Electronic brake system

Abstract

An electronic brake system, comprising a valve body (10), a pressure buildup unit (20), a pedal input unit (30), a pedal feeling simulation unit (40), a control unit (50), a liquid storage tank (60), a pedal position sensor (70), an electromagnetic valve (80), and a pressure sensor (90). The liquid storage tank (60) is mounted on the top of the valve body (10); the pressure buildup unit (20) and the control unit (50) are respectively mounted on two side surfaces of the valve body (10); the pedal input unit (30) is mounted on one end surface of the valve body (10); the pedal feeling simulation unit (40) and the pedal position sensor (70) are both mounted on the same side as the control unit (50); the control unit (50) is in electrical signal connection with the pressure buildup unit (20) and the pedal position sensor (70); the electromagnetic valve (80) and the pressure sensor (90) are arranged on the valve body (10); and the electromagnetic valve (80) is connected to the pressure sensor (90), the pressure buildup unit (20), the pedal input unit (30), the pedal feeling simulation unit (40), and the liquid storage tank (60) by means of a hydraulic circuit in the valve body (10). The electronic brake system can implement decoupling between a pedal and a booster mechanism, has low noise and a high response speed, has a vehicle body stability control function, can implement braking by means of a mechanical device when an electronic control system fails, and has a small size and a high degree of integration.

Description

An electronic brake system

[0001] Cross-reference to Related Applications

[0002] This application claims priority to the Chinese Patent Application No. 202410988558.9, filed on July 22, 2024, entitled "An Electronic Brake System", the content of which is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0003] The present disclosure relates to the field of brake systems, and in particular, to an electronic brake system. BACKGROUND

[0004] A vacuum booster is used as a brake force output device in a conventional passenger vehicle brake system. The vacuum booster has been widely used in conventional fuel vehicles to date, but with the development of new energy vehicles, the vacuum booster has been increasingly unable to meet the market demand.

[0005] In view of the low degree of electronicization and poor controllability of the vacuum booster, a kind of electronic brake system represented by BOSCH company has been introduced to the market. This scheme uses a motor to drive a gear set, and then converts the rotary motion into linear motion by a screw nut and screw rod, and finally the screw rod pushes a series of transmission structures to transmit power to the brake master cylinder to realize braking. The advantages of this scheme are to solve the electronicization of braking, fast braking response, and compact structure similar to the vacuum booster, which is easy to apply to existing vehicles. However, it also has some obvious disadvantages: the pedal and the brake system are not decoupled, and when the vehicle needs automatic brake assistance, the pedal will be driven, which is easy to pinch the driver's foot, so this structure is greatly limited in automatic driving conditions; if this system is applied to new energy vehicles with brake energy recovery, due to the decoupling of the pedal and the brake system, part of the vehicle kinetic energy will be consumed in the brake caliper, affecting the efficiency of energy recovery; the transmission noise of the screw nut and screw rod is large, which is easy to be found in pure electric vehicles and cause complaints from drivers. SUMMARY

[0006] Therefore, the present disclosure provides an electronic brake system, which can realize decoupling of the pedal and the brake system, low noise, high response speed, body stability control function, mechanical braking when the electronic control system fails, small size, and high integration.

[0007] The electronic brake system provided by the present disclosure comprises a valve body, a pressure building unit, a pedal input unit, a pedal feel simulation unit, a control unit, a reservoir, a pedal position sensor, a solenoid valve and a pressure sensor, the reservoir is installed on the top of the valve body, the pressure building unit and the control unit are respectively installed on the two side surfaces of the valve body, the pedal input unit is installed on one end surface of the valve body, the pedal feel simulation unit and the pedal position sensor are installed on the same side of the control unit, the control unit is electrically connected with the pressure building unit and the pedal position sensor, the solenoid valve and the pressure sensor are arranged on the valve body, and the solenoid valve is connected with the pressure sensor, the pressure building unit, the pedal input unit, the pedal feel simulation unit and the reservoir through a hydraulic circuit in the valve body.

[0008] Optionally, the solenoid valve comprises a first normally open valve, a first normally closed valve, a second normally open valve, a second normally closed valve and a third normally closed valve, the pressure sensor comprises a first pressure sensor and a second pressure sensor, a diagnostic valve and a reservoir alarm are arranged on the hydraulic circuit between the reservoir and the pedal input unit, the first normally open valve and the first normally closed valve are connected with a brake caliper, the second normally open valve, the second normally closed valve and the second pressure sensor are arranged on the hydraulic circuit between the pedal input unit and the first normally open valve, the third normally closed valve is arranged on the hydraulic circuit between the pedal input unit and the pedal feel simulation unit, and the first pressure sensor is connected with the pressure building unit through a hydraulic circuit.

[0009] Optionally, the pressure building unit comprises at least a motor, a motor rotor, a nut, a screw rod, a first piston, a first plug and a motor position sensor, the motor rotor is fixed in the motor, the screw rod is fixed in the motor rotor, the nut is installed on the outer periphery of the screw rod, the first piston is installed on the outer periphery of the nut, the first plug is installed on one end of the valve body away from the nut, and the motor position sensor is installed on a mounting hole of the valve body.

[0010] Optionally, the valve block is provided with a pressure building unit mounting hole and a motor mounting stopper, the pressure building unit is mounted with the valve block through the pressure building unit mounting hole, the motor mounting stopper is provided with a first sealing ring, the motor is sealingly connected with the motor mounting stopper through the first sealing ring, the pressure building unit mounting hole is provided with a second sealing ring and a third sealing ring, and the first piston and the first plug are sealingly connected with the pressure building unit mounting hole through the second sealing ring and the third sealing ring respectively.

[0011] Optionally, the motor mounting stopper comprises an inner stopper of the valve block and an outer stopper of the valve block, the inner stopper of the motor is matched with the outer stopper of the valve block, the first sealing ring is sleeved on the inner stopper of the valve block and sealingly connected with the inner stopper of the motor.

[0012] Optionally, a rotation prevention sleeve is arranged on the mounting surface of the motor, the rotation prevention sleeve is installed on the valve block, and a buffer rubber is arranged between the rotation prevention sleeve and the valve block.

[0013] Optionally, the motor position sensor is provided with a first contact and a positioning column, the motor position sensor is installed on the valve block through the positioning column, the motor position sensor is signal connected with the control unit through the first contact, the motor position sensor is provided with a motor position sensing chip, the motor rotor is provided with a magnetic ring, and the motor position sensing chip and the magnetic ring have a gap therebetween.

[0014] Optionally, one end of the lead screw is provided with an anti-lock mechanism, the anti-lock mechanism comprises a limiting sheet and a boss, the limiting sheet is installed on the lead screw, and the boss is installed on the nut.

[0015] Optionally, the pedal input unit at least comprises a P piston, an S piston, a push rod seat, a push rod, a flange plate, a dust cover, an input rod and a spring seat, the S piston is connected with the P piston, the P piston is connected with the push rod seat, the push rod seat is connected with the push rod, the push rod is connected with the input rod, the flange plate is arranged on the outer periphery of the P piston by being connected with the spring seat, one end of the dust cover is connected with the flange plate, and the other end is connected with the input rod.

[0016] Optionally, the valve body is provided with a pedal input unit mounting hole, the S piston and the P piston are both installed inside the pedal input unit mounting hole, and the S piston is located between the valve body and the P piston, the pedal input unit mounting hole is provided with a fifth sealing ring and a sixth sealing ring, and the S piston and the P piston are respectively sealed and connected with the pedal input unit mounting hole through the fifth sealing ring and the sixth sealing ring.

[0017] Optionally, the inside of the S piston is provided with a cylindrical pin, the step of the cylindrical pin is provided with a gasket, the P piston is provided with a magnet assembly and an anti-rotation ring, the anti-rotation ring is provided with a protrusion and an anti-friction sleeve, and the anti-friction sleeve is clamped on the protrusion.

[0018] Optionally, the valve body is provided with a pedal position sensor mounting hole, the pedal position sensor mounting hole is provided with a clamping groove, the pedal position sensor is provided with a buckle, the pedal position sensor is fixed in the pedal position sensor mounting hole through cooperation of the clamping groove and the buckle, the pedal position sensor is provided with a second contact and a pedal sensing chip, and the pedal contact and the pedal position sensing chip are signal connected with the control unit.

[0019] Optionally, the pedal sensing analog unit at least comprises a load rubber, a second piston, a spring connecting seat, a first load spring, a second load spring, a pin, and a second plug, the load rubber is arranged inside one end of the second piston, the other end of the second piston is provided with a spring gasket, one end of the pin is installed on the second plug, the other end is connected with the spring gasket, the spring connecting seat is sleeved on the other end of the pin, the first load spring is sleeved outside the pin, one end of the first load spring abuts against the spring connecting seat, the other end abuts against the spring gasket, and the second load spring is sleeved outside the spring connecting seat, one end of the second load spring abuts against the second plug, and the other end abuts against the spring connecting seat.

[0020] Optionally, the valve body is provided with a pedal feeling simulation unit mounting hole, and a seventh sealing ring is arranged in the pedal feeling simulation unit mounting hole, and the pedal feeling simulation unit is in sealing connection with the pedal feeling simulation unit mounting hole through the seventh sealing ring.

[0021] Optionally, the liquid storage tank is in sealing connection with the valve body through a ninth sealing ring, the valve block is provided with an oil inlet, a one-way valve is arranged in the oil inlet, and the oil inlet is in communication with the pressure building unit.

[0022] Optionally, the control unit is in sealing connection with the valve body through a tenth sealing ring, a solenoid is arranged in the control unit, the solenoid is connected with the electromagnetic valve, and an emptying hole is arranged in the control unit and configured to accommodate part of the pressure building unit and part of the pedal feeling simulation unit.

[0023] Optionally, the valve body is a cuboid.

[0024] Compared with the prior art, the present disclosure has the following beneficial technical effects:

[0025] The electronic brake system provided by the present disclosure concentrates the structures such as the pressure building unit, the pedal input unit, the pedal feeling simulation unit, the control unit and the liquid storage tank on one valve block, and is connected with the electromagnetic valve and the pressure sensor hydraulic circuit, so that the pedal and the power assisting mechanism can be decoupled, low noise, high response speed, the vehicle body stability control function is provided, when the electric control system fails, the brake can be realized through the mechanical device, the volume is small, and the integration degree is high. BRIEF DESCRIPTION OF DRAWINGS

[0026] Fig. 1 is a whole schematic view of an electronic brake system according to the present disclosure;

[0027] Fig. 2 is a structural schematic view of a valve block according to the present disclosure;

[0028] Fig. 3 is a sectional view of a pressure building unit according to the present disclosure;

[0029] Fig. 4 is a structural schematic view of an anti-rotation sleeve according to the present disclosure;

[0030] Fig. 5 is a structural schematic view of a motor position sensor according to the present disclosure;

[0031] Fig. 6 is a structural schematic view of a motor position sensing chip and a magnetic ring according to the present disclosure;

[0032] Fig. 7 is a structural schematic view of a lead screw and a nut according to the present disclosure;

[0033] Fig. 8 is a sectional view of a pedal input unit according to the present disclosure;

[0034] Fig. 9 is a structural schematic view of a cylindrical pin and a gasket according to the present disclosure;

[0035] Fig. 10 is a structural schematic view of a protrusion according to the present disclosure;

[0036] Fig. 11 is a structural diagram of a wear reduction sleeve according to the present disclosure;

[0037] Fig. 12 is a sectional view of a pedal feel simulation unit according to the present disclosure;

[0038] Fig. 13 is a structural diagram of a pedal position sensor according to the present disclosure;

[0039] Fig. 14 is a structural diagram of a pedal position sensor according to the present disclosure;

[0040] Fig. 15 is a structural diagram of a pedal position sensor according to the present disclosure;

[0041] Fig. 16 is a sectional view of a fluid reservoir according to the present disclosure;

[0042] Fig. 17 is a structural diagram of a control unit according to the present disclosure;

[0043] Fig. 18 is a hydraulic circuit diagram of an electronic brake system according to the present disclosure.

[0044] Wherein: 10-valve body; 11-pressurizing unit mounting hole; 12-pedal input unit mounting hole; 13-pedal simulation unit mounting hole; 14-pedal position sensor mounting hole; 15-motor mounting stop; 16-oil inlet; 17-one-way valve; 20-pressurizing unit; 21-motor; 21a-anti-rotation sleeve; 21b-cushion rubber; 22-motor rotor; 23-nut; 24-screw; 24a-anti-lock mechanism; 24a1-limiting sheet; 24a2- boss; 25-first piston; 26-first plug; 27-motor position sensor; 27a-first contact; 27b-positioning column; 27c-motor position sensing chip; 27d-magnetic ring; 28a-first sealing ring; 28b-second sealing ring; 28c-third sealing ring; 29a-first locking nut; 29b-second locking nut; 30-pedal input unit; 31-P piston; 31a-magnet assembly; 31b-anti-rotation ring; 31c-boss; 31d-abrasion-reducing sleeve; 32-S piston; 32a-cylindrical pin; 32b-washer; 33-push rod seat; 34-push rod; 35-flange plate; 36-dust cover; 37-input rod; 38-spring seat; 39a-fourth sealing ring; 39b-fifth sealing ring; 39c-sixth sealing ring; 40-pedal feeling simulation unit; 41-load rubber; 42-second piston; 42a-eighth sealing ring; 43-spring connecting seat; 44-first load spring; 45-second load spring; 46-pin; 47-second plug; 48-spring washer; 50-control unit; 51-solenoid; 52-avoidance hole; 60-liquid storage tank; 61-ninth sealing ring; 70-pedal position sensor; 70a-clamping groove; 70b-clasping buckle; 70c-second contact; 70d-pedal position sensing chip; 80-solenoid valve; 81-first normally open valve; 82-first normally closed valve; 83-second normally open valve; 84-second normally closed valve; 85-third normally closed valve; 90-pressure sensor; 91-first pressure sensor; 92-second pressure sensor; 100-diagnostic valve; 110-liquid storage tank alarm; 120-brake caliper. DETAILED DESCRIPTION

[0045] The specific embodiments of the present disclosure will be further described in detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate the present disclosure, but are not used to limit the scope of the present disclosure.

[0046] In the description of the present disclosure, it should be noted that the orientation or positional relationship indicated in the description is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present disclosure and simplifying the description, and therefore cannot be understood as a limitation on the present disclosure. The indicated parts or elements must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present disclosure.

[0047] Referring to FIG. 1 and FIG. 18, the electronic brake system provided by the present disclosure comprises a valve body 10, a pressure building unit 20, a pedal input unit 30, a pedal feel simulation unit 40, a control unit 50, a reservoir 60, a pedal position sensor 70, a solenoid valve 80, and a pressure sensor 90. The reservoir 60 is installed on the top of the valve body 10, the pressure building unit 20 and the control unit 50 are respectively installed on the two side surfaces of the valve body 10, the pedal input unit 30 is installed on one end surface of the valve body 10, the pedal feel simulation unit 40 and the pedal position sensor 70 are both installed on the same side of the control unit 50, the control unit 50 is electrically connected with the pressure building unit 20 and the pedal position sensor 70, the solenoid valve 80 and the pressure sensor 90 are arranged on the valve body 10, and the solenoid valve 80 is connected with the pressure sensor 90, the pressure building unit 20, the pedal input unit 30, the pedal feel simulation unit 40, and the reservoir 60 through a hydraulic circuit in the valve body 10. The electronic brake system provided by the present disclosure can realize decoupling of the pedal and the power assistance mechanism, low noise, high response speed, vehicle body stability control function, and braking through mechanical devices when the electric control system fails, and has small size and high integration.

[0048] Referring to FIG. 2, the valve block 10 is made of aluminum alloy and is a cuboid, which comprises mounting holes for integrating multiple components, oil flow holes for hydraulic oil, and interfaces for pressure output. The valve body 10 is provided with a pressure building unit mounting hole 11, a pedal input unit mounting hole 12, a pedal simulation unit mounting hole 13, and a pedal position sensor mounting hole 14. The pressure building unit 20, the pedal input unit 30, the pedal feel simulation unit 40, and the pedal position sensor 70 are respectively installed on the valve body 10 through the pressure building unit mounting hole 11, the pedal input unit mounting hole 12, the pedal simulation unit mounting hole 13, and the pedal position sensor mounting hole 14. The surfaces of the pressure building unit mounting hole 11, the pedal input unit mounting hole 12, and the pedal simulation unit mounting hole 13 are subjected to anodic oxidation treatment, and the pedal position sensor mounting hole 14 and the pedal input unit mounting hole 12 are provided with a certain gap, which can ensure that the pedal position sensor 70 can normally sense the magnetic field angle change caused by the movement of the pedal input unit 30.

[0049] Referring to FIG. 3-7, the pressure building unit 20 is fixed on the valve block 10 by screws. The pressure building unit 20 at least comprises a motor 21, a motor rotor 22, a nut 23, a screw rod 24, a first piston 25, a first plug 26, and a motor position sensor 27. The motor rotor 22 is fixed in the interior of the motor 21 through a bearing, one end of the screw rod 24 is fixed in the interior of the motor rotor 22 through a first locking nut 29a, the nut 23 is installed on the outer periphery of the screw rod 24, the first piston 25 is installed on the outer periphery of the nut 23, the first plug 26 is installed on one end of the valve body 10 away from the nut 23, and the motor position sensor 27 is installed in the mounting hole of the valve body 10.

[0050] Optionally, the motor rotor 22 is hollow, and is supported by a bearing bore fixed in the tail of the motor 21 housing and a bearing bore fixed on the end cover of the motor 21. The motor rotor 22 cooperates with the screw rod 24, the tail of which has a thread, and the screw rod 24 is fixed on the motor rotor 22 by screwing a first locking nut 29a on the screw rod 24. The shoulder of the first locking nut 29a abuts against the inner ring of the tail bearing of the motor 21. The head of the nut 23 has an external thread, and the piston 25 is screwed on the head.

[0051] Optionally, the valve block 10 is provided with a motor mounting stop 15, the motor mounting stop 15 is provided with a first sealing ring 28a, and the motor 21 is in sealing connection with the valve block 10 through the first sealing ring 28a and the motor mounting stop 15; the motor mounting stop 15 includes an inner valve block stop and an outer valve block stop, the inner motor stop cooperates with the outer valve block stop to play a positioning role, and the first sealing ring 28a is sleeved on the inner valve block stop and is in sealing connection with the inner motor stop. The motor power line of the pressure building unit 20 passes through the valve block 10 hole and is in butt joint with the connector on the control unit 50. The pressure building unit mounting hole 11 is provided with a second sealing ring 28b and a third sealing ring 28c, and the first piston 25 and the first plug 26 are in sealing connection with the pressure building unit mounting hole 11 through the second sealing ring 28b and the third sealing ring 28c respectively. Among them, the second sealing ring 28b is provided with two, the one close to the outer side of the valve block 10 can use a Y-shaped structure sealing ring, the opening of which faces the inner side of the valve block 10, mainly for low-pressure sealing to prevent oil leakage, and the one close to the inner side of the valve block 10 can use a Y-shaped or E-shaped structure sealing ring, the opening of which faces the inner side of the valve block 10, mainly for high-pressure sealing to ensure the pressure building of the pressure building unit 20. The first plug 26 is fixed between the valve block 10 through the second locking nut 29b, can also be fixed through riveting pressure, or is fixed through the threads processed on the first plug 26. The mounting surface of the motor 21 is provided with an anti-rotation sleeve 21a, the anti-rotation sleeve 21a is pressed and assembled onto the valve block 10 through a pin, and a buffer rubber 21b is arranged between the anti-rotation sleeve 21a and the valve block 10, the inner circle of the buffer rubber 21b is sleeved on the anti-rotation sleeve boss, and the outer circle is fitted into the sink hole of the valve block 10. The surface of the nut 23 has three grooves along the axial direction of the lead screw 24, and the grooves cooperate with the three protrusions in the anti-rotation sleeve 21a. The motor position sensor 27 passes through the valve block 10 from the motor mounting surface of the valve block 10, the top first contact 27a of the motor position sensor 27 contacts the spring contact on the control unit 50 to realize signal transmission. The motor position sensor 27 is provided with two positioning columns 27b, the positioning columns 27b cooperate with the positioning holes of the valve block 10 to ensure that the motor position sensor 27 is accurately installed. The motor position sensor 27 is a magnetoresistive sensor, the motor position sensing chip 27c on the motor position sensor 27 detects the position of the motor rotor 22 by detecting the change of the magnetic field of the magnetic ring 27d on the motor 21, and realizes accurate control of the motor 21. The motor position sensing chip 27c on the motor position sensor 27 and the magnetic ring 27d on the motor 21 need to ensure a gap to ensure the detection accuracy, and the magnetic ring 27d is installed on the motor rotor 22. One end of the lead screw 24 is provided with an anti-lock mechanism 24a, the anti-lock mechanism 24a includes a limiting piece 24a1 and a boss 24a2, the limiting piece 24a1 is installed on the lead screw 24, and the boss 24a2 is installed on the nut 23. When the nut 23 rotates to the end, the boss 24a2 on the nut 23 is in line contact with the limiting piece 24a1 on the lead screw 24, so that the nut 23 is not locked at the end.

[0052] Please refer to Fig.8-11, the pedal input unit 30 at least includes P piston 31, S piston 32, push rod base 33, push rod 34, flange 35, dust cover 36, input rod 37, and spring seat 38, S piston 32 is connected with P piston 31, P piston 32 is connected with push rod base 33, push rod base 33 is connected with push rod 34, push rod 34 is connected with input rod 37, flange 35 is arranged on the outer periphery of P piston 31 by connecting with spring seat 38, dust cover 36 is connected with flange 35 at one end, and is connected with input rod 37 at the other end.

[0053] Optionally, S piston 32 is provided with grooves at both ends, and a convex cylindrical pin 32a is arranged in the groove near one end of P spring 31, and the head gasket 32b of the rivet pin is pressed on the step of the cylindrical pin 32a. The spring in the S piston 32 is clamped between the spring seat in the S piston 32 and the hole of the S piston 32, and the head flange of the spring seat in the S piston 32 is limited by the gasket 32b to prevent the spring seat in the S piston 32 from being pulled out due to the action of the spring force. A positioning boss is arranged in the groove at the other end of the S piston 32, and a spring sleeve in the P piston 31 is arranged on the boss. The boss is tapered to prevent scratching when the spring in the P piston 31 is compressed. The push rod base 33 is arranged in the outer groove of the piston in the P piston 31, and the push rod base 33 is fixed by riveting the boss on the hole in the P piston 31. The push rod 34 is arranged in the push rod base 33, the head of the push rod 34 is spherical, and the bottom of the push rod base 33 is conical. The push rod 34 is limited in the push rod base 33 by riveting and cannot be pulled out, but can swing freely. The input rod 37 is screwed on the threaded head of the push rod 34, and the flat surface of the input rod 37 is tightly fastened with the boss of the push rod 34. The spring seat 38 is press-fitted with the orifice on the side of the valve block 10, and the spring seat 38 is in interference fit with the flange 35 to ensure that the spring on the outer periphery of the push rod 34 cannot be pulled out. The fourth sealing ring 39a is arranged in the groove formed between the spring seat 38 and the flange 35, one side of the fourth sealing ring 39a is tightly fitted with the valve block 10, and the other side is tightly fitted with the flange 35. The dust cover 36 is sleeved on the boss of the flange 35, and the other end of the dust cover 36 is sleeved on the push rod 34. The press-fitting screw is also press-fitted on the flange 35, and the press-fitting screw is connected with the brake pedal after passing through the firewall of the vehicle.

[0054] Optionally, the S-piston 32 and the P-piston 31 are both installed inside the pedal input unit mounting hole 12, and the S-piston 32 is located between the valve block 10 and the P-piston 31, the fifth sealing ring 39b and the sixth sealing ring 39c are arranged in the pedal input unit mounting hole 12, and the S-piston 32 and the P-piston 31 are sealingly connected with the pedal input unit mounting hole 12 through the fifth sealing ring 39b and the sixth sealing ring 39c respectively. Among them, the fifth sealing ring 39b is provided with two, and the sixth sealing ring 39c is provided with three. The P-piston 31 is provided with a magnet assembly 31a and an anti-rotation ring 31b, the anti-rotation ring 31b has a protrusion 31c, and a wear-reducing sleeve 31d is clamped in the circular hole of the protrusion 31c and is arranged in the groove in the flange plate 35. In this way, the rotation of the magnet assembly 31a caused by the rotation of the P-piston 31 during movement is avoided. The rotation of the magnet assembly 31a will cause the detection accuracy of the pedal position sensor 70 to decrease. Before the P-piston 31 is installed in the valve block 10, the rear half part of the P-piston 31 is pre-installed in the hole of the flange plate 35, the spring sleeve on the outer periphery of the push rod 34 of the hole of the flange plate 35 is arranged on the anti-rotation ring 31b, and the spring end face on the outer periphery of the push rod 34 abuts against the folded edge of the anti-rotation ring 31b.

[0055] Among them, the flange plate 35, the press-in screw, the push rod 34, the push rod seat 33, the spring on the outer periphery of the push rod 34, the anti-rotation ring 31b, the wear-reducing sleeve 31d, the spring seat 38, the magnet assembly 31a and the P-spring 31 can exist as an independent component in actual production, which reduces the complexity of the assembly line and is conducive to production practice. The flange plate 35 component is fixed on the valve block 10 by screws.

[0056] Please refer to FIGS. 12-14, the pedal position sensor 70 is a Hall sensor, which calculates the depth of the pedal stepped on by the driver by detecting the change of the magnetic field angle of the magnet assembly 31b. The pedal position sensor 70 is installed in the pedal position sensor mounting hole 14 of the valve block 10, the pedal position sensor mounting hole 14 is provided with a clamping groove 70a, the pedal position sensor 70 is provided with a clasp 70b, the pedal position sensor 70 is fixed in the pedal position sensor mounting hole 14 through the cooperation of the clamping groove 70a and the clasp 70b, the pedal position sensor 70 is provided with a second contact 70c and a pedal position sensing chip 70d, and the second contact 70c and the pedal position sensing chip 70d are signal connected with the control unit 50. The pedal position sensing chip 70d has a certain gap with the magnet.

[0057] Please refer to Fig. 15, the pedal feeling simulation unit installation hole 13 is provided with a seventh sealing ring, and the pedal feeling simulation unit 40 is sealingly connected with the pedal feeling simulation unit installation hole 13 through the seventh sealing ring. The pedal feeling simulation unit 40 at least comprises a load rubber 41, a second piston 42, a spring connecting seat 43, a first load spring 44, a second load spring 45, a pin 46 and a second plug 47. The load rubber 41 is arranged in the inside of one end of the second piston 42. The other end of the second piston 42 is provided with a spring washer 48. One end of the pin 46 is arranged in the second plug 47, and the other end of the pin 46 is connected with the spring washer 48. The spring connecting seat 43 is sleeved on the other end of the pin 46. The first load spring 44 is sleeved on the outside of the pin 46, one end of the first load spring 44 abuts against the spring connecting seat 43, and the other end of the first load spring 44 abuts against the spring washer 48. The second load spring 45 is sleeved on the outside of the spring connecting seat 43, one end of the second load spring 45 abuts against the second plug 47, and the other end of the second load spring 45 abuts against the spring connecting seat 43.

[0058] Optionally, the second plug 47 is threadedly connected with the valve block 10, and optionally, the second plug 47 is riveted and pressed to reduce the machining cost. The second piston 42 is arranged in the piston hole of the valve block 10, and the hole of the valve block 10 supports the piston. The second piston 42 is provided with an eighth sealing ring 42a. A lip-shaped sealing ring is selected as the sealing ring between the piston and the valve block 10, and the lip of the lip-shaped sealing ring faces the inside of the valve block 10. Optionally, the sealing ring can be in the form of an O-shaped ring or an X-shaped ring.

[0059] The load rubber 41, the second piston 42, the first load spring 44, the second load spring 45, the spring connecting seat 43, the pin 46 and the second plug 47 can be pre-assembled into an independent pedal feeling simulation load assembly, so as to optimize the complexity of assembly of the total assembly and improve the qualified rate.

[0060] Please refer to Fig. 16, the liquid storage tank 60 is fixed on the valve block 10 through an X-direction screw and two Y-direction screws. The liquid storage tank 60 is sealingly connected with the valve block 10 through a ninth sealing ring 61 sleeved on the liquid storage tank 60. The one-way valve 17 is arranged in the oil inlet 16 of the valve block 10. The one-way valve 17 is fixed and sealed by riveting and pressing the valve block 10. The lower oil passage of the oil inlet 16 is communicated with the pressure building unit 20.

[0061] Please refer to Fig. 17, the control unit 50 is fixed on the valve block 10 through four mounting screws, and the control unit 50 is sealingly connected with the valve block 10 through a tenth sealing ring. The control unit 50 is provided with a solenoid 51. The hollow part of the solenoid 51 is sleeved on the electromagnetic valve. The control unit 50 is provided with two emptying holes 52. The emptying holes 52 provide installation spaces for the first plug 26 and the pedal feeling simulation plug. The control unit 50 is provided with an emptying hole on the control panel. The first plug 26 passes through the other emptying hole and is accommodated in the recess hole of the upper cover of the control unit 50.

[0062] Referring to Fig. 18, the electromagnetic valve 80 includes four first normally open valves 81 (IV1, IV2, IV3, IV4), four first normally closed valves 82 (OV1, OV2, OV3, OV4), two second normally open valves 83 (MCV1 and MCV2), two second normally closed valves 84 (PCV1 and PCV2), and one third normally closed valve 85 (SCV). The pressure sensor 90 includes a first pressure sensor 91 (RPS) for detecting the pressure of the pressure building unit 20 and a second pressure sensor 92 (MCPS) for detecting the pressure of the pedal input unit 30.

[0063] Optionally, a diagnostic valve 100 (ATV) and a reservoir alarm 110 (PTS) are provided in the hydraulic circuit between the reservoir 60 and the cavity of the P piston 31 of the pedal input unit 30. The diagnostic valve 100 (ATV) is closed when the system is idle, and is used to determine whether there is a leak in the system. The reservoir alarm 110 (PTS) is used to monitor the amount of brake fluid, and will light up a fault light on the instrument when the amount of brake fluid is too small. The four first normally open valves 81 (IV1, IV2, IV3, IV4) and the four first normally closed valves 82 (OV1, OV2, OV3, OV4) are connected to the brake caliper 120. One second normally closed valve 84 (PCV2), one second normally open valve 83 (MCV2), and the second pressure sensor 92 (MCPS) are provided in the hydraulic circuit between the S piston 32 and the two first normally open valves 81 (IV3 and IV4). One second normally closed valve 84 (PCV1), one second normally open valve 83 (MCV1) are provided in the hydraulic circuit between the P piston 31 and the two first normally open valves 81 (IV1 and IV2). A motor position sensor 27 (BPS) is provided in the hydraulic circuit between the two second normally closed valves 84 (PCV1 and PCV2). The third normally closed valve 85 (SCV) is provided in the hydraulic circuit between the P piston 31 and the pedal feel simulator unit 40. The first pressure sensor 91 is connected to the hydraulic circuit between the pressure building unit 20.

[0064] The electronic brake system provided by the present disclosure mainly has the following working modes:

[0065] Mode one, normal working mode. In this mode, the brake system works normally without any fault. Four first normally open valves 81 (IV1, IV2, IV3, IV4), four first normally closed valves 82 (OV1, OV2, OV3, OV4), and the diagnostic valve 100 (ATV) keep the initial state of the solenoid valve without power. The third normally closed valve 85 (SCV) and two second normally closed valves 84 (PCV1 and PCV2) are powered on, and two second normally open valves 83 (MCV1 and MCV2) are powered off. When the driver steps on the brake pedal, the pedal drives the input rod 37, and then the pedal position sensor 70 transmits the pedal position signal to the control unit 50. The control unit 50 judges the driver's braking intention according to the pedal position signal, and controls the build-up unit 20 to output the appropriate brake pressure to achieve braking according to the driver's braking intention. Since the two second normally open valves 83 (MCV1 and MCV2) are closed, the pressure of the build-up unit 20 and the pressure of the P-piston 31 cavity and S-piston 32 cavity are isolated, realizing the decoupling of the pressure at the pedal end and the build-up unit 20 end.

[0066] In this mode, the force of the driver stepping on the pedal will push the brake fluid through the third normally closed valve 85 (SCV) to the pedal feel simulation unit 40, and the load of the pedal feel simulation unit 40 will be fed back to the driver's target pedal feel, realizing the simulation of the pedal feel.

[0067] Mode two, drive slip, vehicle stability control mode. In this mode, the brake system works normally without any fault. Four first normally open valves 81 (IV1, IV2, IV3, IV4), four first normally closed valves 82 (OV1, OV2, OV3, OV4), and the diagnostic valve 100 (ATV) keep the initial state of the solenoid valve without power. The third normally closed valve 85 (SCV) and two second normally closed valves 84 (PCV1 and PCV2) are powered on, and two second normally open valves 83 (MCV1 and MCV2) are powered off. When the vehicle appears to be slipping or the vehicle is in motion, the electronic brake system will actively intervene to ensure that the vehicle is in a stable state of travel without the driver stepping on the pedal. Specifically, when one or more drive wheels slip, a certain braking force needs to be applied to the slipping wheels, and the control unit will control the build-up unit 20 to build pressure according to the demand. For wheels that do not need braking force, the four first normally open valves 81 (IV1, IV2, IV3, IV4) need to be closed to isolate the pressure at the build-up unit 20 end, and for wheels that need braking force, the four first normally open valves 81 (IV1, IV2, IV3, IV4) remain open. When the control unit 50 determines that the wheels provided with braking force have reached the appropriate braking force, the circuit of the four first normally open valves 81 (IV1, IV2, IV3, IV4) will be closed to maintain the pressure of the circuit.

[0068] When the control unit 50 judges that the wheel brake force is too large, the four first normally open valves 81 (IV1, IV2, IV3, IV4) are closed and the four first normally closed valves 82 (OV1, OV2, OV3, OV4) are opened to release pressure. The control unit 50 controls the pressure of a certain wheel or wheels to increase, maintain or decrease in real time according to the slip ratio and other parameters of the wheel to ensure the stable driving of the vehicle.

[0069] Mode three, ABS mode. In this mode, the brake system is working normally without failure. The four first normally open valves 81 (IV1, IV2, IV3, IV4), the four first normally closed valves 82 (OV1, OV2, OV3, OV4), and the diagnostic valve 100 (ATV) remain in the initial state without power supply. The third normally closed valve 85 (SCV) and the two second normally closed valves 84 (PCV1 and PCV2) are powered on to open, and the two second normally open valves 83 (MCV1 and MCV2) are powered off to close. After the driver steps on the pedal, the brake system brakes as in mode one. When the control unit 50 judges that a certain wheel or wheels are slipping, it controls the first normally open valves 81 to close the pressure of the pressure building unit 20 and opens the first normally closed valves 82 to release pressure. When the pressure is released to the target pressure, the control unit 50 controls the four first normally closed valves 82 (OV1, OV2, OV3, OV4) to close (the four first normally open valves 81 (IV1, IV2, IV3, IV4) remain closed) to maintain the wheel cylinder pressure. When the control unit 50 judges that the brake force is insufficient, it opens the closed pressure to increase the pressure.

[0070] In ABS mode, there is a special working condition. When the vehicle is on a low adhesion coefficient road surface, continuous triggering of ABS will cause the first piston 25 to be pushed to the maximum stroke, at which time the pressure building unit 20 cannot provide braking force when the vehicle needs to brake. To avoid this situation, when the first piston 25 reaches or is near the maximum stroke, the control unit 50 controls the one-way valve (RCV) to be powered off to close and controls the pressure building unit 20 piston to quickly retreat, at which time the pressure building unit 20 is under negative pressure, the one-way valve (RCV) is opened under the action of atmospheric pressure, and the brake fluid is supplemented to the cavity of the first piston 25 through the one-way valve (RCV). After the supplement is completed, the one-way valve (RCV) is powered on to open, and the pressure building unit 20 can continue to build pressure.

[0071] Mode four, backup brake mode. In this mode, the brake system control module fails. At this time, all solenoid valves in the electronic brake system are not powered on, and the pressure building unit 20 is not in action. When the driver steps on the pedal to request braking, the driver's pedal force is transmitted to the P piston 31 and the S piston 32 through the input rod 37, and the P piston 31 and the S piston 32 build pressure to brake.

[0072] From the above description, it can be known that the electronic brake system provided by the present disclosure has the advantages of decoupling the pedal and the power assisting mechanism, low noise, high response speed, small size, and high integration, and the electronic brake system also has a vehicle body stability control function, and when the electronic control system fails, the brake can be realized through a mechanical device.

[0073] The above is only a preferred embodiment of the present disclosure, and does not limit the present disclosure in any form. Although the present disclosure has been disclosed as above with the preferred embodiment, it is not intended to limit the present disclosure. Any person skilled in the art can make some changes or modifications to the above disclosed technical content without departing from the technical solution of the present disclosure, and any simple modification, equivalent change and modification of the above embodiment according to the technical essence of the present disclosure still belong to the scope of the technical solution of the present disclosure. Industrial applicability

[0074] The electronic brake system of the present disclosure can realize decoupling of the pedal and the power assisting mechanism, and has the advantages of low noise, high response speed, small size, and high integration. The electronic brake system of the present disclosure also has a vehicle body stability control function, and when the electronic control system fails, the brake can be realized through a mechanical device.

Claims

1. An electronic braking system characterized by: The valve body (10), the pressure building unit (20), the pedal input unit (30), the pedal feel simulation unit (40), the control unit (50), the liquid storage tank (60), the pedal position sensor (70), the electromagnetic valve (80), and the pressure sensor (90) are provided, the liquid storage tank (60) is installed on the top of the valve body (10), the pressure building unit (20) and the control unit (50) are installed on the two side surfaces of the valve body (10) respectively, the pedal input unit (30) is installed on one end surface of the valve body (10), the pedal feel simulation unit (40) and the pedal position sensor (70) are installed on the same side of the control unit (50), the control unit (50) is electrically connected with the pressure building unit (20) and the pedal position sensor (70), the electromagnetic valve (80) and the pressure sensor (90) are arranged on the valve body (10), the electromagnetic valve (80) is connected with the pressure sensor (90), the pressure building unit (20), the pedal input unit (30), the pedal feel simulation unit (40), and the liquid storage tank (60) through the hydraulic circuit in the valve body (10).

2. The electronic brake system of claim 1, wherein: The electromagnetic valve (80) comprises a first normally open valve (81), a first normally closed valve (82), a second normally open valve (83), a second normally closed valve (84), and a third normally closed valve (85), the pressure sensor (90) comprises a first pressure sensor (91) and a second pressure sensor (92), a diagnostic valve (100) and a liquid storage tank alarm (110) are arranged on the hydraulic circuit between the liquid storage tank (60) and the pedal input unit (30), the first normally open valve (81) and the first normally closed valve (82) are connected with the brake caliper (120), the second normally open valve (83), the second normally closed valve (84), and the second pressure sensor (92) are arranged on the hydraulic circuit between the pedal input unit (30) and the first normally open valve (81), the third normally closed valve (85) is arranged on the hydraulic circuit between the pedal input unit (30) and the pedal feel simulation unit (40), and the first pressure sensor (91) is connected with the pressure building unit (20) through the hydraulic circuit.

3. The electronic brake system of claim 2, wherein: The pressure building unit (20) comprises at least a motor (21), a motor rotor (22), a nut (23), a screw rod (24), a first piston (25), a first plug (26), and a motor position sensor (27), the motor rotor (22) is fixed in the motor (21), the screw rod (24) is fixed in the motor rotor (22), the nut (23) is installed on the outer periphery of the screw rod (24), the first piston (25) is installed on the outer periphery of the nut (23), the first plug (26) is installed on one end of the valve block (10) away from the nut (23), and the motor position sensor (27) is installed on the mounting hole of the valve block (10).

4. The electronic brake system of claim 3, wherein: The valve block (10) is provided with a pressure building unit mounting hole (11) and a motor mounting stop (15), the pressure building unit (20) is mounted with the valve block (10) through the pressure building unit mounting hole (11), the motor mounting stop (15) is provided with a first sealing ring (28a), the motor (21) is sealed and connected with the motor mounting stop (15) through the first sealing ring (28a), the pressure building unit mounting hole (11) is provided with a second sealing ring (28b) and a third sealing ring (28c), the first piston (25) and the first plug (26) are respectively sealed and connected with the pressure building unit mounting hole (11) through the second sealing ring (28b) and the third sealing ring (28c).

5. The electronic brake system of claim 4, wherein: The motor mounting stop (15) includes a valve block inner stop and a valve block outer stop, the motor inner stop is matched with the valve block outer stop, the first sealing ring (28a) is sleeved on the valve block inner stop and is sealed and connected with the motor inner stop.

6. An electronic brake system according to claim 4 or 5, characterised in that: The mounting surface of the motor (21) is provided with an anti-rotation sleeve (21a), the anti-rotation sleeve (21a) is mounted on the valve block (10), and the anti-rotation sleeve (21a) is provided with a buffer rubber (21b) between the valve block (10).

7. The electronic brake system of claim 6, wherein: The motor position sensor (27) is provided with a first contact (27a) and a positioning column (27b), the motor position sensor (27) is mounted on the valve block (10) through the positioning column (27b), the motor position sensor (27) is signal connected with the control unit (50) through the first contact (27a), the motor position sensor (27) is provided with a motor position sensing chip (27c), the motor rotor (22) is provided with a magnetic ring (27d), and the motor position sensing chip (27c) and the magnetic ring (27d) have a gap.

8. The electronic brake system of claim 7, wherein: One end of the lead screw (24) is provided with an anti-lock mechanism (24a), the anti-lock mechanism (24a) includes a limiting sheet (24a1) and a boss (24a2), the limiting sheet (24a1) is mounted on the lead screw (24), and the boss (24a2) is mounted on the nut (23).

9. An electronic brake system according to any one of claims 2 to 8, characterised in that: The pedal input unit (30) at least includes a P piston (31), an S piston (32), a push rod seat (33), a push rod (34), a flange plate (35), a dust cover (36), an input rod (37), and a spring seat (38), the S piston (32) is connected with the P piston (31), the P piston (32) is connected with the push rod seat (33), the push rod seat (33) is connected with the push rod (34), the push rod (34) is connected with the input rod (37), the flange plate (35) is arranged on the outer periphery of the P piston (31) by being connected with the spring seat (38), one end of the dust cover (36) is connected with the flange plate (35), and the other end is connected with the input rod (37).

10. The electronic brake system of claim 9, wherein: The valve body (10) is provided with a pedal input unit mounting hole (12), the S piston (32) and the P piston (31) are both mounted inside the pedal input unit mounting hole (12), and the S piston (32) is located between the valve body (10) and the P piston (31), the pedal input unit mounting hole (12) is provided with a fifth sealing ring (39b) and a sixth sealing ring (39c), and the S piston (32) and the P piston (31) are respectively sealed and connected with the pedal input unit mounting hole (12) through the fifth sealing ring (39b) and the sixth sealing ring (39c).

11. The electronic brake system of claim 10, wherein: The inside of the S piston (32) is provided with a cylindrical pin (32a), the step of the cylindrical pin (32a) is provided with a gasket (32b), the P piston (31) is provided with a magnet assembly (31a) and an anti-rotation ring (31b), the anti-rotation ring (31b) is provided with a protrusion (31c) and an anti-friction sleeve (31d), and the anti-friction sleeve (31d) is clamped on the protrusion (31c).

12. The electronic brake system according to any one of claims 2-11, characterized in that: The valve body (10) is provided with a pedal position sensor mounting hole (14), the pedal position sensor mounting hole (14) is provided with a clamping groove (70a), the pedal position sensor (70) is provided with a buckle (70b), and the pedal position sensor (70) is fixed in the pedal position sensor mounting hole (14) through cooperation of the clamping groove (70a) and the buckle (70b). The pedal position sensor (70) is provided with a second contact (70c) and a pedal position sensing chip (70d), and the second contact (70c) and the pedal position sensing chip (70d) are signal connected with the control unit (50).

13. An electronic brake system according to any one of claims 2 to 12, characterised in that: The pedal feeling simulation unit (40) at least includes a load rubber (41), a second piston (42), a spring connecting seat (43), a first load spring (44), a second load spring (45), a pin (46), and a second plug (47). The load rubber (41) is arranged in the inside of one end of the second piston (42), the other end of the second piston (42) is provided with a spring gasket (48), one end of the pin (46) is connected with the second plug (47), the other end is connected with the spring gasket (48), the spring connecting seat (43) is sleeved on the other end of the pin (46), the first load spring (44) is sleeved outside the pin (46), one end of the first load spring (44) abuts against the spring connecting seat (43), and the other end abuts against the spring gasket (48). The second load spring (45) is sleeved outside the spring connecting seat (43), one end of the second load spring (45) abuts against the second plug (47), and the other end abuts against the spring connecting seat (43).

14. The electronic brake system of claim 13, wherein: The valve body (10) is provided with a pedal feeling simulation unit mounting hole (13), the pedal feeling simulation unit mounting hole (13) is provided with a seventh sealing ring, and the pedal feeling simulation unit (40) is sealed and connected with the pedal feeling simulation unit mounting hole (13) through the seventh sealing ring.

15. The electronic brake system according to any one of claims 2-14, characterized in that: The liquid storage tank (60) is sealed and connected with the valve body (10) through a ninth sealing ring (61), the valve body (10) is provided with an oil inlet (16), a one-way valve (17) is arranged in the oil inlet (16), and the oil inlet (16) is communicated with the pressure building unit (20).

16. The electronic brake system according to any one of claims 2-15, characterized in that: The control unit (50) is sealed and connected with the valve body (10) through a tenth sealing ring, a solenoid (51) is arranged in the control unit (50), the solenoid (51) is sleeved on an electromagnetic valve, an emptying hole (52) is arranged in the control unit (50), and the emptying hole (52) is configured to accommodate part of the pressure building unit (20) and part of the pedal feel simulation unit (40).

17. The electronic brake system according to any one of claims 1-16, characterized in that: The valve body (10) is a cuboid.

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