Hydraulic device, brake device, brake system, and brake control method

Abstract

A hydraulic device is disclosed. The hydraulic device includes a hydraulic cylinder body (17-1), a piston (17-2), a push assembly (17-3), and a first sealing component (17-4), where the hydraulic cylinder body (17-1) is of a hollow cylindrical shape and is provided with a first opening and a second opening at two ends, respectively, the piston (17-2) is disposed in the hydraulic cylinder body (17-1) and is located at the first opening, the first sealing component (17-4) covers the second opening, and the hydraulic cylinder body (17-1), the piston (17-2), and the first sealing component (17-4) define a hydraulic chamber (17-5). The hydraulic cylinder body (17-1) is provided with a liquid flow opening (17-6), the liquid flow opening (17-6) is located between the first sealing component (17-4) and the piston (17-2), the push assembly (17-3) is disposed within the hydraulic cylinder body (17-1), the liquid flow opening (17-6) and the push assembly (17-3) are located on the same side of the piston (17-2), and the piston (17-2) is configured to be driven by the push assembly (17-3) to be allowed to move within the hydraulic cylinder body (17-1). A braking device, a braking system, and a braking control method are further disclosed.

Description

[Technical Field]

[0001] FIELD OF THE INVENTION This application relates to the field of vehicle braking technology, and in particular to hydraulic devices, braking devices, braking systems, and braking control methods. [Background technology]

[0002] Braking system is an important part of vehicle control system, which belongs to longitudinal control. The development of braking system has been through the following stages: traditional mechanical brake, hydraulic brake, electro-hydraulic brake. (E Brake-by-wire (EHB) and other technologies have been developed. Initially, brake systems only had simple functions such as service brakes and parking brakes. Nowadays, multi-function integration of brake systems, such as anti-lock braking systems (ABS) and automatic emergency braking (AEB), has been developed. To meet the implementation of higher levels of autonomous driving technology in the future, brake-by-wire (EHB) is gradually becoming a research hotspot in the braking field. On the one hand, existing electro-hydraulic brake systems are mature, but EHB cannot meet the higher requirements of autonomous driving for brake control (e.g., requirements for linearity and quick response). On the other hand, electro-mechanical brakes (EThe electrohydraulic brake (EMB) cannot completely replace the electrohydraulic brake due to several technical difficulties, such as motor output torque limitations and redundancy requirements. In the prior art, a solution that simply combines two systems, EMB and EHB, is available, and the brake system redundancy backup is implemented by using two systems, EHB and EMB. The brake system of the existing solution can provide three operating modes: first, the EMB independently provides braking force; second, the EHB independently provides braking force; and third, the EHB and EMB cooperate to provide braking force. In the existing solution, the advantages of the EHB or EMB can be used in a simple combination, and the three operating modes can be switched based on braking requirements. However, such a simple combination solution with structural separation makes the service brake system more complex, increases the manufacturing cost of the system, and increases the size of the brake system, which is not conducive to being arranged in the narrow space of the wheel. Summary of the Invention

[0003] According to a first aspect, one embodiment of the present application provides a hydraulic device, the hydraulic device including a hydraulic cylinder body (17-1), a piston (17-2), a push assembly (17-3), and a first sealing component (17-4), wherein the hydraulic cylinder body (17-1) has a hollow cylindrical shape and is provided with a first opening and a second opening at two ends, respectively, the piston (17-2) is disposed within the hydraulic cylinder body (17-1) and is located at the first opening, the first sealing component (17-4) covers the second opening, and the hydraulic cylinder body (17-1), the piston (17-2), and the first sealing component (17-4) define a hydraulic chamber (17-5). The hydraulic cylinder body (17-1) is provided with a liquid flow opening (17-6), the liquid flow opening (17-6) is located between the first sealing component (17-4) and the piston (17-2), the push assembly (17-3) is disposed within the hydraulic cylinder body (17-1), the liquid flow opening (17-6) and the push assembly (17-3) are located on the same side as the piston (17-2), and the piston (17-2) is configured to be driven by the push assembly (17-3) to be enabled to move within the hydraulic cylinder body (17-1).

[0004] The hydraulic device may be disposed on a wheel based on requirements and used in conjunction with a brake actuator (which may be, for example, a disc brake) installed on the wheel. A portion of the piston (17-2) may be pushed by the push assembly (17-3) or hydraulic oil to move out of the hydraulic cylinder body (17-1) and act against the brake lining block (17-14b) of the brake actuator. The brake lining block (17-14b) is squeezed by the piston (17-2) to frictionally engage the brake disc (17-16) and perform braking. The brake actuator is provided with a reset mechanism. When the force applied to the piston (17-2) by the push assembly (17-3) is cut off or when the force applied to the piston (17-2) by the hydraulic oil is reduced to a value below a certain threshold, the piston (17-2) may be completely retracted into the hydraulic cylinder body (17-1) under the action of the reset mechanism of the brake actuator, i.e., the piston (17-2) may be restored to its initial position.

[0005] If the liquid flow opening (17-6) structure is not considered, the hydraulic chamber (17-5) of the hydraulic device may be closed. The liquid flow opening (17-6) is configured to connect to an oil line and provide a channel for brake fluid to flow into and out of the hydraulic chamber (17-5). Optionally, the liquid flow opening (17-6) may include a liquid inlet and a liquid outlet.

[0006] In a possible implementation, the second opening may be circular. Optionally, the radius of the second opening may be smaller than the radius of the hydraulic cylinder body (17-1). Optionally, the radius of the second opening may be equal to the radius of the hydraulic cylinder body (17-1). If the radius of the second opening is equal to the radius of the hydraulic cylinder body (17-1), machining and assembly may be simplified. If the radius of the second opening is smaller than the radius of the hydraulic cylinder body (17-1), the structural strength of the hydraulic cylinder body (17-1) may be improved, and the sealing effect may also be improved, so that the hydraulic cylinder can withstand greater hydraulic pressure within the cylinder.

[0007] Optionally, the first sealing component (17-4) may include multiple sealing rings, which are arranged in parallel in the axial direction to achieve better sealing performance.

[0008] In a possible implementation, the piston (17-2) is configured to be driven by a push assembly (17-3) and enabled to move in a direction away from the liquid flow opening (17-6).

[0009] In a possible implementation, the hydraulic device further includes a second sealing component (17-7), which is disposed between the hydraulic cylinder body (17-1) and the piston (17-2). Furthermore, the second sealing component (17-7) is disposed between the inner circumferential surface of the hydraulic cylinder body (17-1) and the outer circumferential surface of the piston (17-2). The function of the second sealing component (17-7) is to ensure that the piston (17-2) and the second sealing component (17-7) are sealed, and that the second sealing component (17-7) and the inner wall surface of the hydraulic cylinder body (17-1) are sealed. Optionally, the second sealing component (17-7) may include multiple sealing rings, which are arranged in parallel on the circumferential surface of the piston to achieve a better sealing effect.

[0010] In a possible implementation, the push assembly (17-3) includes a push block (17-9) and a transmission component (17-8). The transmission component (17-8) passes through a first sealing component (17-4). The function of the first sealing component (17-4) is to ensure that the transmission component (17-8) and the first sealing component (17-4) are sealed, and that the first sealing component (17-4) and the inner wall surface of the hydraulic cylinder body (17-1) are also sealed.

[0011] In a possible implementation, the push assembly (17-3) is configured to convert the rotational motion of the transmission component (17-8) into the linear motion of the push block (17-9).

[0012] In a possible implementation, the push assembly (17-3) may be driven by a linear motor to push and move the piston (17-2).

[0013] In a possible implementation, the hydraulic device further includes a locking component (17-10). The locking component (17-10) is located outside the hydraulic cylinder body (17-1). The locking component (17-10) has a first operating state and a second operating state. When the locking component (17-10) is in the first operating state, the locking component (17-10) and the transmission component (17-8) are coupled to lock the transmission component (17-8). When the locking component (17-10) is in the second operating state, the locking component (17-10) and the transmission component (17-8) are separated. Being coupled can be understood as the locking component (17-10) and the transmission component (17-8) maintaining a relatively static state through a rigid connection, frictional contact, or the like, and the locking component preventing the transmission component (17-8) from changing its moving state. Decoupled may be understood as the locking component (17-10) and the transmission component (17-8) are not connected, and the locking component (17-10) does not affect the movement of the transmission component (17-8).

[0014] In a possible implementation, the transmission component (17-8) includes a ball screw (17-11) and a lead nut (17-12). The ball screw (17-11) passes through the first sealing component (17-4), the lead nut (17-12) and the ball screw (17-11) are matched within the hydraulic cylinder body (17-1), and the lead nut (17-12) is fixed to the push block (17-9). The ball screw (17-11) and the lead nut (17-12) are assembled together, and the rotational motion acting on the ball screw (17-11) can be converted into the linear motion of the lead nut (17-12). The beneficial effects of the ball screw (17-11) are as follows: The rotational motion acting on the ball screw (17-11) is converted into the linear motion of the screw nut (17-12) to drive the piston to move in the axial direction of the hydraulic cylinder body, and when the ball screw (17-11) and the screw nut (17-12) are used as transmission components, high reliability and high transmission efficiency can be ensured.

[0015] In a possible implementation, the transmission component (17-8) is a ball screw, the push block (17-9) is a screw nut (17-12), the ball screw (17-11) passes through the first sealing component (17-4), and the screw nut (17-12) and the ball screw (17-11) are matched within the hydraulic cylinder body (17-1).

[0016] In a possible implementation, the hydraulic device further includes a planetary reducer (17-13), which is located outside the hydraulic cylinder body (17-1) and is connected to the ball screw (17-11).

[0017] In one possible implementation, the planetary reducer (17-13) includes a sun gear (17-13a), planet gears (17-13b), a ring gear (17-13c), and a planet carrier (17-13d). The planet carrier (17-13d) is fixed relative to the ball screw. The planetary reducer (17-13) can reduce the rotational speed and amplify the torque output by the drive mechanism (17-15).

[0018] In a possible implementation, when the locking component (17-10) is in a first operating state, the locking component (17-10) and the planetary carrier (17-13d) are coupled, and the locking component (17-10) is configured to lock the ball screw (17-11) by locking the planetary carrier (17-13d), and when the locking component (17-10) is in a second operating state, the locking component (17-10) and the planetary carrier (17-13d) are separated.

[0019] In a possible implementation, the locking component (17-10) is fixed to the outer wall of the hydraulic cylinder body (17-1).

[0020] In a possible implementation, the hydraulic device further includes a support arm (17-14a), and the support arm (17-14a) and the hydraulic cylinder body (17-1) are integrated together. Optionally, the support arm (17-14a) and the hydraulic cylinder body may be machined together using a casting method, or the support arm (17-14a) and the hydraulic cylinder body may be welded together using a welding method, or the support arm (17-14a) may be fixed to the hydraulic cylinder body using a separate connecting part. The specific integration method is not limited. In a specific implementation, the support arm (17-14a) is one of the components of the caliper (17-14) of the brake actuator. The overall occupied space can be further reduced by integrating the support arm (17-14a) with the cylinder body in the structure.

[0021] According to a second aspect, an embodiment of the present application provides another hydraulic device. The hydraulic device includes a hydraulic cylinder body (17-1), a piston (17-2), and a push block (17-9), wherein the hydraulic cylinder body (17-1) has a hollow cylindrical shape and is provided with a first opening and a second opening at two ends, respectively; the piston (17-2) is disposed within the hydraulic cylinder body (17-1) and is located at the first opening; the push block (17-9) is disposed within the hydraulic cylinder body (17-1) and is located at the second opening; the push block (17-9) is provided with a liquid flow opening (17-6); the hydraulic cylinder body (17-1), the piston (17-2), and the push block (17-9) are configured to form a hydraulic chamber (17-5), and the piston (17-2) is configured to be driven by the push block (17-9) to be allowed to move within the hydraulic cylinder body (17-1).

[0022] In a possible implementation, a groove is provided on the end surface of the push block (17-9) facing the piston (17-2), the groove communicates with the hydraulic chamber, and when the gap between the piston (17-2) and the push block (17-9) is small, the groove facilitates oil to quickly enter the hydraulic chamber when the piston (17-2) is pushed through hydraulic pressure to provide braking force.

[0023] In a possible implementation, the piston (17-2) is configured to be driven by a push assembly (17-3) and enabled to move in a direction away from the liquid flow opening (17-6).

[0024] In a possible implementation, the hydraulic device further includes a first sealing component (17-4), which is disposed between the hydraulic cylinder body (17-1) and the push block (17-9).

[0025] In a possible implementation, the hydraulic device further includes a second sealing component (17-7), which is disposed between the hydraulic cylinder body (17-1) and the piston (17-2).

[0026] In a possible implementation, the hydraulic device further includes a transmission component (17-8), which is located outside the hydraulic cylinder body (17-1) and is connected to the push block (17-9).

[0027] In a possible implementation, the hydraulic device further includes a locking component (17-10). The locking component (17-10) is located outside the hydraulic cylinder body (17-1), and the locking component (17-10) has a first operating state and a second operating state, and when the locking component (17-10) is in the first operating state, the locking component (17-10) and the transmission component (17-8) are coupled to lock the transmission component (17-8), and when the locking component (17-10) is in the second operating state, the locking component (17-10) and the transmission component (17-8) are separated.

[0028] In a possible implementation, the transmission component (17-8) includes a ball screw (17-11) and a screw nut (17-12), the screw nut (17-12) being fixed relative to the push block (17-9).

[0029] In a possible implementation, the transmission component (17-8) is a ball screw, the push block (17-9) is a screw nut (17-12), and the screw nut (17-12) and the ball screw (17-11) are matched.

[0030] In a possible implementation, the hydraulic device further includes a planetary reducer (17-13), which is connected to the ball screw (17-11).

[0031] In a possible implementation, the planetary reducer (17-13) includes a sun gear (17-13a), a planet gear (17-13b), a ring gear (17-13c), and a planet carrier (17-13d). The planet carrier (17-13d) is connected to the ball screw (17- 11 The planetary reducer (17-13) is capable of reducing the rotational speed output by the drive mechanism (17-15) and amplifying the torque output.

[0032] In a possible implementation, when the locking component (17-10) is in a first operating state, the locking component (17-10) and the planetary carrier (17-13d) are coupled, and the locking component (17-10) is configured to lock the ball screw (17-11) by locking the planetary carrier (17-13d), and when the locking component (17-10) is in a second operating state, the locking component (17-10) and the planetary carrier (17-13d) are separated.

[0033] In a possible implementation, the locking component (17-10) is fixed to the outer wall of the hydraulic cylinder body (17-1).

[0034] In a possible implementation, the hydraulic device further includes a support arm (17-14a), which is integrated into the outer wall of the hydraulic cylinder body (17-1).

[0035] According to a third aspect, an embodiment of the present application provides a brake device, the brake device including a drive mechanism (17-15), a wheel cylinder, and a brake actuator mechanism. The wheel cylinder includes a hydraulic cylinder body (17-1), a piston (17-2), a push block (17-9), a transmission component (17-8), a first sealing component (17-4), and a second sealing component (17-7), wherein the hydraulic cylinder body (17-1) has a hollow cylindrical shape and is provided with a first opening and a second opening at two ends, respectively; the piston (17-2) is disposed within the hydraulic cylinder body (17-1) and is located at the first opening; the first sealing component (17-4) covers the second opening; the second sealing component (17-7) is disposed between the hydraulic cylinder body (17-1) and the piston (17-2); and a liquid flow opening (17-6) is provided in the hydraulic cylinder body (17-1). The liquid flow opening (17-6) is located between the first sealing component (17-4) and the piston (17-2), the push block (17-9) is disposed in the hydraulic cylinder body (17-1), the liquid flow opening (17-6) and the push block (17-9) are located on the same side of the piston (17-2), the transmission component (17-8) is connected to the push block (17-9) and passes through the first sealing component (17-4), and the hydraulic cylinder body (17-1), the piston (17-2), and the transmission component (17-8), the first sealing component The element (17-4) and the second sealing component (17-7) are configured to form a hydraulic chamber (17-5), the drive mechanism (17-15) includes an output shaft (17-15a), the output shaft (17-15a) of the drive mechanism (17-15) is connected to the transmission component (17-8), and the piston (17-2) is configured to be driven by the push block (17-9) to move in a direction away from the liquid flow opening (17-6) and act on the brake actuator mechanism to enable braking.

[0036] In a possible implementation, the transmission component (17-8) includes a ball screw (17-11) and a screw nut (17-12), the ball screw (17-11) passes through the first sealing component (17-4), the screw nut (17-12) and the ball screw (17-11) are matched within the hydraulic cylinder body (17-1), and the screw nut (17-12) is fixed relative to the push block (17-9).

[0037] In a possible implementation, the transmission component (17-8) is a ball screw, the push block (17-9) is a screw nut (17-12), the ball screw (17-11) passes through the first sealing component (17-4), and the screw nut (17-12) and the ball screw (17-11) are matched within the hydraulic cylinder body (17-1).

[0038] In a possible implementation, the brake device further includes a planetary reducer (17-13), and the output shaft (17-15a) of the drive mechanism (17-15) is connected to the ball screw (17-11) through the planetary reducer (17-13).

[0039] In one possible implementation, the planetary reducer (17-13) includes a sun gear (17-13a), planet gears (17-13b), a ring gear (17-13c), and a planet carrier (17-13d). The output shaft (17-15a) is fixed relative to the sun gear (17-13a), and the planet carrier (17-13d) is fixed relative to the ball screw. The planetary reducer (17-13) can reduce the rotational speed output by the drive mechanism (17-15) and amplify the torque output.

[0040] In a possible implementation, the brake device further includes a locking component (17-10). The locking component (17-10) has a first operating state and a second operating state, and when the locking component (17-10) is in the first operating state, the locking component (17-10) and the planetary carrier (17-13d) are coupled together, and the locking component (17-10) is configured to lock the ball screw (17-11) by locking the planetary carrier (17-13d), and when the locking component (17-10) is in the second operating state, the locking component (17-10) and the planetary carrier (17-13d) are separated from each other.

[0041] In a possible implementation, the brake actuator is a disc brake, the disc brake including a caliper (17-14), the caliper (17-14) being integrated into the wheel cylinder.

[0042] According to a fourth aspect, an embodiment of the present application provides another brake device, the brake device including a drive mechanism (17-15), a wheel cylinder, a brake actuator mechanism, and a transmission component (17-8). The wheel cylinder includes a hydraulic cylinder body (17-1), a piston (17-2), a push block (17-9), a first sealing component (17-4), and a second sealing component (17-7), wherein the hydraulic cylinder body (17-1) has a hollow cylindrical shape and is provided with a first opening and a second opening at two ends, respectively; the piston (17-2) is disposed within the hydraulic cylinder body (17-1) and is located at the first opening; the second sealing component (17-7) is disposed between the hydraulic cylinder body (17-1) and the piston (17-2); the push block (17-9) is disposed within the hydraulic cylinder body (17-1) and is located at the second opening; the push block (17-9) is provided with a liquid flow opening (17-6); and the first sealing component (17-4) is disposed between the hydraulic cylinder body (17-1) and the piston (17-2). The hydraulic cylinder body (17-1), the piston (17-2), the push block (17-9), the first sealing component (17-4), and the second sealing component (17-7) are configured to form a hydraulic chamber (17-5), the transmission component (17-8) is connected to the push block (17-9), the drive mechanism (17-15) includes an output shaft (17-15a) connected to the transmission component (17-8), and the piston (17-2) is configured to be driven by the push block (17-9) to move in a direction away from the liquid flow opening (17-6) and act on the brake actuator mechanism to perform braking.

[0043] In a possible implementation, the groove is provided in the end face of the push block (17-9), the end face facing the piston (17-2).

[0044] In a possible implementation, the transmission component (17-8) includes a ball screw (17-11) and a screw nut (17-12), the screw nut (17-12) being fixed relative to the push block (17-9).

[0045] In a possible implementation, the transmission component (17-8) is a ball screw, the push block (17-9) is a screw nut (17-12), and the screw nut (17-12) and the ball screw (17-11) are matched.

[0046] In a possible implementation, the brake device further includes a planetary reducer (17-13), and the output shaft (17-15a) of the drive mechanism (17-15) is connected to the ball screw (17-11) through the planetary reducer (17-13). The planetary reducer (17-13) can reduce the rotational speed output by the drive mechanism (17-15) and amplify the torque output.

[0047] In a possible implementation, the planetary reducer (17-13) includes a sun gear (17-13a), a planet gear (17-13b), a ring gear (17-13c), and a planet carrier (17-13d), and the output shaft (17-15a) of the drive mechanism (17-15) is fixed relative to the sun gear (17-13a), and the planet carrier (17-13d) is fixed relative to the ball screw.

[0048] In a possible implementation, the brake device further includes a locking component (17-10). The locking component (17-10) has a first operating state and a second operating state, and when the locking component (17-10) is in the first operating state, the locking component (17-10) and the planetary carrier (17-13d) are coupled together, and the locking component (17-10) is configured to lock the ball screw (17-11) by locking the planetary carrier (17-13d), and when the locking component (17-10) is in the second operating state, the locking component (17-10) and the planetary carrier (17-13d) are separated from each other.

[0049] In a possible implementation, the brake actuator is a disc brake, the disc brake including a caliper (17-14), the caliper (17-14) being integrated into the wheel cylinder.

[0050] According to a fifth aspect, an embodiment of the present application provides a brake system including a brake boost assembly, a first oil line, and a brake device as described in the third aspect or any one of the possible implementations of the third aspect, or a brake device as described in the fourth aspect or any one of the possible implementations of the fourth aspect. The brake boost assembly includes a main boost cylinder, the main boost cylinder including a first cylinder body and a first piston, the first piston being disposed within the first cylinder body, the first piston and the first cylinder body forming a first hydraulic chamber, a first liquid flow opening being provided in the main boost cylinder, the first liquid flow opening being in communication with the first hydraulic chamber, the first hydraulic chamber being connected to a hydraulic chamber (17-5) of a wheel cylinder through a first oil line, one end of the first oil line being connected to a liquid flow opening (17-6) of the wheel cylinder, and the other end of the first oil line being connected to the first liquid flow opening.

[0051] According to a sixth aspect, an embodiment of the present application provides a brake control method. The brake control method may be applied to the brake system described in the fifth aspect. Specifically, the brake system to which the brake control method is applied includes a brake boost assembly, a first oil line, and the brake device described in the third aspect or the brake device described in the fourth aspect. The brake boost assembly includes a main boost cylinder, a boost motor, and a pressure control unit (6), the main boost cylinder includes a first cylinder body and a first piston, the first piston is disposed within the first cylinder body, the first piston and the first cylinder body form a first hydraulic chamber, the first piston is driven by the boost motor to move within the main boost cylinder and change the volume of the first hydraulic chamber, the main boost cylinder is provided with a first liquid flow opening, the first liquid flow opening communicates with the first hydraulic chamber, the first hydraulic chamber is connected to the hydraulic chamber of the wheel cylinder through a first oil line, one end of the first oil line is connected to the liquid flow opening of the wheel cylinder, and the other end of the first oil line is connected to the first liquid flow opening.The brake control method includes the steps of calculating a target braking force required for the target brake and sending a first command to a boost control unit (6), the first command instructing the boost control unit (6) to control a boost motor to drive a first piston and reduce the volume of a first hydraulic chamber, so that the brake fluid in the first hydraulic chamber flows into a hydraulic chamber (17-5) through a first oil line, passes through a first fluid flow opening, and then drives and moves a piston (17-2), thereby reducing the brake pressure. and sending a second command to the drive mechanism (17-15), the second command instructing the drive mechanism (17-15) to drive and move the piston (17-2) by using the output shaft (17-15a), the transmission component (17-8), and the push block (17-9) to provide a second brake force to the brake actuator mechanism, and the first brake force and the second brake force are combined to meet the target brake force.

[0052] In a possible implementation, after the target brake force required for the target brake is calculated, the brake control method further includes a step of determining, based on the target brake force, that the hydraulic brake and the mechanical brake need to be combined to meet the target brake force, where the hydraulic brake corresponds to a first brake force and the mechanical brake corresponds to a second brake force.

[0053] In a possible implementation, the brake device further includes a locking component (17-10). The locking component (17-10) is located outside the hydraulic cylinder body (17-1), and the locking component (17-10) has a first operating state and a second operating state, and when the locking component (17-10) is in the first operating state, the locking component (17-10) and the transmission component (17-8) are coupled to lock the transmission component (17-8), and when the locking component (17-10) is in the second operating state, the locking component (17-10) and the transmission component (17-8) are separated. The brake control method further includes the steps of detecting a parking brake requirement, sending a third command to the drive mechanism (17-15), the third command instructing the drive mechanism (17-15) to drive and move the piston (17-2) by using the output shaft (17-15a), the transmission component (17-8) (if present), and the push block (17-9) to provide a third brake force that satisfies the parking brake requirement by acting on the brake actuator mechanism, and sending a fourth command to the lock component (17-10), the fourth command instructing the lock component (17-10) to switch from the second operating state to the first operating state.

[0054] According to a seventh aspect, an embodiment of the present application provides a brake control unit, the control unit including programmable instructions, which, when invoked, can perform the method described in the sixth aspect or any one of the possible implementations of the sixth aspect.

[0055] According to an eighth aspect, an embodiment of the present application provides a storage medium, the storage medium including a program, which, when executed, can perform the method described in the sixth aspect or any one of the possible implementations of the sixth aspect.

[0056] According to a ninth aspect, an embodiment of the present application provides a brake device installed on a wheel, the brake device including a brake actuator and a hydraulic device as described in the first aspect or any one of the possible implementations of the first aspect, or a hydraulic device as described in the second aspect or any one of the possible implementations of the second aspect.

[0057] According to a tenth aspect, an embodiment of the present application provides a vehicle, the vehicle including the hydraulic device described in the first aspect or any one of the possible implementations of the first aspect, the hydraulic device described in the second aspect or any one of the possible implementations of the second aspect, the braking device described in the third aspect or any one of the possible implementations of the third aspect, the braking device described in the fourth aspect or any one of the possible implementations of the fourth aspect, the braking system described in the fifth aspect or any one of the possible implementations of the fifth aspect, or the braking device described in the ninth aspect.

[0058] According to the hydraulic device, brake device, and brake system provided in the embodiments of the present application, a component that can be driven by an external motor to push and move a piston within the hydraulic cylinder is disposed within the hydraulic cylinder to implement combined hydraulic braking and brake-by-wire. In other words, a system redundancy function can be provided, and the hydraulic device can also be miniaturized. Furthermore, the hydraulic device can be integrated into the locking component (17-10) to implement the parking brake function, eliminating the need for a separate parking brake system, thereby reducing the complexity of the entire brake system. The hydraulic device provided in the embodiments of the present application can replace conventional wheel cylinders and be applied to vehicle brake systems. The hydraulic device can provide combined hydraulic and mechanical brakes without adding separate hydraulic brakes, separate mechanical brakes, or multiple structures, thereby implementing functions including general braking, emergency braking, anti-lock braking, parking braking, etc., making full use of the space at the wheels and optimizing the braking effect. [Brief explanation of the drawings]

[0059] [Figure 1] 1 is a schematic diagram of a functional framework of a vehicle (100) according to an embodiment of the present application. [Figure 2] 1 is a schematic diagram of an installation position of a braking device according to an embodiment of the present application; [Figure 3] 1 is a principle diagram of a brake system according to an embodiment of the present application; [Figure 4(a)] 1 is a principle diagram of a brake device according to an embodiment of the present application; [Figure 4(b)] FIG. 2 is a principle diagram of another brake device according to an embodiment of the present application; [Figure 4(c)] FIG. 10 is a principle diagram of yet another brake device according to an embodiment of the present application. [Figure 4(d)] FIG. 10 is a principle diagram of yet another brake device according to an embodiment of the present application. [Figure 4(e)]FIG. 10 is a principle diagram of yet another brake device according to an embodiment of the present application. [Figure 5(a)] 1 is a principle diagram of a hydraulic device according to an embodiment of the present application; [Figure 5(b)] FIG. 2 is a principle diagram of another hydraulic device according to an embodiment of the present application. [Figure 5(c)] FIG. 10 is a principle diagram of yet another hydraulic device according to an embodiment of the present application. [Figure 5(d)] FIG. 10 is a principle diagram of yet another hydraulic device according to an embodiment of the present application. [Figure 5(e)] FIG. 10 is a principle diagram of yet another hydraulic device according to an embodiment of the present application. [Figure 6(a)] 1 is a principle diagram of a hydraulic device according to an embodiment of the present application; [Figure 6(b)] FIG. 2 is a principle diagram of another hydraulic device according to an embodiment of the present application. [Figure 6(c)] FIG. 10 is a principle diagram of yet another hydraulic device according to an embodiment of the present application. [Figure 6(d)] FIG. 10 is a principle diagram of yet another hydraulic device according to an embodiment of the present application. [Figure 7] 1 is a principle diagram of an implementation of a locking component according to an embodiment of the present application; [Figure 8] In a typical braking state of a braking system according to an embodiment of the present application [Figure 9] 1 is a schematic diagram of an emergency braking state of a brake system according to an embodiment of the present application; [Figure 10] FIG. 2 is a schematic diagram of a redundant braking operation state of a braking system according to an embodiment of the present application. [Figure 11] FIG. 2 is a schematic diagram of a parking brake actuation state of a brake system according to an embodiment of the present application; [Figure 12] 1 is a schematic flow chart of a service brake control method for a brake system according to one embodiment of the present application. [Figure 13] 1 is a schematic flow chart of a parking brake control method for a brake system according to an embodiment of the present application. DETAILED DESCRIPTION OF THE INVENTION

[0060] The following describes embodiments 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 of the present application. Those skilled in the art can learn that with technological development and the emergence of new scenarios, the technical solutions provided in the embodiments of the present application can also be applied to similar technical problems.

[0061] In this specification, claims, and accompanying drawings of this application, terms such as “first,” “second,” etc. are intended to distinguish between similar entities, but do not necessarily indicate a particular order or sequence. Data referred to in this manner are interchangeable under appropriate circumstances, and as a result, it should be understood that the embodiments described herein can be implemented in sequences other than those illustrated or described herein. Furthermore, the terms “comprise,” “contain,” and any other variants are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or device that includes a list of steps or modules is not necessarily limited to those steps or modules and may include other steps or modules not explicitly listed or inherent in such process, method, system, product, or device. The names or numbers of steps in this application do not imply that the steps in a method procedure must occur in the temporal / logical sequence indicated by the names or numbers. The execution sequence of steps in a named or numbered procedure can be changed based on the technical objective to be achieved, so long as the same or similar technical effect can be achieved. The division into modules in this application is a logical division. In actual applications, there may be other division methods. For example, multiple modules may be combined or integrated into another system, or some features may be ignored or not implemented. Also, the mutual couplings or direct couplings or communication connections shown or discussed may be through some ports, and the indirect couplings or communication connections between modules may be in electrical form or another similar form. This is not limited in this application. Also, modules or sub-modules described as separate components may or may not be physically separated, may or may not be physical modules, or may be distributed across multiple circuit modules.Some or all of the modules may be selected based on the actual requirements to achieve the objectives of the solution of the present application.

[0062] In this application, unless otherwise specified or limited, terms such as "mount," "couple," "connect," "fix," and "dispose" should be broadly understood. For example, the term "connect" may refer to a fixed connection, a detachable connection, or an integral connection, a mechanical connection, an electrical connection, a direct connection, an indirect connection achieved by using an intermediate medium, or an internal communication or an interactive relationship between two elements. Those skilled in the art can interpret the specific meaning of the above terms in this application based on specific cases.

[0063] Automobiles are driven by trends of electrification, connectivity, intelligence, and sharing.

[0064] 1 is a schematic functional block diagram of a vehicle 100 according to one embodiment of the present application. The vehicle 100 may be configured to be fully or partially autonomous. For example, the vehicle 100 may acquire information about the vehicle's surrounding environment by using a sensing system 120, and based on an analysis of the information about the surrounding environment, may acquire an automated driving policy to perform fully automated driving, or may present the analysis results to a user to perform partially automated driving.

[0065] The vehicle 100 may include various subsystems, such as an information entertainment 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. Additionally, the subsystems and components of the vehicle 100 may be connected to each other via wires or wirelessly.

[0066] The steering system 133 may operate to adjust the direction of travel of the vehicle 100. For example, in one embodiment, the steering system 133 may be a steering wheel system.

[0067] The throttle (134) is used to control the operation of the engine (141) in parallel with controlling the speed of the vehicle (100).

[0068] The braking system 135 may be used to control the speed of the vehicle 100. The braking system 135 may use friction to slow the wheels 144. In some embodiments, the braking system 135 may convert the kinetic energy of the wheels 144 into electrical current. The braking system 135 may alternatively employ other forms of slowing the wheels 144 to control the speed of the vehicle 100.

[0069] The drive system (140) may include components that provide power to the vehicle (100). In one embodiment, the drive system (140) may include an engine (141), an energy source (142), a transmission system (143), and wheels (144). The engine (141) may be an internal combustion engine, a motor, an air-compression engine, or a combination of other types of engines, such as a hybrid engine including a gasoline engine and a motor, or a hybrid engine including an internal combustion engine and an air-compression engine. The engine (141) converts the energy source (142) into mechanical energy.

[0070] Examples of the energy source 142 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, or other power sources. The energy source 142 may also provide energy to other systems of the vehicle 100.

[0071] The transmission (143) may transmit mechanical power from the engine (141) to the wheels (144). The transmission (143) may include a gearbox, a differential, and a drive shaft. In one embodiment, the transmission (143) may further include other components, such as a clutch. The drive shaft may include one or more shafts that may be coupled to one or more wheels (144).

[0072] Some or all of the functions of the vehicle (100) are controlled by a computing platform (150). The computing platform (150) may include at least one processor (151), which may execute instructions (153) stored in a non-transitory computer-readable medium, such as a memory (152). In some embodiments, the computing platform (150) may be multiple computing devices that control individual components or subsystems of the vehicle (100) in a distributed manner.

[0073] The processor 151 may be any conventional processor, such as a central processing unit (CPU). Alternatively, the processor 151 may be, for example, a graphic processing unit (GPU), a field-programmable gate array (FPGA), a system on a chip (SOC), an application-specific integrated circuit (ACI), or the like. circuit(application-specific integrated circuit, ASIC), or a combination thereof. While FIG. 1 functionally illustrates the processor, memory, and other elements of computer 110 within the same block, those skilled in the art should understand that the processor, computer, or memory may actually include multiple processors, computers, or memories, which may or may not be stored within the same physical enclosure. For example, memory may be a hard disk drive or another storage medium located in a different enclosure than that of computer 110. As such, reference to a processor or computer is understood to include reference to a set of processors or 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 the steering assembly and the deceleration assembly, may include respective processors. The processors perform only calculations related to the component's specific function.

[0074] In various aspects described herein, the processor may be located remotely from the vehicle and in wireless communication with the vehicle. In another aspect, some processing described herein is performed on a processor disposed within the vehicle, while other processing, including steps necessary for a single operation, is performed by a remote processor.

[0075] In some embodiments, the memory (152) may include instructions (153), e.g., program logic, that may be executed by the processor (151) to perform various functions of the vehicle (100). The memory (152) may include additional instructions, including instructions for sending data to, receiving data from, interacting with, and / or controlling one or more of the infotainment system (110), the sensing system (120), the decision control system (130), and the drive system (140).

[0076] In addition to instructions (153), memory (152) may further store data such as road maps, route information, and vehicle location, direction, speed, and other such vehicle data, as well as other information. Such information may be used by vehicle (100) and computer system 150 during operation of vehicle (100) in autonomous, semi-autonomous, and / or manual modes.

[0077] The computing platform (150) may control 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)). For example, the computing platform (150) may utilize inputs from the decision control system (130) to control the steering system (133) to avoid obstacles detected by the sensing system (120). In some embodiments, the computer system 150 is operated to provide control over many aspects of the vehicle (100) and its subsystems.

[0078] The vehicle control unit (132) may be configured to regulate and control the vehicle's power battery and engine (141) to improve the power performance of the vehicle (100).

[0079] Optionally, one or more of the aforementioned components may be implemented independently of or associated with the vehicle 100. For example, the memory 152 may exist partially or completely separate from the vehicle 100. The aforementioned components may be communicatively coupled together via wires and / or wirelessly.

[0080] Optionally, the above components are merely examples. During actual application, the components in the above modules may be added or removed based on actual requirements. Figure 1 should not be construed as a limitation on the embodiments of the present application.

[0081] An autonomous vehicle traveling on a road, such as vehicle 100, may identify objects in the autonomous vehicle's surrounding environment and determine to adjust its current speed. The objects may be another vehicle, a traffic control device, or another type of object. In some examples, each identified object may be considered separately and used to determine the speed to be adjusted by the autonomous vehicle based on characteristics of each object, such as the object's current speed, the object's acceleration, and the distance between the object and the vehicle.

[0082] Optionally, the vehicle 100 or a sensing and computing device associated with the vehicle 100 (e.g., the computing system 131, the computing platform 150) may predict the behavior of the recognized object based on the recognized object's characteristics and the state of the surrounding environment (e.g., traffic, rain, ice on the road, etc.). Optionally, all identified objects depend on each other's behavior, and therefore, all identified objects are considered together to predict the behavior of a single identified object. The vehicle 100 may adjust its speed based on the predicted behavior of the identified objects. In other words, the autonomous vehicle may determine a state (e.g., acceleration, deceleration, or stopping) that requires the vehicle to be adjusted based on the predicted behavior of the objects. In this process, other factors may be considered to determine the speed of the vehicle 100, such as the horizontal location of the vehicle 100 on the road on which the vehicle is traveling, the curvature of the road, and the proximity between static and dynamic objects.

[0083] In addition to providing instructions to adjust the speed of the autonomous vehicle, the computing device provides instructions to modify the steering angle of the vehicle (100) so that the autonomous vehicle can follow a given trajectory and / or maintain a safe horizontal distance and a safe vertical distance from objects near the autonomous vehicle (e.g., cars on the adjacent lane of the road).

[0084] In some embodiments, the vehicle may exchange data with the cloud to perform various functions or application services of the vehicle or to upgrade the vehicle. The data exchange may be based on existing communication standards, such as C-V2X or LTE-V2X.

[0085] In some embodiments, the vehicle obtains high-resolution map services based on data provided by the cloud. For large cities or regions, an entire set of high-resolution maps would have a large amount of data and would not be suitable or completely stored on the vehicle. Therefore, during driving, the vehicle obtains high-resolution maps of small regions at its current location in real time, and map data is loaded in real time as needed. If a high-resolution map of a particular region is not needed, the high-resolution map of that region is emitted from the vehicle.

[0086] In some embodiments, vehicles can improve safety in driving processes by using technologies such as cloud interaction and vehicle-to-vehicle (V2V) communication. Vehicles can use onboard sensors to collect road surface information and surrounding vehicle information, and share the information with surrounding vehicles using the cloud or V2V to help the vehicle's advanced driver assistance system (ADAS) obtain appropriate information and avoid collisions. In severe weather conditions, vehicles can obtain weather reports and road traffic accident details from the cloud, helping the vehicle's ADAS system plan and reduce accident risks. For example, during a rainstorm, a vehicle can obtain information about road sections with significant flooding in real time through the cloud, so that the road sections with significant flooding can be avoided in navigation planning.

[0087] In some embodiments, a vehicle can reduce its energy consumption and carbon emissions by interacting with the cloud. For example, the cloud can send real-time traffic light information to the vehicle, and the vehicle's ADAS system can receive the traffic light change interval at the intersection ahead in advance, calculate the time used by the vehicle to pass based on the current vehicle speed, determine an appropriate and safe passing time, and plan the vehicle's driving speed. In this way, not only can the vehicle's energy consumption be reduced, but driving safety can also be improved.

[0088] In some embodiments, a vehicle may obtain / update algorithms of the vehicle's ADAS system, such as neural network-based image processing algorithms used by the ADAS system's perception module, and, for example, convolutional neural network (CNN)-based image processing algorithms, through the cloud. Training of the image processing algorithms may be completed on the cloud and updated as training data is updated. Correspondingly, the vehicle may periodically obtain updated image processing algorithms from the cloud, or in some embodiments, the vehicle periodically obtains updated image processing algorithm parameters from the cloud. In this manner, the vehicle's image processing algorithms can be periodically updated, thereby periodically improving the vehicle's functionality. The above-described processing may also be applicable to other algorithms (e.g., voice processing algorithms). The vehicle may also upload data obtained by the vehicle to the cloud to provide training data for algorithms on the cloud, etc.

[0089] The vehicle 100 may be a car, truck, motorcycle, bus, boat, airplane, helicopter, lawn mower, recreational vehicle, playground vehicle, construction device, trolley, golf cart, train, push cart, etc. This is not a particular limitation of the embodiments of the present application.

[0090] In the case of automobiles, the braking system is one of the most important systems in the automotive field, which is directly related to the overall performance of the vehicle and the safety of passenger life and property. Vehicle braking systems have undergone several changes and improvements, from leather friction brakes to drum brakes and disc brakes, then mechanical anti-lock braking systems, and then analog electronic anti-lock braking systems that emerged with the development of electronics technology. When a new energy vehicle slows down or brakes, part of the vehicle's mechanical energy can be converted into electrical energy by using the motor, which is stored in the battery and part of the braking force is generated to reduce the vehicle's speed or brake. When the vehicle accelerates again, the motor reconverts the energy stored in the battery into kinetic energy for driving the vehicle. Due to a series of limitations, such as single-axis braking and low braking strength against the motor's regenerative braking, not all braking conditions can be met. Therefore, new energy vehicles still require traditional hydraulic braking systems.

[0091] In recent years, in pursuit of integration, high efficiency and reliability, research on brake-by-wire (BBW) systems has gradually emerged. Brake-by-wire systems include electro-hydraulic brake (EHB) systems and electro-mechanical brake (EMB) systems.

[0092] Developed based on traditional hydraulic brakes, EHB performs braking through a hydraulic system driven by a motor. Compared with EMB, EHB retains a hydromechanical brake system as a backup, which can ensure vehicle braking safety in the event of a failure in the electronic control unit. Currently, EHB has become one of the research hotspots in the development of vehicle braking systems.

[0093] Electrohydraulic brake systems are developed based on conventional hydraulic brakes. The control mechanism of an electrohydraulic brake system uses an electronic brake pedal instead of a conventional hydraulic brake pedal, and the hydraulic pressure for braking is established by a hydraulic pump driven by a DC motor, which can achieve linear braking effect. However, the feedback of the electrohydraulic brake pedal under braking energy recovery conditions is significantly different from the feedback of the electrohydraulic brake pedal under non-brake energy recovery conditions, making separate control inconvenient. In addition, because electrohydraulic brakes are not suitable for parking brakes, vehicles equipped with electrohydraulic brake systems usually require additional parking brake equipment, which increases the complexity and cost of the vehicle system.

[0094] In the case of an electromechanical brake system, the brake pedal and the brake system can be effectively separated, but if the power supply to the brake system fails, the electromechanical brake system cannot continue to operate, which may cause driving safety issues.

[0095] To solve the above-mentioned problems, the present application provides a hydraulic device, a brake device, a brake system, and a brake control method, which have good integration and miniaturization effects. According to the solution provided in the present application, the integration of electromechanical brake function and electrohydraulic brake function can be realized. The following describes in detail the embodiments provided in the present application.

[0096] 2 is a schematic diagram of a location in a vehicle where a brake system according to some embodiments of the present application is installed. The rear shaft brake module (17 / 18) provided in some embodiments of the present application is disposed on the rear wheel. The rear shaft brake module integrates mechanical brake function and hydraulic brake function, which can realize integration of brake function and miniaturization of brake equipment.

[0097] 3 is a schematic principle diagram of a brake system according to some embodiments of the present application. As shown in FIG. 3, the brake system provided in some embodiments of the present application may include a pedal module, a rear shaft brake module, a front shaft hydraulic brake module, a linear pump pressure module, and a main brake control module.

[0098] The rear shaft brake module includes a brake device provided in some embodiments of the present application. The brake device provided in the embodiments of the present application will be described in detail below. Then, with reference to the brake system provided in the embodiments of the present application, the present specification will describe the brake device, brake system, and brake system control method provided in the embodiments of the present application.

[0099] Embodiments 1 to 4 of the present application provide four possible implementations of a braking device.Embodiment 5 provides a possible implementation of a braking system.Embodiment 6 provides a braking system control method.Embodiment 7 provides a braking system control method.

[0100] Fig. 4(a) is a schematic diagram of a possible implementation of a brake device according to embodiment 1 of the present application. As shown in Fig. 4(a), the brake device includes a drive mechanism, a wheel cylinder, and a brake actuator mechanism.

[0101] In embodiment 1, the wheel cylinder includes a hydraulic cylinder body (17-1), a piston (17-2), a first sealing element (17-4), a second sealing element (17-7), a ball screw (17-11), and a screw nut (17-12). The hydraulic cylinder body (17-1) has a hollow cylindrical shape and is provided with a first opening and a second opening at two ends, respectively. The piston (17-2) is disposed within the hydraulic cylinder body (17-1) and is located in the first opening. The first sealing element (17-4) covers the second opening. The second sealing element (17-7) is disposed between the hydraulic cylinder body (17-1) and the piston (17-2). The hydraulic cylinder body (17-1) is provided with a liquid flow opening (17-6), which is located between the first sealing element (17-4) and the piston (17-2). A lead nut (17-12) is disposed within the hydraulic cylinder body (17-1). A ball screw (17-11) is connected to the lead nut (17-12) and passes through the first sealing element (17-4). The lead nut (17-12) and the ball screw (17-11) are aligned within the hydraulic cylinder body (17-1). The liquid flow opening (17-6) and the lead nut (17-12) are on the same side of the piston (17-2). The hydraulic cylinder body (17-1), the piston (17-2), the ball screw (17-11), the first sealing component (17-4) and the second sealing component (17-7) are configured to form a hydraulic chamber (17-5).

[0102] In the first embodiment, the drive mechanism (17-15) is a motor and includes a motor output shaft (17-15a).

[0103] In the first embodiment, the brake actuator mechanism may be a disc brake, and the brake actuator mechanism includes a caliper (17-14) integrated with a wheel cylinder. The caliper (17-14) includes a support arm (17-14a) and a friction plate (17-14b), and other components are not shown.

[0104] It should be noted that in this specification, the brake lining blocks (17-14b) are also referred to as friction plates.

[0105] In the first embodiment, the output shaft (17-15a) of the drive mechanism (17-15) is connected to the ball screw (17-11) of the wheel cylinder. The piston (17-2) of the wheel cylinder is configured to be driven by the lead screw nut (17-12) to move in a direction away from the liquid flow opening (17-6) and act on the brake actuator mechanism to perform braking. The piston (17-2) of the wheel cylinder may also be pushed by hydraulic oil to move in a direction away from the liquid flow opening (17-6) and act on the brake actuator mechanism to perform braking.

[0106] In embodiment 1, the radius of the second opening is set to be equal to the radius of the first opening, but it should be noted that this is not intended to limit the scope of protection of the present application. It should be understood that the second opening may be circular or may have another shape based on a different sealing device or a different transmission device. Furthermore, the radius of the second opening may be smaller than the radius of the hydraulic cylinder body (17-1). Optionally, the radius of the second opening may be equal to the radius of the hydraulic cylinder body (17-1). As shown in FIG. 5(a), when the radius of the second opening is equal to the radius of the hydraulic cylinder body (17-1), machining and assembly can be simplified. As shown in FIG. 5(b), when the radius of the second opening is smaller than the radius of the hydraulic cylinder body (17-1), the structural strength of the hydraulic cylinder body (17-1) can be improved, and the sealing effect can also be improved, so that the hydraulic cylinder can withstand a greater hydraulic pressure within the cylinder. In embodiment 1, the second sealing component (17-7) is disposed between the inner circumferential surface of the hydraulic cylinder body and the outer circumferential surface of the piston for sealing, not only to prevent oil leakage from the hydraulic cylinder, but also to prevent external dust and the like from entering the hydraulic cylinder. Optionally, the first sealing component (17-4) or the second sealing component (17-7) may include multiple sealing rings, which are arranged in parallel on the circumferential surface of the piston to achieve a better sealing effect.

[0107] 4(b) is a schematic diagram of a possible implementation of a brake device according to Embodiment 2 of the present application. As shown in FIG. 4(b), the brake device includes a drive mechanism, a planetary reduction mechanism, a wheel cylinder, and a brake actuator mechanism.

[0108] In the second embodiment, the wheel cylinder includes a hydraulic cylinder body (17-1), a piston (17-2), a first sealing element (17-4), a second sealing element (17-7), a ball screw (17-11), and a screw nut (17-12). The hydraulic cylinder body (17-1) has a hollow cylindrical shape and is provided with a first opening and a second opening at two ends, respectively. The piston (17-2) is disposed within the hydraulic cylinder body (17-1) and is located in the first opening. The first sealing element (17-4) covers the second opening. The second sealing element (17-7) is disposed between the hydraulic cylinder body (17-1) and the piston (17-2). The hydraulic cylinder body (17-1) is provided with a liquid flow opening (17-6), which is located between the first sealing element (17-4) and the piston (17-2). A lead nut (17-12) is disposed within the hydraulic cylinder body (17-1). A ball screw (17-11) is connected to the lead nut (17-12) and passes through the first sealing element (17-4). The lead nut (17-12) and the ball screw (17-11) are aligned within the hydraulic cylinder body (17-1). The liquid flow opening (17-6) and the lead nut (17-12) are on the same side of the piston (17-2). The hydraulic cylinder body (17-1), the piston (17-2), the ball screw (17-11), the first sealing component (17-4) and the second sealing component (17-7) are configured to form a hydraulic chamber (17-5).

[0109] In the second embodiment, the drive mechanism (17-15) is a motor and includes an output shaft (17-15a).

[0110] In the second embodiment, the brake actuator mechanism may be a disc brake, and the brake actuator mechanism includes a caliper (17-14) integrated with a wheel cylinder. The caliper (17-14) includes a support arm (17-14a) and a friction plate (17-14b), and other components are not shown.

[0111] In the second embodiment, the planetary reduction mechanism includes a sun gear (17-13a), a planet gear (17-13b), a ring gear (17-13c), and a planet carrier (17-13d).

[0112] In the second embodiment, the motor output shaft (17-15a) of the drive mechanism is fixed to the sun gear (17-13a), and the planetary carrier (17-13d) is fixed to the ball screw (17-11). The piston (17-2) of the wheel cylinder is configured to be driven by the lead screw nut (17-12) to move in a direction away from the liquid flow opening (17-6) and act on the brake actuator mechanism to perform braking. The piston (17-2) of the wheel cylinder may also be pushed by hydraulic oil to move in a direction away from the liquid flow opening (17-6) and act on the brake actuator mechanism to perform braking.

[0113] Compared with the first embodiment, the second embodiment further includes a speed reducing mechanism, which can amplify the output torque of the driving mechanism. Under the same torque requirement, a driving motor with a smaller output power can be matched.

[0114] 4(c) is a schematic diagram of a possible implementation of a brake device according to Embodiment 3 of the present application. As shown in FIG. 4(c), the brake device includes a drive mechanism, a planetary reduction mechanism, a locking mechanism, a wheel cylinder, and a brake actuator mechanism.

[0115] In embodiment 3, the wheel cylinder includes a hydraulic cylinder body (17-1), a piston (17-2), a first sealing element (17-4), a second sealing element (17-7), a ball screw (17-11), and a screw nut (17-12). The hydraulic cylinder body (17-1) has a hollow cylindrical shape and is provided with a first opening and a second opening at two ends, respectively. The piston (17-2) is disposed within the hydraulic cylinder body (17-1) and is located in the first opening. The first sealing element (17-4) covers the second opening. The second sealing element (17-7) is disposed between the hydraulic cylinder body (17-1) and the piston (17-2). The hydraulic cylinder body (17-1) is provided with a liquid flow opening (17-6), which is located between the first sealing element (17-4) and the piston (17-2). A lead nut (17-12) is disposed within the hydraulic cylinder body (17-1). A ball screw (17-11) is connected to the lead nut (17-12) and passes through the first sealing element (17-4). The lead nut (17-12) and the ball screw (17-11) are aligned within the hydraulic cylinder body (17-1). The liquid flow opening (17-6) and the lead nut (17-12) are on the same side of the piston (17-2). The hydraulic cylinder body (17-1), the piston (17-2), the ball screw (17-11), the first sealing component (17-4) and the second sealing component (17-7) are configured to form a hydraulic chamber (17-5).

[0116] In the third embodiment, the drive mechanism (17-15) is a motor and includes an output shaft (17-15a).

[0117] In the third embodiment, the brake actuator mechanism may be a disc brake, and the brake actuator mechanism includes a caliper (17-14) integrated with a wheel cylinder. The caliper (17-14) includes a support arm (17-14a) and a friction plate (17-14b), and other components are not shown.

[0118] In the third embodiment, the planetary reduction mechanism includes a sun gear (17-13a), a planet gear (17-13b), a ring gear (17-13c), and a planet carrier (17-13d).

[0119] In the third embodiment, the motor output shaft (17-15a) of the drive mechanism is fixed to the sun gear (17-13a), and the planet carrier (17-13d) is fixed to the ball screw (17-11).

[0120] In the third embodiment, the motor output shaft (17-15a) of the drive mechanism is fixed to the sun gear (17-13a), and the planetary carrier (17-13d) is fixed to the ball screw (17-11). The piston (17-2) of the wheel cylinder is configured to be driven by the lead screw nut (17-12) to move in a direction away from the liquid flow opening (17-6) and act on the brake actuator mechanism to perform braking. The piston (17-2) of the wheel cylinder may also be pushed by hydraulic oil to move in a direction away from the liquid flow opening (17-6) and act on the brake actuator mechanism to perform braking.

[0121] Compared with Embodiment 2, Embodiment 3 further includes a locking mechanism (17-10), which is also referred to as the locking component (17-10) in this specification of the present application. The locking component (17-10) includes a first operating state and a second operating state. When the locking component (17-10) is in the first operating state, the locking component (17-10) and the planet carrier (17-13d) are coupled together. In Embodiment 3, the locking component (17-10) is configured to lock the ball screw (17-11) by locking the planet carrier (17-13d). When the locking component (17-10) is in the second operating state, the locking component (17-10) and the planet carrier (17-13d) are separated from each other.

[0122] It should be noted that the locking function of the locking component helps protect the motor of the drive mechanism (17-15) under certain operating conditions. For example, when the vehicle needs to brake for a long time during a long downhill slope, the locking component can be switched to a locked state after the brake disc is clamped. In this case, the force of the piston (17-2) to press the friction plate (17-14b) against the brake disc (17-16) can be maintained, so that the motor can stop operating, avoiding damage caused by the motor's long-term stall during long downhill slope operating conditions and extending the motor's service life. Also, after the vehicle has come to a stable stop and the brake disc is clamped, the locking component can be switched to a locked state, maintaining the braking force and completing the parking brake.

[0123] It should be further noted that when the brake device provided in this embodiment of the present application is in a locked state, the hydraulic circuit continues to further inject hydraulic oil into the hydraulic chamber (17-5) to increase the oil pressure in the hydraulic chamber (17-5), thereby further pushing the piston (17-2) and pressing the friction plate (17-14b) against the brake disc (17-16) to meet the requirement for larger braking force.

[0124] In a possible implementation, as shown in Figure 7, the locking component 17-10 includes a locking disc 17-10a, an electromagnetic coil 17-10b, a groove 17-10c, a sliding sleeve 17-10d, a guide rod 17-10e, a permanent magnet 17-10f, and a reset spring 17-10g. The sliding sleeve 17-10d is connected to the fixed guide rod 17-10e through a spline, and the sliding sleeve 17-10d can slide on the fixed guide rod 17-10e. The permanent magnet 17-10f is fitted on the surface of the sliding sleeve 17-10d, and the reset spring 17-10g is provided. The electromagnetic coil (17-10b) and the groove (17-10c) are disposed on the lock-up plate (17-10a).

[0125] In the third embodiment, the guide rod (17-10e) is fixed to the planetary carrier (17-13d), and the reset spring (17-10g) connects the sliding sleeve (17-10d) to the planetary carrier (17-13d). The lock disc (17-10a) is fixed to the hydraulic cylinder body (17-1).

[0126] When forward current is supplied to the electromagnetic coil (17-10b), the sliding sleeve (17-10d) with a permanent magnet embedded on its surface moves along the guide rod (17-10e) toward the locking disc (17-10a) under the force of the magnetic field of the electromagnetic coil (17-10b) and fits into the groove (17-10c) on the locking disc (17-10a), completing the locking operation. In this state, the locking components correspond to the first operating state. When reverse current is supplied to the electromagnetic coil (17-10b), the sliding sleeve (17-10d) with a permanent magnet embedded on its surface moves along the guide rod (17-10e) away from the locking disc (17-10a) under the force of the magnetic field of the electromagnetic coil (17-10b) and retracts from the groove (17-10c) on the locking disc (17-10a), completing the unlocking operation. In this case, the locking component corresponds to the second operating state. When the vehicle is in the process of a long downhill slope or is parked, the locking component can lock the ball screw (17-11) and the screw nut (17-12) after the brake disc is clamped to maintain the pushing force on the piston (17-2) and the pressing force of the friction plate against the brake disc, in order to prevent overheating caused by prolonged operation or stalling of the motor. In this case, the drive mechanism (17-5) can stop operating.

[0127] Optionally, a second permanent magnet (not shown) may be further disposed in the groove, so that the locking mechanism maintains its locked state after the sliding sleeve (17-10d) fits into the groove (17-10c). Even if the electricity supplied to the electromagnetic coil (17-10b) is disconnected, the locking mechanism can continue to maintain its locked state and can be used for parking braking. When reverse electricity is supplied to the electromagnetic coil (17-10b), the magnetic field of the electromagnetic coil (17-10b) generates a force that allows the sliding sleeve (17-10d) to retract from the groove (17-10c). When the pulling force of the reset spring (17-10g) is greater than the force of the magnetic field of the second permanent magnet that allows the sliding sleeve (17-10d) to remain in the groove (17-10c), the sliding sleeve (17-10d) retracts from the groove (17-10c) and completes the unlocking process.

[0128] The reset spring (17-10g) may restore the sliding sleeve (17-10d) to its initial position and may ensure that the sliding sleeve (17-10d) maintains connection to the mechanism connected to the sliding sleeve (17-10d) to prevent the sliding sleeve (17-10d) from becoming detached from the mechanism connected to the sliding sleeve (17-10d). In the process of unlocking the locking component, the reset spring (17-10g) may further act as a cushion between the sliding sleeve (17-10d) and the mechanism connected to the sliding sleeve (17-10d) to reduce shock and noise.

[0129] It should be noted that the locking mechanism shown in this embodiment of the present application is merely an example and is not intended to limit the scope of protection of the present application. The locking mechanism has multiple implementations, for example, in other possible implementations. The locking mechanism (17-10) is a friction electromagnetic clutch. When the locking component (17-10) is in a first operating state, the friction plate presses and is locked through friction force. When the locking component (17-10) is in a second operating state, the friction plate is detached and unlocked.

[0130] In addition, the locking mechanism 17-10 in this embodiment of the present application may further have other control logic. For example, when electricity is supplied to the electromagnetic coil 17-10b, the locking mechanism 17-10 performs locking, or when the electricity supplied to the electromagnetic coil 17-10b is disconnected, the locking mechanism 17-10 performs unlocking. However, it should be noted that under this control logic, the locking mechanism cannot complete the parking self-locking after the electricity is disconnected.

[0131] It should be noted that the brake device provided in this embodiment of the present application further has multiple other possible implementations. The wheel cylinder in the brake device may be a hydraulic device shown in any one of Figures 5(a) to 5(e) or 6(a) to 6(e), or any other variant that does not need to be obtained through creative efforts. For example, a possible implementation of the brake device provided in one embodiment of the present application is shown in Figure 4(d). In this embodiment, the radius of the first sealing component (17-4) of the brake device is smaller than the radius of the hydraulic cylinder body (17-1).

[0132] As another example, Fig. 4(e) is a possible implementation of a brake device according to embodiment 4 of the present application. In embodiment 4, the brake device includes a drive mechanism, a planetary reduction mechanism, a lock mechanism, a wheel cylinder, and a brake actuator mechanism.

[0133] In embodiment 4, the wheel cylinder of the brake device is shown in FIG. 4(e) and includes a hydraulic cylinder body (17-1), a piston (17-2), a first sealing element (17-4), a second sealing element (17-7), a ball screw (17-11), and a lead nut (17-12). The hydraulic cylinder body (17-1) is hollow cylindrical and has a first opening and a second opening at each end. The piston (17-2) is disposed within the hydraulic cylinder body (17-1) and is located in the first opening. The first sealing element (17-4) is disposed between the hydraulic cylinder body (17-1) and the lead nut (17-12). The second sealing element (17-7) is disposed between the hydraulic cylinder body (17-1) and the piston (17-2). The threaded nut (17-12) is provided with a liquid flow opening (17-6). The hydraulic cylinder body (17-1), the piston (17-2), the threaded nut (17-12), the first sealing component (17-4), and the second sealing component (17-7) are configured to form a hydraulic chamber (17-5). In embodiment 4, a groove is provided on the end surface of the threaded nut (17-12) facing the piston (17-2), and the groove communicates with the hydraulic chamber (17-5). When the gap between the piston (17-2) and the threaded nut (17-12) is small, the provided groove promotes rapid entry of oil into the hydraulic chamber (17-5) when the piston (17-2) is pushed by hydraulic pressure to provide braking force.

[0134] In the fourth embodiment, the drive mechanism (17-15) is a motor and includes an output shaft (17-15a).

[0135] In the fourth embodiment, the brake actuator mechanism may be a disc brake, and the brake actuator mechanism includes a caliper (17-14) integrated with a wheel cylinder. The caliper (17-14) includes a support arm (17-14a) and a friction plate (17-14b), and other components are not shown.

[0136] In the fourth embodiment, the planetary reduction mechanism includes a sun gear (17-13a), a planet gear (17-13b), a ring gear (17-13c), and a planet carrier (17-13d).

[0137] In the fourth embodiment, the locking mechanism (17-10) according to the third embodiment is further included.

[0138] In the fourth embodiment, the motor output shaft (17-15a) of the drive mechanism is fixed to the sun gear (17-13a), and the planetary carrier (17-13d) is fixed to the ball screw (17-11). The piston (17-2) of the wheel cylinder is configured to be driven by the lead screw nut (17-12) to move in a direction away from the liquid flow opening (17-6) and act on the brake actuator mechanism to perform braking. The piston (17-2) of the wheel cylinder may also be pushed by hydraulic oil to move in a direction away from the liquid flow opening (17-6) and act on the brake actuator mechanism to perform braking.

[0139] In addition, the brake device provided in the embodiment of the present application may be any other variation that can be obtained without creative efforts, and the details will not be described in this embodiment of the present application.

[0140] The following uses embodiment 3 as an example. As shown in Fig. 4(c), the operating principle of the brake device provided in this embodiment of the present application is described below. The brake device provided in this embodiment has an electromechanical brake function, an electrohydraulic brake function, and a combined mechanical and hydraulic brake function.

[0141] First, as shown in FIG. 4(c), the brake device provided in this embodiment of the present application includes an electromechanical brake function. The motor of the drive mechanism (17-15) is controlled to drive and rotate the ball screw (17-11), and a speed reducer (17-13) may be further included between the drive mechanism (17-15) and the ball screw (17-11). The rotational motion of the ball screw (17-11) is converted into linear motion through the lead nut (17-12), which moves in the axial direction of the hydraulic cylinder. The lead nut (17-12) can be controlled to move toward or away from the piston (17-2) in the hydraulic cylinder by controlling the forward or reverse rotational motion of the motor of the drive mechanism (17-15). The lead nut (17-12) continuously approaches the piston (17-2) until it touches the piston (17-2), further pushing the piston and forcing the friction plate (17-14b) against the brake disc (17-16) to perform braking.

[0142] Second, the brake device provided in this embodiment of the present application further includes an electro-hydraulic brake function. Under the control of the vehicle hydraulic circuit, hydraulic oil enters the hydraulic chamber (17-5) through the liquid flow opening (17-6). The hydraulic oil in the hydraulic chamber (17-5) can push the piston (17-2) to press the friction plate (17-14b) against the brake disc (17-16) to perform braking.

[0143] Third, the brake device provided in this embodiment of the present application can further implement both electromechanical braking and electrohydraulic braking functions. The motor of the drive mechanism (17-15) is controlled to drive and rotate the ball screw (17-11), which pushes the piston (17-2) through the screw nut (17-12) to press the friction plate (17-14b) against the brake disc (17-16). At the same time, the external hydraulic circuit is controlled to inject hydraulic oil into the hydraulic chamber (17-5), which pushes the piston (17-2) to further press the friction plate (17-14b) against the brake disc (17-16). Therefore, according to the brake device provided in this embodiment of the present application, the electromechanical brake and the electrohydraulic brake can be operated simultaneously to obtain a combined braking force of the electromechanical brake and the electrohydraulic brake, providing a better braking effect for the vehicle, which is very necessary in some operating conditions. For example, in the case of emergency braking, when the braking force generated by using only the electromechanical brake or only the electrohydraulic brake cannot meet the vehicle's requirement for braking force, the brake device provided in this embodiment of the present application can fully utilize the advantages generated when the electromechanical brake and the electrohydraulic brake are operated simultaneously to better meet the vehicle's requirement for larger braking force.

[0144] Those skilled in the art will understand that the brake system may use multiple types of brake actuator mechanisms, including not only disc brakes but also at least drum brakes. In a possible implementation, when the brake actuator mechanism is a drum brake, the brake actuator mechanism may include brake shoes and a brake drum. In this case, the drum brake as the brake actuator mechanism can achieve an electromechanical brake function, an electrohydraulic brake function, and simultaneously operating electromechanical brake and electrohydraulic brake functions. Correspondingly, when a drum brake is used, the piston (17-2) presses the brake shoes in the drum brake, so that the shoes are pressed against the brake drum to generate braking force for deceleration or parking.

[0145] Those skilled in the art can understand that for a drum brake, the possible implementations may be of several different types, such as a leading shoe type and a trailing shoe type. Details will not be described in this embodiment of the present application. The disc brake mechanism or the drum brake mechanism in this embodiment of the present application are only used as examples of the possible implementations, and are not intended to limit the protection scope of the present application.

[0146] The piston (17-2) is disposed within the hydraulic cylinder (17-1) and is located at the opening of the hydraulic cylinder (17-1), but it should be noted that the piston (17-2) can be partially slid out of the hydraulic cylinder (17-1) for driving.

[0147] In this implementation, it should be noted that the end of the screw nut (17-12) on the hydraulic cylinder, which is closer to the piston (17-2), can allow hydraulic oil to contact one side of the piston (17-2), which can be done in at least the following manner.

[0148] For example, in a possible implementation, the threaded nut (17-12) and the inner wall surface of the hydraulic cylinder body are not sealed. For example, the radius of the threaded nut (17-12) is smaller than the inner radius of the hydraulic cylinder body (17-1), so that the hydraulic oil can push the piston (17-2) after passing through the gap between the threaded nut (17-12) and the inner wall surface of the hydraulic cylinder body (17-1), further pushing the piston.

[0149] As another example, in another possible implementation, the threaded nut (17-12) contacts the inner wall surface of the hydraulic cylinder body (17-1), and a through hole exists between the surface of the threaded nut (17-12) that is far from the piston (17-2) and the surface of the threaded nut (17-12) that is close to the piston (17-2), so that hydraulic oil can pass through the through hole, pass through the threaded nut (17-12), and push the piston (17-2) to move in the axial direction of the hydraulic cylinder.

[0150] As described above, the brake device provided in this embodiment of the present application has a high level of integration, and can integrate mechanical brake functions and hydraulic brake functions in a small size, thereby achieving function integration and miniaturization.

[0151] Based on the brake device provided in the embodiments of the present application, Embodiment 5 of the present application provides a brake system.

[0152] 3 is a schematic diagram of a brake system according to embodiment 5 of the present application. As shown in FIG. 3, in embodiment 5, the brake system may be divided into five modules, which are a pedal brake module, a brake boost module, a front shaft brake module, a rear shaft brake module, and a brake control module, respectively.

[0153] In embodiment 5, the pedal brake module may include a brake pedal (1), a fluid storage tank (2), a brake master cylinder (3), an on / off valve (4), and a pedal feedback simulator (5). The brake master cylinder (3) in this embodiment uses a serial dual-chamber main cylinder. The first chamber of the brake master cylinder is connected to the pedal simulator (5) through the on / off valve (4). The pressure of the first chamber of the brake master cylinder (3) is transmitted to the in-wheel brake circuit through the valve (11), and the pressure of the second chamber of the brake master cylinder (3) is transmitted to the in-wheel circuit through the on / off valve (10), thereby implementing dual-circuit backup of the pressure of the brake master cylinder (3).

[0154] In the fifth embodiment, the brake boost module may include a pressure ECU (6), a boost motor (7), and a linear pump (8). The pressure ECU (6) is electrically connected to the boost motor (7) and controls the boost motor (7) to rotate, thereby driving and moving a piston of the linear pump (8) to establish brake pressure. The linear pump pressure module is connected to one end of a boost on / off valve (9), and the other end of the boost on / off valve (9) is connected to the brake hydraulic circuit. The boost on / off valve (9) may transmit the established pressure to the in-wheel brake circuit.

[0155] In embodiment 5, the front shaft brake module mainly includes a pressure valve (12 / 14), a pressure relief valve (13 / 15), and a front shaft brake assembly (19 / 20). In this embodiment, the valve system structures such as the pressure valve (12 / 14) and the pressure relief valve (13 / 15) are mainly used to adjust the pressure of the front shaft wheel cylinder in functions such as anti-lock braking, anti-skid traction, and stability control. In this embodiment, the front shaft brake assembly (19 / 20) uses a disc brake including a wheel cylinder, a brake caliper, and a brake disc.

[0156] In embodiment 5, the brake control module (16) is electrically connected to the pedal brake module, the brake boost module, the front shaft brake module, and the rear shaft brake module, and can perform status monitoring and control of the entire brake system (some monitoring and control relationships are not shown). The brake control module (16) controls one or more of the on / off valves (4 / 9 / 10 / 11), the pressure valves (12 / 14), the pressure relief valves (13 / 15), the pedal brake module, the brake boost module, the front shaft brake module, and the rear shaft brake module to start or stop operation and perform functions such as brake force allocation and anti-lock braking.

[0157] It should be noted that the brake control module (16) may be a dedicated ECU set for the brake system, or may be the computing platform (150) of the vehicle (100), the vehicle control unit (132), etc. This is not limited in the present application. In one embodiment, the brake control module (16) is sometimes referred to as a brake ECU. The on / off valves (4 / 9 / 10 / 11) may be solenoids, and in the embodiment, are sometimes referred to as electromagnetic valves. Unless the difference between the two is emphasized, the corresponding names mentioned above represent the same object in the embodiment, but are not intended to limit the scope of protection of the present application.

[0158] In embodiment 5, the rear shaft brake module mainly includes rear shaft brake assemblies (21 / 22), and each rear shaft brake assembly includes any one of the brake devices (17 / 18) described in embodiments 1 to 4, or any other modifications obtained without creative efforts. In this embodiment, the left rear shaft brake assembly (17) has the same configuration as the right rear shaft brake assembly (18). The liquid flow openings of the brake devices (17 / 18) are connected to the brake circuit.

[0159] It should be noted that the brake system provided in this embodiment of the present application is not intended to limit the scope of protection of the present application, for example, the front wheels of the brake system may use the brake device provided in the embodiment of the present application.

[0160] With reference to a specific scenario, the operating principle of the braking system provided in this embodiment of the present application is explained below.

[0161] The brake system provided in this embodiment of the present application has multiple operating modes, which will be described below in four typical application scenarios: conventional brake-by-wire mode (including energy recovery), emergency brake mode, redundant brake-by-wire mode, and parking brake mode.

[0162] 8 is a schematic diagram of the operating state of the brake system in a conventional brake-by-wire mode according to one embodiment of the present application. As shown in FIG. 8, in the conventional brake-by-wire mode, when the system detects that the brake pedal (1) is displaced (i.e., the driver presses the brake pedal) or the vehicle system is unstable and a stability control requirement is generated, the on / off valve (4) is turned on to allow the pedal feedback simulator (5) to connect to the brake master cylinder (3), and the oil in the brake master cylinder enters the pedal feedback simulator (5) to generate a pedal depression sensation for the driver. The boost on / off valve (9) is turned on, the brake circuit is connected, and the brake ECU (16) controls the boost motor (7) to operate and drives the linear pump (8) to build pressure, so that hydraulic oil enters the front wheel cylinders through the pressure valves (12) and (14) and also enters the rear wheel cylinders through the fluid flow openings of the brake devices (17 / 18).

[0163] FIG. 9 is a schematic diagram of the operating state of the brake system in emergency braking mode according to one embodiment of the present application. As shown in FIG. 9, in emergency braking mode, when the brake ECU (16) detects an emergency anti-lock braking requirement, the on / off valve (4) enables the pedal sense simulator to connect to the brake master cylinder (3), and the oil in the brake master cylinder (3) enters the pedal feedback simulator (5) to generate a pedal feeling for the driver. The boost on / off valve (9) is controlled to be turned on, and the brake circuit is connected. The brake ECU (16) controls the boost motor (7) to operate and drives the linear pump (8) to build up pressure. At the front wheels, pressure enters the wheel cylinders through the solenoid valves (12 / 14). The front wheels perform the anti-lock function by adjusting the pressure valves (12 / 14) and pressure relief valves (13 / 15). The rear wheels perform the anti-lock function by adjusting the in-wheel braking force using the brake devices (17 / 18).

[0164] It should be noted that the pressure ECU (6) for controlling the motor may alternatively be integrated into the brake ECU (16) or may be implemented by a control module.

[0165] FIG. 10 is a schematic diagram of the operating state of the brake system in redundant braking mode according to one embodiment of the present application. As shown in FIG. 10, in redundant braking mode, for example, if the hydraulic booster brake modules (6, 7, 8) fail, the solenoid valve (4) is controlled to be turned on, so that the pedal sense simulator is connected to the brake master cylinder (3), and the oil in the brake master cylinder enters the pedal feedback simulator (5) to generate a pedal feeling for the driver. The linear pump (8) stops operating, and the main cylinder pressure valve (9) is turned off to disconnect the linear pump from the hydraulic circuit. The on / off valves (10 / 11) are turned on to connect the brake circuit. The pressure in the main cylinder enters the wheel cylinders of each wheel through the on / off valves (10 / 11), and the brake devices (17 / 18) are connected to provide additional braking force to the rear wheels.

[0166] 11 is a schematic diagram of the operating state of the brake system in parking brake mode according to one embodiment of the present application. As shown in FIG. 11, in parking brake mode, when the brake control module (16) detects a parking requirement, the drive mechanism of the brake device (17 / 18) drives the piston of the drive mechanism to push the brake actuator mechanism, providing parking brake force to the rear wheels, and maintaining the parking brake force through the lock function. The other solenoid valves are open, and the system does not provide hydraulic brake force.

[0167] Based on the brake system provided in Embodiment 5, Embodiment 6 of the present application provides a brake system control method. Figure 12 is a schematic flowchart of a possible implementation of the method.

[0168] S1: Calculate the target brake pressure.

[0169] The target brake pressure is obtained based on the current vehicle state or the driver's braking intention. 2 is It will be held.

[0170] S 2: Calculate the energy recovery braking force.

[0171] For vehicles equipped with a brake energy recovery function, the brake energy recovery function can provide a certain degree of braking force. After the braking force generated through the brake energy recovery function is obtained, S22 is performed.

[0172] If the vehicle does not have brake energy recovery, S 2 is It should be noted that this may be omitted, ie, the braking force generated through the brake energy recovery function does not need to be calculated and S22 is performed directly.

[0173] S22: Determine whether the front shaft brakes require hydraulic brake force participation.

[0174] After the braking force is obtained from the brake energy recovery section, it is determined whether the front shaft section requires hydraulic braking force.

[0175] If the braking force generated through the brake energy recovery function is sufficient to meet the target braking force requirement, the brake control module (16) optionally allocates the target mechanical braking force to the rear shaft brake device (17 / 18) to further ensure proper allocation of the vehicle's front shaft braking force and rear shaft braking force, so that the front shaft braking force and rear shaft braking force meet the allocation ratio of the front shaft braking force and rear shaft braking force under the current braking policy. Then, step S3 is performed. The brake device (17 / 18) is controlled to generate brake pressure, and the braking process is completed.

[0176] If the braking force generated through the brake energy recovery function is insufficient to meet the target braking force requirement, S23 is performed.

[0177] S23: Determine whether rear shaft EMB participation is required.

[0178] An energy recovery brake force is obtained. If the energy recovery brake force is not sufficient to meet the target brake force requirement, hydraulic brake force intervention is required. It is determined whether the combined force of the hydraulic brake force and the energy recovery brake force meets the target brake force requirement.

[0179] If the combined force of the hydraulic brake force and the energy recovery brake force can meet the target brake force requirement, the participation of the rear shaft EMB is not required. The brake control module (16) controls the brake boost module to start boosting pressure to provide hydraulic brake force to the front and rear shafts, and S3 is performed. After the target brake pressure is established, the braking process ends.

[0180] If the combined force of the hydraulic brake force and the energy recovery brake force cannot meet the target brake force requirement, then intervention of the rear shaft mechanical brake force is further required. Step S24 is performed.

[0181] S24: Determine whether an operating condition is present that requires extended braking, for example, whether a long downhill run is in progress.

[0182] When the vehicle is not in an operating condition requiring prolonged braking, such as when not maneuvering a long downhill slope, and the combined hydraulic and energy recovery brake forces (in the case of a vehicle equipped with brake energy recovery) cannot meet the target brake force requirements, or when the hydraulic brake force cannot meet the target brake force requirements (in the case of a vehicle without brake energy recovery), the brake control module (16) controls the rear shaft brake device (17 / 18) to generate mechanical brake force. In this way, the combined mechanical brake force, hydraulic and energy recovery brake force (if any) meets the target brake force requirements. At this time, the rear shaft brake device (17 / 18) is in service brake mode. Then, step S3 is performed. After the target brake pressure is established, the brake process ends.

[0183] When the vehicle is in an operating condition requiring prolonged braking, such as a long downhill climb, the brake control module (16) controls the rear shaft brake device (17 / 18) to generate mechanical brake force and controls the brake device to be locked to maintain a constant mechanical brake force to meet the long-term braking requirements and avoid overheating caused by prolonged motor operation or stoppage. S3 is then performed. After the target brake pressure is established, the braking process ends.

[0184] It should be noted that when the brake device 17 / 18 is in a locked state, the hydraulic braking force generated by the brake device 17 / 18 can still change. Even if the hydraulic braking force generated by the brake device 17 / 18 is zero, the mechanical braking force generated by the brake device can still be maintained. Therefore, in a locked state, the total braking force generated by the brake device 17 / 18 can be changed, i.e., if the mechanical braking force is maintained, the magnitude of the hydraulic braking force can be adjusted to match the change in the target braking force.

[0185] It should be noted that S1 and S2 may be completed by the brake control module 16. The brake control module 16 may be a dedicated ECU provided for the brake system, or may be the computing platform 150 of the vehicle 100, the vehicle control unit 132, etc. This is not a limitation in the present application.

[0186] It should be noted that, optionally, S1 and S2 can be further performed by a cloud server. For example, high-resolution map services and other vehicle or traffic signal information are obtained by using data provided by the cloud, and the cloud server calculates to determine whether a brake action needs to be performed now and the amount of braking force required for braking, and the vehicle executes the calculation result. Alternatively, a braking intent can be generated based on the information provided by the cloud, and a brake action can be further completed. Details will not be described in this application.

[0187] It should also be noted that if the brake device (17 / 18) does not have a locking function, S24 may be omitted. S3 may be performed directly. After the brake pressure that meets the target brake force requirement is established, the brake process ends.

[0188] Based on the brake system provided in Embodiment 5, Embodiment 7 of the present application provides a brake system control method. Figure 13 is a schematic flowchart of a possible implementation of the method.

[0189] S1: Get parking brake command.

[0190] A braking command or parking intention is received. S2 is performed.

[0191] S2: Determine whether the parking brake force meets the requirements.

[0192] If the parking brake force meets the requirements, the brake system (17 / 18) is locked. S3 is performed.

[0193] If the parking brake force does not meet the requirements, S21 is performed.

[0194] S21: The brake device (17 / 18) adjusts the mechanical brake force. S2 is then performed to continue to determine whether the brake force requirements are met.

[0195] S3: Lock the brake system.

[0196] After the brake system is locked, step S4 is performed.

[0197] S4: The drive motor of the brake device is turned off, and parking is completed. The process ends.

[0198] As mentioned above, some braking devices and braking systems provided in the embodiments of the present application have at least the following features and advantages.

[0199] First, the brake device provided in the embodiment of the present application integrates a mechanical brake function and a hydraulic brake function. The brake device can independently provide a mechanical brake force, independently provide a hydraulic brake force, or provide both a mechanical brake force and a hydraulic brake force, thereby realizing a coupling between the hydraulic brake force and the mechanical brake force. In addition, the brake device provided in the embodiment of the present application, which combines the mechanical brake function and the hydraulic brake function, requires only one brake actuator mechanism set to implement mutual backup between the mechanical brake and the hydraulic brake. In addition, the brake device provided in the embodiment of the present application significantly reduces the demand for a boost motor for the electromechanical brake, reduces the number of solenoid valves in the entire brake system, and simplifies the structure.

[0200] Second, the pedal brake function and the hydraulic boost function are separated. The front shaft brake energy recovery function can be fully utilized, providing a more redundant backup. For example, the pedal brake and the hydraulic boost brake are separated, so that if the hydraulic brake fails, the mechanical brake can be used, and if the rear wheel mechanical brake fails, the pedal brake can still be used. A three-way redundant function, i.e., electrohydraulic brake, electromechanical brake, and pedal brake, can be implemented. This also aids in the separated control of the front shaft brake force and the rear shaft brake force in the energy recovery process, providing improved pedal feedback in terms of foot feel.

[0201] Third, some brake devices provided in the embodiments of the present application further have locking components, so that the parking brake can be implemented and the parking brake device is not used, the size of the brake device can be reduced, and the overall vehicle design can be simplified. In addition, the drive mechanism of the brake device can also be effectively protected under long downhill conditions.

[0202] Fourth, the pressure device provides hydraulic braking force to the front and rear wheels. At the front, functions such as anti-lock braking and stability control are implemented by adjusting hydraulic valves. At the rear, functions such as anti-lock braking and stability control are implemented through cooperation between the hydraulic brakes and electromechanical brakes.

[0203] According to the hydraulic device, brake device, and brake system provided in the embodiments of the present application, a component that can be driven by an external motor to push and move a piston within the hydraulic cylinder is arranged in the hydraulic cylinder to implement combined hydraulic braking and brake-by-wire. In other words, a system redundancy function can be provided, and the hydraulic device can also be miniaturized. Furthermore, the hydraulic device can be integrated into the locking component (17-10) to implement the parking brake function, and a separate parking brake system is not required, thereby reducing the complexity of the entire brake system. The hydraulic device provided in the embodiments of the present application can replace conventional wheel cylinders and be applied to vehicle brake systems. The hydraulic device can provide separate hydraulic brakes, separate mechanical brakes, or combined hydraulic and mechanical brakes to implement functions including general braking, emergency braking, anti-lock braking, parking braking, etc., making full use of the space within the wheel, optimizing braking effect, and improving the redundancy backup capability of the brake system.

[0204] The above description is merely a specific implementation of the present invention and is not intended to limit the scope of protection of the present invention. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention shall fall within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A hydraulic device comprising: a hydraulic cylinder body, a piston, a push assembly, a first sealing component, a locking component, and a planetary reducer; The hydraulic cylinder body has a hollow cylindrical shape and is provided with a first opening and a second opening at two ends, respectively; the piston is disposed within the hydraulic cylinder body and is located in the first opening; the first sealing component covers the second opening; the hydraulic cylinder body, the piston, and the first sealing component are configured to form a hydraulic chamber; a liquid flow opening is provided in the hydraulic cylinder body, the liquid flow opening being located between the first sealing component and the piston; the push assembly is disposed within the hydraulic cylinder body, the liquid flow opening and the push assembly being located on the same side of the piston; the piston is configured to be driven by the push assembly to be allowed to move within the hydraulic cylinder body; the push assembly includes a transmission component and a push block; The transmission component includes a ball screw and a threaded nut, the ball screw passes through the first sealing component, the threaded nut and the ball screw are matched in the hydraulic cylinder body, and the threaded nut is fixed to the push block; or the transmission component is a ball screw, the push block is a threaded nut, the ball screw passes through the first sealing component, and the threaded nut and the ball screw are matched within the hydraulic cylinder body; the locking component and the planetary reducer are located external to the hydraulic cylinder body; the planetary reducer includes a sun gear, planet gears, a ring gear, and a planet carrier, the planet carrier is fixed relative to the ball screw, and the planet carrier includes a guide rod disposed opposite the piston and extending along a longitudinal axis of the hydraulic cylinder body; the locking component includes a lock disk fixed to the hydraulic cylinder body, the lock disk including a groove extending along the longitudinal direction of the hydraulic cylinder body; a hydraulic device, wherein when the locking component is in a first operating state, the groove of the locking disc of the locking component and the guide rod of the planet carrier are coupled, and the locking component is configured to lock the ball screw by locking the planet carrier, and when the locking component is in a second operating state, the groove of the locking disc of the locking component and the guide rod of the planet carrier are disengaged.

2. The apparatus of claim 1 , wherein the piston is configured to be driven by the push assembly to be enabled to move in a direction away from the liquid flow opening.

3. The apparatus of claim 1 or 2, further comprising a second sealing component, the second sealing component being disposed between the hydraulic cylinder body and the piston.

4. The apparatus of claim 1 , wherein the push assembly is configured to convert rotational motion of the transfer component into linear motion of the push block.

5. 5. The apparatus of claim 1, wherein the locking component is fixed relative to an outer wall of the hydraulic cylinder body.

6. 6. The apparatus of claim 1, further comprising a support arm, said support arm being integral with said hydraulic cylinder body.

Images