CN101058308B - Hydraulic pressure execution device for automobile electron stabilization control system - Google Patents
Hydraulic pressure execution device for automobile electron stabilization control system Download PDFInfo
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Abstract
The invention relates to a vehicle electronic stabilization control system hydraulic execution device, which uses response quick front guide two way single directional high frequency electromagnetic valve and high fidelity two way through overflow high frequency electromagnetic valve, with electric stabilization control system response even faster, significantly improving the feature of the electronic control system and improving the active safety of the vehicle.
Description
Technical field
The present invention relates to a kind of hydraulic pressure execution device, relate in particular to a kind of hydraulic pressure execution device of automobile electron stabilization control, belong to automobile active safety control field.
Background technology
Automobile electron stabilization control system belongs to automotive safety control field, is a kind of active safety control system.Electronic stabilizing control system takes preventive measures when automobile is about to take place locking, sideslip, understeering or oversteer in " prediction " immediately, makes automobile keep stablize motoring condition, the raising travel safety.
Existing electronic stabilizing control system generally adopts conventional bi-bit bi-pass switch valve or two-position four way change valve to realize the switching of electronic stabilizing control system brake circuit under various mode of operations.Chinese patent notification number CN2764145Y for example; Open day on March 8th, 2006; The hydraulic actuator that it is called automobile electron stabilization control system discloses a kind of two-position four-way low frequency electromagnetic valve and bi-bit bi-pass change-over valve of adopting and has realized the hydraulic pressure execution device that oil circuit switches.The weak point that the hydraulic pressure execution device of existing electronic stabilizing control system exists is:
(1) two-position four-way low frequency electromagnetic valve or the required response pressure of bi-bit bi-pass switch valve are big, and unlatching is long delay time, thereby its transient state response is slow, is difficult to adapt to the fast characteristics of the frequent open response of electronic stabilizing control system requirement electromagnetic valve.
(2) two-position four-way low frequency electromagnetic valve or bi-bit bi-pass switch valve conducting under big pressure; The transient pressure difference at its two ends will reach state of equilibrium at short notice; Cause that the brake circuit pressure pulsation is big, even cause the brake pedal shake, mislead chaufeur and reduce to be applied to the power on the brake pedal; Stopping distance prolongs, the good braking effect of out of reach.
Summary of the invention
The object of the invention is intended to overcome the shortcoming that the hydraulic pressure execution device transient state response is slow, pressure pulsation is big of existing electronic stabilizing control system, and a kind of hydraulic pressure execution device that improves and optimize more that can implement fast accurately braking is provided.
Technical scheme of the present invention is following:
The present invention comprises the unidirectional high-frequency electromagnetic valve of the unidirectional high-frequency electromagnetic valve of two the first unidirectional high-frequency electromagnetic valves 13 of bi-bit bi-pass and two second bi-bit bi-pass 14, two first bi-bit bi-pass throttling high-frequency electromagnetic valves 23 and two second bi-bit bi-pass throttling high-frequency electromagnetic valves 24, two pilot-operated type bi-bit bi-pass 33, two bi-bit bi-pass overflow high-frequency electromagnetic valves 34, pressure sensor 61, motor 62, two plunger pumps 64, two first check valves 63 and two second check valves 66, two energy storages 65, two master brake cylinder interfaces, four brake wheel cylinder interfaces are formed; Above-mentioned all parts all are integrated on the valve body, can be installed on the automobile easily.
Hydraulic pressure execution device comprises that two overlap independently control loop, promptly controls first loop of left rear wheel, off front wheel braking force and second loop of control the near front wheel, off hind wheel braking force.Second loop and first loop symmetry, the first circuit theory figure is as shown in Figure 1.Motor 62 places between the plunger pump 64 in plunger pump 64 and second loop in first loop, starts 64 work of two plunger pumps.
First loop comprises the unidirectional high-frequency electromagnetic valve of the unidirectional high-frequency electromagnetic valve of the unidirectional high-frequency electromagnetic valve 13 of first bi-bit bi-pass and second bi-bit bi-pass 14, the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 and the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24, pilot-operated type bi-bit bi-pass 33, bi-bit bi-pass overflow high-frequency electromagnetic valve 34, plunger pump 64, first check valve 63 and second check valve 66, energy storage 65 and pressure sensor 61.The oil inlet of bi-bit bi-pass overflow high-frequency electromagnetic valve 34 is communicated with the master brake cylinder interface; The oil outlet of bi-bit bi-pass overflow high-frequency electromagnetic valve 34 links to each other with the oil outlet of the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 and the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24; The oil inlet of the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 connects left rear wheel brake wheel cylinder interface, and the oil inlet of the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24 connects off front wheel brake wheel cylinder interface; The oil inlet of the unidirectional high-frequency electromagnetic valve 13 of first bi-bit bi-pass links to each other with left rear wheel brake wheel cylinder interface; The oil inlet of the unidirectional high-frequency electromagnetic valve 14 of second bi-bit bi-pass links to each other with off front wheel brake wheel cylinder interface; The oil outlet of unidirectional high-frequency electromagnetic valve 13 of first bi-bit bi-pass and the unidirectional high-frequency electromagnetic valve 14 of second bi-bit bi-pass all is connected with energy storage 65; Energy storage 65, second check valve 66, first plunger pump 64, first check valve 63 connect in order; The oil outlet of first check valve 63 communicates with the oil outlet of bi-bit bi-pass overflow high-frequency electromagnetic valve 34; The oil outlet of the unidirectional high-frequency electromagnetic valve 33 of pilot-operated type bi-bit bi-pass places between the plunger pump 64 and first check valve 63, and the oil inlet of the unidirectional high-frequency electromagnetic valve 33 of pilot-operated type bi-bit bi-pass all links to each other with the master brake cylinder interface with pressure sensor 61.
Second loop comprises the unidirectional high-frequency electromagnetic valve of the unidirectional high-frequency electromagnetic valve of the unidirectional high-frequency electromagnetic valve 13 of first bi-bit bi-pass and second bi-bit bi-pass 14, the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 and the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24, pilot-operated type bi-bit bi-pass 33, bi-bit bi-pass overflow high-frequency electromagnetic valve 34, plunger pump 64, first check valve 63 and second check valve 66, energy storage 65 and pressure sensor 61.The oil inlet of bi-bit bi-pass overflow high-frequency electromagnetic valve 34 is communicated with the master brake cylinder interface; The oil outlet of bi-bit bi-pass overflow high-frequency electromagnetic valve 34 links to each other with the oil outlet of the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 and the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24; The oil inlet of the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 connects off hind wheel brake wheel cylinder interface, and the oil inlet of the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24 connects the near front wheel brake wheel cylinder interface; The oil inlet of the unidirectional high-frequency electromagnetic valve 13 of first bi-bit bi-pass links to each other with off hind wheel brake wheel cylinder interface; The oil inlet of the unidirectional high-frequency electromagnetic valve 14 of second bi-bit bi-pass links to each other with the near front wheel brake wheel cylinder interface; The oil outlet of unidirectional high-frequency electromagnetic valve 13 of first bi-bit bi-pass and the unidirectional high-frequency electromagnetic valve 14 of second bi-bit bi-pass all is connected with energy storage 65; Energy storage 65, second check valve 66, plunger pump 64, first check valve 63 connect in order; The oil outlet of first check valve 63 communicates with the oil outlet of bi-bit bi-pass overflow high-frequency electromagnetic valve 34; The oil outlet of the unidirectional high-frequency electromagnetic valve 33 of pilot-operated type bi-bit bi-pass places between the plunger pump 64 and first check valve 63, and the oil inlet of the unidirectional high-frequency electromagnetic valve 33 of pilot-operated type bi-bit bi-pass all links to each other with the master brake cylinder interface with pressure sensor 61.
The unidirectional high-frequency electromagnetic valve 33 of the pilot-operated type bi-bit bi-pass of hydraulic pressure execution device has the very little pilot valve of a bearing area to carry out the guide, can the moment conducting under minimum response pressure.
The bi-bit bi-pass overflow high-frequency electromagnetic valve 34 of hydraulic pressure execution device adopts a built-in by pass valve, promptly begins release at certain pressure, makes system pressure keep stable.
Hydraulic pressure execution device adopts unidirectional high-frequency electromagnetic valve of pilot-operated type bi-bit bi-pass and bi-bit bi-pass overflow high-frequency electromagnetic valve on the key function position; Overcome the conventional shortcoming that bi-bit bi-pass switch valve response pressure is big, transient state response is slow, pressure pulsation is big, improved the speed of response and the particularity of system greatly.The unidirectional high-frequency electromagnetic valve of pilot-operated type bi-bit bi-pass of said hydraulic pressure execution device carries out the guide with the very little pilot valve of a bearing area; Get final product the moment conducting at minimum response pressure; Thereby speed of response also is greatly improved the fast characteristics of the adaptation electronic stabilizing control system requirement frequent open response of electromagnetic valve; Bi-bit bi-pass overflow high-frequency electromagnetic valve adopts a built-in by pass valve, and this by pass valve is active in one's movements, and under certain pressure, promptly begins release, thereby makes system pressure keep stable, avoids causing the brake pedal shake as far as possible.Said hydraulic pressure execution device can improve the active safety of automobile electron stabilization control system quickly and accurately to specifying wheel brake activation power significantly when ECU sends instruction.
Description of drawings
Fig. 1: ESP hydraulic circuit schematic diagram;
Fig. 2: conventional brake mode control loop schematic diagram;
Fig. 3: ASR pressurization stages control loop schematic diagram;
Fig. 4: ASR packing stage control loop schematic diagram;
Fig. 5: ASR decompression phase control loop schematic diagram;
Fig. 6: ABS pressurization stages control loop schematic diagram;
Fig. 7: ABS packing stage control loop schematic diagram;
Fig. 8: ABS decompression phase control loop schematic diagram;
Fig. 9: ESP pressurization stages control loop schematic diagram;
Figure 10: ESP packing stage control loop schematic diagram;
Figure 11: ESP decompression phase control loop schematic diagram.
The specific embodiment
Below in conjunction with the accompanying drawing and the specific embodiment the present invention is further described:
Hydraulic pressure execution device comprises that two overlap independently control loop, promptly controls first loop of left rear wheel, off front wheel braking force and second loop of control the near front wheel, off hind wheel braking force.Second loop and first loop symmetry, the first circuit theory figure is as shown in Figure 1.Motor 62 places between the plunger pump 64 in plunger pump 64 and second loop in first loop, starts 64 work of two plunger pumps.
First loop comprises the unidirectional high-frequency electromagnetic valve of the unidirectional high-frequency electromagnetic valve of the unidirectional high-frequency electromagnetic valve 13 of first bi-bit bi-pass and second bi-bit bi-pass 14, the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 and the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24, pilot-operated type bi-bit bi-pass 33, bi-bit bi-pass overflow high-frequency electromagnetic valve 34, plunger pump 64, first check valve 63 and second check valve 66, energy storage 65 and pressure sensor 61.The oil inlet of bi-bit bi-pass overflow high-frequency electromagnetic valve 34 is communicated with the master brake cylinder interface; The oil outlet of bi-bit bi-pass overflow high-frequency electromagnetic valve 34 links to each other with the oil outlet of the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 and the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24; The oil inlet of the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 connects left rear wheel brake wheel cylinder interface, and the oil inlet of the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24 connects off front wheel brake wheel cylinder interface; The oil inlet of the unidirectional high-frequency electromagnetic valve 13 of first bi-bit bi-pass links to each other with left rear wheel brake wheel cylinder interface; The oil inlet of the unidirectional high-frequency electromagnetic valve 14 of second bi-bit bi-pass links to each other with off front wheel brake wheel cylinder interface; The oil outlet of unidirectional high-frequency electromagnetic valve 13 of first bi-bit bi-pass and the unidirectional high-frequency electromagnetic valve 14 of second bi-bit bi-pass all is connected with energy storage 65; Energy storage 65, second check valve 66, plunger pump 64, first check valve 63 connect in order; The oil outlet of first check valve 63 communicates with the oil outlet of bi-bit bi-pass overflow high-frequency electromagnetic valve 34; The oil outlet of the unidirectional high-frequency electromagnetic valve 33 of pilot-operated type bi-bit bi-pass places between the plunger pump 64 and first check valve 63, and the oil inlet of the unidirectional high-frequency electromagnetic valve 33 of pilot-operated type bi-bit bi-pass all links to each other with the master brake cylinder interface with pressure sensor 61.
Second loop comprises the unidirectional high-frequency electromagnetic valve of the unidirectional high-frequency electromagnetic valve of the unidirectional high-frequency electromagnetic valve 13 of first bi-bit bi-pass and second bi-bit bi-pass 14, the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 and the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24, pilot-operated type bi-bit bi-pass 33, bi-bit bi-pass overflow high-frequency electromagnetic valve 34, plunger pump 64, first check valve 63 and second check valve 66, energy storage 65 and pressure sensor 61.The oil inlet of bi-bit bi-pass overflow high-frequency electromagnetic valve 34 is communicated with the master brake cylinder interface; The oil outlet of bi-bit bi-pass overflow high-frequency electromagnetic valve 34 links to each other with the oil outlet of the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 and the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24; The oil inlet of the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 connects off hind wheel brake wheel cylinder interface, and the oil inlet of the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24 connects the near front wheel brake wheel cylinder interface; The oil inlet of the unidirectional high-frequency electromagnetic valve 13 of first bi-bit bi-pass links to each other with off hind wheel brake wheel cylinder interface; The oil inlet of the unidirectional high-frequency electromagnetic valve 14 of second bi-bit bi-pass links to each other with the near front wheel brake wheel cylinder interface; The oil outlet of unidirectional high-frequency electromagnetic valve 13 of first bi-bit bi-pass and the unidirectional high-frequency electromagnetic valve 14 of second bi-bit bi-pass all is connected with energy storage 65; Energy storage 65, second check valve 66, plunger pump 64, first check valve 63 connect in order; The oil outlet of first check valve 63 communicates with the oil outlet of bi-bit bi-pass overflow high-frequency electromagnetic valve 34; The oil outlet of the unidirectional high-frequency electromagnetic valve 33 of pilot-operated type bi-bit bi-pass places between the plunger pump 64 and first check valve 63, and the oil inlet of the unidirectional high-frequency electromagnetic valve 33 of pilot-operated type bi-bit bi-pass all links to each other with the master brake cylinder interface with pressure sensor 61.
The unidirectional high-frequency electromagnetic valve 33 of the pilot-operated type bi-bit bi-pass of hydraulic pressure execution device has the very little pilot valve of a bearing area to carry out the guide, can the moment conducting under minimum response pressure.
The bi-bit bi-pass overflow high-frequency electromagnetic valve 34 of hydraulic pressure execution device adopts a built-in by pass valve, promptly begins release at certain pressure, makes system pressure keep stable.
The ECU of electronic stabilizing control system constantly detects signals such as brake switch, brake-pressure sensor, steering wheel angle sensor, wheel speed sensors, yaw-rate sensor, longitudinal acceleration sensor, lateral acceleration sensor; Calculate the nominal sliding ratio and the lateral acceleration of automobile apace; And compare with sliding ratio and lateral acceleration that actual detected obtains; Judge whether motoring condition is in the cruising state or the conventional brake state does not need electronic stabilizing control system to implement intervening measure; Still be about to occur driving break away, seized or understeering or oversteer occur; Electronic stabilizing control system must be implemented intervening measure, makes electronic stabilizing control system get into ASR, ABS or ESP mode of operation, and electronic control unit transmits control signal to hydraulic pressure execution device; Change acts on the braking force on the relevant wheel, so that automobile keeps stablizing motoring condition.
The hydraulic pressure execution device of said electronic stabilizing control system can be realized the brake-power regulation under conventional brake, ASR, ABS and four kinds of mode of operations of ESP.Under the conventional brake pattern, all not conductings of the electromagnetic valve coil of hydraulic pressure execution device and motor 62.Under ASR, ABS or ESP mode of operation, the ECU of electronic stabilizing control system lets corresponding solenoid valve coil or motor 62 conductings, changes to act on the braking force on the relevant wheel, makes automobile keep stablizing motoring condition.Below just being that example is explained the principle of work of hydraulic pressure execution device under conventional brake, ASR, ABS and ESP several modes respectively to left rear wheel brake activation power.
The conventional brake pattern
The conventional brake mode control loop is as shown in Figure 2.Under the conventional brake pattern, the equal no power of all valves, bi-bit bi-pass overflow high-frequency electromagnetic valve 34, the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 and the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24 are in " leading to " state.Step on brake pedal, the pressure current that comes from master brake cylinder flow through bi-bit bi-pass overflow high-frequency electromagnetic valve 34 and the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23, entering left rear wheel brake wheel cylinder, brake wheel cylinder promptly produces brake-pressure and puts on the left rear wheel brake clamp.
The ASR mode of operation
If electronic control unit is confirmed the left rear wheel straight skidding, and do not implement artificial braking, then electronic stabilizing control system gets into the ASR mode of operation, and electronic control unit transmits control signal to hydraulic pressure execution device, changes to act on the braking force on the left rear wheel.The control loop of ASR pressurization stages, packing stage and decompression phase is respectively like Fig. 3, Fig. 4 and shown in Figure 5.
In the ASR pressurization stages, electronic control unit makes the unidirectional high-frequency electromagnetic valve of bi-bit bi-pass overflow high-frequency electromagnetic valve 34, pilot-operated type bi-bit bi-pass 33, the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24 and motor 62 energisings.At this moment, bi-bit bi-pass overflow high-frequency electromagnetic valve 34 is in " breaking " and opens overflow situation, and back brake circuit and master brake cylinder are isolated; The unidirectional high-frequency electromagnetic valve 33 of pilot-operated type bi-bit bi-pass is in " leading to " state; Motor 62 drives plunger pump 64 braking liquid is introduced plunger pump 64 from master brake cylinder through the unidirectional high-frequency electromagnetic valve 33 of pilot-operated type bi-bit bi-pass; The first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 is in " leading to " state; Braking liquid is pumped by plunger pump 64; Get into the left rear wheel brake wheel cylinder through first check valve 63 and the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23, brake-pressure promptly puts on the left rear wheel brake clamp, stops left rear wheel idle running; And the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24 is in " breaking " state, can stop pressure current to get into off front wheel.In said process, the unidirectional high-frequency electromagnetic valve 33 of pilot-operated type bi-bit bi-pass carries out the guide by the very little pilot valve of a bearing area, and instantaneous conducting under minimum response pressure forms control loop rapidly; Bi-bit bi-pass overflow high-frequency electromagnetic valve promptly begins release under certain pressure, make system pressure keep stabilized conditions.
At the ASR packing stage, electronic control unit makes bi-bit bi-pass overflow high-frequency electromagnetic valve 34, the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24 and motor 62 energisings.At this moment, bi-bit bi-pass overflow high-frequency electromagnetic valve 34 is in " breaking " and opens overflow situation, and back brake circuit and master brake cylinder are isolated; The unidirectional high-frequency electromagnetic valve 33 of pilot-operated type bi-bit bi-pass is in " breaking " state, and the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 is in " leading to " state, plunger pump 64 idle running, the brake-pressure of maintenance left rear wheel; And the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24 is in " breaking " state, can stop braking liquid to get into off front wheel, thereby makes the left rear wheel brake-pressure keep constant.
At the ASR decompression phase, electronic control unit makes the unidirectional high-frequency electromagnetic valve of first bi-bit bi-pass 13, the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 and the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24, motor 62 energisings.At this moment, the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 and the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24 are in " breaking " state, stop braking liquid to get into left rear wheel and off front wheel brake wheel cylinder; The unidirectional high-frequency electromagnetic valve 13 of first bi-bit bi-pass is in " leading to " state with bi-bit bi-pass overflow high-frequency electromagnetic valve 34; Motor 62 drives plunger pumps 64 braking liquid is got back to master brake cylinder from the left rear wheel brake wheel cylinder through the unidirectional high-frequency electromagnetic valve of first bi-bit bi-pass 13, second check valve 66, plunger pump 64, first check valve 63 and bi-bit bi-pass overflow high-frequency electromagnetic valve 34, and the left rear wheel brake-pressure has just reduced like this.Energy storage 65 can store certain braking liquid in this process.
ASR supercharging, pressurize, decompression phase constantly repeat, till electronic stabilizing control system confirms that vehicle has reached state of equilibrium or driver and begins to carry out the manual work braking.
The ABS mode of operation
If when electronic control unit is confirmed to detect left rear wheel and is about to locking in artificial braking procedure; Electronic stabilizing control system promptly gets into the ABS mode of operation; Electronic control unit transmits control signal to hydraulic pressure execution device, changes to act on the braking force on the left rear wheel.The control loop of ABS pressurization stages, packing stage and decompression phase such as Fig. 6, Fig. 7, shown in Figure 8.
At first, ABS gets into decompression phase, and electronic control unit makes the unidirectional high-frequency electromagnetic valve of first bi-bit bi-pass 13, the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23, motor 62 energisings.At this moment, the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 is in " breaking " state, stops braking liquid to get into the left rear wheel brake wheel cylinder; The unidirectional high-frequency electromagnetic valve 13 of first bi-bit bi-pass is in " leading to " state with bi-bit bi-pass overflow high-frequency electromagnetic valve 34; Motor 62 drives plunger pumps 64 braking liquid is got back to master brake cylinder from the left rear wheel brake wheel cylinder through the unidirectional high-frequency electromagnetic valve of first bi-bit bi-pass 13, second check valve 66, plunger pump 64, first check valve 63 and bi-bit bi-pass overflow high-frequency electromagnetic valve 34, and the brake-pressure of left rear wheel has just reduced like this.Energy storage 65 can store certain braking liquid in this process.
At the ABS packing stage, electronic control unit makes unidirectional high-frequency electromagnetic valve 13 energisings of first bi-bit bi-pass.At this moment, the unidirectional high-frequency electromagnetic valve 13 of first bi-bit bi-pass is in " breaking " state, and the left rear wheel brake circuit is isolated fully, thereby makes the left rear wheel brake-pressure keep constant.
In the ABS pressurization stages, the equal no power of all valves, bi-bit bi-pass overflow high-frequency electromagnetic valve 34, the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 and the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24 are in " leading to " state.The pressure current that comes from master brake cylinder flow through bi-bit bi-pass overflow high-frequency electromagnetic valve 34 and the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23, entering left rear wheel brake wheel cylinder, brake wheel cylinder promptly produces brake-pressure and puts on the left rear wheel brake clamp.
ABS decompression, pressurize, pressurization stages constantly repeat, till electronic stabilizing control system confirms that vehicle has reached state of equilibrium or brake-pedal load elimination.
The ESP mode of operation
When if electronic control unit confirms that understeer or ovdersteering appear in left rear wheel, then electronic stabilizing control system gets into the ESP mode of operation, and electronic control unit transmits control signal to hydraulic pressure execution device, changes to act on the braking force on the left rear wheel.The control loop of ESP pressurization stages, packing stage and decompression phase is respectively like Fig. 9, Figure 10 and shown in Figure 11.
When left steering; If understeering, the vehicle front-wheel has the effect of outwards " drawing " and departs from bend, and this moment, electronic stabilizing control system began left rear wheel is implemented braking; Produce a clws moment of torsion, vehicle " is drawn " return on the correct running rail; If oversteer, the vehicle front-wheel has inwards the effect of " drawing " and departs from bend, and this moment, electronic stabilizing control system began off front wheel is implemented braking, produced a C.C.W. moment of torsion, vehicle " is drawn " return on the correct running rail.When right steering; If understeering, the vehicle front-wheel has the effect of outwards " drawing " and departs from bend, and this moment, electronic stabilizing control system began off hind wheel is implemented braking; Produce a clws moment of torsion, vehicle " is drawn " return on the correct running rail; If oversteer, the vehicle front-wheel has inwards the effect of " drawing " and departs from bend, and this moment, electronic stabilizing control system began the near front wheel is implemented braking, produced a C.C.W. moment of torsion, vehicle " is drawn " return on the correct running rail.
With electronic stabilizing control system left rear wheel brake activation power is explained the principle of work of hydraulic pressure execution device under the ESP pattern at present.
In the ESP pressurization stages, electronic control unit makes the unidirectional high-frequency electromagnetic valve of bi-bit bi-pass overflow high-frequency electromagnetic valve 34, pilot-operated type bi-bit bi-pass 33, the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24 and motor 62 energisings.At this moment, bi-bit bi-pass overflow high-frequency electromagnetic valve 34 is in " breaking " and opens overflow situation, and back brake circuit and master brake cylinder are isolated; The unidirectional high-frequency electromagnetic valve 33 of pilot-operated type bi-bit bi-pass is in " leading to " state; Motor 62 drives plunger pump 64 braking liquid is introduced plunger pump 64 from master brake cylinder through the unidirectional high-frequency electromagnetic valve 33 of pilot-operated type bi-bit bi-pass; The first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 is in " leading to " state; Braking liquid is pumped by plunger pump 64; Get into the left rear wheel brake wheel cylinder through first check valve 63 and the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23, brake-pressure promptly puts on the left rear wheel brake clamp, stops left rear wheel idle running; And the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24 is in " breaking " state, can stop pressure current to get into off front wheel.In said process, the unidirectional high-frequency electromagnetic valve 33 of pilot-operated type bi-bit bi-pass carries out the guide by the very little pilot valve of a bearing area, and instantaneous conducting under minimum response pressure forms control loop rapidly; Bi-bit bi-pass overflow high-frequency electromagnetic valve promptly begins release under certain pressure, it is stable that system pressure keeps.
At the ESP packing stage, electronic control unit makes bi-bit bi-pass overflow high-frequency electromagnetic valve 34, the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24 and motor 62 energisings.At this moment, bi-bit bi-pass overflow high-frequency electromagnetic valve 34 is in " breaking " and opens overflow situation, and back brake circuit and master brake cylinder are isolated; The unidirectional high-frequency electromagnetic valve 33 of pilot-operated type bi-bit bi-pass is in " breaking " state, and the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 is in " leading to " state, plunger pump 64 idle running, the brake-pressure of maintenance left rear wheel; And the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24 is in " breaking " state, can stop braking liquid to get into off front wheel, thereby makes the left rear wheel brake-pressure keep constant.
At the ESP decompression phase, electronic control unit makes the unidirectional high-frequency electromagnetic valve of first bi-bit bi-pass 13, the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 and the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24, motor 62 energisings.At this moment, the first bi-bit bi-pass throttling high-frequency electromagnetic valve 23 and the second bi-bit bi-pass throttling high-frequency electromagnetic valve 24 are in " breaking " state, stop braking liquid to get into left rear wheel and off front wheel brake wheel cylinder; The unidirectional high-frequency electromagnetic valve 13 of first bi-bit bi-pass is in " leading to " state with bi-bit bi-pass overflow high-frequency electromagnetic valve 34; Motor 62 drives plunger pumps 64 braking liquid is got back to master brake cylinder from the left rear wheel brake wheel cylinder through the unidirectional high-frequency electromagnetic valve of first bi-bit bi-pass 13, second check valve 66, plunger pump 64, first check valve 63 and bi-bit bi-pass overflow high-frequency electromagnetic valve 34, and the brake-pressure of left rear wheel has just reduced like this.Energy storage 65 can store certain braking liquid in this process.
ESP supercharging, pressurize, decompression phase constantly repeat, till electronic stabilizing control system confirms that vehicle has reached state of equilibrium or driver and begins to carry out the manual work braking.
Under any driving cycle, electronic stabilizing control system can both make vehicle keep stable.Described hydraulic pressure execution device has replaced conventional bi-bit bi-pass switch electromagnetic valve with unidirectional high-frequency electromagnetic valve of pilot-operated type bi-bit bi-pass and bi-bit bi-pass overflow high-frequency electromagnetic valve; Overcome the conventional shortcoming that bi-bit bi-pass switch valve response pressure is big, transient state response is slow, pressure pulsation is big, improved the speed of response and the particularity of system greatly.Said hydraulic pressure execution device can improve the active safety of automobile electron stabilization control system quickly and accurately to specifying wheel brake activation power significantly when ECU sends instruction.
Claims (3)
1. the hydraulic pressure execution device of an automobile electron stabilization control system; Comprise that two overlap that control loop is independently promptly controlled first loop of left rear wheel and off front wheel braking force and second loop of control the near front wheel and off hind wheel braking force is formed; It is characterized in that: described hydraulic pressure execution device is made up of two the first unidirectional high-frequency electromagnetic valves of bi-bit bi-pass (13), two the first bi-bit bi-pass throttling high-frequency electromagnetic valves (23), two unidirectional high-frequency electromagnetic valves of second bi-bit bi-pass (14), two the second bi-bit bi-pass throttling high-frequency electromagnetic valves (24), two unidirectional high-frequency electromagnetic valves of pilot-operated type bi-bit bi-pass (33), two bi-bit bi-pass overflow high-frequency electromagnetic valves (34), motor (62), two first check valves (63), two plunger pumps (64), two second check valves (66), two energy storages (65), pressure sensor (61), two master brake cylinder interfaces, four brake wheel cylinder interfaces, and above-mentioned all parts all are integrated on the valve body;
Said motor (62) places between the plunger pump (64) in plunger pump (64) and second loop in first loop; The oil inlet of the bi-bit bi-pass overflow high-frequency electromagnetic valve (34) in first loop is communicated with the master brake cylinder interface; The oil outlet of bi-bit bi-pass overflow high-frequency electromagnetic valve (34) links to each other with the oil outlet of the first bi-bit bi-pass throttling high-frequency electromagnetic valve (23) and the second bi-bit bi-pass throttling high-frequency electromagnetic valve (24); The oil inlet of the first bi-bit bi-pass throttling high-frequency electromagnetic valve (23) connects left rear wheel brake wheel cylinder interface; The oil inlet of the second bi-bit bi-pass throttling high-frequency electromagnetic valve (24) connects off front wheel brake wheel cylinder interface; The oil inlet of the unidirectional high-frequency electromagnetic valve of first bi-bit bi-pass (13) links to each other with left rear wheel brake wheel cylinder interface; The oil inlet of the unidirectional high-frequency electromagnetic valve of second bi-bit bi-pass (14) links to each other with off front wheel brake wheel cylinder interface; The oil outlet of unidirectional high-frequency electromagnetic valve of first bi-bit bi-pass (13) and the unidirectional high-frequency electromagnetic valve of second bi-bit bi-pass (14) all is connected with energy storage (65); Energy storage (65), second check valve (66), plunger pump (64), first check valve (63) connect in order; The oil outlet of first check valve (63) communicates with the oil outlet of bi-bit bi-pass overflow high-frequency electromagnetic valve (34), and the oil outlet of the unidirectional high-frequency electromagnetic valve of pilot-operated type bi-bit bi-pass (33) places between plunger pump (64) and second check valve (66), and the oil inlet of the unidirectional high-frequency electromagnetic valve of pilot-operated type bi-bit bi-pass (33) all links to each other with the master brake cylinder interface with pressure sensor (61);
The oil inlet of the bi-bit bi-pass overflow high-frequency electromagnetic valve (34) in said second loop is communicated with the master brake cylinder interface; The oil outlet of bi-bit bi-pass overflow high-frequency electromagnetic valve (34) links to each other with the oil outlet of the first bi-bit bi-pass throttling high-frequency electromagnetic valve (23) and the second bi-bit bi-pass throttling high-frequency electromagnetic valve (24); The oil inlet of the first bi-bit bi-pass throttling high-frequency electromagnetic valve (23) connects off hind wheel brake wheel cylinder interface; The oil inlet of the second bi-bit bi-pass throttling high-frequency electromagnetic valve (24) connects the near front wheel brake wheel cylinder interface; The oil inlet of the unidirectional high-frequency electromagnetic valve of first bi-bit bi-pass (13) links to each other with off hind wheel brake wheel cylinder interface; The oil inlet of the unidirectional high-frequency electromagnetic valve of second bi-bit bi-pass (14) links to each other with the near front wheel brake wheel cylinder interface; The oil outlet of unidirectional high-frequency electromagnetic valve of first bi-bit bi-pass (13) and the unidirectional high-frequency electromagnetic valve of second bi-bit bi-pass (14) all is connected with energy storage (65); Energy storage (65), second check valve (66), plunger pump (64), first check valve (63) connect in order; The oil outlet of first check valve (63) communicates with the oil outlet of bi-bit bi-pass overflow high-frequency electromagnetic valve (34), and the unidirectional high-frequency electromagnetic valve of pilot-operated type bi-bit bi-pass (33) hydraulic fluid port places between plunger pump (64) and first check valve (63), and the oil inlet of the unidirectional high-frequency electromagnetic valve of pilot-operated type bi-bit bi-pass (33) all links to each other with the master brake cylinder interface with pressure sensor (61).
2. according to the hydraulic pressure execution device of the said automobile electron stabilization control system of claim 1, it is characterized in that: the unidirectional high-frequency electromagnetic valve of pilot-operated type bi-bit bi-pass (33) of said hydraulic pressure execution device is the high-frequency electromagnetic valve of built-in guide's spool.
3. according to the hydraulic pressure execution device of the said automobile electron stabilization control system of claim 1, it is characterized in that: the bi-bit bi-pass overflow high-frequency electromagnetic valve (34) of said hydraulic pressure execution device is the high-frequency electromagnetic valve of built-in overflow spool.
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| Application Number | Priority Date | Filing Date | Title |
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| CN200710041043A CN101058308B (en) | 2007-05-22 | 2007-05-22 | Hydraulic pressure execution device for automobile electron stabilization control system |
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| CN200710041043A CN101058308B (en) | 2007-05-22 | 2007-05-22 | Hydraulic pressure execution device for automobile electron stabilization control system |
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| CN101058308A CN101058308A (en) | 2007-10-24 |
| CN101058308B true CN101058308B (en) | 2012-10-03 |
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| CN200710041043A Expired - Fee Related CN101058308B (en) | 2007-05-22 | 2007-05-22 | Hydraulic pressure execution device for automobile electron stabilization control system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| DE102013223861A1 (en) * | 2013-11-21 | 2015-05-21 | Continental Teves Ag & Co. Ohg | Brake system for motor vehicles |
| CN105954042A (en) * | 2016-05-20 | 2016-09-21 | 浙江万向精工有限公司 | Compared tester for double ABS |
| JP6759919B2 (en) * | 2016-09-19 | 2020-09-23 | 株式会社デンソー | Vehicle braking device |
| CN108248583B (en) * | 2018-02-09 | 2023-05-12 | 南京航空航天大学 | An automotive electronic stability control system and its layered control method |
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