Integrated power brake system for a vehicle and vehicle braking method

Abstract

To provide an integrated power braking system and a corresponding vehicle braking method.SOLUTION: An integrated brake module includes a brake master cylinder and a master cylinder reservoir and provides first and second fluid supply lines connected to first and second pairs of brake wheel cylinders, and a fluid discharge line communicating all two pairs of brake wheel cylinders with a master cylinder reservoir. A redundant brake module includes a remote reservoir and provides first and second main channels communicating an outlet of the brake master cylinder with first and second fluid supply lines, and first and second redundant channels communicating the first and second fluid supply lines with the remote reservoir. A method includes a step of executing a redundant braking mode in which brake fluid from the remote reservoir is pressurized and supplied by the redundant channel to the fluid supply line to each brake wheel cylinder.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] FIELD OF THE INVENTION This application relates to an integrated power braking system for a vehicle, and more particularly to an integrated power braking system having redundant brake modules and a method of vehicle braking performed by using the brake system. [Background technology]

[0002] Currently, one solution for vehicle braking systems for autonomous driving of L3 and higher level vehicles is an integrated power brake system with redundant brake modules. This system includes an integrated brake module (sometimes called an IPB module) and a redundant brake module (sometimes called an RBU module). The integrated brake module includes a master cylinder reservoir, a brake master cylinder for receiving brake fluid from the master cylinder reservoir, a brake pedal feel simulator connected to the cavity of the brake master cylinder, and a plunger-type hydraulic cylinder for generating wheel cylinder brake pressure, and provides a fluid supply line for delivering pressurized brake fluid to the vehicle's brake wheel cylinders. The redundant brake module includes a primary channel and a redundant channel for allowing the outlet of the brake master cylinder to communicate with the fluid supply line.

[0003] In one aspect, in normal braking mode after the vehicle has started, the plunger-type hydraulic cylinder is actuated to deliver pressurized brake fluid to the wheel brake cylinders through the fluid supply line, while brake fluid in the brake master cylinder reaches the brake pedal feel simulator through the main channel described above. The pressure in the brake master cylinder is isolated from the pressure in the wheel brake cylinders. The brake pedal feel simulator operates to provide feedback of brake foot feel to the driver.

[0004] In another aspect, in redundant braking mode, under the suction effect of the pump in the redundant channel, the brake fluid in the brake master cylinder first enters the redundant channel of the redundant brake module, then is pumped back to the fluid supply line of the integrated brake module, and finally is supplied to the brake wheel cylinders. In the above process, the brake pedal feel simulator is not involved in the operation and cannot provide feedback on the brake foot feel to the driver, thereby changing the driver's brake foot feel and affecting driving comfort. Similarly, in the above process, the pump in the redundant channel first draws brake fluid from the brake master cylinder. After the brake fluid in the brake master cylinder is discharged, the pump continues to draw brake fluid in the master cylinder reservoir. Due to the throttling effect of the sealing ring in the brake master cylinder, the efficiency of the pump drawing brake fluid from the master cylinder reservoir is very low, thereby reducing the efficiency of pressure buildup (or pressurization) in the brake wheel cylinders, especially when the vehicle is in a low-temperature environment.

[0005] Additionally, integrated brake modules are typically mounted on the vehicle's firewall, near the vehicle's brake pedal. Space is limited. Therefore, the parameters (e.g., internal volume, external geometric dimensions, etc.) of the master cylinder reservoir of an integrated brake module vary depending on the space limitations, and the master cylinder reservoir must have multiple variations to meet the requirements of different customers and vehicles. First, this increases the design and validation costs of the master cylinder reservoir. Second, master cylinder reservoirs are typically injection molded, and different parameters mean different molds, thereby significantly increasing manufacturing costs. Third, the external geometric dimensions (external volume) of the integrated brake module vary accordingly, adversely affecting the packaging, transportation, and installation of the system. Summary of the Invention [Problem to be solved by the invention]

[0006] The purpose of the present application is to solve one or more of the above technical problems. [Means for solving the problem]

[0007] To this end, the present application provides a novel integrated power brake system, comprising an integrated brake module associated with a vehicle brake pedal and a vehicle brake wheel cylinder, and a redundant brake module associated with the integrated brake module, The integrated brake module includes a brake master cylinder operated by a brake pedal, and a master cylinder reservoir in fluid communication with the brake master cylinder and having a fixed volume, the integrated brake module providing: first and second liquid supply lines connected to liquid inlet valves of a first pair of brake wheel cylinders and a second pair of brake wheel cylinders of the vehicle, thereby supplying brake fluid to the corresponding pairs of brake wheel cylinders; and a liquid discharge line connecting all liquid outlet valves of the two pairs of brake wheel cylinders to the master cylinder reservoir, thereby discharging brake fluid from each brake wheel cylinder to the master cylinder reservoir. The redundant brake module has a remote reservoir and provides a first main channel and a second main channel that can connect the outlet of the brake master cylinder to a first liquid supply line and a second liquid supply line, and a first redundant channel and a second redundant channel for connecting the first liquid supply line and the second liquid supply line to the remote reservoir by a first pump and a second pump.

[0008] In one embodiment, the remote reservoir includes a first remote storage space and a second remote storage space communicating with a first pump and a second pump of a first redundant channel and a second redundant channel, respectively, and the first remote storage space and the second remote storage space are spaced apart from each other by a preset height.

[0009] In one embodiment, the remote reservoir is mounted higher than the master cylinder reservoir and includes an oil fill port, or the remote reservoir is mounted lower than the master cylinder reservoir and the master cylinder reservoir includes an oil fill port; The first remote storage space or the second remote storage space, or a third remote storage space spaced a predetermined height from both the first remote storage space and the second remote storage space, is in communication with the master cylinder reservoir.

[0010] In one embodiment, the master cylinder reservoir comprises a first master cylinder storage space and a second master cylinder storage space communicating with the first chamber and the second chamber of the brake master cylinder, respectively, and a third master cylinder storage space spaced a predetermined height from both the first master cylinder storage space and the second master cylinder storage space or sharing the same space as one of the first master cylinder storage space and the second master cylinder storage space, and the fluid discharge line is connected to the third master cylinder storage space.

[0011] In one embodiment, the integrated brake module further comprises a plunger-type hydraulic cylinder, a low pressure inlet of a brake fluid chamber of the plunger-type hydraulic cylinder in communication with a fluid discharge line by a compensation line, and a high pressure outlet of the brake fluid chamber of the plunger-type hydraulic cylinder in communication with a fluid supply line.

[0012] In one embodiment, the integrated brake module further comprises a simulator line connected between the outlet of the brake master cylinder and the master cylinder reservoir, and the pedal feel simulator is provided on the simulator line.

[0013] In one embodiment, the redundant brake module comprises a level indicator or level switch used to measure the level of brake fluid in the remote storage space and an electrical connector used to report the reading of the level indicator or level switch to the control unit of the redundant brake module, and the integrated brake module comprises a level indicator or level switch used to measure the level of brake fluid in the master cylinder storage space and an electrical connector used to report the reading of the level indicator or level switch to the control unit of the integrated brake module, and the electrical connector of the redundant brake module and the electrical connector of the integrated brake module are connected to the electrical connector of the control unit of the redundant brake module and / or the integrated brake module by conductors.

[0014] The present application further provides a vehicle braking method performed by using the above-mentioned integrated power brake system, the vehicle braking method including a step of executing a redundant brake mode, in which the first pump and the second pump are operated to pressurize brake fluid pumped from a remote reservoir of the redundant brake module, and supply the brake fluid to the first liquid supply line and the second liquid supply line via the first redundant channel and the second redundant channel, thereby supplying the brake fluid to each brake wheel cylinder.

[0015] In one embodiment, the vehicle braking method further includes, in a redundant braking mode, gradually releasing the brake pressure of the first pair of brake wheel cylinders and the second pair of brake wheel cylinders based on real-time feedback signals from the following sensors: a brake pedal stroke sensor and a main pressure sensor of the integrated brake module and / or a redundant pressure sensor of the redundant brake module, wherein the opening degree of one or two of the liquid inlet valves of the first pair of brake wheel cylinders and / or the liquid inlet valves of the second pair of brake wheel cylinders is controlled in real time, and / or one or two of the liquid outlet valves of the first pair of brake wheel cylinders and / or the liquid outlet valves of the second pair of brake wheel cylinders are energized and turned on.

[0016] In one embodiment, the vehicle braking method includes, in a redundant braking mode, if a brake master cylinder fluid outlet valve fails: Returning the brake fluid in the brake wheel cylinder to the brake master cylinder via the first main channel and the second main channel; A method for gradually releasing brake pressure in a first pair of brake wheel cylinders and a second pair of brake wheel cylinders according to real-time feedback signals of a brake pedal stroke sensor, a redundant pressure sensor, and / or a main pressure sensor, wherein the opening of a first system pressure control valve on a first main channel and / or a second system pressure control valve on a second main channel is controlled in real-time; Further includes:

[0017] In one embodiment, the integrated brake module of the integrated power brake system includes a plunger-type hydraulic cylinder removably communicating with a first fluid supply line and a second fluid supply line, and the vehicle braking method further includes performing a normal braking mode, in which the plunger-type hydraulic cylinder is actuated to pressurize brake fluid therein and supply brake fluid to each brake wheel cylinder via the first fluid supply line and the second fluid supply line.

[0018] In one embodiment, the integrated brake module further includes a compensation line for communicating the plunger-type hydraulic cylinder with the fluid discharge line, and the vehicle braking method further includes, in a normal braking mode, adding brake fluid from the fluid discharge line to the plunger-type hydraulic cylinder through the compensation line.

[0019] In one embodiment, the normal braking mode and the redundant braking mode are executed when the vehicle is starting, and the vehicle braking method further includes a step of executing an off-brake mode when the vehicle is not starting, in which when the brake pedal is depressed, brake fluid in the brake master cylinder is pressurized in the off-brake mode and supplied to the brake wheel cylinders via the main channel and the fluid supply line.

[0020] In one embodiment, the integrated brake module includes a simulator line that enables an outlet of the brake master cylinder to be in removable communication with the master cylinder reservoir, a pedal feel simulator is provided on the simulator line, and the vehicle braking method includes, when the brake pedal is actuated, in a normal braking mode or a redundant braking mode, allowing pressurized brake fluid in the brake master cylinder to return to the master cylinder reservoir by the simulator line.

[0021] The integrated power brake system of the present application includes an integrated brake module and a redundant brake module. The integrated brake module includes a master cylinder reservoir having a smaller capacity and a fixed geometric structure than the single, integrated master cylinder reservoir in existing configurations. The redundant brake module includes a remote reservoir whose capacity can be changed as needed, whose design can be continuous, and whose mounting position is flexible. The remote reservoir with an oil fill port is higher than the master cylinder reservoir without an oil fill port and is connected to the master cylinder reservoir by a brake fluid pipeline. Brake fluid from the remote reservoir is added to the master cylinder reservoir by gravity. Alternatively, the remote reservoir without an oil fill port is lower than the master cylinder reservoir with an oil fill port and is connected to the master cylinder reservoir by a brake fluid pipeline, and brake fluid from the master cylinder reservoir is added to the remote reservoir by gravity.

[0022] First, the geometric structure of the master cylinder reservoir is fixed, thereby reducing the design, verification, and manufacturing costs of the master cylinder reservoir. Because the capacity of the master cylinder reservoir is relatively small, the total volume of the integrated brake module may be relatively small, thereby facilitating packaging, transportation, and installation in a compact space. Second, the redundant brake module provides a main channel and a redundant channel that are independent of each other and connected in parallel to the integrated brake module's liquid supply line. The redundant channel allows the remote reservoir of the redundant brake module to communicate with the integrated brake module's liquid supply line. That is, the liquid supply line from the redundant brake module's interior (remote reservoir and pump) to the integrated brake module has a shorter brake fluid path length compared to existing configurations in which the redundant channel extends from the brake master cylinder of the integrated brake module through the redundant channel (pump) of the redundant brake module to the integrated brake module's liquid supply line. Furthermore, in the redundant braking mode, the source of brake fluid to the brake wheel cylinders is changed from the brake master cylinder and master cylinder reservoir to a remote reservoir, thereby eliminating the throttling effect of the seal ring in the brake master cylinder, improving the fluid suction efficiency of the pump, and correspondingly significantly improving the pressure buildup efficiency of the brake wheel cylinders. Furthermore, with the configuration of the present application, the relationship between the pressure in the brake master cylinder caused by the driver pressing the brake pedal and the pressure in the brake wheel cylinders caused by the redundant electric machine driving the pump is decoupled from each other in both the normal braking mode and the redundant braking mode when the simulator line operates normally, so that the driver has a consistent brake foot feel in the two braking modes, thereby improving driving comfort.

[0023] The foregoing and other features and advantages of the present application will be readily understood by reading the following detailed description in conjunction with the accompanying drawings. [Brief explanation of the drawings]

[0024] [Figure 1] FIG. 1 is a hydraulic piping diagram of an integrated power brake system with redundant brake modules according to an exemplary configuration of the present application, the system in off-brake mode. [Figure 2] FIG. 2 is a hydraulic piping diagram of a pressurizing operation in a normal braking mode of the integrated power brake system according to the present application. [Figure 3] FIG. 2 is a hydraulic piping diagram of a pressure reducing operation in a first redundant braking mode of the integrated power brake system according to the present application. [Figure 4] FIG. 10 is a hydraulic piping diagram of the pressurizing operation in the second redundant braking mode of the integrated power brake system according to the present application. [Figure 5] FIG. 10 is a hydraulic piping diagram of the integrated power brake system according to the present application in a pressure maintaining operation in a third redundant braking mode. DETAILED DESCRIPTION OF THE INVENTION

[0025] An integrated power brake system including an integrated brake module 100 and a redundant brake module 200 according to the present application is described in detail below with reference to FIG.

[0026] The integrated brake module 100 includes a master cylinder reservoir MRSV. The master cylinder reservoir MRSV has a first master cylinder storage space MRSV1, a second master cylinder storage space MRSV2, and a third master cylinder storage space MRSV3. The three master cylinder storage spaces are spaced apart from one another by a preset height at their bottoms, so that the brake fluid in the master cylinder storage spaces can communicate with one another or enter the other storage spaces only when the height of the brake fluid is higher than the preset height.

[0027] The integrated brake module 100 includes a brake master cylinder MC. A vehicle brake pedal BP engages with a transmission rod 12 of the brake master cylinder MC and moves the transmission rod 12 when depressed. The movement of the transmission rod 12 moves a first piston G1 of the brake master cylinder MC, compressing and pressurizing the brake fluid in the first chamber MC1. The compressed brake fluid in the first chamber MC1 drives and moves a second piston G2, compressing and pressurizing the brake fluid in the second chamber MC2. The first chamber MC1 and second chamber MC2 of the brake master cylinder MC are provided with outlets 22 and 24, respectively, for discharging the pressurized brake fluid.

[0028] One or more sensors or switches may be provided on the inlet side of the brake master cylinder MC, including, but not limited to, a brake pedal stroke sensor 14 and / or a brake light switch 16. Any one or two of the aforementioned sensors or switches 14 and 16 may be used (together or separately) as inputs to a control unit of the vehicle braking system to determine the level of the driver's braking request and mutually determine each other's functional integrity. Additionally, one or more sensors may be provided on the output side of the brake master cylinder MC, such as a main pressure sensor 18 operable to measure the pressure in the brake master cylinder MC (e.g., the second chamber MC2). The main pressure sensor 18 may provide a signal to the control unit alone or in combination with one or two of the brake pedal stroke sensor 14 and the brake light switch 16.

[0029] The integrated brake module 100 further includes two fluid supply lines L1 and L2. The first fluid supply line L1 and the second fluid supply line L2 are each provided with a line isolation valve CSV1 or CSV2 that can control the on / off of the fluid supply line. The line isolation valves CSV1 and CSV2 are connected to the fluid inlet valves of the first pair of brake wheel cylinders and the fluid inlet valves of the second pair of brake wheel cylinders, respectively, so that pressurized brake fluid can be supplied to each of the pair of brake wheel cylinders. In the drawings, the first pair of brake wheel cylinders includes a rear left (RL) and a front right (FR) brake wheel cylinder, and both fluid inlet valves are indicated as IV1 and both fluid outlet valves are indicated as OV1. The second pair of brake wheel cylinders includes a front left (FL) and a rear right (RR) brake wheel cylinder, and both fluid inlet valves are indicated as IV2 and both fluid outlet valves are indicated as OV2. The integrated brake module 100 further includes a fluid discharge line L3. The liquid discharge line L3 has one end connected to the liquid outlet valves (two OV1 and two OV2) of all the brake wheel cylinders so as to receive the brake fluid discharged from each brake wheel cylinder, and the other end connected to the master cylinder reservoir MRSV so as to guide the brake fluid discharged from the brake wheel cylinders to the master cylinder reservoir MRSV, specifically to the third master cylinder storage space MRSV3.

[0030] The integrated brake module 100 further includes a plunger-type hydraulic cylinder 50 for providing brake pressure to the brake wheel cylinders. The plunger-type hydraulic cylinder 50 may be actuated or controlled by the illustrated main motor APM or other actuator. A high-pressure outlet 52 of the brake fluid chamber of the plunger-type hydraulic cylinder 50 is connected to a first fluid supply line L1 and a second fluid supply line L2 via hydraulic cylinder isolation valves PSV1 and PSV2. A low-pressure inlet 54 of the brake fluid chamber of the plunger-type hydraulic cylinder 50 is connected to a fluid discharge line L3. The integrated brake module 100 also provides a compensation line L4. One end of the compensation line L4 is connected to a position on the plunger-type hydraulic cylinder 50 near the high-pressure outlet 52, and the other end is connected to the fluid discharge line L3. The compensation line L4 is also provided with a check valve RV for one-way communication from the fluid discharge line L3 to the plunger-type hydraulic cylinder 50. When the plunger-type hydraulic cylinder 50 is actuated, the main electric machine APM actuates the piston of the plunger-type hydraulic cylinder 50 (for example, via a reduction mechanism and a ball screw shaft), and the brake fluid in the plunger-type hydraulic cylinder 50 is pressurized and then supplied to the fluid supply lines L1 and L2 via the hydraulic cylinder isolation valves PSV1 and PSV2.

[0031] The integrated brake module 100 is provided with a hydraulic cylinder pressure sensor 57 between the high-pressure outlet 52 of the plunger-type hydraulic cylinder 50 and the hydraulic cylinder isolation valves PSV1 and PSV2, and the hydraulic cylinder pressure sensor 57 can report the brake hydraulic pressure of the plunger-type hydraulic cylinder 50 to the control unit.

[0032] The integrated brake module 100 further includes a brake pedal feel simulator PFS and provides a simulator line L5. The simulator line L5 starts from the output side of the brake master cylinder MC (e.g., the outlet 22 of the first chamber MC1), passes through a normally-off simulator isolation valve SSV that can be switched on and off, and the brake pedal feel simulator PFS, and terminates at the second master cylinder storage space MRSV2 (or the first master cylinder storage space MRSV1) of the master cylinder reservoir MRSV. When the simulator isolation valve SSV is controlled or energized to be turned on, the output side of the first chamber MC1 of the brake master cylinder MC is fluidly connected to the brake pedal feel simulator PFS.

[0033] The redundant brake module 200 includes a remote reservoir RRSV. The remote reservoir RRSV also includes a first remote storage space RRSV1, a second remote storage space RRSV2, and a third remote storage space RRSV3. The three remote storage spaces are spaced apart from one another at their bottoms by a preset height (which may or may not be equal to the preset height at which the three master cylinder storage spaces are spaced apart from one another), so that when the brake fluid height is greater than the preset height, the brake fluid in the remote storage spaces can communicate with one another or enter the other storage spaces. Optionally, the third remote storage space RRSV3 and the first remote storage space RRSV1, or the third remote storage space RRSV3 and the second remote storage space RRSV2, may not be spaced apart from one another and may be the same continuous remote storage space. The redundant brake module 200 includes a level indicator or switch used to measure the level of brake fluid in the remote storage space and an electrical connector 42 used to report the level indicator or switch reading to a control unit of the vehicle brake system. The electrical connector 42 of the level indicator or switch is connected by a wire or other conductor (shown by a dotted line in FIG. 1 ) to an electrical connector 44 of the control unit of the redundant brake module 200 and / or the integrated brake module 100. Similarly, although not shown, the master cylinder reservoir MRSV may also be provided with a level indicator or switch and its electrical connector. The electrical connector is connected by a wire or other conductor to the electrical connector of the control unit of the integrated brake module 100 and / or the redundant brake module 200.

[0034] The redundant brake module 200 includes a first main channel P1 for connecting a first chamber outlet 22 of a first chamber MC1 of the brake master cylinder MC to a corresponding first fluid supply line L1, and a second main channel P2 for connecting a second chamber outlet 24 of a second chamber MC2 of the brake master cylinder MC to a corresponding second fluid supply line L2. The first main channel P1 and the second main channel P2 are provided with a normally-on first system pressure control valve USV1 and a second system pressure control valve USV2, respectively. The redundant brake module 200 further includes a first redundant channel W1 for connecting a first remote storage space RRSV1 of the remote reservoir RRSV to the first fluid supply line L1 by a first pump PE1, and a second redundant channel W2 for connecting a second remote storage space RRSV2 of the remote reservoir RRSV to the second fluid supply line L2 by a second pump PE2. The input sides of the first pump PE1 and the second pump PE2 are connected to the first remote storage space RRSV1 and the second remote storage space RRSV2, respectively. The output sides of the first pump PE1 and the second pump PE2 are connected to the first liquid supply line L1 and the second liquid supply line L2, respectively. The first pump PE1 and the second pump PE2 may be driven by a common redundant electric machine RM on the redundant brake module 200.

[0035] 1 , integrated brake module 100 includes a pair of module outlets 100O1 and 100O2 and a pair of module inlets 100I1 and 100I2. Redundant brake modules 200 each include a pair of module outlets 200O1 and 200O2 and a pair of module inlets 200I1 and 200I2. Module outlets 100O1 and 100O2 of integrated brake module 100 may be provided by first chamber outlet 22 and second chamber outlet 24 of brake master cylinder MC of integrated brake module 100, or may be separate outlets 100O1 and 100O2 that communicate with first chamber outlet 22 and second chamber outlet 24, respectively. The module outlets 100O1 and 100O2 of the integrated brake module 100 are connected, directly or indirectly, by intermediate lines / pipes T1 and T2 to the module inlets 200I1 and 200I2 of the redundant brake module 200. The module inlets 200I1, 200I2 of the redundant brake module 200 may be provided by valve ports of the first and second system pressure control valves USV1 and USV2 of the first and second main channels P1 and P2, respectively, and separate inlets 200I1, 200I2 may be provided in communication with the respective valve ports, as shown in the drawings.

[0036] As shown in the drawings, module outlets 200O1 and 200O2 of redundant brake module 200 are outlet ports that communicate with valve ports of first line isolation valve CSV1 and second line isolation valve CSV2 of first main channel P1 and second main channel P2, respectively, and with outlet sides of first pump PE1 and second pump PE2 of first redundant channel W1 and second redundant channel W2, respectively. Those skilled in the art should understand that module outlet 200O1 does not necessarily have to be a common port for first main channel P1 and first redundant channel W1, but rather, independent outlet ports may be provided for first main channel P1 and first redundant channel W1, respectively. Similarly, independent outlet ports may be provided for second main channel P2 and second redundant channel W2, respectively. Module outlets 200O1 and 200O2 of redundant brake module 200 are connected to module inlets 100I1 and 100I2, respectively, of integrated brake module 100 and are configured to selectively supply brake fluid from the brake master cylinder of integrated brake module 100 to the fluid supply line of integrated brake module 100 via the main channel of redundant brake module 200, or to pressurize brake fluid from remote reservoir RRSV of redundant brake module 200 by a pump in the redundant channel to supply brake fluid to the fluid supply line of integrated brake module 100. Module inlets 100I1 and 100I2 of integrated brake module 100 may be provided by valve ports of first and second line isolation valves CSV1 and CSV2 on fluid supply lines L1 and L2, or separate inlet ports may be provided in communication with the respective valve ports as shown in the drawings. The module inlets 100I1 and 100I2 of the integrated brake module 100 are connected to the module outlets 200O1 and 200O2 of the redundant brake module 200 by intermediate lines / pipes T3 and T4, respectively, or are in direct communication with them, or are indirectly connected as shown in the drawings.

[0037] The connection between the module outlet of the integrated brake module 100 and the module inlet of the redundant brake module 200, and the connection between the module outlet of the redundant brake module 200 and the module inlet of the integrated brake module 100, are both configured to be operably disconnected to achieve modularization of the vehicle brake system. Furthermore, the third remote storage space RRSV3 of the remote reservoir RRSV is in fluid communication with the master cylinder reservoir MRSV of the integrated brake module 100 by any form of pipeline T. The remote reservoir RRSV of the redundant brake module 200, in particular its third remote storage space RRSV3, can be arranged to be higher than the master cylinder reservoir MRSV of the integrated brake module 100 so that the brake fluid in the third remote storage space RRSV3 can return to the master cylinder reservoir MRSV under the action of gravity.

[0038] As shown in the drawing, the redundant pressure sensor 28 is positioned on the main channel P2 of the redundant brake module 200 between the second system pressure control valve USV2 and the module inlet 200I2 (or between the first system pressure control valve USV1 and the first module inlet 200I1) and can act to report the brake fluid pressure in the brake master cylinder MC to the control unit in the event that the main pressure sensor 18 of the integrated brake module 100 is defective or fails or in other predetermined cases.

[0039] The integrated power brake system of the present application can provide an off-brake mode, as shown in FIG. 1 . In this mode, the solenoid valves and electric machines of the brake system are in a normal, power-off state. When the brake pedal BP is depressed, the brake fluid in the first chamber MC1 of the brake master cylinder MC and the brake fluid in the second chamber MC2 of the brake master cylinder MC are supplied to the first and second pairs of brake wheel cylinders through the first and second chamber outlets 22 and 24, the first and second main channels P1 and P2, and the first and second fluid supply lines L1 and L2, respectively, so that the wheel cylinders generate brake pressure. When the brake pedal BP is released, the brake fluid in the first and second pairs of brake wheel cylinders returns to the first and second chambers MC1 and MC2 of the brake master cylinder MC along the original path, respectively, and the brake pressure in the wheel cylinders is relieved.

[0040] The integrated power brake system of the present application can also provide a normal braking mode with the vehicle started, as shown in FIG. 2. In the accompanying drawings, shaded valves indicate that the valves are in an activated state. For example, the simulator isolation valve SSV in FIG. 2 is activated and therefore turned on. In this mode, the simulator isolation valve SSV is energized to an on state, connecting the brake pedal feel simulator PFS to the first chamber MC1 of the brake master cylinder. The hydraulic cylinder isolation valves PSV1 and PSV2 are energized to an on state, connecting the plunger-type hydraulic cylinder 50 to the fluid supply lines L1 and L2. The line isolation valves CSV1 and CSV2 are energized to an off state, disconnecting the main channels P1 and P2 from the fluid supply lines L1 and L2, respectively. When the brake pedal BP is depressed, the brake fluid in the first and second chambers of the brake master cylinder MC is pressurized. The brake fluid in the second chamber MC2 is retained in the second chamber MC2 by the isolating action of the line isolation valve CSV2. The brake fluid in the first chamber MC1 passes through the first chamber outlet 22 and the simulator isolation valve SSV and is then added to the input cavity of the brake pedal feel simulator PFS. Correspondingly, the brake fluid in the output cavity of the brake pedal feel simulator PFS flows back to the master cylinder reservoir MRSV. At the same time, the control unit of the integrated brake module 100 controls the main electric machine APM to rotate in the forward direction according to real-time feedback signals from the brake pedal stroke sensor 14, the main pressure sensor 18, the rotor position sensor RPS, and the main electric machine current sensor MCS. The main electric machine APM then operates the piston of the plunger-type hydraulic cylinder 50. After being pressurized, the brake fluid in the plunger-type hydraulic cylinder 50 simultaneously passes through the hydraulic cylinder isolation valves PSV1 and PSV2 and the respective fluid inlet valves IV1 and IV2 and is supplied to the first and second pairs of brake wheel cylinders connected to the first and second fluid supply lines L1 and L2, respectively, to pressurize the brake wheel cylinders.The above-mentioned pressurizing operation may be performed in response to a request from the control unit of the integrated brake module 100 and / or a vehicle driving assistance system when the brake pedal BP is not depressed.

[0041] When the brake pressure in each brake wheel cylinder has not yet reached the corresponding locking pressure and the brake pedal BP begins to be released, the piston of the brake pedal feel simulator PFS returns under the action of its spring, and the first and second pistons of the brake master cylinder MC also return under the action of their respective springs. In this case, the output cavity of the brake pedal feel simulator PFS absorbs brake fluid from the master cylinder reservoir RRSV, and the first chamber MC1 of the brake master cylinder MC absorbs brake fluid from the input cavity of the brake pedal feel simulator PFS. At the same time, the control unit of the integrated brake module 100 controls the main electric machine APM to rotate in the reverse direction according to real-time feedback signals from the brake pedal stroke sensor 14, the main pressure sensor 18, the rotor position sensor RPS, and the main electric machine current sensor MCS. The main electric machine APM drives the piston of the plunger-type hydraulic cylinder 50 to return to its original position. The brake fluid in the first and second pairs of brake wheel cylinders returns to the plunger-type hydraulic cylinders 50, and the brake pressure in the brake wheel cylinders is relieved.

[0042] The brake pedal BP is not released, and pressure continues to be applied in addition to the pressurizing operation described above (for example, the brake pedal BP is further depressed). When the brake pressure in a certain brake wheel cylinder approaches the locking pressure, the fluid inlet valve corresponding to that brake wheel cylinder is energized and turned off, maintaining the pressure in the brake wheel cylinder. This is the pressure-maintaining operation of the brake wheel cylinder. When the brake pressure in a certain brake wheel cylinder exceeds the locking pressure, the fluid inlet valve corresponding to that brake wheel cylinder is energized and turned off, and the fluid outlet valve is energized and turned on, thereby discharging the brake fluid in the brake wheel cylinder to the master cylinder reservoir MRSV via the fluid discharge line L3, thereby reducing the pressure in the brake wheel cylinder. This is the pressure-reducing operation of the brake wheel cylinder. The pressurizing operation, pressure-maintaining operation, and pressure-reducing operation constitute a typical cycle of the wheel antilock control function. The above-described long-term wheel antilock control can nearly deplete the brake fluid in the plunger-type hydraulic cylinder 50. In this case, the control unit of the integrated brake module 100 may control the main electric machine APM at an appropriate time (e.g., when all brake wheel cylinders are under pressure holding or pressure reducing operation) to drive the piston of the plunger-type hydraulic cylinder 50 back a certain distance, and the plunger-type hydraulic cylinder 50 obtains compensation brake fluid from the master cylinder reservoir MRSV through the compensation line L4 and the fluid discharge line L3. The integrated brake module 100 can then continue to perform wheel antilock control.

[0043] After the vehicle starts, the control unit of the integrated brake module 100 periodically checks whether its main pressure sensor 18 is operating normally. If it is detected that the main pressure sensor 18 has failed and cannot operate normally, the redundant pressure sensor 28 provided in the redundant brake module 200 first replaces the main pressure sensor 18, and the control unit of the redundant brake module 200 sends a signal from the redundant pressure sensor 28 to the control unit of the integrated brake module 100 via the bus protocol. After that, the integrated brake module 100 and the redundant brake module 200 continue to operate according to the normal braking mode described above.

[0044] After the vehicle starts, the control unit of the integrated brake module 100 also periodically checks whether the main electric machines APM, rotor position sensor RPS, main electric machine current sensor MSC, line isolation valves CSV1 and CSV2, hydraulic cylinder isolation valves PSV1 and PSV2, and hydraulic cylinder pressure sensor 57 are operating normally. If it detects that one or a specific combination of these components is faulty and therefore unable to operate normally, the integrated brake module 100 and redundant brake module 200 enter a first redundant brake mode, as shown in FIG. 3. In this mode, the system pressure control valves USV1 and USV2 are energized and turned off. The main channels P1 and P2 are disconnected from the fluid supply lines L1 and L2, respectively. The simulator isolation valve SSV is energized and turned on. The brake pedal feel simulator PFS is connected to the first chamber MC1 of the brake master cylinder. When the brake pedal BP is depressed, the brake fluid in the first and second chambers of the brake master cylinder MC is pressurized. The brake fluid in the second chamber MC2 is retained in the second chamber MC2 by the isolation action of the second system pressure control valve USV2. The brake fluid in the first chamber MC1 passes through the first chamber outlet 22 and the simulator isolation valve SSV and is then added to the input cavity of the brake pedal feel simulator PFS. Correspondingly, the brake fluid in the output cavity of the brake pedal feel simulator PFS flows back to the master cylinder reservoir MRSV. At the same time, the control unit of the integrated brake module 100 controls the redundant electric machine RM of the redundant brake module 200 to drive and operate the first pump PE1 and the second pump PE2 according to real-time feedback signals from the brake pedal stroke sensor 14, the redundant pressure sensor 28, and / or the main pressure sensor 18.The brake fluid in the first remote reservoir RRSV1 and the second remote reservoir RRSV2 is drawn in and pressurized by the first pump PE1 and the second pump PE2, respectively, and then passes through the line isolation valves CSV1 and CSV2 and the liquid inlet valves IV1 and IV2, respectively, and is supplied to the first and second pairs of brake wheel cylinders connected to the liquid supply lines L1 and L2, respectively, thereby performing a pressurizing operation for the brake wheel cylinders. This completes the pressurizing operation in the first redundant brake mode. The pressurizing operation described above may be performed in response to a request from the control unit of the integrated brake module 100 and / or the vehicle driving assistance system when the brake pedal BP is not depressed.

[0045] When the brake pressure in each brake wheel cylinder has not reached the corresponding lock pressure and the brake pedal BP begins to be released, the brake fluid in the simulator line L5 returns to the brake master cylinder MC along the original path, which corresponds to the normal braking mode described above. Meanwhile, the opening degree of one or two of the first and / or second pairs of fluid inlet valves is controlled in real time (e.g., by receiving a pulse-width modulated voltage in real time) and / or one or two of the first and / or second pairs of fluid outlet valves is energized and turned on, so that the brake pressure in the first and second pairs of brake wheel cylinders can be gradually released according to the real-time feedback signals of the brake pedal stroke sensor 14, the redundant pressure sensor 28, and / or the main pressure sensor 18. A typical cycle of wheel anti-lock control in the first redundant braking mode also consists of a pressurizing operation, a pressure-holding operation, and a pressure-reducing operation. This pressurizing operation is realized by the pressurizing operation in the first redundant braking mode. The pressure-holding operation and the pressure-reducing operation correspond to the pressure-holding operation and the pressure-reducing operation, respectively, in the normal braking mode described above.

[0046] After the vehicle starts, the control unit of the integrated brake module 100 also periodically checks whether the simulator isolation valve SSV operates normally. If it detects that the simulator isolation valve SSV is faulty and therefore unable to operate normally, and the integrated brake module 100 and the redundant brake module 200 are in the first redundant braking mode, the vehicle brake system will execute the second redundant braking mode, as shown in FIG. 4. The system pressure control valves USV1 and USV2 are energized and then de-energized, thereby isolating the main channels P1 and P2 from the fluid supply lines L1 and L2, respectively. When the brake pedal BP is depressed, the brake fluid in the first chamber MC1 and the second chamber MC2 of the brake master cylinder MC is pressurized. The brake fluid in the two chambers is maintained in each chamber by the isolating action of the first system pressure control valve USV1 and the second system pressure control valve USV2. At the same time, the control unit of the integrated brake module 100 controls the redundant electric machine RM to drive and operate the first pump PE1 and the second pump PE2 according to real-time feedback signals from the brake pedal stroke sensor 14, the redundant pressure sensor 28, and / or the main pressure sensor 18. The brake fluid in the first remote reservoir RRSV1 and the second remote reservoir RRSV2 is pressurized by the first pump PE1 and the second pump PE2, respectively, and then passes through the line isolation valves CSV1 and CSV2 and the respective liquid inlet valves IV1 and IV2 to be supplied to the first and second pairs of brake wheel cylinders connected to the liquid supply lines L1 and L2, respectively, thereby performing a pressurization operation for the brake wheel cylinders. This completes the pressurization operation in the second redundant brake mode. The pressurization operation described above may be performed in response to a request from the control unit of the integrated brake module 100 and / or a vehicle driving assistance system when the brake pedal BP is not depressed.

[0047] When the brake pressure in each brake wheel cylinder has not reached the corresponding locking pressure and the brake pedal BP begins to be released, the pressure in the brake master cylinder MC is gradually released. Meanwhile, the opening degree of one or two of the first and / or second pairs of fluid inlet valves is controlled in real time, and / or one or two of the first and / or second pairs of fluid outlet valves is energized and turned on, so that the brake pressure in the first and second pairs of brake wheel cylinders can be gradually released according to the real-time feedback signals of the brake pedal stroke sensor 14, the redundant pressure sensor 28, and / or the main pressure sensor 18. A typical cycle of wheel anti-lock control in the second redundant braking mode also consists of a pressurizing operation, a pressure-holding operation, and a pressure-reducing operation. This pressurizing operation is realized by the pressurizing operation in the second redundant braking mode. The pressure-holding operation and the pressure-reducing operation are identical to the pressure-holding operation and the pressure-reducing operation in the normal braking mode, respectively.

[0048] After the vehicle starts, the control unit of the integrated brake module 100 also periodically checks whether each fluid outlet valve operates normally. If a specific fluid outlet valve is found to be malfunctioning and therefore unable to operate normally, the vehicle brake system enters the second redundant braking mode. As shown in FIG. 5, the vehicle brake system then enters the third redundant braking mode. The system pressure control valves USV1 and USV2 are energized and then de-energized, and the main channels P1 and P2 are disconnected from the fluid supply lines L1 and L2, respectively. When the brake pedal BP is depressed, the pressurization operation of the third redundant braking mode is identical to that of the second redundant braking mode. That is, the brake fluid in the remote reservoir RRSV is pressurized by the first pump PE1 and the second pump PE2 and supplied to the corresponding wheel brake cylinders through the line isolation valves CSV1 and CSV2 and the fluid inlet valves IV1 and IV2. If the brake pressure in each wheel brake cylinder does not reach the corresponding locking pressure and the brake pedal BP begins to be released, the pressure in the brake master cylinder MC is gradually released. Meanwhile, because the opening degree of the first system pressure control valve USV1 and / or the second system pressure control valve USV2 is controlled in real time, the brake pressure in the first pair of brake wheel cylinders and the second pair of brake wheel cylinders can be gradually released according to the real-time feedback signals of the brake pedal stroke sensor 14, the redundant pressure sensor 28, and / or the main pressure sensor 18. A typical cycle of wheel anti-lock control in the third redundant braking mode includes only a pressurizing operation and a pressure-maintaining operation. This pressurizing operation is similar to the pressurizing operation in the second redundant braking mode. This pressure-maintaining operation is similar to the pressure-maintaining operation in the normal braking mode described above. That is, when the brake pressure in a certain brake wheel cylinder approaches the locking pressure, the fluid inlet valve corresponding to that brake wheel cylinder is energized and turned off, thereby maintaining the pressure in the brake wheel cylinder.

[0049] The integrated power brake system of the present application can simultaneously execute the second and third redundant brake modes, i.e., the third redundant mode of pressurizing and pressure-holding is performed for the brake wheel cylinder on the same axle (front or rear axle) or the same side as the brake wheel cylinder with the malfunctioning liquid outlet valve, and the second redundant mode of pressurizing, pressure-holding and pressure-reducing is performed for the other brake wheel cylinder with the malfunctioning liquid outlet valve.

[0050] The braking modes of the integrated power brake system of the present application have been described in detail above, and the features and advantages of the system can also be easily understood. Generally, the integrated power brake system of the present application includes an integrated brake module and a redundant brake module. The integrated brake module includes a master cylinder reservoir having a smaller capacity and a fixed geometric structure than the single, integrated master cylinder reservoir in existing configurations. The redundant brake module includes a remote reservoir whose capacity can be changed as needed, whose design can be continuous, and whose mounting location is flexible. The geometric structure of the master cylinder reservoir is fixed, thereby reducing the design, validation, and manufacturing costs of the master cylinder reservoir. Because the capacity of the master cylinder reservoir is small, the total volume of the integrated brake module may be small, which makes it easier to package and transport the integrated brake module and to install it in a compact space.

[0051] In this embodiment, the remote reservoir of the redundant brake module is mounted higher than the master cylinder reservoir of the integrated brake module, and the remote reservoir and the master cylinder reservoir are connected to each other by a pipeline T. In this case, the remote reservoir may include an oil fill port and be configured to communicate with the atmosphere. The higher mounting position can reduce corrosion caused by salt, water, dirt, etc. on the road surface. Furthermore, the brake fluid in the remote reservoir can be automatically returned or added to the master cylinder reservoir under the action of gravity. The master cylinder reservoir does not necessarily have to be provided with an oil fill port.

[0052] Optionally, it is also contemplated that the remote reservoir of the redundant brake module may be mounted lower than the master cylinder reservoir of the integrated brake module. In this case, the master cylinder reservoir may have an oil fill port connected to the remote reservoir by a pipeline T, or the remote reservoir may not have an oil fill port. In this case, brake fluid in the master cylinder reservoir can be automatically added to the remote reservoir under the action of gravity. In this case, the remote reservoir may include only two reservoir spaces respectively associated with the two pairs of brake wheel cylinders of the vehicle.

[0053] The redundant brake module of the integrated power brake system of the present application provides a main channel and a redundant channel that are independent of each other, and the main channel and the redundant channel are connected in parallel to the liquid supply line of the integrated brake module. The redundant channel allows the remote reservoir of the redundant brake module to communicate with the liquid supply line of the integrated brake module. That is, compared to an existing configuration in which the liquid supply line extending from the inside of the redundant brake module (the remote reservoir and pump therein) to the integrated brake module, the redundant channel extends from the brake master cylinder of the integrated brake module to the redundant channel (pump) of the redundant brake module and then to the liquid supply line of the integrated brake module, the source of brake fluid supply in redundant braking mode is changed from the brake master cylinder and master cylinder reservoir to the remote reservoir, thereby eliminating the throttling effect of the seal ring in the brake master cylinder, improving the liquid suction efficiency of the pump and significantly improving the pressure rise efficiency of the brake wheel cylinders accordingly.

[0054] In the integrated power brake system of the present application, in normal braking mode, the pressure in the brake master cylinder generated by the driver pressing the brake pedal and the pressure in the brake wheel cylinders generated by the main electric machine operating the plunger-type hydraulic cylinders are decoupled from each other. In redundant braking mode, the brake fluid in the brake master cylinder can still enter the brake pedal simulator, while the brake pressure in the brake wheel cylinders is generated by the redundant electric machine of the redundant brake module by driving the pump. Therefore, in the above embodiment, the pressure in the brake master cylinder generated by the driver pressing the brake pedal and the pressure in the brake wheel cylinders generated by the drive of the redundant electric machine are also decoupled from each other. This allows the brake foot feel experienced by the driver in redundant braking mode to be consistent with the brake foot feel in normal braking mode, improving driving comfort.

[0055] The present application further relates to a vehicle braking method implemented by using the integrated power brake system described above. The vehicle braking method can implement the following redundant braking mode. In this mode, first and second pumps are operated to pressurize brake fluid pumped from a remote reservoir of a redundant brake module and supply the brake fluid to each brake wheel cylinder via first and second redundant channels to first and second fluid supply lines. The above mode may also include a step of allowing the brake fluid in the brake wheel cylinder to return to the brake master cylinder via the first and second main channels in the event of a failure of a fluid outlet valve of the brake wheel cylinder. The vehicle braking method can also implement a normal braking mode. In the above mode, the plunger-type hydraulic cylinder is operated to pressurize the brake fluid therein and supply the brake fluid to each brake wheel cylinder via the first and second fluid supply lines. The vehicle braking method can further include a step of adding brake fluid from the fluid discharge line to the plunger-type hydraulic cylinder via a compensation line in the normal braking mode.

[0056] The normal braking mode and redundant braking mode described above are executed when the vehicle is starting. The vehicle braking method may further include executing an off-brake mode when the vehicle is not starting. In the above aspect, when the brake pedal is depressed, brake fluid in the brake master cylinder is pressurized and supplied to the brake wheel cylinders via the main channel and the fluid supply line. Regardless of whether the normal braking mode or the redundant braking mode is selected, the vehicle braking method may include a step of allowing the pressurized brake fluid in the brake master cylinder to return to the master cylinder reservoir via the simulator line when the brake pedal is actuated.

[0057] The integrated power brake system of the present application includes a control unit used to control the execution of the vehicle braking method described above. The control unit can control the redundant electric machine used to operate the pump according to signals from the brake pedal stroke sensor and / or the main pressure sensor of the integrated brake module and the redundant pressure sensor of the redundant brake module, and / or can control the main electric machine used to operate the plunger-type hydraulic cylinder according to signals from the brake pedal stroke sensor, the main pressure sensor provided on the outlet side of the brake master cylinder, and the rotor position sensor and main electric machine current sensor of the main electric machine. The control unit can be dedicated to the vehicle brake system or can be integrated into the control unit of the vehicle engine.

[0058] From the above description of specific examples provided with reference to the accompanying drawings, it will be clear to those skilled in the art that the systems and methods described herein constitute exemplary embodiments of the present invention, but that the invention contained herein is not limited to the specific examples described above. Various modifications can be made to the specific configurations without departing from the scope of the invention as defined by the following claims, and all such modifications fall within the scope of protection of this application.

Claims

1. 1. An integrated power brake system comprising: an integrated brake module (100) associated with a brake pedal (BP) of a vehicle and a brake wheel cylinder of the vehicle; and a redundant brake module (200) associated with the integrated brake module (100), The integrated brake module (100) comprises a brake master cylinder (MC) actuated by the brake pedal (BP), and a master cylinder reservoir (MRSV) in fluid communication with the brake master cylinder and having a fixed capacity, the integrated brake module (100) also providing first and second liquid supply lines (L1 and L2) connected to liquid inlet valves of a first pair of brake wheel cylinders and a second pair of brake wheel cylinders of the vehicle, thereby supplying brake fluid to the corresponding pairs of brake wheel cylinders, and a liquid discharge line (L3) connecting all liquid outlet valves of the two pairs of brake wheel cylinders to the master cylinder reservoir, thereby discharging the brake fluid of each brake wheel cylinder to the master cylinder reservoir, the redundant brake module (200) includes a remote reservoir (RRSV) and provides first and second main channels (P1 and P2) for communicating an outlet of the brake master cylinder with the first and second liquid supply lines, and first and second redundant channels (W1 and W2) for communicating the first and second liquid supply lines with the remote reservoir by means of first and second pumps; the remote reservoir (RRSV) includes a first remote storage space and a second remote storage space communicating with the first pump and the second pump of the first redundant channel and the second redundant channel, respectively, the first remote storage space and the second remote storage space being spaced apart from each other by a preset height; the remote reservoir is mounted higher than the master cylinder reservoir and includes an oil fill port, or the remote reservoir is mounted lower than the master cylinder reservoir and the master cylinder reservoir includes an oil fill port; an integrated power brake system, wherein the first remote storage space or the second remote storage space, or a third remote storage space spaced a predetermined height from both the first remote storage space and the second remote storage space, is in communication with the master cylinder reservoir;

2. The master cylinder reservoir (MRSV) comprises a first master cylinder storage space and a second master cylinder storage space communicating with a first chamber and a second chamber of the brake master cylinder, respectively, and a third master cylinder storage space spaced apart by a predetermined height from both the first master cylinder storage space and the second master cylinder storage space or sharing the same space as one of the first master cylinder storage space and the second master cylinder storage space, and the fluid discharge line is connected to the third master cylinder storage space.

10. The integrated power brake system of claim 1.

3. The integrated brake module (100) further comprises a plunger-type hydraulic cylinder (50), a low-pressure inlet (54) of a brake fluid chamber of the plunger-type hydraulic cylinder (50) communicating with the fluid discharge line (L3) by a compensation line (L4), and a high-pressure outlet (52) of the brake fluid chamber of the plunger-type hydraulic cylinder (50) communicating with the fluid supply line.

10. The integrated power brake system of claim 1.

4. The integrated brake module (100) further comprises a simulator line (L5) connected between the outlet of the brake master cylinder (MC) and the master cylinder reservoir, and a pedal feel simulator (PFS) is provided on the simulator line (L5).

10. The integrated power brake system of claim 1.

5. the redundant brake module (200) comprises a level indicator or level switch used to measure the level of the brake fluid in the first, second or third remote storage space, and an electrical connector (42) used to report the reading of the level indicator or the level switch to a control unit of the redundant brake module; the integrated brake module (100) comprises a level indicator or level switch used to measure the level of the brake fluid in the first, second or third master cylinder storage space, and an electrical connector used to report the reading of the level indicator or the level switch to a control unit of the integrated brake module; and the electrical connector of the redundant brake module (200) and the electrical connector of the integrated brake module (100) are connected to the electrical connector of the control unit of the redundant brake module (200) and / or the integrated brake module (100) by conductors.

3. The integrated power brake system of claim 2.

6. 10. A method of vehicle braking implemented by using the integrated power brake system of claim 1, comprising: The vehicle braking method includes a step of executing a redundant brake mode, in which the first pump and the second pump are operated to pressurize the brake fluid drawn from the remote reservoir (RRSV) of the redundant brake module (200), supply the brake fluid to the first liquid supply line and the second liquid supply line via the first redundant channel and the second redundant channel, and supply the brake fluid to each brake wheel cylinder.

7. In the redundant braking mode, the brake pressure of the first pair of brake wheel cylinders and the second pair of brake wheel cylinders is gradually released based on real-time feedback signals from the following sensors: a brake pedal stroke sensor (14) and a primary pressure sensor (18) of the integrated brake module (100) and / or a redundant pressure sensor (28) of the redundant brake module (200), wherein the opening degree of one or two of the liquid inlet valves of the first pair of brake wheel cylinders and / or the liquid inlet valves of the second pair of brake wheel cylinders is controlled in real time, and / or the liquid outlet valves of the first pair of brake wheel cylinders and / or the liquid outlet valves of the second pair of brake wheel cylinders are energized and turned on.

7. The method of braking a vehicle according to claim 6.

8. In the redundant braking mode, if the brake master cylinder fluid outlet valve fails, Returning the brake fluid in the brake wheel cylinder to the brake master cylinder via the first main channel and the second main channel; a method for gradually releasing the brake pressure in the first pair of brake wheel cylinders and the second pair of brake wheel cylinders according to real-time feedback signals of a brake pedal stroke sensor (14), a redundant pressure sensor (28), and / or a main pressure sensor (18), wherein an opening of a first system pressure control valve (USV1) on the first main channel (P1) and / or a second system pressure control valve (USV2) on the second main channel (P2) is controlled in real time; Further comprising:

8. The method of claim 7, wherein the braking force is applied to a vehicle.

9. the integrated brake module of the integrated power brake system includes a plunger-type hydraulic cylinder detachably communicating with the first fluid supply line and the second fluid supply line, and the vehicle braking method further includes a step of performing a normal braking mode, in which the plunger-type hydraulic cylinder is actuated to pressurize the brake fluid therein and supply the brake fluid to each brake wheel cylinder via the first fluid supply line and the second fluid supply line.

7. The method of braking a vehicle according to claim 6.

10. the integrated brake module further comprises a compensation line (L4) for connecting the plunger-type hydraulic cylinder to the fluid discharge line, and the vehicle braking method further comprises, in the normal braking mode, adding brake fluid from the fluid discharge line to the plunger-type hydraulic cylinder via the compensation line (L4).

10. The method of braking a vehicle according to claim 9.

11. The normal braking mode and the redundant braking mode are executed when the vehicle is starting, and the vehicle braking method further includes a step of executing an off-brake mode when the vehicle is not starting, wherein when the brake pedal is depressed, the brake fluid in the brake master cylinder is pressurized in the off-brake mode and supplied to the brake wheel cylinders via the main channel and the fluid supply line.

11. The method of braking a vehicle according to claim 10.

12. the integrated brake module includes a simulator line (L5) that allows the outlet of the brake master cylinder to be separably connected to the master cylinder reservoir, and a pedal feel simulator (PFS) is provided on the simulator line (L5), and the vehicle braking method includes, when the brake pedal is actuated, allowing the pressurized brake fluid in the brake master cylinder to return to the master cylinder reservoir via the simulator line (L5) in the normal braking mode or the redundant braking mode.

10. The method of braking a vehicle according to claim 9.

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