CN118457529A

CN118457529A - ESC-based fully decoupled redundant vehicle electro-hydraulic brake system and method

Info

Publication number: CN118457529A
Application number: CN202410312119.6A
Authority: CN
Inventors: 宋明; 郑航船; 程许添; 郝江脉; 陈鹏飞; 李鸠斌
Original assignee: Zhejiang Asia Pacific Mechanical and Electronic Co Ltd
Current assignee: Zhejiang Asia Pacific Mechanical and Electronic Co Ltd
Priority date: 2024-03-19
Filing date: 2024-03-19
Publication date: 2024-08-09

Abstract

The invention discloses a full-decoupling vehicle electro-hydraulic brake system with a redundant function and a method based on ESC. The system comprises a supercharging module and a vehicle body stabilizing module ESC; the boosting module receives pedal acting force, detects pedal displacement, and performs boosting braking and backup when the vehicle body stabilizing module ESC fails; the pressurizing module is respectively connected with the brake pedal and the oil cup, receives the acting force of the pedal, outputs brake fluid to the vehicle body stabilizing module ESC through the oil pipe; the vehicle body stabilizing module ESC receives the brake fluid input by the pressure increasing module, adjusts the oil pressure of the brake wheel cylinder and is used for backing up when the pressure increasing module fails; the brake wheel cylinders receive brake fluid from the pressure increasing module and the vehicle body stabilizing module ESC to generate braking force to realize vehicle braking. According to the invention, the booster module and the pedal module are added on the basis of the ESC structure, the pedal module simulates foot feeling during normal braking, the booster module provides brake fluid, and the ESC regulates brake oil pressure, so that emergency mechanical braking can be realized.

Description

ESC-based fully decoupled redundant vehicle electro-hydraulic brake system and method

Technical Field

The invention relates to a vehicle electro-hydraulic brake system and method, in particular to a vehicle electro-hydraulic brake system and method with a full decoupling function and a redundancy function.

Background

The full-decoupling electronic hydraulic brake system with the redundancy function, which is used in the current market, uses a redesigned module to carry out redundancy backup, and has long development period and large brake noise.

Disclosure of Invention

In order to solve the problems in the background art, the invention provides a full-decoupling vehicle electro-hydraulic brake system and method with a redundant function based on ESCs.

The technical scheme adopted by the invention is as follows:

1. An ESC-based full-decoupling vehicle electro-hydraulic brake system with a redundancy function comprises a supercharging module and a vehicle body stabilizing module ESC;

the pressure increasing module is used for receiving external pedal acting force, detecting pedal displacement and generating hydraulic pressure to control the brake wheel cylinder to brake; the backup device is used for backing up when the vehicle body stability module ESC fails;

The pressurizing module is respectively connected with the brake pedal and the oil cup, receives external pedal acting force and outputs brake fluid to be transmitted to the vehicle body stabilizing module ESC through oil pipe connection;

The automobile body stabilizing module ESC is used for receiving the brake fluid input by the pressure increasing module and adjusting the oil pressure of the brake cylinder through the electromagnetic valve group and the automobile body stabilizing motor in the automobile body stabilizing module ESC; the backup device is used for backup when the pressurizing module fails;

and the brake wheel cylinder receives brake fluid from the pressure increasing module and the vehicle body stabilizing module ESC to generate braking force so as to realize vehicle braking.

The invention has the innovation that the supercharging module and the vehicle body stabilizing module ESC which are all electrified all the time are arranged, the supercharging module and the vehicle body stabilizing module ESC can mutually prevent failure work, and when a driver does not press a brake pedal, the supercharging module and the vehicle body stabilizing module ESC can complete the supercharging and the decompression of the brake, so that the automatic driving of L4 level and above is realized.

The supercharging module comprises a supercharging motor, a main cylinder, a supercharging cylinder, a detection valve, a simulator valve, a pedal simulator, a first one-way valve, a first liquid supply valve, a second liquid supply valve, a first coupling valve, a second one-way valve and a third one-way valve;

The oil cup is internally provided with brake fluid, the main cylinder is provided with a front cavity and a rear cavity, the piston of the main cylinder is synchronously connected with a brake pedal, the pedal simulator is provided with the front cavity and the rear cavity, the oil cup is directly communicated with the rear cavity of the main cylinder, the front cavity of the main cylinder is communicated with the oil cup through a detection valve, the front cavity of the pedal simulator is connected with the front cavity of the main cylinder through a simulator valve, and the rear cavity of the pedal simulator is directly communicated with the oil cup; the two brake cylinders are connected with the front cavity of the main cylinder through first coupling valves, the first coupling valves control brake fluid in the front cavity of the main cylinder to enter the two brake cylinders, the other two brake cylinders are connected with the rear cavity of the main cylinder through second coupling valves, and the second coupling valves control brake fluid in the rear cavity of the main cylinder to enter the other two brake cylinders; a second one-way valve is arranged on a pipeline between one oil outlet of the pressure increasing module and the oil cup, a third one-way valve is arranged on a pipeline between the other oil outlet of the pressure increasing module and the oil cup, the oil outlet directions of the second one-way valve and the third one-way valve are respectively connected with two oil inlets of the vehicle body stabilizing module ESC, the oil inlet directions of the second one-way valve and the third one-way valve are both connected with the oil cup, the pressure increasing motor is connected with a piston push rod in the pressure increasing cylinder to drive the piston push rod to horizontally move in a piston cavity of the pressure increasing cylinder, the output end of the pressure increasing cylinder is connected with two brake cylinders through a first oil supply valve, and the output end of the pressure increasing cylinder is connected with the other two brake cylinders through a second oil supply valve; and the output end of the pressurizing cylinder is connected to the oil cup through the first one-way valve.

The master cylinder front cavity is connected with a first pressure sensor for detecting the input pressure of the master cylinder front cavity, the output end of the booster cylinder is connected with a second pressure sensor, and the second pressure sensor detects the oil pressure output by the output end of the booster cylinder.

The brake pedal is provided with a displacement sensor for detecting the displacement of the brake pedal, and the supercharging module is provided with a rotation angle sensor for detecting the rotation angle of the supercharging motor.

In the vehicle body stabilizing module, an isolation valve and a liquid inlet valve are sequentially arranged between the output end of the pressure increasing module and the brake cylinder, a one-way valve which only allows one-way conduction from the output end of the pressure increasing module to the brake cylinder is connected in parallel on the isolation valve, a one-way valve which only allows one-way conduction from the brake cylinder to the output end of the pressure increasing module is connected in parallel on each liquid inlet valve, and a pressure sensor is arranged between the isolation valve and the output end of the pressure increasing module;

The output shaft of the vehicle body stabilizing motor is connected with the input shaft of the plunger pump, the energy accumulator is connected with the oil inlet of the plunger pump through a one-way valve, the isolation valve is connected with the output end of the pressurizing module through an oil supply valve and the oil inlet of the plunger pump, the oil outlet of the plunger pump is connected between the isolation valve and the liquid inlet valve, and meanwhile, the brake cylinder is connected with the energy accumulator through a respective liquid outlet valve.

2. A self-checking method of an electronic hydraulic brake system of a vehicle comprises the following steps: generally, after a preset number of mileage is travelled or a preset number of times of braking function is executed, when a brake pedal is kept still, the vehicle starts a self-test of a brake system after ignition according to the following steps:

Self-checking step S1:

The first liquid supply valve and the second liquid supply valve are kept to be controlled to be powered off and not conducted, a pressurizing motor of the pressurizing module is powered on, the pressurizing motor drives a piston push rod of the pressurizing cylinder to extend out, and after the pressurizing motor extends out, the pressurizing motor is maintained and is detected through a second pressure sensor and a rotation angle sensor within a fixed period of time:

if the degree of pressure detected by the second pressure sensor is unchanged within a fixed period of time and is the same as the oil pressure value calculated according to the degree of the rotation angle sensor, namely the actual pressure value detected within the fixed period of time is the same as the actual pressure value calculated according to the rotation angle sensor (the rotation angle sensor can identify the rotation number of the motor so as to obtain the forward displacement of the piston of the auxiliary cylinder, and the theoretical oil pressure value provided by the auxiliary cylinder can be calculated according to the cylinder diameter of the auxiliary cylinder), the first liquid supply valve, the second liquid supply valve, the first one-way valve and the second pressure sensor are normal;

Self-checking step S2:

Then, the first liquid supply valve and the second liquid supply valve are controlled to be electrified and conducted, the first coupling valve and the second coupling valve are controlled to be electrified and not conducted, the first isolation valve and the second isolation valve are controlled to be not electrified and conducted, and the first liquid inlet valve, the second liquid inlet valve, the third liquid inlet valve and the fourth liquid inlet valve are controlled to be electrified and not conducted, so that brake liquid output by the pressure increasing module flows to each liquid inlet valve through the first liquid supply valve and the second liquid supply valve, but cannot enter each brake wheel cylinder through each liquid inlet valve and exist in a relatively closed oil way; then maintained and detected by the second pressure sensor and the third pressure sensor for a fixed period of time: if the degree of the pressure detected by the second pressure sensor and the third pressure sensor is unchanged within a fixed period of time and is the same as the oil pressure value calculated according to the degree of the rotation angle sensor, the first liquid inlet valve, the second liquid inlet valve, the third liquid inlet valve, the fourth liquid inlet valve, the first coupling valve and the second coupling valve are normal;

Self-checking step S3:

On the basis of the self-checking step, the first liquid inlet valve, the second liquid inlet valve, the third liquid inlet valve, the fourth liquid inlet valve, the first isolation valve and the second isolation valve are controlled to be powered off and turned on, the first liquid outlet valve, the second liquid outlet valve, the third liquid outlet valve and the fourth liquid outlet valve are controlled to be powered off and turned off, so that brake liquid output by the pressure increasing module enters each liquid inlet valve through the first liquid supply valve and the second liquid supply valve and then enters a brake wheel cylinder through each liquid inlet valve, and a relatively closed oil path exists;

then maintained and detected by the second pressure sensor and the third pressure sensor for a fixed period of time:

If the degree of the pressure detected by the second pressure sensor and the third pressure sensor is unchanged within a fixed period of time and is the same as the oil pressure value calculated according to the degree of the rotation angle sensor, the first liquid outlet valve, the second liquid outlet valve, the third liquid outlet valve, the fourth liquid outlet valve, the second one-way valve, the third one-way valve and the four brake cylinders are normal;

Self-checking step S4:

On the basis of the self-checking step, the first coupling valve is powered off and is conducted, and the detection valve is powered on and is not conducted, so that brake liquid output by the pressurizing module passes through the first liquid supply valve and then enters the front cavity of the main cylinder through the first coupling valve, enters the detection valve through the idle stroke of the front cavity of the main cylinder, and is in a relatively closed oil way;

Then maintained and detected by the first pressure sensor, the second pressure sensor and the third pressure sensor for a fixed period of time:

If the degree of the pressure detected by the first pressure sensor, the second pressure sensor and the third pressure sensor is unchanged within a fixed period of time and is the same as the oil pressure value calculated according to the degree of the rotation angle sensor, the detection valve, the simulator valve and the master cylinder front cavity leather cup are normal.

3. A backup hydraulic braking method of a vehicle electronic hydraulic braking system comprises the following steps:

the method is to perform brake control according to whether a driver presses a brake pedal or not and whether pressurization, depressurization and pressure maintaining are needed and the conditions of different pressurization and depressurization of two wheels:

If a driver presses a brake pedal and the vehicle body stabilizing module and the pressurizing module are not invalid, the vehicle body stabilizing module and the pressurizing module work according to a conventional brake pressurizing mode;

If a driver releases a brake pedal and the vehicle body stabilizing module and the pressurizing module are not invalid, the vehicle body stabilizing module and the pressurizing module work according to a conventional brake pressure-reducing mode;

If the automatic driving judges that the ABS control is needed, and the pressure boosting, the pressure reducing or the pressure maintaining is not performed, and the vehicle body stabilizing module and the pressure boosting module are not failed, whether a driver presses down or releases a brake pedal or not, the vehicle body stabilizing module and the pressure boosting module work according to an ABS pressure boosting mode, an ABS pressure reducing mode or an ABS pressure maintaining mode;

If the automatic driving judges that the vehicle body stability control is needed, one side of the vehicle body stability control is subjected to single-wheel pressurization, the other side of the vehicle body stability control is subjected to single-wheel depressurization, and the vehicle body stability module and the pressurization module are not failed, whether a driver presses down or releases a brake pedal or not, the vehicle body stability module and the pressurization module work according to a single-wheel pressurization and single-wheel depressurization mode;

If a driver presses a brake pedal and the pressurizing module fails, the vehicle body stabilizing module works according to a brake pressurizing mode under the condition that the pressurizing module fails;

if the driver releases the brake pedal and the pressurizing module fails, the vehicle body stabilizing module works according to a brake pressure-reducing mode under the condition that the pressurizing module fails;

If the pressurizing module fails and one side single-wheel pressurizing and the other side single-wheel depressurizing are needed by automatic driving, the vehicle body stabilizing module works according to the single-wheel pressurizing and single-wheel depressurizing modes under the failure of the pressurizing module no matter whether a driver presses down or releases a brake pedal;

if a driver presses a brake pedal and the vehicle body stabilizing module fails, the pressurizing module works according to a brake pressure-reducing mode under the failure of the vehicle body stabilizing module;

if a driver releases a brake pedal and the vehicle body stabilizing module fails, the pressurizing module works according to a brake decompression mode under the failure of the vehicle body stabilizing module;

If the vehicle body stabilizing module fails and one side single-wheel boosting and the other side single-wheel depressurizing are needed for automatic driving, the boosting module works according to the single-wheel boosting and single-wheel depressurizing modes under the failure of the boosting module no matter whether a driver presses down or releases a brake pedal;

if the driver steps on the brake pedal and the vehicle body stabilizing module and the pressurizing module are invalid, the vehicle body stabilizing module and the pressurizing module work according to a mechanical brake pressurizing mode under the condition that the vehicle body stabilizing module and the pressurizing module are invalid;

And if the driver releases the brake pedal and the vehicle body stabilizing module and the pressurizing module are failed, the vehicle body stabilizing module and the pressurizing module work according to a mechanical brake pressure-reducing mode under the failure of the vehicle body stabilizing module and the pressurizing module.

The two blocks of the pressurizing module and the vehicle body stabilizing module are respectively independent and connected through the oil pipe, so that all functions of linear control and braking can be realized, and emergency mechanical braking can be realized.

The invention can realize all functions of brake-by-wire and emergency mechanical braking, the ESC executes the vehicle body stabilizing function and the active pressurizing backup, and the pressurizing module executes the active pressurizing and the vehicle body stabilizing function backup. The body stabilization module ESC may perform an active boost function when the boost module fails and the boost module may perform an active boost function when the body stabilization module ESC fails, the structure still retaining the mechanical braking function.

The supercharging module and the body stabilizing module ESC can enable the whole braking system to be suitable for L4-grade and above automatic driving, namely braking and auxiliary driving can be carried out under the situation that a driver is thoroughly absent.

The beneficial effects of the invention are as follows:

The pressurizing module connected with the brake pedal only provides the conventional braking pressurizing function during normal operation, noise and vibration can not be generated, and the pressurizing module is quiet and comfortable during operation. And the booster unit is backed up by the car body stabilizing module ESC, the normal wire control function is realized by the car body stabilizing module ESC, and the noise can not be directly transmitted to the foot of a driver during working.

According to the invention, a pressurizing module and a pedal module are added on the basis of an ESC structure, the pedal module simulates foot feeling during conventional braking, the pressurizing module provides brake fluid, and the ESC regulates brake oil pressure.

The invention is developed by the mature ESC and supercharging unit, has low development cost, rapid mass production preparation and rapid mass loading. Compared with an integrated vehicle electronic hydraulic brake system, the vehicle electronic hydraulic brake system is low in cost, convenient to install and better in comfort.

Drawings

FIG. 1 is a hydraulic schematic of a brake system;

FIG. 2 is a schematic diagram of a conventional brake boost-buck principle in a normal operating mode;

FIG. 3 is a hydraulic schematic diagram of the depressurization phase during execution of the ABS operating mode in the normal operating mode;

FIG. 4 is a hydraulic schematic diagram of the boost phase when the ABS operating mode is implemented in the normal operating mode;

FIG. 5 is a hydraulic schematic diagram of the dwell phase when ABS operation is performed in normal operating mode;

FIG. 6 is a hydraulic schematic diagram of a boost phase during a single-wheel boost and single-wheel depressurize operating mode of the ESC in a normal operating mode;

FIG. 7 is a schematic diagram of brake boost/buck when the boost module fails;

FIG. 8 is a schematic diagram of single-wheel boosting and decompression (FL, RL for example) when the boosting module fails;

FIG. 9 is a schematic diagram of active pressurization and depressurization upon failure of the body stabilization module ESC;

FIG. 10 is a schematic diagram of the mechanical brake boost/buck when both the boost module and the body stabilization module fail;

FIG. 11 is a schematic diagram of a system self-test step 1;

FIG. 12 is a schematic diagram of a system self-test step 2;

FIG. 13 is a schematic diagram of a system self-test step 3;

fig. 14 is a schematic diagram of a system self-checking step 4.

In the figure: a pressure increasing module 1, a vehicle body stabilizing module 2, an oil cup 3, a brake pedal 4 and a brake cylinder 5;

Pressurization module 1: a booster motor 101, a master cylinder 102, a booster cylinder 103, a detection valve (104) 04, a displacement sensor 105, a first pressure sensor 106, a simulator valve 107, a pedal simulator 108, a first check valve 109, a second pressure sensor 110, a first liquid supply valve 111, a second liquid supply valve 112, a first coupling valve 113, a second coupling valve 114, a rotation angle sensor 115, a second check valve 116, and a third check valve 117;

body stabilization module 2: the vehicle body stabilizing motor 200, the first plunger pump 201, the second plunger pump 202, the first accumulator 203, the second accumulator 204, the fourth check valve 205, the fifth check valve 206, the third pressure sensor 207, the third liquid supply valve 208, the fourth liquid supply valve 209, the first isolation valve 210, the second isolation valve 211, the first liquid inlet valve 212, the first liquid outlet valve 213, the second liquid inlet valve 214, the second liquid outlet valve 215, the third liquid inlet valve 216, the third liquid outlet valve 217, the fourth liquid inlet valve 218, and the fourth liquid outlet valve 219.

Detailed Description

The invention will be described in further detail with reference to the accompanying drawings and specific examples.

As shown in fig. 1, the system includes a boost module and a body stabilization module ESC2; the pressurization module is used for backing up the conventional braking and the vehicle body stabilizing system, and the vehicle body stabilizing module ESC is used for backing up the conventional braking pressurization module and the vehicle body stabilizing system working module.

The invention divides a brake actuating mechanism into a pressure increasing module and a vehicle body stabilizing module ESC, wherein the pressure increasing module is directly connected with a brake pedal and is connected with the vehicle body stabilizing module ESC through an oil pipe, the pressure increasing module is provided with two oil pipes which are communicated with a brake cylinder, and the vehicle body stabilizing module ESC is provided with two oil pipes which are communicated with the brake cylinder.

The pressure increasing module 1 is used for receiving external pedal acting force, detecting pedal displacement and generating hydraulic pressure to control a brake wheel cylinder to brake; the backup is used for the failure of the vehicle body stability module ESC 2;

The pressurizing module 1 is respectively connected with the brake pedal 4 and the oil cup 3, wherein a main cylinder push rod in the pressurizing module 1 is connected with the brake pedal 4, is also connected to the oil cup through a one-way valve to receive external pedal acting force, and outputs brake fluid to be transmitted to the vehicle body stabilizing module ESC2 through oil pipe connection;

The automobile body stabilizing module ESC2 is used for receiving the brake fluid input by the pressure increasing module 1 and adjusting the oil pressure of the brake cylinder through the electromagnetic valve group and the automobile body stabilizing motor in the automobile body stabilizing module ESC; the backup is used for the failure of the pressurizing module 1;

The brake wheel cylinders 5 receive hydraulic pressures from the pressure increasing module 1 and the body stabilizing module ESC2 to generate braking forces, thereby realizing vehicle braking.

As shown in fig. 1, the booster module 1 includes a booster motor 101, a master cylinder 102, a booster cylinder 103, a detection valve 104, a displacement sensor 105, a first pressure sensor 106, a simulator valve 107, a pedal simulator 108, a first check valve 109, a second pressure sensor 110, a first liquid supply valve 111, a second liquid supply valve 112, a first coupling valve 113, a second coupling valve 114, a rotation angle sensor 115, a second check valve 116, and a third check valve 117;

The brake fluid is arranged in the oil cup 3, the master cylinder 102 is provided with a front cavity and a rear cavity, the piston of the master cylinder 102 is synchronously connected with the brake pedal 4, the pedal simulator 108 is provided with the front cavity and the rear cavity of the master cylinder 102, the oil cup 3 is directly communicated with the rear cavity of the master cylinder 102, the front cavity of the master cylinder 102 is communicated with the oil cup 3 through the detection valve 104, the front cavity of the master cylinder 102 is connected and provided with the first pressure sensor 106 for detecting the input pressure of the front cavity of the master cylinder 102, the front cavity of the pedal simulator 108 is connected with the front cavity of the master cylinder 102 through the simulator valve 107, and the rear cavity of the pedal simulator 108 is directly communicated with the oil cup 3;

The two brake cylinders 5 are connected with the front cavity of the master cylinder 102 through a first coupling valve 113, the first coupling valve 113 controls brake fluid in the front cavity of the master cylinder 102 to enter the two brake cylinders 5, the other two brake cylinders 5 are connected with the rear cavity of the master cylinder 102 through a second coupling valve 114, and the second coupling valve 114 controls brake fluid in the rear cavity of the master cylinder 102 to enter the other two brake cylinders 5;

A second one-way valve 116 is arranged in a pipeline between the first coupling valve 113 and the oil cup 3, a third one-way valve 117 is arranged in a pipeline between the second coupling valve 114 and the oil cup 3, the front ends of the second one-way valve 116 and the third one-way valve 117 are respectively connected with the first coupling valve 113 and the second coupling valve 114 as output ends of the pressurizing module 1, and the rear ends of the second one-way valve 116 and the third one-way valve 117 are respectively connected with the oil cup; the second check valve 116 and the third check valve 117 are additionally provided to allow brake fluid to flow from the oil cup 3 to the coupling valve line, and not from the coupling valve line to the oil cup 3.

The booster motor 101 is connected with a piston push rod in the booster cylinder, drives the piston push rod to horizontally move in a piston cavity of the booster cylinder, and the booster motor 101 can be a linear motor. The rodless cavity of the pressure-increasing cylinder 103 is connected with two of the brake cylinders 5 through a first oil supply valve 111, the first oil supply valve 111 controls the brake fluid output from the rodless cavity to enter the two brake cylinders 5, the rodless cavity of the pressure-increasing cylinder 103 is connected with the other two brake cylinders 5 through a second oil supply valve 112, and the second oil supply valve 112 controls the brake fluid output from the rodless cavity to enter the other two brake cylinders 5;

the rodless chamber of the pressure cylinder 103 is connected to a second pressure sensor 110, and the second pressure sensor 110 detects the oil pressure output from the rodless chamber of the pressure cylinder 103 while the rodless chamber of the pressure cylinder 103 is connected to the oil cup via a first check valve 109.

A displacement sensor 105 for detecting the displacement of the brake pedal 4 is provided at the brake pedal 4.

The rotation angle sensor 115 is installed at the periphery of the booster motor 101 for detecting the motor rotation angle.

As shown in fig. 1, specifically, the body stabilization module 2 includes a body stabilization motor 200, a first plunger pump 201, a second plunger pump 202, a first accumulator 203, a second accumulator 204, a fourth check valve 205, a fifth check valve 206, a third pressure sensor 207, a third liquid supply valve 208, a fourth liquid supply valve 209, a first isolation valve 210, a second isolation valve 211, a first liquid intake valve 212, a first liquid outlet valve 213, a second liquid intake valve 214, a second liquid outlet valve 215, a third liquid intake valve 216, a third liquid outlet valve 217, a fourth liquid intake valve 218, and a fourth liquid outlet valve 219.

In the concrete implementation, four brake wheel cylinders are arranged,

The front cavity of the main cylinder 102 is connected with two brake cylinders 5 corresponding to two wheels on the left side of the vehicle body through a first coupling valve 113, and the front cavity of the main cylinder 102 is connected with the other two brake cylinders 5 corresponding to two wheels on the right side of the vehicle body through a second coupling valve 114;

the body stabilizing motor 200 is connected to input shafts of the first plunger pump 201 and the second plunger pump 202, respectively.

The first coupling valve 113 is connected with one ends of a first liquid inlet valve 212 and a second liquid inlet valve 214 respectively after passing through a first isolation valve 210, the other ends of the first liquid inlet valve 212 and the second liquid inlet valve 214 are connected with two corresponding brake wheel cylinders 5 of two wheels on the left side of the vehicle body respectively, the two brake wheel cylinders 5 are connected with the first accumulator 203 after passing through a first liquid outlet valve 213 and a second liquid outlet valve 215 respectively, the first accumulator 203 is connected with an oil inlet of the first plunger pump 201 after passing through a fourth one-way valve 205, an oil outlet of the first plunger pump 201 is connected to a pipeline between the first isolation valve 210 and the first liquid inlet valve 212/the second liquid inlet valve 214, and an oil inlet of the first plunger pump 201 is connected to a pipeline between the first isolation valve 210 and the first coupling valve 113 through a third liquid supply valve 208;

The second coupling valve 114 is connected with one ends of a third liquid inlet valve 216 and a fourth liquid inlet valve 218 respectively after passing through a second isolation valve 211, the other ends of the third liquid inlet valve 216 and the fourth liquid inlet valve 218 are connected with two other brake cylinders 5 corresponding to two wheels on the right side of the vehicle body respectively, the two brake cylinders 5 are connected with the second accumulator 204 after passing through a third liquid outlet valve 217 and a fourth liquid outlet valve 219 respectively, the second accumulator 204 is connected with an oil inlet of the second plunger pump 202 after passing through a fifth one-way valve 206, an oil outlet of the second plunger pump 202 is connected to a pipeline between the second isolation valve 211 and the third liquid inlet valve 216/the fourth liquid inlet valve 218, and an oil inlet of the second plunger pump 202 is connected to a pipeline between the second isolation valve 211 and the second coupling valve 114 through a third liquid supply valve 208.

A third pressure sensor 207 is arranged on a pipeline between the first isolation valve 210 and the first coupling valve 113, and the third pressure sensor 207 is an oil pressure sensor and is positioned between the first coupling valve and the pipeline of the first isolation valve and used for detecting the oil pressure output to the vehicle body stabilizing module ESC from the front cavity of the master cylinder through the first coupling valve.

The brake fluid output by the first coupling valve 113 to the body stabilization module ESC is transferred to the first fluid inlet valve 212 and the second fluid inlet valve 214 through the first isolation valve 210, and the brake fluid output by the second coupling valve 114 to the body stabilization module ESC is transferred to the third fluid inlet valve 216 and the fourth fluid inlet valve 218 through the second isolation valve 211, for blocking the brake fluid output by the pressure increasing module to the brake cylinders when energized.

A first liquid outlet valve 213 and a second liquid outlet valve 215 are arranged in a pipeline of the first liquid inlet valve 212 and the second liquid inlet valve 214, which are connected with the brake wheel cylinder, and a third liquid outlet valve 217 and a fourth liquid outlet valve 219 are arranged in a pipeline of the third liquid inlet valve 216 and the fourth liquid inlet valve 218, which are connected with the brake wheel cylinder, and are used for returning brake liquid of the brake wheel cylinder to an oil way when the brake wheel cylinder is electrified, so that the oil pressure of the wheel cylinder is reduced;

the other ends of the first and second fluid outlet valves 213 and 215 are connected to the first accumulator 203, and the other ends of the third and fourth fluid outlet valves 217 and 219 are connected to the second accumulator 204 for storing a portion of the brake fluid discharged from the brake cylinders through the fluid outlet valves.

The front end of the first energy accumulator 203 is connected with the input end of the plunger pump 201, a fourth one-way valve 205 is arranged in the middle of a pipeline, the front end of the second energy accumulator 204 is connected with the input end of the plunger pump 202, and a fifth one-way valve 206 is arranged in the middle of the pipeline, so that brake fluid of the energy accumulator can flow into the input end of the plunger pump in one way.

A third second liquid supply valve 11208 is arranged between the input end of the plunger pump 201 and the first coupling valve 113, and when the third second liquid supply valve 112 is electrified, brake liquid from the pressurizing module can be provided for the input end of the plunger pump 201; also between the input of the plunger pump 202 and the second coupling valve 114 is a fourth second supply valve 112, which fourth second supply valve 112 can supply brake fluid from the pressurizing module to the input of the plunger pump 202 when energized.

The output ends of the plunger pumps 201 and 202 are arranged between the isolating valve and the liquid inlet valve, so that more brake liquid is provided for the brake cylinder.

According to the invention, the structure that the brake wheel cylinder is directly communicated with the liquid supply valve of the ESC module through the one-way valve and the oil cup is arranged in the oil path structure, and the output end of the pressure increasing module can be directly communicated with the oil path structure such as the wheel cylinder through the normally open valve of the ESC module to perform cooperative work, so that the mutual failure prevention work of the pressure increasing module 1 and the vehicle body stabilizing module ESC2 which always keep power on can be realized.

In the invention, all valves except the one-way valve are electromagnetic valves, wherein the liquid inlet valve is a normally open valve; the liquid outlet valve is a normally closed valve; the coupling valve is a normally open valve; the liquid supply valve is a normally closed valve; the simulator valve is a normally closed valve; the isolation valve is a normally open valve; the normally open valve is in an open and conducting state under the condition of no power supply and in a closed and non-conducting state under the condition of power supply; the normally closed valve is in a closed and non-conductive state when not energized, and in an open and conductive state when energized.

In fig. 2 to 14, the thick line indicates a high-pressure oil passage, the thin line indicates a low-pressure oil passage, the solid arrow indicates the direction of brake fluid flow when the wheel cylinder is pressurized, the open arrow indicates the direction of brake fluid flow when the wheel cylinder is depressurized, and fig. 2 to 14 are the same.

The working process of the invention comprises the following working modes:

(1) Conventional braking mode of the supercharging module 2 (including supercharging and depressurizing)

The first coupling valve 113, the second coupling valve 114, the first liquid supply valve 111, the second liquid supply valve 112, and the simulator valve 107 are normally-energized solenoid valves.

When the brake pedal 4 is depressed or the brake pedal 4 is released, the displacement of the push rod is detected by the displacement sensor, and the displacement of the brake pedal 4 is detected.

As shown in fig. 2, when the driver depresses the brake pedal 4, the front and rear chambers of the master cylinder 102 are discharged with brake fluid, and the brake pedal 3 is displaced to a large extent, thereby performing a supercharging process:

The first coupling valve 113 and the second coupling valve 114 are normally energized and non-energized, and the first liquid supply valve 111 and the second liquid supply valve 112 are normally energized and energized, and the simulator valve 107 is normally energized and energized.

The brake fluid output from the front chamber of the master cylinder 102 enters the pedal simulator 108, and the brake fluid from the front chamber of the master cylinder 102 and the rear chamber of the master cylinder cannot pass through the first coupling valve 113 and the second coupling valve 114.

According to the current state of the vehicle, the rotation angle of the booster motor 101 is calculated, the booster motor 101 is electrified to rotate, brake fluid in the oil cup 3 is pushed to the output end of the booster cylinder 103 by the booster cylinder 103, and enters the brake wheel cylinder 5 through the fluid supply valve and each fluid inlet valve of the vehicle body stabilizing module ESC 1.

The required brake oil pressure is calculated according to the current state of the vehicle, the output oil pressure of the booster cylinder 103 is detected by the second pressure sensor (110), the current position of the booster motor 101 is detected by the rotation angle sensor 115, and the oil pressure is adjusted by adjusting the rotation angle of the booster motor 101.

As shown in fig. 5, when the driver releases the brake pedal 4, the front and rear chambers of the master cylinder 102 are retracted, the brake pedal 4 is displaced less, and a pressure reducing process is performed: the booster motor 102 rotates reversely to drive the piston of the booster cylinder 103 to retract, the brake fluid returns to the booster cylinder 103 and returns to the oil cup, the brake fluid output by the booster cylinder 103 becomes small, and the oil pressure becomes low.

When the brake pedal is completely released, the brake pedal displacement is zero, the booster motor 102 returns to the initial position, and the brake fluid of the brake cylinder returns to the booster cylinder 103 and then returns to the oil cup through the booster cylinder 103. The brake fluid at the front end of the pedal simulator 108 returns to the front chamber of the master cylinder 102, and the oil cup supplements the brake fluid to the rear end of the pedal simulator 108.

(2) ABS depressurization mode of body stabilization module ESC:

the driver suddenly steps on the brake pedal 4, the pressure provided by the pressure-increasing cylinder 103 is too high, the wheel cylinder oil pressure is too high, the wheels are about to lock, at the moment, the driver keeps the brake pedal 4 motionless, the front cavity brake liquid and the rear cavity brake liquid of the master cylinder 102 do not flow out and flow in, and the displacement of the brake pedal 4 is unchanged.

As shown in fig. 3, the energization states of the simulator valve 107, the first coupling valve 113, the second coupling valve 114, the first liquid supply valve 111, and the second liquid supply valve 112 are kept unchanged, and the booster motor 101 is kept unchanged from the existing positions.

Energizing the first inlet valve 212, the second inlet valve 214, the third inlet valve 216 and the fourth inlet valve 218, and not conducting the first inlet valve, the second inlet valve 214, the third inlet valve 216 and the fourth inlet valve 218, so that brake fluid output by the pressure-increasing cylinder 103 cannot enter each brake cylinder through each inlet valve;

the first liquid outlet valve 213, the second liquid outlet valve 215, the third liquid outlet valve 217 and the fourth liquid outlet valve 219 are electrified and conducted, so that the brake fluid of the brake wheel cylinder 5 enters the accumulators 203 and 204, the oil pressure of the brake wheel cylinder 5 is reduced, meanwhile, the pressure-increasing motor 101 reversely rotates and retreats by a certain angle, part of the brake fluid in the loop returns to the pressure-increasing cylinder 103, the oil pressure provided by the pressure-increasing cylinder 103 is reduced, meanwhile, the vehicle body stabilizing motor 200 is electrified to drive the plunger pumps 201 and 202 to pump oil, the brake fluid in the accumulators 203 and 204 is pumped back to the pressure-increasing cylinder 103, and the excessive brake fluid can enter an oil cup through the pressure-increasing cylinder 103.

(3) ABS boost mode of body stabilization module ESC

At this time, the driver keeps the brake pedal 4 stationary, the front and rear chamber brake fluid of the master cylinder 102 does not flow out or in, the brake pedal 4 is displaced, the wheel cylinder oil pressure is reduced after ABS is reduced, and a required braking force needs to be maintained by pressure boosting.

As shown in fig. 4, the power-on states of the first coupling valve 113, the second coupling valve 114, the first liquid supply valve 111, the second liquid supply valve 112, and the simulator valve 107 are kept unchanged.

The first liquid outlet valve 213, the second liquid outlet valve 215, the third liquid outlet valve 217 and the fourth liquid outlet valve 219 are powered off and are not conducted; the first liquid inlet valve 212, the second liquid inlet valve 214, the third liquid inlet valve 216 and the fourth liquid inlet valve 218 are powered off and are communicated; the body stabilization motor 200 of the body stabilization module 2 is kept to rotate continuously, the plunger pumps 201 and 202 are driven to pump brake fluid in the accumulators 203 and 204 to wheel cylinders, the oil pressure of the pressure-increasing cylinder 103 of the pressure-increasing module 1 is reduced, the pressure-increasing module motor 101 continues to advance, brake fluid of the pressure-increasing cylinder 103 is pushed to the body stabilization module ESC, and the oil pressure of the brake wheel cylinder 5 is increased.

(4) Pressure maintaining mode of vehicle body stabilizing module ESC

As shown in fig. 5, the power-on states of the first coupling valve 113, the second coupling valve 114, the first liquid supply valve 111, the second liquid supply valve 112, and the simulator valve 107 are kept unchanged; the first inlet valve 212, the second inlet valve 214, the third inlet valve 216 and the fourth inlet valve 218 are electrified and are not conducted, the body stabilizing motor 200 of the body stabilizing module 2 does not rotate, and the oil pressure of the brake cylinder 5 is kept unchanged.

(5) Single-wheel supercharging and single-wheel decompression modes of vehicle body stabilization module ESC

As shown in fig. 6, when the vehicle needs to adjust the pressure by the wheel cylinders on one side, the wheel cylinder FL is pressurized and the wheel cylinder RL is depressurized, which is an example, and the single-wheel pressure-increasing principle is consistent with the FL pressure-increasing when the single-wheel pressure-increasing exists in the same oil passage and the other wheel cylinder needs to be depressurized. The single wheel charge circuit is indicated by the solid arrow and the single wheel relief circuit is indicated by the open arrow.

At this time, the driver keeps the brake pedal stationary, and the brake fluid in the front and rear chambers of the master cylinder 102 does not flow out or in, so that the brake pedal displacement is unchanged. Under the working conditions of single-wheel pressure increase and single-wheel pressure reduction, the brake wheel cylinder FL pressure is required to be increased, and the brake wheel cylinder RL pressure is reduced, so that:

Keeping the power-on states of the first coupling valve 113, the second coupling valve 114, the first liquid supply valve 111 and the simulator valve 107 unchanged; the second liquid supply valve 112 is powered down and is not conducted; the first isolation valve 210 is electrified and not conducted, the third liquid supply valve 208 is electrified and conducted, the first liquid inlet valve 212 is electrified and not conducted, and the first liquid outlet valve 213 is electrified and conducted;

the body stabilization motor 200 of the body stabilization module 2 is electrified to start working to drive the plunger pump to rotate, so that brake fluid enters the body stabilization module ESC from the second one-way valve 116 and the pressure-increasing cylinder 103 of the pressure-increasing module 1, and enters the brake cylinder FL through the second fluid inlet valve 214, and the oil pressure of the brake cylinder FL rises;

brake cylinder RL brake fluid enters the accumulator 203 from the first liquid outlet valve 213 and reenters the ESC oil circuit of the body stabilizing module, and the brake cylinder RL oil pressure is reduced;

(7) Braking mode of the body stabilization module ESC (including boost and depressurization) when the boost module fails

As shown in fig. 7, the driver depresses the brake pedal, and all solenoid valves of the booster module 1 are not energized.

The body stabilizing motor 200 is electrified to start working, and drives the plunger pump to rotate, so that brake fluid enters the body stabilizing module ESC from the second one-way valve 116, the third one-way valve 117 and the main cylinder 102 of the pressure increasing module 1, and enters each brake cylinder 5 through the first liquid inlet valve 212, the second liquid inlet valve 214, the third liquid inlet valve 216 and the fourth liquid inlet valve 218, and the oil pressure of the brake cylinders 5 rises to brake.

When the driver retracts the brake pedal, brake fluid is returned from the brake cylinder 5 to the master cylinder through each of the fluid inlet valves and each of the coupling valves.

(8) Single-wheel pressure increasing and reducing mode (taking FL pressure increasing and RL pressure reducing as an example) when the pressure increasing module fails

As shown in fig. 8, when the pressurizing module fails, all the electromagnetic valves of the pressurizing module 1 are not electrified, the vehicle sends out a pressurizing instruction to electrify and conduct the third liquid supply valve 208, the first isolation valve 210 is electrified and not conducted, the first liquid inlet valve 212 is electrified and not conducted, and the first liquid outlet valve 213 is electrified and conducted; the second liquid inlet valve 214 is not electrified and conducted, and the second liquid outlet valve 215 is not electrified and conducted;

The booster motor 200 is electrified to rotate to drive the plunger pump to pump brake fluid from the oil cup to the first plunger pump 201 through the second one-way valve 116 and the third oil supply valve 208, and the first plunger pump 201 pumps out and then enters the brake cylinder 5 of the brake cylinder FL through the second fluid inlet valve 214;

when another wheel cylinder in the same circuit needs to be depressurized, brake fluid of the brake wheel cylinder RL enters the accumulator 203 from the first fluid outlet valve 213 and returns to the front end of the first plunger pump 201, and the oil pressure of the brake wheel cylinder RL is reduced.

(9) Active boost braking mode (RL, FL increase, FR, RR decrease for example) when the body stabilization module ESC fails

As shown in fig. 9, when the vehicle body stabilization module ESC fails, all the solenoid valves of the vehicle body stabilization module 2 are not energized, the vehicle sends out a pressure increasing command to energize and turn on the first fluid supply valve 111, the first coupling valve 113 is energized and not turned on, the pressure increasing module motor 101 is energized and turned to push the piston to advance, so that the brake fluid of the oil cup 2 enters into the two wheel cylinders of the brake wheel cylinders RL and FL from the pressure increasing cylinder 103 through the first fluid supply valve 111, the first isolation valve 210, the first fluid inlet valve 212 and the second fluid inlet valve 214, and the oil pressure of the brake wheel cylinder 5 increases;

When the vehicle sends out a pressure reducing instruction, the second coupling valve 114 is powered off and conducted, and the second liquid supply valve 112 is powered off and not conducted; brake fluid returns from the brake cylinders FR, RR to the master cylinder 102 and the oil cup 2 through the third fluid intake valve 216, the fourth fluid intake valve 216, the second isolation valve 211, and the second coupling valve 114, and the brake cylinder FR, RR oil pressure decreases.

(10) Mechanical braking mode (including boost and depressurization) when both the boost module and the body stabilization module fail

As shown in fig. 10, when the driver depresses the brake pedal, the solenoid valves of all the pressure increasing modules 1 and the body stabilizing modules 2 are not energized, and brake fluid enters the body stabilizing modules ESC from the master cylinder 102 through the respective coupling valves, passes through the respective isolation valves, and the respective fluid intake valves, and then enters the brake cylinders 5.

When the driver retracts the brake pedal, the brake fluid reversely flows from the brake cylinder 5 through each of the fluid inlet valve, each of the isolation valve, and each of the coupling valves, and returns to the master cylinder 102.

(11) Self-checking

Generally, after a preset number of mileage is travelled or a preset number of times of braking function is executed, when a brake pedal is kept still, the vehicle starts a self-test of a brake system after ignition according to the following steps:

The internal oil path and the oil pressure of the braking system are changed by controlling the motor and related solenoid valve switches, and whether the system has air, leakage and the like is detected by checking the rotation angle sensor, the first pressure sensor 106, the second pressure sensor 110 and the third pressure sensor 207.

Self-checking step S1:

As shown in fig. 11, the first liquid supply valve 111 and the second liquid supply valve 112 are kept to be controlled to be disconnected and not connected, and the booster motor 101 of the booster module 1 is electrified, so that the booster motor 101 drives the piston push rod of the booster cylinder to extend a certain distance, and after extending, the piston push rod is maintained and detected by the second pressure sensor 110 and the rotation angle sensor 115 within a fixed period of time:

If the degree of pressure detected by the second pressure sensor 110 is unchanged within a fixed period of time and is the same as the oil pressure value calculated according to the degree of the rotation angle sensor 115, namely the actual pressure value detected within the fixed period of time is the same as the pressure value calculated according to the rotation angle sensor (the rotation angle sensor can identify the rotation number of the motor so as to obtain the forward displacement of the piston of the auxiliary cylinder, and the theoretical oil pressure value provided by the auxiliary cylinder can be calculated according to the cylinder diameter of the auxiliary cylinder), the first liquid supply valve 111, the second liquid supply valve 112, the first one-way valve 109 and the second pressure sensor 110 are normal, otherwise the first liquid supply valve 111, the second liquid supply valve 112, the first one-way valve 109 and the second pressure sensor 110 are abnormal;

Self-checking step S2:

As shown in fig. 12, after that, the first liquid supply valve 111 and the second liquid supply valve 112 are controlled to be electrified and conducted, the first coupling valve 113 and the second coupling valve 114 are controlled to be electrified and not conducted, the first isolation valve 210 and the second isolation valve 211 are controlled to be not electrified and conducted, and the first liquid inlet valve 212, the second liquid inlet valve 214, the third liquid inlet valve 216 and the fourth liquid inlet valve 218 are controlled to be electrified and not conducted, so that brake liquid output by the pressurizing module 1 flows to each liquid inlet valve through the first liquid supply valve 111 and the second liquid supply valve 112, but cannot enter each brake cylinder through each liquid inlet valve, and exists in a relatively closed oil path; and then maintained and detected by the second pressure sensor 110 and the third pressure sensor 207 for a fixed period of time: if the degrees of pressure detected by the second pressure sensor 110 and the third pressure sensor 207 are unchanged within a fixed period of time and are the same as the oil pressure value calculated according to the degrees of the rotation angle sensor 115, which means that the actual pressure value detected within the fixed period of time is the same as the pressure value calculated according to the rotation angle sensor (the rotation angle sensor can identify the rotation number of the motor, so as to obtain the forward displacement of the piston of the auxiliary cylinder, and the theoretical oil pressure value provided by the auxiliary cylinder can be calculated according to the cylinder diameter of the auxiliary cylinder), the first liquid inlet valve 212, the second liquid inlet valve 214, the third liquid inlet valve 216, the fourth liquid inlet valve 218, the first coupling valve 113 and the second coupling valve 114 are normal, otherwise, the first liquid inlet valve 212, the second liquid inlet valve 214, the third liquid inlet valve 216 and the fourth liquid inlet valve 218, the first coupling valve 113 and the second coupling valve 114 are abnormal;

Self-checking step S3:

As shown in fig. 13, on the basis of the self-checking step 2, the first liquid inlet valve 212, the second liquid inlet valve 214, the third liquid inlet valve 216, the fourth liquid inlet valve 218, the first isolation valve 210 and the second isolation valve 211 are controlled to be disconnected and conducted, the first liquid outlet valve 213, the second liquid outlet valve 215, the third liquid outlet valve 217 and the fourth liquid outlet valve 219 are controlled to be disconnected and conducted, so that brake liquid output by the pressurizing module 1 enters each liquid inlet valve through the first liquid supply valve 111 and the second liquid supply valve 112, and then enters a brake wheel cylinder through each liquid inlet valve, and a relatively closed oil path exists;

and then maintained and detected by the second pressure sensor 110 and the third pressure sensor 207 for a fixed period of time:

If the degree of the pressure detected by the second pressure sensor 110 and the third pressure sensor 207 is unchanged within a fixed period of time and is the same as the oil pressure value calculated according to the degree of the rotation angle sensor, the actual pressure value detected within the fixed period of time is the same as the pressure value calculated according to the rotation angle sensor (the rotation angle sensor can identify the rotation number of the motor so as to obtain the forward displacement of the piston of the auxiliary cylinder, and the theoretical oil pressure value provided by the auxiliary cylinder can be calculated according to the cylinder diameter of the auxiliary cylinder), the first liquid outlet valve 213, the second liquid outlet valve 215, the third liquid outlet valve 217, the fourth liquid outlet valve 219, the second liquid outlet valve 116, the third one-way valve 117 and the four braking cylinders are normal, otherwise, the first liquid outlet valve 213, the second liquid outlet valve 215, the third liquid outlet valve 217, the fourth liquid outlet valve 219, the second one-way valve 116, the third one-way valve 117 and the four braking cylinders are abnormal;

Self-checking step S4:

as shown in fig. 14, on the basis of the self-checking step 3, the first coupling valve 113 is powered off and turned on, and the detection valve 104 is powered on and turned off, so that the brake fluid output by the pressurizing module 1 passes through the first fluid supply valve 111, then passes through the first coupling valve 113 to enter the front cavity of the master cylinder 102, enters the detection valve 104 through the idle stroke of the front cavity of the master cylinder 102, and is in a relatively closed oil path;

Then maintained and detected by the first pressure sensor 106, the second pressure sensor 110 and the third pressure sensor 207 for a fixed period of time:

If the degrees of the pressures detected by the first pressure sensor 106, the second pressure sensor 110 and the third pressure sensor 207 are unchanged within a fixed period of time and are the same as the oil pressure values calculated according to the degrees of the rotation angle sensors, the detection valve 104, the simulator valve 107 and the front cavity cup of the master cylinder 102 are normal, otherwise, the detection valve 104, the simulator valve 107 and the front cavity cup of the master cylinder 102 are abnormal.

In specific implementation, braking control is performed according to whether a driver presses a brake pedal or not and whether pressurization, depressurization, pressure maintaining and two-wheel different pressurization and depressurization are required:

if the driver presses the brake pedal and the vehicle body stabilizing module 2 and the pressurizing module 1 are not in failure, the vehicle body stabilizing module 2 and the pressurizing module 1 work according to a conventional brake pressurizing mode;

if the driver releases the brake pedal and the body stabilizing module 2 and the pressurizing module 1 are not in failure, the body stabilizing module 2 and the pressurizing module 1 work according to a conventional brake pressure-reducing mode;

When the wheel speed and the vehicle speed are about to be different or are different, the automatic driving computer can judge that ABS intervention control is needed.

If the automatic driving judges that the ABS control is needed and the pressurization, depressurization or pressure maintaining is not performed, and the vehicle body stabilizing module 2 and the pressurization module 1 are not failed, whether a driver presses or releases a brake pedal, the vehicle body stabilizing module 2 and the pressurization module 1 are not failed and work according to an ABS pressurization mode, an ABS depressurization mode or an ABS pressure maintaining mode;

If the automatic driving judges that ABS control is needed, one side single-wheel supercharging is needed, the other side single-wheel supercharging is needed, and the vehicle body stabilizing module 2 and the supercharging module 1 are not in failure, whether a driver presses down or releases a brake pedal, the vehicle body stabilizing module 2 and the supercharging module 1 are not in failure and work according to an ESC single-wheel supercharging and single-wheel decompression mode;

if the driver steps on the brake pedal and the pressurizing module 1 fails and the vehicle body stabilizing module 2 does not fail, the vehicle body stabilizing module 2 works according to the braking pressurizing mode under the failure of the pressurizing module 1;

If the driver releases the brake pedal and the pressurizing module 1 fails and the vehicle body stabilizing module 2 does not fail, the vehicle body stabilizing module 2 works according to a brake pressure-reducing mode under the failure of the pressurizing module 1;

If the pressurizing module 1 fails, the vehicle body stabilizing module 2 does not fail, and one side single-wheel pressurizing and the other side single-wheel depressurizing are needed in automatic driving, whether a driver presses down or releases a brake pedal or not, the vehicle body stabilizing module 2 works according to the single-wheel pressurizing and single-wheel depressurizing mode under the failure of the pressurizing module 1;

if the driver steps on the brake pedal and the vehicle body stabilizing module 2 fails and the pressurizing module 1 does not fail, the pressurizing module 1 works according to a brake pressure-reducing mode under the failure of the vehicle body stabilizing module 2;

if the driver releases the brake pedal and the vehicle body stabilizing module 2 fails and the pressurizing module 1 does not fail, the pressurizing module 1 works according to a brake pressure-reducing mode under the failure of the vehicle body stabilizing module 2;

If the vehicle body stabilizing module 2 fails, the pressurizing module 1 does not fail, and when one side single wheel pressurizing and the other side single wheel depressurizing are needed by automatic driving, whether a driver presses down or releases a brake pedal or not, the pressurizing module 1 works according to an active pressurizing and depressurizing schematic diagram mode when the vehicle body stabilizing module ESC fails;

If the driver steps on the brake pedal and the vehicle body stabilizing module 2 and the pressurizing module 1 fail, the vehicle body stabilizing module 2 and the pressurizing module 1 work according to a mechanical brake pressurizing mode under the failure of the vehicle body stabilizing module 2 and the pressurizing module 1;

if the driver releases the brake pedal and the body stabilizing module 2 and the pressurizing module 1 fail, the vehicle body stabilizing module 2 and the pressurizing module 1 operate according to a mechanical brake decompression mode under the failure condition.

Claims

1. An ESC-based fully decoupled redundant vehicle electro-hydraulic brake system, characterized in that: the system comprises a supercharging module and a vehicle body stabilizing module ESC (2);

the pressure increasing module (1) is used for receiving external pedal acting force, detecting pedal displacement and generating hydraulic pressure to control a brake wheel cylinder to brake; and a backup for the failure of the body stabilization module ESC (2);

the pressurizing module (1) is respectively connected with the brake pedal (4) and the oil cup (3), receives external pedal acting force and outputs brake fluid to be transmitted to the vehicle body stabilizing module ESC (2) through oil pipe connection;

The automobile body stabilizing module ESC (2) is used for receiving brake fluid input by the pressure increasing module (1) and adjusting the oil pressure of a brake cylinder through an electromagnetic valve group and an automobile body stabilizing motor in the automobile body stabilizing module ESC; and for backup in the event of failure of the supercharging module (1);

And the brake wheel cylinder (5) receives brake fluid from the pressure increasing module (1) and the vehicle body stabilizing module ESC (2) to generate braking force so as to realize vehicle braking.

2. The ESC-based fully decoupled redundant vehicle electro-hydraulic brake system of claim 1, wherein:

The supercharging module (1) comprises a supercharging motor (101), a main cylinder (102), a supercharging cylinder (103), a detection valve (104), a simulator valve (107), a pedal simulator (108), a first one-way valve (109), a first liquid supply valve (111), a second liquid supply valve (112), a first coupling valve (113), a second coupling valve (114), a second one-way valve (116) and a third one-way valve (117);

The brake fluid is arranged in the oil cup (3), the main cylinder (102) is provided with a front cavity and a rear cavity, a piston of the main cylinder (102) is synchronously connected with the brake pedal (4), the pedal simulator (108) is provided with the front cavity and the rear cavity, the oil cup (3) is directly communicated with the rear cavity of the main cylinder (102), the front cavity of the main cylinder (102) is communicated with the oil cup (3) through the detection valve (104), the front cavity of the pedal simulator (108) is connected with the front cavity of the main cylinder (102) through the simulator valve (107), and the rear cavity of the pedal simulator (108) is directly communicated with the oil cup (3); the two brake wheel cylinders (5) are connected with the front cavity of the main cylinder (102) through a first coupling valve (113), the first coupling valve (113) controls brake fluid in the front cavity of the main cylinder (102) to enter the two brake wheel cylinders (5), the other two brake wheel cylinders (5) are connected with the rear cavity of the main cylinder (102) through a second coupling valve (114), and the second coupling valve (114) controls brake fluid in the rear cavity of the main cylinder (102) to enter the other two brake wheel cylinders (5); a second one-way valve (116) is arranged on a pipeline between one oil outlet of the pressure increasing module (1) and the oil cup (3), a third one-way valve (117) is arranged on a pipeline between the other oil outlet of the pressure increasing module (1) and the oil cup (3), the oil outlet directions of the second one-way valve (116) and the third one-way valve (117) are respectively connected with two oil inlets of the vehicle body stabilizing module ESC (2), the oil inlet directions of the second one-way valve (116) and the third one-way valve (117) are both connected with the oil cup (3), the pressure increasing motor (101) is connected with a piston push rod in the pressure increasing cylinder to drive the piston push rod to horizontally move in a piston cavity of the pressure increasing cylinder, the output end of the pressure increasing cylinder (103) is connected with two brake wheel cylinders (5) through a first oil supply valve (111), and the output end of the pressure increasing cylinder (103) is connected with the other two brake wheel cylinders (5) through a second oil supply valve (112); meanwhile, the output end of the pressurizing cylinder (103) is connected to the oil cup (3) through a first one-way valve (109).

3. The ESC-based fully decoupled redundant vehicle electro-hydraulic brake system of claim 2, wherein:

The front cavity of the main cylinder (102) is connected with a first pressure sensor (106) for detecting the input pressure of the front cavity of the main cylinder (102), the output end of the booster cylinder (103) is connected with a second pressure sensor (110), and the second pressure sensor (110) detects the oil pressure output by the output end of the booster cylinder (103).

4. The ESC-based fully decoupled redundant vehicle electro-hydraulic brake system of claim 2, wherein:

The brake pedal (4) is provided with a displacement sensor (105) for detecting the displacement of the brake pedal (4), and the supercharging module (1) is provided with a rotation angle sensor (115) for detecting the rotation angle of the supercharging motor (101).

5. The ESC-based fully decoupled redundant vehicle electro-hydraulic brake system of claim 2, wherein:

In the vehicle body stabilizing module (2), an isolation valve and a liquid inlet valve are sequentially arranged between the output end of the pressure increasing module (1) and the brake wheel cylinder, the isolation valve is connected with a one-way valve which only allows one-way conduction from the output end of the pressure increasing module (1) to the brake wheel cylinder in parallel, each liquid inlet valve is connected with a one-way valve which only allows one-way conduction from the brake wheel cylinder to the output end of the pressure increasing module (1) in parallel, and a pressure sensor is arranged between the isolation valve and the output end of the pressure increasing module (1);

The output shaft of the vehicle body stabilizing motor (200) is connected with the input shaft of the plunger pump, the energy accumulator is connected with the oil inlet of the plunger pump through a one-way valve, the isolation valve is connected with the output end of the pressurizing module (1) through an oil supply valve and the oil inlet of the plunger pump, the oil outlet of the plunger pump is connected between the isolation valve and the liquid inlet valve, and the brake wheel cylinder is connected with the energy accumulator through a liquid outlet valve.

6. A self-test method for an electro-hydraulic brake system of a vehicle as set forth in any one of claims 1-5, characterized by: when the brake pedal is kept still, the self-checking of the brake system is started after the vehicle is ignited according to the following steps:

Self-checking step S1:

The first liquid supply valve (111) and the second liquid supply valve (112) are kept to be controlled to be disconnected and not conducted, the pressurizing motor (101) of the pressurizing module (1) is electrified, the pressurizing motor (101) drives a piston push rod of the pressurizing cylinder to extend out a distance, and after the pressurizing motor extends out, the pressurizing motor is maintained and is detected through the second pressure sensor (110) and the corner sensor (115) within a fixed period of time:

If the degree of the pressure detected by the second pressure sensor (110) is unchanged within a fixed period of time and is the same as the oil pressure value calculated according to the degree of the rotation angle sensor (115), the first liquid supply valve (111), the second liquid supply valve (112), the first one-way valve (109) and the second pressure sensor (110) are normal;

Self-checking step S2:

Then, the first liquid supply valve (111) and the second liquid supply valve (112) are controlled to be electrified and conducted, the first coupling valve (113) and the second coupling valve (114) are controlled to be electrified and non-conducted, the first isolation valve (210) and the second isolation valve (211) are controlled to be non-electrified and conducted, the first liquid inlet valve (212), the second liquid inlet valve (214), the third liquid inlet valve (216) and the fourth liquid inlet valve (218) are controlled to be electrified and non-conducted, so that brake liquid output by the pressure increasing module (1) flows to each liquid inlet valve through the first liquid supply valve (111) and the second liquid supply valve (112), but cannot enter each brake wheel cylinder through each liquid inlet valve and exist in a relatively closed oil way; then maintained and detected by the second pressure sensor (110) and the third pressure sensor (207) for a fixed period of time: if the degree of pressure detected by the second pressure sensor (110) and the third pressure sensor (207) is unchanged within a fixed period of time and is the same as the oil pressure value calculated according to the degree of the rotation angle sensor (115), the first liquid inlet valve (212), the second liquid inlet valve (214), the third liquid inlet valve (216), the fourth liquid inlet valve (218), the first coupling valve (113) and the second coupling valve (114) are normal;

Self-checking step S3:

On the basis of the self-checking step (2), a first liquid inlet valve (212), a second liquid inlet valve (214), a third liquid inlet valve (216), a fourth liquid inlet valve (218), a first isolation valve (210) and a second isolation valve (211) are controlled to be powered off and on, and a first liquid outlet valve (213), a second liquid outlet valve (215), a third liquid outlet valve (217) and a fourth liquid outlet valve (219) are controlled to be powered off and on, so that brake liquid output by a pressure increasing module (1) enters all liquid inlet valves through a first liquid supply valve (111) and a second liquid supply valve (112), enters a brake wheel cylinder through all liquid inlet valves, and a relatively closed oil way exists;

then maintained and detected by the second pressure sensor (110) and the third pressure sensor (207) for a fixed period of time:

If the degree of pressure detected by the second pressure sensor (110) and the third pressure sensor (207) is unchanged within a fixed period of time and is the same as the oil pressure value calculated according to the degree of the rotation angle sensor, the first liquid outlet valve (213), the second liquid outlet valve (215), the third liquid outlet valve (217), the fourth liquid outlet valve (219), the second one-way valve (116), the third one-way valve (117) and the four brake cylinders are normal;

Self-checking step S4:

On the basis of the self-checking step (3), the first coupling valve (113) is powered off and conducted, and the detection valve (104) is powered on and not conducted, so that brake fluid output by the pressurizing module (1) enters a front cavity of the main cylinder (102) through the first fluid supply valve (111) and then enters the detection valve (104) through the idle stroke of the front cavity of the main cylinder (102), and a relatively closed oil path exists;

then maintained and detected by the first pressure sensor (106), the second pressure sensor (110) and the third pressure sensor (207) for a fixed period of time:

if the degree of pressure detected by the first pressure sensor (106), the second pressure sensor (110) and the third pressure sensor (207) is unchanged within a fixed period of time and is the same as the oil pressure value calculated according to the degree of the rotation angle sensor, the detection valve (104), the simulator valve (107) and the front cavity leather cup of the master cylinder (102) are normal.

7. A backup hydraulic braking method for a vehicle electro-hydraulic braking system as set forth in any one of claims 1-5, characterized by:

If a driver presses a brake pedal and the vehicle body stabilizing module (2) and the pressurizing module (1) are not invalid, the vehicle body stabilizing module (2) and the pressurizing module (1) work according to a conventional brake pressurizing mode;

if a driver releases a brake pedal and the vehicle body stabilizing module (2) and the pressurizing module (1) are not in failure, the vehicle body stabilizing module (2) and the pressurizing module (1) work according to a conventional brake pressure-reducing mode;

if the automatic driving judges that the ABS control is needed, and the pressure is increased, reduced or maintained, and the vehicle body stabilizing module (2) and the pressure increasing module (1) are not invalid, the vehicle body stabilizing module (2) and the pressure increasing module (1) work according to an ABS pressure increasing mode, an ABS pressure reducing mode or an ABS pressure maintaining mode;

If automatic driving judges that vehicle body stability control is needed, one side of the vehicle body stability control is subjected to single-wheel pressurization, the other side of the vehicle body stability control is subjected to single-wheel depressurization, and the vehicle body stability module (2) and the pressurization module (1) are not in failure, the vehicle body stability module (2) and the pressurization module (1) work according to a single-wheel pressurization and single-wheel depressurization mode;

If a driver presses a brake pedal and the pressurizing module (1) fails, the vehicle body stabilizing module (2) works according to a braking pressurizing mode under the failure of the pressurizing module (1);

If a driver releases a brake pedal and the pressurizing module (1) fails, the vehicle body stabilizing module (2) works according to a brake pressure-reducing mode under the failure of the pressurizing module (1);

If the pressurizing module (1) fails and one side single-wheel pressurizing and the other side single-wheel depressurizing are needed for automatic driving, the vehicle body stabilizing module (2) works according to the single-wheel pressurizing and single-wheel depressurizing modes under the failure of the pressurizing module (1);

If a driver presses a brake pedal and the vehicle body stabilizing module (2) fails, the pressurizing module (1) works according to a brake pressure-reducing mode under the failure of the vehicle body stabilizing module (2);

if a driver releases a brake pedal and the vehicle body stabilizing module (2) fails, the pressurizing module (1) works according to a brake pressure-reducing mode under the failure of the vehicle body stabilizing module (2);

If the vehicle body stabilizing module (2) fails and one side single-wheel supercharging is needed by automatic driving and the other side single-wheel depressurizing is needed by automatic driving, the supercharging module (1) works according to a single-wheel supercharging and single-wheel depressurizing mode under the failure of the supercharging module (2);

If a driver presses a brake pedal and the vehicle body stabilizing module (2) and the pressurizing module (1) fail, the vehicle body stabilizing module (2) and the pressurizing module (1) work according to a mechanical braking pressurizing mode under the failure condition;

if a driver releases a brake pedal and the vehicle body stabilizing module (2) and the pressurizing module (1) fail, the vehicle body stabilizing module (2) and the pressurizing module (1) work according to a mechanical brake decompression mode under the failure condition.