly to electro-hydraulic braking systems. [Background technology]

[0002] Brake systems can provide functions such as autonomous emergency braking (AEB), anti-lock braking systems (ABS), traction control systems (TCS), and electronic stability control (ESC) while a vehicle is in motion. However, with the development of autonomous driving technology, brake systems face challenges in meeting safety and reliability requirements while also achieving miniaturization, cost reduction, and system redundancy. Furthermore, when implementing redundant backups for brake systems, more attention must be paid to how to enhance braking functions to work with driver assistance and autonomous driving functions, while also taking into account cost and system complexity. Summary of the Invention

[0003] This application relates to a braking system that meets the redundancy and safety requirements of autonomous vehicles. This application provides an electro-hydraulic braking system that includes multiple redundant controls to address challenges such as redundant backup, cost control, and multi-function support faced by current braking systems.

[0004] A first aspect of the present application provides a brake system. In a first possible embodiment of the first aspect, the brake 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). First ends of the at least one third control valve (31, 32, 33, and 34) are connected to the at least one first interface (4), respectively, and the at least one first interface (4) is connected to at least one brake wheel cylinder (3). Second ends of the at least one third control valve (31, 32, 33, and 34) are connected to the master cylinder (1) via the at least one first control valve (11 and 12). A second end of the 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 at least one third control valve (31, 32, 33, and 34) is configured to be controlled by a 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), where 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 a second control unit (92). The booster (2) is configured to be separately controlled by a first control unit (91) and a second control unit (92).

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

[0006] Optionally, there may be four or more third control valves. If 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 both fluid inlet and fluid outlet functionality.

[0008] According to a first possible embodiment of the first aspect, in a second possible embodiment, 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 example of the first aspect, in a third possible implementation example, the booster driving device (201) is a six-phase motor including a first winding and a second winding, the first winding being configured to be controlled by a first control unit (91) and the second winding being configured to be controlled by a second control unit (92).

[0010] According to the second or third possible embodiment of the first aspect, in a fourth possible embodiment, the booster hydraulic cylinder (202) is a bidirectional pressurized hydraulic cylinder, and the booster hydraulic cylinder (202) includes a first booster cavity and a second booster cavity, and 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 a fifth possible embodiment, the booster hydraulic cylinder (202) is a one-way pressurized 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 a sixth possible embodiment, a brake fluid reservoir (5) and a fifth control valve (51) are further included. The brake fluid reservoir (5) is connected separately to the master cylinder (1) and the booster (2), and 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).

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

[0014] According to a seventh possible embodiment of the first aspect, in an eighth possible embodiment, at least one fourth control valve (41, 42, 43, and 44) is further included. 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 (4), and the other end of the at least one fourth control valve (41, 42, 43, and 44) is 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 embodiment of the first aspect, in a ninth possible embodiment, 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 the eighth or ninth possible embodiment of the first aspect, in a tenth possible embodiment, the at least one third control valve (31, 32, 33, and 34) and the 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 embodiments of the first aspect, in an eleventh possible embodiment, the brake system further includes: at least one first control valve (11 and 12) configured to be separately controlled by a first control unit (91) and a second control unit (92); a fifth control valve (51) configured to be controlled by the first control unit (91); and a sixth control valve (61) configured to be separately controlled by the first control unit (91) and the second control unit (92).

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

[0019] According to a twelfth possible embodiment of the first aspect, in a thirteenth possible embodiment, the brake system further includes at least one second interface and at least one third interface, wherein 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, at least one fourth control valve (41, 42, 43, and 44) is connected to the brake fluid reservoir (5) via the third interface, and the booster (2) is connected to the brake fluid reservoir (5) via the at least one third interface.

[0020] A second aspect of the present application provides a hydraulic device. In a first possible embodiment 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. A first end of each of the at least one third control valve (31, 32, 33, and 34) is connected to the at least one first interface (4), and the at least one first interface (4) is configured to be 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 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 a 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 the at least one third interface is configured to be connected to a brake fluid reservoir. A first end of at least one fourth control valve (41, 42, 43, and 44) is connected to 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 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).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), where 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 embodiment of the second aspect, in a second possible embodiment, 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).

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

[0023] According to the second or third possible embodiment of the second aspect, in a fourth possible embodiment, the booster hydraulic cylinder (202) is a bidirectional pressurized hydraulic cylinder, and the booster hydraulic cylinder (202) includes a first booster cavity and a second booster cavity, and 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 the second or third possible embodiment of the second aspect, in a fifth possible embodiment, the booster hydraulic cylinder (202) is a one-way pressurized 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 the fourth or fifth possible embodiment of the second aspect, in a sixth possible embodiment, 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 embodiment of the second aspect, in a seventh possible embodiment, 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] A third aspect of the present application provides a brake system. In a first possible embodiment of the third aspect, the brake system includes a first hydraulic device and a second hydraulic device. The first hydraulic device is the hydraulic device provided in any possible embodiment 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 the 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 feel simulator (6) is connected to the master cylinder (1) via a sixth control valve (61). At least one of the first control valves (11 and 12), the fifth control valve (51), and the sixth control valve (61) are separately configured to be controlled by a third control unit (93).

[0028] A fourth aspect of the present application provides a control method. In a first possible implementation of the fourth aspect, the brake system includes: 1 An eleventh possible embodiment of the aspect provides a brake system, wherein the control method includes the steps of: acquiring a first signal indicating fault information of the brake system; and 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 based on the first signal.

[0029] According to a first possible embodiment of the fourth aspect, in a second possible embodiment, the first signal includes information indicative of a failure of the first control unit (91). The first state includes at least one first control valve (11 and 12) being configured to be in a disconnected state. The second state includes at least one second booster branch control valve (23 and 24) being 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 indicative of a failure of the second control unit (92). The first state includes at least one first control valve (11 and 12) being configured to be in a disconnected state. The second state includes at least one first booster branch control valve (21 and 22) being configured to be in a connected state.

[0031] According to a third possible implementation form of the fourth aspect, in the fourth possible implementation form, the control method further comprises a step of adjusting the state 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 the target brake pressure.

[0032] A fifth aspect of the present application provides a control method applied to a brake system. In a first possible embodiment of the fifth aspect, the brake system is the brake system provided in the twelfth or thirteenth possible embodiment of the first aspect, and the control method includes the steps of: acquiring a second signal indicating fault information of the brake 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 fault information of the first control unit (91). The third state includes at least one second booster branch control valve (23 and 24) being configured to be in a connected state.

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

[0035] According to the second or third possible embodiment of the fifth aspect, in a fourth possible embodiment, the control method further comprises a step of adjusting the state 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 the target brake pressure.

[0036] A sixth aspect of the present application provides a control method applied to a brake system. In a 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 the steps of: acquiring a third signal indicating fault information of the brake system; and controlling at least one first control valve (11 and 12) to switch to a fourth state based on the third signal.

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

[0038] A seventh aspect of the present application provides a readable storage medium having stored thereon program instructions that, when executed, perform a method as provided in any possible implementation of the fourth, fifth or sixth aspect.

[0039] An eighth aspect of the present application provides a vehicle, the vehicle including a brake system provided in any possible embodiment of the first or third aspect, or including a hydraulic device provided in any possible embodiment of the second aspect.

[0040] The brake system provided in the embodiment of the present application 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 bringing the driver a more stable and comfortable driving experience. [Brief explanation of the drawings]

[0041] [Figure 1] FIG. 1 is a schematic diagram illustrating an overall vehicle system architecture according to an embodiment of the present application. [Figure 2] 1 is a schematic diagram illustrating an arrangement of a brake system in a vehicle according to an embodiment of the present application; [Figure 3-a] 1 is a schematic diagram illustrating a braking system and a method for integrating the braking system according to an embodiment of the present application; [Figure 3-b] 1 is a schematic diagram illustrating a braking system and another method of integrating the braking system according to an embodiment of the present application. [Figure 4] 1 is a schematic diagram illustrating modes of operation of a braking system according to an embodiment of the present application; [Figure 5] 3 is a schematic diagram illustrating another mode of operation of a braking system according to an embodiment of the present application. FIG. [Figure 6] 3 is a schematic diagram illustrating another mode of operation of a braking system according to an embodiment of the present application. FIG. [Figure 7] 3 is a schematic diagram illustrating another mode of operation of a brake system according to an embodiment of the present application. FIG. [Figure 8] FIG. 4 is a schematic diagram illustrating another mode of operation of another brake system according to an embodiment of the present application. [Figure 9]FIG. 4 is a schematic diagram illustrating another mode of operation of another brake system according to an embodiment of the present application. [Figure 10-a] FIG. 2 is a schematic diagram of another braking system according to an embodiment of the present application. [Figure 10-b] FIG. 2 is a schematic diagram illustrating another brake system integration method according to an embodiment of the present application. [Figure 11] 3 is a schematic diagram illustrating another mode of operation of a brake system according to an embodiment of the present application. FIG. [Figure 12] FIG. 4 is a schematic diagram illustrating another mode of operation of another brake system according to an embodiment of the present application. [Figure 13] FIG. 4 is a schematic diagram illustrating another mode of operation of another brake system according to an embodiment of the present application. [Figure 14] FIG. 4 is a schematic diagram illustrating another mode of operation of another brake system according to an embodiment of the present application. [Figure 15] FIG. 4 is a schematic diagram illustrating another mode of operation of another brake system according to an embodiment of the present application. [Figure 16] FIG. 4 is a schematic diagram illustrating another mode of operation of another brake system according to an embodiment of the present application. [Figure 17] FIG. 2 is a schematic diagram of another braking system according to an embodiment of the present application. [Figure 18] FIG. 2 is a schematic diagram of another braking system according to an embodiment of the present application. [Figure 19] FIG. 2 is a schematic diagram of another braking system according to an embodiment of the present application. [Figure 20] FIG. 2 is a schematic diagram of another braking system according to an embodiment of the present application. [Figure 21] FIG. 2 is a schematic diagram of another braking system according to an embodiment of the present application. [Figure 22] FIG. 2 is a schematic diagram of another braking system according to an embodiment of the present application. DETAILED DESCRIPTION OF THE INVENTION

[0042] The following describes the technical solutions of the present application with reference to the accompanying drawings. It is clear that the described embodiments 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 any creative efforts shall fall within the protection scope of the present application.

[0043] For ease of understanding, relevant terms and concepts that may be used in the embodiments of this application are first explained in the specification of this application.

[0044] Anti-lock braking system (ABS): Generally, when a vehicle brakes in an emergency or on icy or snowy roads, the wheels tend to lock. When the wheels lock, problems occur, such as a longer braking distance and loss of steering intent. The ABS system achieves its anti-lock function by appropriately reducing the braking force on the wheels that are prone to locking based on the wheel lock situation.

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

[0046] Electronic stability control (ESC) system: Sensors collect vehicle information to determine vehicle instability. If the vehicle is prone to instability, the ESC system stabilizes the vehicle by applying braking force to one or several wheels, creating yaw torque to stabilize the wheels.

[0047] Traction control system (TCS): When a vehicle is traveling on icy or snowy roads, or when a wheel gets stuck in mud, the wheel slips significantly, preventing the vehicle from running normally. The TCS system reduces wheel slip by appropriately reducing driving force or applying braking force to the slipping wheel based on the wheel slippage, thereby ensuring normal vehicle running.

[0048] Adaptive cruise control (ACC): A system that performs cruise control based on a preset vehicle speed, but which also has a control function to maintain an appropriate distance from the vehicle ahead. The system's subfunctions include fixed-speed cruise, following cruise, curve cruise, driving mode selection, intelligent curve negotiating, and intelligent speed limiting. The cruise function is primarily achieved by controlling the vehicle speed using the brake system and drive system.

[0049] Integrated brake system (IBS): IBS is an electro-hydraulic line control system including an electric linear pump, an electromagnetic valve, and a valve body, etc., and the system can realize braking functions such as ABS / AEB / TCS / ESC of a vehicle.

[0050] Redundant brake unit (RBU): An RBU is an independent brake unit that backs up the primary brake system. In the event of a failure in the vehicle's primary brake system, the RBU unit will complete the braking of the vehicle, improving vehicle safety.

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

[0052] It should be noted that the explanations of terms and concepts are for the purpose of understanding only and should not be construed as limitations on the embodiments of the present application.

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

[0054] Vehicles are undergoing a revolutionary transformation that includes electrification, networking, and intelligence. Various systems in vehicles, including braking systems, are also undergoing changes and upgrades. Structural changes and functional upgrades to braking systems are closely linked to innovations in vehicle architecture. Specifically, the following describes each system in the entire vehicle, with reference to Figure 1.

[0055] 1 is a schematic diagram of a vehicle 100 according to one embodiment of the present application. The vehicle 100 may include various subsystems, such as an infotainment system 110, a sensing system 120, a decision 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 multiple components. Furthermore, the subsystems and components of the vehicle 100 may 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 its occupants. The braking system 135 may be configured to control the speed of the vehicle 100. The braking system 135 may use friction to slow the rotational speed of the wheels 144. In some embodiments, the braking system 135 may further have energy regenerative braking capabilities. Furthermore, the braking system 135 may instead control the speed of the vehicle 100 in another manner.

[0057] Regarding the regenerative braking function, when the vehicle decelerates or brakes, a portion of the vehicle's mechanical energy is converted into electrical energy using the motor, which is then stored in the battery, and a portion of the braking force is generated to decelerate or brake the vehicle. When the vehicle accelerates again, the motor reconverts the energy stored in the battery into kinetic energy for vehicle movement. However, due to issues such as limitations on braking strength, regenerative braking cannot meet the requirements of all braking conditions. Therefore, hydraulic brake systems still have great application value in new energy vehicles.

[0058] Advances in vehicle intelligence further enhance the capabilities of braking systems. As shown in FIG. 1 , vehicle 100 provided in this embodiment of the present application can be configured for fully or partially autonomous driving. For example, vehicle 100 can acquire information about the vehicle's surrounding environment using sensing system 120 and acquire an autonomous driving policy based on an analysis of the surrounding environment information to achieve fully autonomous driving, or present the analysis results to a user to achieve partially autonomous driving. In some embodiments, vehicle 100 can adjust the vehicle's speed by sensing the vehicle's surrounding environment. 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, vehicle 100 can autonomously perceive the surrounding environment and determine the vehicle's speed based on information about objects in the environment (e.g., speed, acceleration, distance from the vehicle, etc.).

[0059] Improvements in vehicle computing and control resources provide more options for designing braking system control methods. 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 a computing platform 150. The computing platform 150 can control various functions of the vehicle 100 based on inputs received from various subsystems (e.g., the drive system 140, the sensing system 120, and the decision control system 130). In particular, with respect to the braking system 135, the computing platform 150 can provide more possibilities for developing the functions of the braking system 135. For example, the computing platform 150 can control the braking system 135 based on inputs from the decision control system 130 to avoid a collision with an obstacle detected by the sensing system 120.

[0060] The computing platform 150 will now be described with reference to FIG.

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

[0062] In the case of computing platform 150 shown in FIG. 1 , processor 151 may be any conventional processor, such as a central processing unit (CPU). Alternatively, processor 151 may further include a graphics processing unit (GPU), a field programmable gate array (FPGA), a system on a chip (SOC), an application-specific integrated circuit (ASIC), or a combination thereof. While FIG. 1 functionally depicts the processor, memory, and other components, those skilled in the art will understand that a processor, computer, or memory may actually include multiple processors, computers, or memories, which may or may not be housed in the same physical housing. For example, memory may be a hard disk drive or other storage medium located in a housing different from that of the computer. Thus, reference to a processor or computer is understood to include reference to a set of processors, computers, or memories, which may or may not operate in parallel. Unlike using a single processor to perform the steps described herein, some components, such as steering and braking components, may include their own processors. The processor performs only calculations related to the component's specific function. In various aspects described herein, the processor may be located remotely from the vehicle and in wireless communication with the vehicle. In other aspects, some processes described herein are executed on a processor located within the vehicle, while other processes, including performing steps necessary for a single operation, are executed by a remote processor. In some embodiments, memory 152 may include instructions 153, e.g., program logic. Instructions 153 may be executed by processor 151 to perform various functions of vehicle 100.Memory 152 may also include additional instructions, including instructions used to send data to, receive data from, interact with, and / or control one or more of infotainment system 110, sensing system 120, decision control system 130, and drive system 140. In some embodiments, in addition to instructions 153, memory 152 may further store data such as road maps, route information, vehicle position, direction, speed, other vehicle data, and other information. This information may be used by vehicle 100 and computing platform 150 during operation of vehicle 100 in autonomous, semi-autonomous, and / or manual modes.

[0063] It should be noted 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 may be associated with the vehicle 100. For example, the memory 152 may be partially or completely separate from the vehicle 100. The components may be communicatively coupled to each other in a wired and / or wireless manner. Optionally, the components are merely examples. In actual applications, components within modules may be added, removed, or subdivided based on actual requirements. Furthermore, the vehicle 100 may be a passenger car, a commercial vehicle, a motorcycle, a special-purpose vehicle (such as a fire engine, an ambulance, a mining vehicle, or a road construction vehicle), a rail vehicle, a ship, or an aircraft. This is not particularly limited in the embodiments of the present application.

[0064] To facilitate understanding of the configuration of the braking system in the overall vehicle configuration, the present specification further provides a schematic diagram of a braking system disposed in a vehicle, as shown in FIG. 2. In some embodiments, the configuration of a braking system 135 in a 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 piping, and brake wheel cylinders. When a driver presses the brake pedal or receives a brake signal, the master cylinder or booster provides brake pressure to the brake wheel cylinders, which in turn actuate brake actuators to brake the vehicle.

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

[0066] Therefore, from the above explanation it can be seen that the development trends of electrification, networking and intelligence impose higher demands on the reliability and safety of vehicle brake systems and also bring further possibilities for the development of brake system functions.

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

[0068] The brake system provided herein will be described in detail below with reference to specific embodiments.

[0069] First, it should be noted that the names of the control valves in the brake system in this specification do not indicate the type of control valve, but only the function of the control valve. For example, terms such as "isolation valve," "pressurizing valve," "pressurizing valve," "solenoid valve jointly driven by two controllers," and "solenoid valve independently driven by one controller" that may appear in the embodiments of this application are not intended to limit the type of related control valve. For example, a control valve configured to control the connection or disconnection of a fluid inlet pipe may be called an "fluid inlet valve" or a "pressurizing valve." A control valve configured to control the connection or disconnection of a fluid return pipe may be called an "isolation valve," "pressurizing valve," "solenoid valve jointly driven by two controllers," "solenoid valve independently driven by one controller," and the like. Control valve may be referred to as a "fluid outlet valve" or a "pressure reducing valve." A control valve configured to shut off a two-stage braking subsystem may be referred to as a "shutoff valve." The control valve may be a common valve in an existing braking system, such as a solenoid valve. It should be understood that the type of control valve is not limited in this application.

[0070] It should be noted that the brake piping in this specification may be only a "fluid outlet piping" or only a "fluid inlet piping," and the brake piping may also be both a "fluid outlet piping" and a "fluid inlet piping." For example, in the process of depressurizing the brake wheel cylinder of a vehicle wheel, the brake piping of a braking system is configured to transfer brake fluid in the brake wheel cylinder to a fluid storage device. In this case, the brake piping may be referred to as a "fluid outlet piping." In the process of pressurizing the brake wheel cylinder of a vehicle wheel, the brake piping is configured to supply brake fluid to the vehicle wheel and apply braking force to the vehicle wheel. In this case, the brake piping may be referred to as a "fluid inlet piping."

[0071] It should be noted that the brake system and brake wheel cylinders provided in this embodiment of the present application may be connected in multiple configurations, such as an X-shaped, H-shaped, or I-shaped arrangement. An X-shaped arrangement may be one in which one brake circuit connects the brake wheel cylinder of the front left (FL) wheel to the brake wheel cylinder of the rear right (RR) wheel, and another brake circuit connects the brake wheel cylinder of the front right (FR) wheel to the brake wheel cylinder of the rear left (RL) wheel. An H-shaped arrangement may be one in which one brake circuit connects the brake wheel cylinder of the front left (FL) wheel to the brake wheel cylinder of the rear left (RL) wheel, and another brake circuit connects the brake wheel cylinder of the front right (FR) wheel to the brake wheel cylinder of the rear right (RR) wheel. The I-shaped arrangement may be such that one brake circuit connects the brake wheel cylinder of the front left wheel FL with the brake wheel cylinder of the front right wheel FR, and another brake circuit connects the brake wheel cylinder of the rear left wheel RL with the brake wheel cylinder of the rear right wheel RR. In some embodiments provided herein, an X-shaped brake circuit is used as an example, but it should be understood that the type of brake circuit is not limited to the embodiments of the present application.

[0072] Also, please note that in some embodiments provided herein, 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 represents only the control relationship.

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

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

[0075] It should also be noted that a normally open valve in this specification may be understood as a control valve that is open in an initial state when not powered or operated, and that a normally open valve switches from an open state to a closed state when powered or operated. A normally closed valve in this specification may be understood as a control valve that is closed in an initial state when not powered or operated, and that a normally closed valve switches from a closed state to an open state when powered or operated.

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

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

[0078] Please note the following in this specification: The first control valves (11 and 12) in this specification may also be referred to as master cylinder shutoff valves. The second control valves (21, 22, 23, and 24) may also be referred to as booster branch control valves. The third control valves (31, 32, 33, and 34) may also be referred to as pressurizing valves or wheel cylinder pressurizing valves. The fourth control valves (41, 42, 43, and 44) may also be referred to as pressure reducing valves, wheel cylinder pressure reducing valves, or relief valves. The fifth control valve (51) may also be referred to as a test simulation valve (TSV). And the sixth control valve (61) may also be referred to as 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 type of control valve.

[0079] Optionally, in embodiment 1, the master cylinder 1 includes two hydraulic cavities capable of outputting pressure to the outside, which are called a first main cavity and a second main cavity, respectively. The first main cavity and the second main cavity are connected to the wheel cylinder brake piping via a first master cylinder shutoff valve 11 and a second master cylinder shutoff valve 12, respectively.

[0080] Optionally, in the first embodiment, the master cylinder 1 may further include a master cylinder push rod. The master cylinder push rod is configured to be connected to a brake pedal. When subjected to a pedal force, the master cylinder push rod can push the master cylinder piston 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, which may be configured to collect a 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 a master cylinder push rod of the braking system. As shown in Figures 3-a and 3-b, in a possible embodiment, after depressing the brake pedal 7, the driver can obtain a target braking force based on the pedal stroke signal collected by the pedal stroke sensor PTS. Based on the target braking force, the braking system controls the associated control valves to apply corresponding brake pressure to the brake wheel cylinders.

[0083] Specifically, as shown in Figures 3A and 3B, the connection between the master cylinder and the brake wheel cylinders can be explained as follows: The first main cavity of the master cylinder 1 is connected to the first wheel cylinder pressurization valve 31 and the second wheel cylinder pressurization valve 32 via the first master cylinder shutoff valve 11. The first wheel cylinder pressurization valve 31 is connected to the first wheel cylinder 3a, and the second pressurization valve 32 is connected to the second wheel cylinder 3b. The second main cavity of the master cylinder 1 is connected to the third wheel cylinder pressurization valve 33 and the fourth wheel cylinder pressurization valve 34 via the second master cylinder shutoff valve 12. The third wheel cylinder pressurization valve 33 is connected to the third wheel cylinder 3c, and the fourth wheel cylinder pressurization valve 34 is connected to the fourth wheel cylinder 3d.

[0084] Optionally, in embodiment 1, master cylinder shut-off valve 11 and 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] It should be noted that in the braking system provided in some embodiments of the present application, the six-phase motor 201 can be replaced with another type of motor instead, 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), which is configured to obtain a motor position signal to perform motor control or improve motor control accuracy.

[0088] Specifically, as shown in FIGS. 3A and 3B, 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 redundant control scheme. For example, the first control unit 91 and the second control unit 92 may simultaneously control all windings of the six-phase motor 201, and the first control unit 91 and the second control unit 92 may be mutually redundant. As another example, the first control unit 91 and the second control unit 92 may separately provide control drive signals of specific proportions. For example, the first control unit 91 generates 50% of the control signals, and the second control unit 92 generates 50% of the control signals to ensure that the six-phase motor 201 can still perform a specific operation even if either controller fails.

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

[0090] It should be noted that the dual apply plunger 202 allows for a continuous and stable pressurization process, which can provide a good pressurization function to the brake system.

[0091] Specifically, as shown in Figures 3A and 3B, the connection between the dual apply plunger of the booster 2 and the brake wheel cylinders can be explained as follows: The first booster cavity is separately connected to the first wheel cylinder pressurization valve 31 and the second wheel cylinder pressurization valve 32 via the first booster control valve 21 on the first booster branch. The first wheel cylinder pressurization valve 31 is connected to the first wheel cylinder 3a, and the second wheel cylinder pressurization valve 32 is connected to the second wheel cylinder 3b. The first booster cavity is also separately connected to the third wheel cylinder pressurization valve 33 and the fourth wheel cylinder pressurization valve 34 via the second booster control valve 22 on the first booster branch. The third wheel cylinder pressurization valve 33 is connected to the third wheel cylinder 3c, and the fourth wheel cylinder pressurization valve 34 is connected to the fourth wheel cylinder 3d. Similarly, the second booster cavity is separately connected to a first wheel cylinder pressurizing valve 31 and a 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. The second booster cavity is also separately connected to a third wheel cylinder pressurizing valve 33 and a 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 Figures 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 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 storage pipe, the second booster cavity of the booster 2 is connected to the brake fluid reservoir 5 via a one-way valve, first ends of the pressure reducing valves (41, 42, 43, and 44) are connected to the brake fluid reservoir 5 via a third storage pipe, and second ends of the pressure reducing valves (41, 42, 43, and 44) are connected separately to the brake wheel cylinders 4.

[0095] Optionally, in embodiment 1, the brake system may further include a reservoir level sensor (RLS). As shown in Figures 3-a and 3-b, the reservoir level sensor RLS may be disposed in the brake fluid reservoir 5 and configured to detect the level of hydraulic fluid in 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 Figures 3-a and 3-b, the pedal feel simulator 6 is connected to the second main cavity of the master cylinder 1 via a 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 Figures 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 implementation, as shown in FIGS. 3A and 3B, the connection point between the brake circuit pressure sensor BCPS and the brake circuit is located on the piping between the first wheel cylinder pressurizing valve 31 and the second wheel cylinder pressurizing valve 32. It will be understood herein that the connection location of the brake circuit pressure sensor BCPS in the brake circuit is not limited to the connection location shown in FIGS. 3A and 3B, and that the connection location may instead be located on the piping between the third wheel cylinder pressurizing valve 33 and the fourth wheel cylinder pressurizing valve 34. The specific connection location of the BCPS is not limited herein.

[0100] When the brake circuit pressure sensor BCPS is arranged on the piping between the first wheel cylinder pressurizing valve 31 and the second wheel cylinder pressurizing valve 32, or when the brake circuit pressure sensor BCPS is arranged on the piping between the third wheel cylinder pressurizing valve 32 and the fourth wheel cylinder pressurizing valve 34, the brake circuit pressure sensor BCPS can acquire the oil pressure of the first booster cavity and the second booster cavity.

[0101] Optionally, embodiment 1 may further include a one-way valve.

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

[0103] It should be noted that there may be a leak in the master cylinder 1 or booster 2. In the event of a stuck solenoid valve or another failure, fluid may be replenished to the master cylinder 1 or booster 2 via a one-way valve. In a possible embodiment, the one-way valve may be a solenoid valve of the same type as the cylinder pressurization valve.

[0104] Optionally, in embodiment 1, the brake system may further include a filter, as shown in Figures 3-a and 3-b, which can filter out impurities in the hydraulic circuit.

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

[0106] (1) Objects controlled by the first control unit 91 include a six-phase motor 201, a first master cylinder shutoff valve 11, a second master cylinder shutoff 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 pressurization valve 31, a second wheel cylinder pressurization valve 32, a third wheel cylinder pressurization valve 33, a fourth wheel cylinder pressurization valve 34, a first wheel cylinder pressure reduction valve 41, a second wheel cylinder pressure reduction valve 42, a third wheel cylinder pressure reduction valve 43, a fourth wheel cylinder pressure reduction valve 44, a test simulation valve 51, and a pedal simulation valve 61.

[0107] (2) Objects controlled by the second control unit 92 include a six-phase motor 201, a first master cylinder shutoff valve 11, a second master cylinder shutoff 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 in the same controller or may be independent of each other. In a possible implementation, 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 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 the first embodiment of the present application has multiple integration methods. Hereinafter, the multiple integration methods of the brake system provided in the first embodiment of the present application will be described with reference to Figs. 3-a and 3-b.

[0110] (1) Integrated Solution 1: As shown in Figure 3-a, the brake system includes components within the dashed frame, specifically, 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 brake fluid reservoir 5, a pedal feel simulator 6, a first master cylinder shutoff valve 11, a second master cylinder shutoff valve 12, a first booster control valve 21, a second booster control valve 22, a third booster control valve 23, a fourth brake The brake control system includes a master cylinder control valve 24, a first wheel cylinder pressurization valve 31, a second wheel cylinder pressurization valve 32, a third wheel cylinder pressurization valve 33, a fourth wheel cylinder pressurization valve 34, a first wheel cylinder pressure reduction valve 41, a second wheel cylinder pressure reduction valve 42, a third wheel cylinder pressure reduction valve 43, a fourth wheel cylinder pressure reduction valve 44, a test simulation valve 51, a pedal simulation valve 61, a pedal stroke sensor PTS, a master cylinder pressure sensor MCPS, and a brake circuit pressure sensor BCPS.

[0111] It should be noted that the integrated solution 1 may further include one or more components such as a one-way valve, a filter, and a master cylinder push rod. All components included in the 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 the components are described in the first embodiment.

[0112] It should be noted that the brake system provided by Integrated Solution 1 does not include a brake pedal 7 but may include a master cylinder push rod. Selecting the brake system of Integrated Solution 1 allows for the use of various types of brake pedals 7, making it compatible with more vehicle models and providing more personalized matching possibilities. Furthermore, when the brake system is sold as Integrated Solution 1, the brake system does not include a wheel cylinder but has at least one wheel cylinder interface 4. The at least one wheel cylinder interface 4 is configured to be connected to at least one wheel cylinder and can apply brake pressure to the wheel cylinder. The brake system shown in FIG. 3-a includes four wheel cylinder interfaces, and the wheel cylinder interfaces may be connected to the four wheel cylinders in a one-to-one correspondence.

[0113] (2) Integrated Solution 2: As shown in Figure 3-b, the brake system includes the components enclosed by the dashed line, such as 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 shutoff valve 11, a second master cylinder shutoff 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 reduction valve 41, a second wheel cylinder pressure reduction valve 42, a third wheel cylinder pressure reduction valve 43, a fourth wheel cylinder pressure reduction valve 44, a test simulation valve 51, a pedal simulation valve 61, a pedal stroke sensor PTS, a master cylinder pressure sensor MCPS, and a brake circuit pressure sensor BCPS.

[0114] Compared with the integrated solution 1, the integrated solution 2 differs in that it does not include the brake fluid reservoir 5. Correspondingly, the brake system of the integrated solution 2 adds at least one interface 8 configured to be connected to the brake fluid reservoir 5, as shown by interface 8a, interface 8b, interface 8c, and interface 8d in FIG. 3B. It should be noted that the number of interfaces 8 may be adjusted based on actual requirements. For example, in a possible embodiment, interface 8a and interface 8b may be combined into the same interface in the brake equipment.

[0115] The system configuration, connection relationships, control relationships, integration method, etc. of the brake system provided in embodiment 1 have been described above with reference to Figures 3-a and 3-b. Next, multiple operation modes of the brake system provided in embodiment 1 will be described with reference to Figures 4 to 6.

[0116] The brake system provided in the first embodiment of the present application includes at least three operation modes: (1) ECU1 and ECU2 operate in cooperation with each other, (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 brake system according to the first embodiment of the present invention. FIG. 4 shows a state in which ECU1 and ECU2 cooperate when the brake system is not faulty. In this case, ECU1 controls the operation of three phases of the six-phase motor M, and ECU2 controls the operation of the other three phases of the six-phase motor M. ECU1 and ECU2 jointly drive the motor M to press the electric cylinder DAP, thereby quickly establishing system pressure. ECU1 controls all solenoid valves, calculates control signals for the motors and solenoid valves based on sensor signals, and sends the control signal for the motor M to ECU2. The two ECUs cooperate to control wheel pressure, thereby realizing functions such as ABS, TCS, ESC, BBF, AEB, and ACC.

[0119] Operation mode 2: ECU1 operates independently.

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

[0121] Operation mode 3: ECU2 operates independently.

[0122] FIG. 6 is a schematic diagram illustrating another operating mode of the brake system according to the first embodiment of the present invention. FIG. 6 illustrates a state in which the ECU2 operates independently when the ECU1 fails. In this case, the ECU2 controls the drive of three phases of the six-phase motor M to press the electric cylinder DAP and establish system pressure. The ECU2 controls the first master cylinder shutoff valve 11, the second master cylinder shutoff 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. The ECU2 then calculates control signals for the motor M and the solenoid valves based on sensor signals and controls the wheel pressure. Since the ECU 2 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 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 this operating mode, only vehicle control functions such as BBF / AEB / ACC can be realized.

[0123] Embodiment 2 Embodiment 2 of the present application also provides a brake system. FIGS. 7 to 9 are schematic diagrams showing different operating 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, please 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 the second embodiment, the objects controlled by the first control unit 91 and the second control unit 92 are as follows:

[0125] (1) Objects controlled by the first control unit 91 include a six-phase motor 201, a first master cylinder shutoff valve 11, a second master cylinder shutoff 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 pressurization valve 31, a second wheel cylinder pressurization valve 32, a third wheel cylinder pressurization valve 33, a fourth wheel cylinder pressurization valve 34, a first wheel cylinder pressure reduction valve 41, a second wheel cylinder pressure reduction valve 42, a third wheel cylinder pressure reduction valve 43, a fourth wheel cylinder pressure reduction valve 44, a test simulation valve 51, and a pedal simulation valve 61.

[0126] (2) Objects controlled by the second control unit 92 include the six-phase motor 201, the first master cylinder shutoff valve 11, the second master cylinder shutoff 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 pressurization valve 31, the second wheel cylinder pressurization valve 32, the third wheel cylinder pressurization valve 33, the fourth wheel cylinder pressurization valve 34, the first wheel cylinder pressure reduction valve 41, the second wheel cylinder pressure reduction valve 42, the third wheel cylinder pressure reduction valve 43, the fourth wheel cylinder pressure reduction valve 44, and the pedal simulation valve 61.

[0127] Compared with the brake system provided in Embodiment 1, in the brake system provided in Embodiment 2 of the present application, the second control unit 91 can further 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 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 brake system provided in Embodiment 2 of the present application, in addition to the fifth control valve (51), the second control unit 92 also provides redundant backup for the other control valves controlled by the first control unit 91, thereby improving the redundancy of the brake system control.

[0128] The above describes the configuration, connection relationships, control relationships, and integration method of the brake system provided in embodiment 2 of the present application. Hereinafter, with reference to Figs. 7 to 9, a description will be given of multiple operation modes of the brake system provided in embodiment 2 of the present application.

[0129] The brake system provided in the second embodiment of the present application includes at least three operation modes: (1) ECU1 and ECU2 operate in cooperation with each other, (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 an operation mode of a brake system according to a second embodiment of the present invention. FIG. 7 shows a state in which ECU1 and ECU2 operate cooperatively when the system is not faulty. In this case, ECU1 controls the operation of three phases of a six-phase motor M, and ECU2 controls the operation of the other three phases of the six-phase motor M. ECU1 and ECU2 jointly drive the motor M to press the electric cylinder DAP, thereby quickly establishing system pressure. ECU1 controls all solenoid valves, calculates control signals for the motors and solenoid valves based on sensor signals, and sends the control signal for the motor M to ECU2. ECU1 and ECU2 work together to control wheel pressure, thereby realizing functions such as ABS, TCS, ESC, BBF, AEB, and ACC.

[0132] Operation mode 2: ECU1 operates independently.

[0133] FIG. 8 is a schematic diagram showing another operation mode of the brake system according to the second embodiment of the present invention. FIG. 8 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 and establish system pressure. ECU1 controls all solenoid valves and calculates control signals for the motors and solenoid valves based on sensor signals to control wheel pressure, thereby realizing vehicle control functions such as ABS, TCS, ESC, BBF, AEB, and ACC.

[0134] Operation mode 3: ECU2 operates independently.

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

[0136] Embodiment 3 10-a and 10-b are diagrams showing a brake system according to embodiment 3 of the present application, and Fig. 11 to Fig. 13 are schematic diagrams showing different operating states of another brake system according to embodiment 3 of the present application.

[0137] Hereinafter, a brake system provided in a third embodiment of the present invention will be described with reference to FIGS. 10-a to 13. FIG.

[0138] As shown in Figs. 10-a to 13, the brake system provided in the third embodiment of the present invention differs from the first embodiment in terms of system configuration, connection relationships, control relationships, integration method, and the like.

[0139] First, as shown in FIGS. 10-a to 13, the differences between the brake system provided in embodiment 1 or embodiment 2 in terms of system configuration and connections are as follows: In the brake system provided in embodiment 3 of the present application, booster 2 uses a single apply plunger. The single apply plunger is connected separately to a first booster branch and a second booster branch. Furthermore, the single apply plunger of booster 2 is connected to fluid storage device 5 via a one-way valve. The location of the brake circuit pressure sensor BCPS is also different.

[0140] Specifically, in the third embodiment, the connection between the single apply plunger of the booster 2 and the brake wheel cylinders can be described as follows: The single apply plunger is separately connected to the first wheel cylinder pressurizing valve 31 and the second wheel cylinder pressurizing valve 32 via the 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 pressurizing valve 32 is connected to the second wheel cylinder 3b. Furthermore, the single apply plunger is separately connected to the third wheel cylinder pressurizing valve 33 and the fourth wheel cylinder pressurizing valve 34 via the 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 single apply plunger is separately connected to the first wheel cylinder pressurizing valve 31 and the second wheel cylinder pressurizing valve 32 via the 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. The single apply plunger is also separately connected to the third wheel cylinder pressurizing valve 33 and the fourth wheel cylinder pressurizing valve 34 via the 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.

[0141] Specifically, in the third embodiment, the brake circuit pressure sensor BCPS of the booster 2 is disposed between the second control valve (21, 22, 23, and 24) and the single apply plunger of the booster 2, and may be disposed, for example, between the first booster control valve 21 and the single apply plunger 202. An appropriate location is selected so that the brake circuit pressure sensor BCPS can acquire the hydraulic pressure output to the brake circuit by the single apply plunger of the booster 2 in different operating modes.

[0142] Secondly, regarding the control relationship, in the third embodiment, the objects controlled by the first control unit 91 and the second control unit 92 are as follows:

[0143] (1) Objects controlled by the first control unit 91 include a six-phase motor 201, a first master cylinder shutoff valve 11, a second master cylinder shutoff valve 12, a first booster control valve 21, a second booster control valve 22, a first wheel cylinder pressurization valve 31, a second wheel cylinder pressurization valve 32, a third wheel cylinder pressurization valve 33, a fourth wheel cylinder pressurization valve 34, a first wheel cylinder pressure reduction valve 41, a second wheel cylinder pressure reduction valve 42, a third wheel cylinder pressure reduction valve 43, a fourth wheel cylinder pressure reduction valve 44, a test simulation valve 51, and a pedal simulation valve 61.

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

[0145] Regarding the control valves in the brake system provided in embodiment 3, as shown in the area surrounded 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. As shown in the area surrounded by the solid line frame in Fig. 10-a, the first master cylinder shutoff valve 11, the second master cylinder shutoff valve 12, and the pedal simulation valve 61 are jointly controlled by the first control unit 91 and the second control unit 92.

[0146] Third, regarding the integration method, the integration method of the brake system provided in the third embodiment is different from that of the first embodiment. This is mainly because the booster 2 of the brake system provided in the third embodiment uses a single apply plunger, and the system configuration and connection relationship are adaptively adjusted. Hereinafter, multiple integration methods of the brake system provided in the third embodiment of the present application will be described with reference to Figs. 10-a to 13.

[0147] (1) Integrated Solution 3: As shown in Figure 10-b, the brake system includes components within the dashed frame, specifically, a first control unit 91, a second control unit 92, a master cylinder 1, a six-phase motor 201, a single apply plunger 202, a brake fluid reservoir 5, a pedal feel simulator 6, a first master cylinder shutoff valve 11, a second master cylinder shutoff 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 sixth booster control valve 25, a sixth booster control valve 26, a sixth booster control valve 27, a sixth booster control valve 28, a sixth booster control valve 29, a sixth booster control valve 30, a sixth booster control valve 31, a sixth booster control valve 32, a sixth booster control valve 33, a sixth booster control valve 34, a sixth booster control valve 35, a sixth booster control valve 36, a sixth booster control valve 37, a sixth booster control valve 38, a sixth booster control valve 39, a sixth booster control valve 40, a sixth booster control valve 41, a sixth booster control valve 42, a sixth booster control valve 43, a sixth booster control valve 44, a sixth booster control valve 45, a sixth booster control valve 46, a sixth booster control valve 47, a sixth booster control valve 48, a sixth booster control valve 49, a sixth booster control valve 50, a sixth booster control valve 51, a sixth booster control valve 52, a sixth booster control valve 53, a sixth booster control valve 54, a sixth booster control valve 55, a sixth booster control valve 56, a sixth booster control valve 57, a sixth booster control valve 58, a sixth booster control valve 59, a sixth booster control valve 59, a sixth The brake control valve 24 includes 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, a pedal simulation valve 61, a pedal stroke sensor PTS, a master cylinder pressure sensor MCPS, and a brake circuit pressure sensor BCPS.

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

[0149] Note that the brake system provided by Integrated Solution 3 does not include a brake pedal 7, but may include a master cylinder push rod. Selecting Integrated Solution 3's brake system allows for the use of different types of brake pedals 7, enabling it to accommodate more vehicle models and providing more personalized matching possibilities. Furthermore, when the brake system is sold as Integrated Solution 3, the brake system does not need to include a wheel cylinder, but at least one wheel cylinder interface 4 is provided. The at least one wheel cylinder interface 4 is configured to be connected to at least one wheel cylinder and can apply brake pressure to the wheel cylinder. The brake system shown in FIG. 10-a or 10-b includes four wheel cylinder interfaces, and the wheel cylinder interfaces may be connected to the four wheel cylinders in a one-to-one correspondence.

[0150] (2) Integrated Solution 4: The brake 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 shutoff valve 11, a second master cylinder shutoff 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 pressurization valve 31, a second wheel cylinder pressurization valve 32, a third wheel cylinder pressurization valve 33, a fourth wheel cylinder pressurization valve 34, a first wheel cylinder pressure reduction valve 41, a second wheel cylinder pressure reduction valve 42, a third wheel cylinder pressure reduction valve 43, a fourth wheel cylinder pressure reduction 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 the integrated solution 3, the integrated solution 4 differs in that it does not include a brake fluid reservoir 5. Correspondingly, the brake system of the integrated solution 4 adds at least one interface 8 configured to be connected to the brake fluid reservoir 5. It should be noted that the quantity of the interfaces 8 may be adjusted based on actual requirements.

[0152] The system configuration, connection relationships, control relationships, integration method, etc. of the brake system provided in embodiment 3 have been described above with reference to Figures 10-a and 10-b. Below, multiple operation modes of the brake system provided in embodiment 3 will be described with reference to Figures 11 to 13.

[0153] The brake system provided in the third embodiment of the present application includes at least three operation modes: (1) ECU1 and ECU2 operate in cooperation with each other, (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 an operation mode of a brake system according to a third embodiment of the present invention. FIG. 11 shows a state in which ECU1 and ECU2 operate cooperatively when the system is not faulty. In this case, ECU1 controls the operation of three phases of motor M, and ECU2 controls the operation of the other three phases of motor M. ECU1 and ECU2 jointly drive motor M to press electric cylinder DAP, thereby quickly establishing system pressure. ECU1 controls all solenoid valves except for the third booster control valve 23 and the fourth booster control valve 24, calculates control signals for the motors and solenoid valves based on sensor signals, and sends the control signal for motor M to ECU2. ECU1 and ECU2 operate cooperatively to control wheel pressure, thereby realizing functions such as ABS, TCS, ESC, BBF, AEB, and ACC.

[0156] Operation mode 2: ECU1 operates independently.

[0157] FIG. 12 is a schematic diagram showing another operating mode of the brake system according to the third embodiment of the present invention. FIG. 11 shows a state in which ECU1 operates independently when ECU2 fails. In this case, ECU1 controls the three-phase drive of motor M to push electric cylinder DAP and establish system pressure. ECU1 controls all solenoid valves except for the third booster control valve 23 and the fourth booster control valve 24, calculates control signals for the motors and solenoid valves based on sensor signals, and controls wheel pressure, thereby realizing 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 operating mode of the brake system according to the third embodiment of the present invention. FIG. 12 shows a state in which ECU2 operates independently when ECU1 fails. In this case, ECU2 controls the three-phase drive of motor M to press electric cylinder DAP and establish system pressure. ECU2 controls first master cylinder shutoff valve 11, second master cylinder shutoff valve 12, third booster control valve 23, fourth booster control valve 24, and pedal simulation valve 61. Then, ECU2 calculates control signals for motor M and solenoid valves based on sensor signals and controls wheel pressure. Since the ECU 2 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 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 this operating mode, only vehicle control functions such as BBF / AEB / ACC can be realized.

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

[0161] Specifically, in the fourth embodiment, the objects controlled by the first control unit 91 and the second control unit 92 are as follows:

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

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

[0164] Compared with the brake system provided in Embodiment 3, in the brake system provided in Embodiment 4 of the present application, the second control unit 91 can further 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 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. The brake system provided in Embodiment 4 of the present application has a higher degree of redundancy in brake system control.

[0165] The above has described the configuration, connection relationships, control relationships, and integration method of the brake system provided in embodiment 4 of the present application. Hereinafter, with reference to Figs. 14 to 16, a description will be given of multiple operation modes of the brake system provided in embodiment 4 of the present application.

[0166] The brake system provided in the fourth embodiment of the present application includes at least three operation modes: (1) ECU1 and ECU2 operate in cooperation with each other, (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 an operation mode of a brake system according to a fourth embodiment of the present invention. FIG. 14 shows a state in which ECU1 and ECU2 operate cooperatively when the system is not faulty. In this case, ECU1 controls the operation of three phases of motor M, and ECU2 controls the operation of the other three phases of motor M. The two ECUs work together to drive motor M to press electric cylinder DAP, quickly establishing system pressure. ECU1 controls all solenoid valves except for the third booster control valve 23 and the fourth booster control valve 24, calculates control signals for the motors and solenoid valves based on sensor signals, and sends the control signal for motor M to ECU2. The two ECUs work cooperatively to control wheel pressure, thereby realizing functions such as ABS, TCS, ESC, BBF, AEB, and ACC.

[0169] Operation mode 2: ECU1 operates independently.

[0170] FIG. 15 is a schematic diagram showing another operating mode of the brake system according to the fourth embodiment of the present invention. FIG. 14 shows a state in which ECU1 operates independently when ECU2 fails. In this case, ECU1 controls the three-phase drive of motor M to push electric cylinder DAP and establish system pressure. ECU1 controls all solenoid valves except for the third booster control valve 23 and the fourth booster control valve 24, calculates control signals for the motors and solenoid valves based on sensor signals, and controls wheel pressure, thereby realizing 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 illustrating another operating mode of the brake system according to an embodiment of the present invention. FIG. 15 illustrates a state in which ECU2 operates independently when ECU1 fails. In this case, ECU2 controls the three-phase operation of motor M to press electric cylinder DAP and establish system pressure. ECU2 controls first master cylinder shutoff valve 11, second master cylinder shutoff valve 12, third booster control valve 23, fourth booster control valve 24, first wheel cylinder pressure valve 31, second wheel cylinder pressure valve 32, third wheel cylinder pressure valve 33, fourth wheel cylinder pressure valve 34, first wheel cylinder pressure-reducing valve 41, second wheel cylinder pressure-reducing valve 42, third wheel cylinder pressure-reducing valve 43, fourth wheel cylinder pressure-reducing valve 44, and pedal simulation valve 61. The ECU 2 then calculates control signals for the motor and solenoid valve based on the sensor signals to control the wheel pressure, thereby realizing vehicle control functions such as ABS / TCS / ESC / BBF / AEB / ACC.

[0173] The above are brake systems provided in each of Embodiments 1 to 4. In certain implementations, each of the brake systems provided in the four embodiments can integrate multiple components and function as an integrated solution. Other implementations of the brake systems provided in the embodiments of the present application will be described below with reference to Embodiments 5 to 8.

[0174] Embodiment 5 Fig. 17 is a schematic diagram of another brake system according to embodiment 5 of the present application. The system configuration, connection relationships, integration method, etc. of the brake system provided in embodiment 5 will be described below with reference to Fig. 17.

[0175] As shown in FIG. 17, the brake system provided in the fifth embodiment 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 pressurization valve 31, a second wheel cylinder pressurization valve 32, a third wheel cylinder pressurization valve 33, a fourth wheel cylinder pressurization valve 34, a first wheel cylinder pressure reduction valve 41, a second wheel cylinder pressure reduction valve 42, a third wheel cylinder pressure reduction valve 43, a fourth wheel cylinder pressure reduction 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 shutoff valve 11, a second master cylinder shutoff 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 fluid level sensor RLS, and a one-way valve.

[0178] 17, the first subsystem further includes first interfaces (4a, 4b, 4c, and 4d), second interfaces (8f and 8g), and a third interface (8e). The first interfaces (4a, 4b, 4c, and 4d) are configured to be connected to the brake wheel cylinders (3a, 3b, 3c, and 3d) of the wheels, respectively, the second interfaces (8f and 8g) are 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. 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 via interface 8e, interface 8f, and interface 8g of the first subsystem and interface 8E, interface 8F, and interface 8G of the second subsystem, respectively, to form a brake system.

[0180] Specifically, the connection relationship of the brake system provided in the fifth embodiment of the present invention will be described below with reference to FIG.

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

[0182] As shown in Figure 17, the connection between the booster 2 and the brake wheel cylinders can be explained as follows: The first booster cavity is separately connected to the first wheel cylinder pressurizing valve 31 and the second wheel cylinder pressurizing valve 32 via the 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 via interface 4a, and the second wheel cylinder pressurizing valve 32 is connected to the second wheel cylinder 3b via interface 4b. The first booster cavity is also separately connected to the third wheel cylinder pressurizing valve 33 and the fourth wheel cylinder pressurizing valve 34 via the 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 via interface 4c, and the fourth wheel cylinder pressurizing valve 34 is connected to the fourth wheel cylinder 3d via interface 4d. 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 the 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 via interface 4a, and the second pressurizing valve 32 is connected to the second wheel cylinder 3b via interface 4b. The second booster cavity is separately connected to the third wheel cylinder pressurizing valve 33 and the fourth wheel cylinder pressurizing valve 34 via the 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 via interface 4c, and the fourth wheel cylinder pressurizing valve 34 is connected to the fourth wheel cylinder 3d via interface 4d.

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

[0184] 17, the pedal feel simulator 6 is connected to the second main cavity of the master cylinder 1 via a 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. Between the pedal feel simulator 6 and the second main cavity, the pedal simulation valve 61 and a one-way valve 62 are in a parallel relationship.

[0185] For other components shown in FIG. 17, such as the master cylinder pressure sensor MCPS, the brake circuit pressure sensor BCPS, the reservoir fluid level sensor RLS, the pedal stroke sensor PTS, the one-way valve, and the filter, please refer to the description of embodiment 1.

[0186] Furthermore, regarding the integration method, the integration method of the brake systems provided in the fifth embodiment differs from the integration methods of the brake systems provided in the first to fourth embodiments. Here, the integration method of the brake systems provided in the fifth embodiment will be described with reference to FIG.

[0187] (1) Integrated Solution 5: The brake system may include a first subsystem and a second subsystem. The configurations and connection relationships of the first subsystem and the second subsystem are as described above. The first subsystem and the second subsystem are connected to each other via interfaces 8e, 8f, and 8g of the first subsystem and interfaces 8E, 8F, and 8G of the second subsystem, respectively, to form a brake system. The first subsystem is further connected to brake wheel cylinder 3a, brake wheel cylinder 3b, brake wheel cylinder 3c, and brake wheel cylinder 3d via interfaces 4a, 4b, 4c, and 4d, respectively. The first subsystem and the second subsystem may be integrated into a first module and a second module, respectively, and corresponding interfaces are provided to accommodate different vehicle layout requirements.

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

[0189] The system configuration, connection relationship, and integration method of the brake system provided in the fifth embodiment have been described above with reference to Fig. 17. Below, the control relationship of the brake system provided in the fifth embodiment will be described with reference to Fig. 18.

[0190] (1) 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 third booster control valve 23, the fourth booster control valve 24, the first wheel cylinder pressurization valve 31, the second wheel cylinder pressurization valve 32, the third wheel cylinder pressurization valve 33, the fourth wheel cylinder pressurization valve 34, the first wheel cylinder pressure reduction valve 41, the second wheel cylinder pressure reduction valve 42, the third wheel cylinder pressure reduction valve 43, and the fourth wheel cylinder pressure reduction valve 44.

[0191] (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, and a fourth booster control valve 24.

[0192] (3) The objects controlled by the third control unit 93 include the first master cylinder shutoff valve 11 , the second master cylinder shutoff valve 12 , the test simulation valve 51 , and the pedal simulation valve 61 .

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

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

[0195] Specifically, the control relationship of the brake system provided in the sixth embodiment will be described with reference to FIG.

[0196] (1) 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 third booster control valve 23, the fourth booster control valve 24, the first wheel cylinder pressurization valve 31, the second wheel cylinder pressurization valve 32, the third wheel cylinder pressurization valve 33, the fourth wheel cylinder pressurization valve 34, the first wheel cylinder pressure reduction valve 41, the second wheel cylinder pressure reduction valve 42, the third wheel cylinder pressure reduction valve 43, and the fourth wheel cylinder pressure reduction valve 44.

[0197] (2) Objects controlled by the second control unit 92 include the six-phase motor 201, 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 pressurization valve 31, the second wheel cylinder pressurization valve 32, the third wheel cylinder pressurization valve 33, the fourth wheel cylinder pressurization valve 34, the first wheel cylinder pressure reduction valve 41, the second wheel cylinder pressure reduction valve 42, the third wheel cylinder pressure reduction valve 43, and the fourth wheel cylinder pressure reduction valve 44.

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

[0199] Compared with the brake system provided in Embodiment 5, in the brake system provided in Embodiment 6 of the present application, the second control unit 91 can further 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 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. The brake system provided in Embodiment 6 of the present application has a higher degree of redundancy in brake system control.

[0200] For different operation modes of the brake 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 a third control unit 93 is added to the brake system provided in embodiment 6, the solenoid valves controlled by the control units are different, and the brake system provided in embodiment 6 has a higher control redundancy.

[0201] Embodiment 7 20 is a schematic diagram of a brake system according to a seventh embodiment of the present invention. The brake system provided in the seventh embodiment differs from the brake systems provided in the fifth or sixth embodiment in terms of system configuration, connection relationships, integration method, control relationships, etc.

[0202] First, regarding the system configuration and connection relationship, as shown in FIG. 20, the brake system provided in the seventh embodiment of the present invention 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 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 pressurization valve 31, a second wheel cylinder pressurization valve 32, a third wheel cylinder pressurization valve 33, a fourth wheel cylinder pressurization valve 34, a first wheel cylinder pressure reduction valve 41, a second wheel cylinder pressure reduction valve 42, a third wheel cylinder pressure reduction valve 43, a fourth wheel cylinder pressure reduction valve 44, a brake circuit pressure sensor BCPS, and a one-way 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 shutoff valve 11, a second master cylinder shutoff 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 fluid level sensor RLS, and a one-way valve.

[0205] As shown in Figure 20, the first subsystem further includes first interfaces (4a, 4b, 4c, and 4d), second interfaces (8f and 8g), and a third interface (8e). The first interfaces (4a, 4b, 4c, and 4d) are configured to be connected to the brake wheel cylinders (3a, 3b, 3c, and 3d) of the wheels, respectively, the second interfaces (8f and 8g) are 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. 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 interface 8e, interface 8f, and interface 8g of the first subsystem and interface 8E, interface 8F, and interface 8G of the second subsystem, respectively, to form a brake system.

[0207] In terms of system configuration, the brake system provided in embodiment 7 differs from the brake system provided in embodiment 5 or embodiment 6 in the following respects: The booster 2 of the brake system provided in embodiment 7 uses a single apply plunger. Therefore, in terms of connection relationship, the brake system provided in embodiment 7 also differs from the brake system provided in embodiment 5 or embodiment 6.

[0208] Specifically, in the seventh embodiment, the connection between the single apply plunger of the booster 2 and the brake wheel cylinders in the first subsystem can be described as follows: The single apply plunger is separately connected to the first wheel cylinder pressurizing valve 31 and the second wheel cylinder pressurizing valve 32 via the 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 via interface 4a, and the second pressurizing valve 32 is connected to the second wheel cylinder 3b via interface 4b. The single apply plunger is separately connected to the third wheel cylinder pressurizing valve 33 and the fourth wheel cylinder pressurizing valve 34 via the 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 via interface 4c, and the fourth wheel cylinder pressurizing valve 34 is connected to the fourth wheel cylinder 3d via interface 4d. Similarly, the single apply plunger is separately connected to the first wheel cylinder pressurizing valve 31 and the second wheel cylinder pressurizing valve 32 via the 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 via interface 4a, and the second pressurizing valve 32 is connected to the second wheel cylinder 3b via interface 4b. The single apply plunger is separately connected to the third wheel cylinder pressurizing valve 33 and the fourth wheel cylinder pressurizing valve 34 via the 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 via interface 4c, and the fourth wheel cylinder pressurizing valve 34 is connected to the fourth wheel cylinder 3d via interface 4d.

[0209] As shown in FIG. 20 , in the seventh embodiment, 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 apply plunger of the booster 2, and may be disposed, for example, between the first booster control valve 21 and the single apply plunger 202. An appropriate location is selected so that the brake circuit pressure sensor BCPS can acquire the hydraulic pressure output to the brake circuit by the single apply plunger of the booster 2 in different operating modes.

[0210] Regarding the connection method, the brake system integration method provided in embodiment 7 is different from the brake system integration method provided in embodiment 5 or embodiment 6. This will be described in detail below with reference to FIG.

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

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

[0213] Third, regarding the control relationship, as shown in FIG. 21, in the brake system of 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) 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 pressurization valve 31, the second wheel cylinder pressurization valve 32, the third wheel cylinder pressurization valve 33, the fourth wheel cylinder pressurization valve 34, the first wheel cylinder pressure reduction valve 41, the second wheel cylinder pressure reduction valve 42, the third wheel cylinder pressure reduction valve 43, and the fourth wheel cylinder pressure reduction valve 44.

[0215] (2) Objects controlled by the second control unit 92 include the six-phase motor 201, the third booster control valve 23, and the fourth booster control valve 24. In the brake system provided in the seventh embodiment, the control unit 92 independently controls the third booster control valve 23 and the fourth booster control valve 24, as shown in the area surrounded by the gray dashed line frame in FIG. 21 .

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

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

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

[0219] Regarding the control relationship, as shown in FIG. 22, in the brake 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) 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 pressurization valve 31, the second wheel cylinder pressurization valve 32, the third wheel cylinder pressurization valve 33, the fourth wheel cylinder pressurization valve 34, the first wheel cylinder pressure reduction valve 41, the second wheel cylinder pressure reduction valve 42, the third wheel cylinder pressure reduction valve 43, and the fourth wheel cylinder pressure reduction valve 44.

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

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

[0223] In the brake system provided in embodiment 8, as shown in the area surrounded by a gray dashed 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 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 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 area surrounded by a gray solid line frame in Fig. 22.

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

[0225] According to embodiments 5 to 8, the brake system provided herein may be a mechanical hydraulic device that integrates a hydraulic valve plate, a solenoid valve, a motor, etc., and can be used as a hydraulic regulator for a brake system of an autonomous 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 through hydraulic piping, and are connected to a brake pedal, a vehicle brake wheel cylinder, and another signal interface to form a complete vehicle brake system.

[0226] The brake systems provided in embodiments 1 to 8 of the present application have the advantages of high redundancy, high integration, compactness, flexible modularization, low cost, high reliability, and high safety, and meet the requirements for integrated brake functions such as ABS / BBF / TCS / ESC / AEB / ACC in vehicles.

[0227] The above description is merely a specific embodiment of the present application, and is not intended to limit the scope of protection of the present application. Any variations or replacements that can be easily thought of by those skilled in the art based on the disclosure of the present application shall fall within the scope of protection of the present application.

Claims

1. A brake 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); a first end of each of the at least one third control valve (31, 32, 33, and 34) is 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 first booster branch control valve (21 and 22) being configured to be controlled by the first control unit (91), and the at least one second booster branch control valve (23 and 24) being configured to be controlled by the second control unit (92); The booster (2) is configured to be controlled separately by the first control unit (91) and the second control unit (92). Brake system.

2. 2. The brake system of claim 1, wherein 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).

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

4. 4. The brake system according to claim 2, wherein the booster hydraulic cylinder (202) is a bidirectional pressurized 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.

5. 4. The brake system according to claim 2 or 3, wherein the booster hydraulic cylinder (202) is a one-way 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).

6. 6. The brake system according to claim 4 or 5, further comprising a brake fluid reservoir (5) and a fifth control valve (51), wherein the brake fluid reservoir (5) is connected separately to the master cylinder (1) and the booster (2), and wherein 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).

7. 7. The brake system of claim 6, further comprising a pedal feel simulator (6) and a sixth control valve (61), wherein the pedal feel simulator (6) is connected to the master cylinder (1) via the sixth control valve (61).

8. 8. The brake system of claim 7, 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 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 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).

9. A hydraulic machine, the hydraulic machine including 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 each of the at least one third control valve (31, 32, 33, and 34) is 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) being configured to be controlled by the first control unit (91), and the at least one second booster branch control valve (23 and 24) being configured to be controlled by the second control unit (92); The booster (2) is configured to be controlled separately by the first control unit (91) and the second control unit (92). Hydraulic equipment.

10. 10. The hydraulic device according to claim 9, wherein 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).

11. 11. The hydraulic machine of claim 10, wherein the booster drive machine (201) is a six-phase motor including a first winding and a second winding, the first winding being configured to be controlled by the first control unit (91) and the second winding being configured to be controlled by the second control unit (92).

12. 12. The hydraulic equipment according to claim 10 or 11, wherein the booster hydraulic cylinder (202) is a bidirectional pressurized 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.

13. 12. The hydraulic equipment according to claim 10 or 11, wherein the booster hydraulic cylinder (202) is a one-way 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).

14. 14. The hydraulic machine of claim 12 or 13, wherein 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).

15. A vehicle, the vehicle including a brake system according to any one of claims 1 to 8, or the vehicle including a hydraulic device according to any one of claims 9 to 14, or the vehicle including a brake system, the brake system including a first hydraulic device and a second hydraulic device, the first hydraulic device being the hydraulic device according to claim 14, the second hydraulic device including 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 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) connected to the master cylinder (1) and a second end of the fifth control valve (51) 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); 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).

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