CN103359096A - Hydraulic braking control device applicable to braking energy recovery - Google Patents

Abstract

The invention discloses a hydraulic brake control device suitable for braking energy recovery, aiming at overcoming the decoupling of the brake pedal and the braking pressure of the drive shaft in the braking energy recovery system and the restriction of the vehicle drive shaft in the prior art. The problem that the rate of increase and deceleration of dynamic pressure is difficult to control. It includes a brake control mechanism, a pedal simulation device (7) and a hydraulic adjustment mechanism (8). The brake control mechanism includes a brake pedal (1), a pedal displacement sensor (2), a vacuum booster (3), a liquid storage cup (4), a vacuum pump (5) and a brake master cylinder (6). The liquid storage cup (4) is connected to the interface A of the pedal simulation device (7), and the liquid outlet F of the front chamber of the brake master cylinder (6) is connected to the oil inlet B of the pedal simulation device (7) through a hard tube. The liquid outlet R of the rear chamber of the master cylinder (6) is connected to the rear oil inlet E of the hydraulic adjustment mechanism (8) through a hard tube, and the interface C of the pedal simulation device (7) is connected to the liquid inlet D of the hydraulic adjustment mechanism (8). connect.

Description

Hydraulic brake control for braking energy recovery

technical field

The invention relates to a control device in the field of automobile brake systems, more precisely, the invention relates to a hydraulic brake control device suitable for braking energy recovery.

Background technique

1. Braking energy recovery

When the new energy vehicle decelerates or brakes, the motor can convert part of the mechanical energy of the car into electrical energy and store it in the battery, and at the same time generate part of the braking force to realize the deceleration or braking of the car. When the car accelerates again, the motor will store it The energy stored in the battery is converted into kinetic energy for driving the car again. Since the regenerative braking of the motor is subject to a series of restrictions such as single-axis braking and low braking strength, it cannot meet the needs of all braking conditions. Therefore, new energy vehicles still need to retain the traditional hydraulic braking system, and Mainly hydraulic braking, supplemented by motor regenerative braking.

2. Brake pedal decoupling and brake pedal feel simulation

In order to improve the energy recovery rate, motor regenerative braking is preferred, and the part of the braking demand that the motor cannot meet is provided by hydraulic braking, which involves the coordination and coexistence of motor braking and hydraulic braking. In order to keep the traditional braking feeling when the motor participates in braking, it is necessary to install a brake pedal feeling simulator, and it is hoped to decouple the pressure of the brake pedal from the wheel cylinder.

3. Braking strength consistency when the motor and hydraulic braking force are coordinated

During the braking process, due to the change of the motor speed, the braking capacity of the motor will also be limited and change, which requires hydraulic braking to compensate the driver's braking demand, so as to maintain the braking strength and ensure the driver's safety. Braking requirements and ride comfort.

4. Linear control of proportional valve

For normally open proportional valves, the hydraulic pressure on the spool is in the same direction as the spring force, and the effect is to keep the opening of the valve port in an open state. However, the direction of the electromagnetic force on the spool is opposite to the above two forces, and the magnitude of the electromagnetic force is proportional to the magnitude of the current in the solenoid valve coil. Therefore, the electromagnetic force on the spool can be adjusted by controlling the current in the valve coil. Force, adjust the balance relationship of the three forces, and then control the opening degree of the valve port, and realize the linear control of the pressure.

A hydraulic braking system adapted to braking energy recovery needs to address:

1) Motor and hydraulic braking forces can be coordinated and controlled;

2) The feeling of the driver's brake pedal has little change compared with the traditional hydraulic brake;

3) When the motor and hydraulic braking force are coordinated, it can ensure that the pedal feels unchanged and the braking intensity is stable.

The hydraulic brake control device of the present invention uses a pedal simulator to realize the decoupling of the brake pedal and the braking pressure of the drive shaft, and retain the driver's pedal feeling; the special pipeline design makes the increase and decrease speed of the drive shaft Controllable, to better realize the smooth switching of electric and hydraulic braking forces.

The research on the hydraulic braking system suitable for the braking energy recovery system is mainly concentrated abroad, and there are few domestic researches on it. In order to shorten the product development cycle, most of the braking energy recovery systems developed by foreign companies are based on the existing hydraulic adjustment unit, and the braking energy recovery function is realized through additional devices.

The Chinese patent announcement number is CN102224044A, and the announcement date is 2011-10-19. Nissan Automobile Co., Ltd.'s "brake device and brake device control method", the application number is 200980147087.2, uses the motor to push the master cylinder to build pressure. , although the pressure change of the master cylinder can be adjusted through the positive and negative rotation of the motor to adjust the pressure of the wheel cylinder, but its transmission device is complicated, and the control accuracy is very high. pressure.

The Chinese patent announcement number is CN102501841A, the announcement date is 2012-06-20, the applicant is Robert Bosch Co., Ltd., the invention name is "manipulation unit for hydraulic brake system and its operation method", and the invention patent application number is 201110289573.7 And the Chinese patent announcement number is CN102224043A, and the announcement date is 2011-10-19. The applicant is Robert Bosch Co., Ltd., and the invention and creation name is "a braking system for motor vehicles and a motor vehicle with such a braking system", The invention patent application number is 200980146574.7. Although the hydraulic braking system involved in the two patents can well meet the needs of braking energy recovery, some mechanisms are added to the existing hydraulic adjustment unit, especially the high-pressure energy storage Compared with the structure and control of the existing traditional brake system, the brake and the energy storage hydraulic pump are much more complicated, and the cost is higher.

At present, some companies have abandoned the existing hydraulic adjustment unit and designed a new braking system suitable for braking energy recovery. For example, the Chinese patent announcement number is CN102470833A, and the announcement date is 2012-5-23. The applicant is Toyota Motor Corporation. , the name of the invention is "Brake Control Device and Brake Control Method", and the application number for the invention patent is 200980160831.2. This kind of brake system has a relatively compact structure, but uses more solenoid valves, which makes the control complicated and high in cost.

Contents of the invention

The purpose of the present invention is to solve the problem that the decoupling of the brake pedal and the braking pressure of the drive shaft in the braking energy recovery system in the prior art is difficult to control the increase and deceleration rate of the braking pressure of the automobile drive shaft, so as to ensure the stability of the drive shaft. Pressure regulation no longer affects the driver's pedal feel, providing a hydraulic brake control suitable for braking energy recovery.

In order to solve the above technical problems, the present invention adopts the following technical solutions: the hydraulic brake control device suitable for braking energy recovery includes a brake control mechanism, a pedal simulation device and a hydraulic adjustment mechanism. The pedal simulation device includes a No. 1 one-way valve, a No. 1 solenoid valve, a pedal simulator, a No. 3 solenoid valve, a No. 2 one-way valve and a No. 2 solenoid valve.

The oil inlet of the No. 1 check valve is connected with the interface a of the No. 1 solenoid valve and the oil inlet and outlet pipeline of the pedal simulator, and the oil outlet of the No. 1 check valve is connected with the interface P of the No. 1 solenoid valve. The interface a of the No. 3 solenoid valve is connected to the oil inlet pipeline of the No. 2 check valve, the oil outlet of the No. 2 check valve, the interface p of the No. 3 solenoid valve, and the interface a of the No. 2 solenoid valve are connected by pipelines. The interface p of the No. 2 solenoid valve and the oil outlet of the No. 1 one-way valve are connected with the interface P of the No. 1 solenoid valve.

The No. 1 solenoid valve described in the technical proposal is a normally closed switch valve, the No. 2 solenoid valve is a normally open switch valve, and the No. 3 solenoid valve is a normally closed switch valve. The interface a of the No. 3 solenoid valve is connected to the No. 2 single The connection point of the oil inlet pipeline of the directional valve is used as the interface A connected to other external components, and the connection point between the oil outlet of the No. 1 check valve and the interface p pipeline of the No. 1 solenoid valve is used as the interface B connected with other external components. The oil outlet of the No. 2 one-way valve, the interface p of the No. 3 solenoid valve, and the interface a of the No. 2 solenoid valve are connected as the interface C connected with other external components.

The hydraulic adjustment mechanism described in the technical solution includes a No. 4 solenoid valve, a No. 3 one-way valve, a plunger hydraulic pump, a motor, a No. 5 solenoid valve, a No. 4 one-way valve and a No. 6 solenoid valve. The oil inlet of the No. 3 check valve is connected to the port p of the No. 4 solenoid valve, and the oil outlet of the No. 3 check valve is connected to the port a of the No. 4 solenoid valve and the oil circuit of the oil outlet a of the plunger hydraulic pump. Connection, the oil outlet of the No. 4 one-way valve is connected with the interface p of the No. 5 solenoid valve, and the oil inlet of the No. 4 check valve is connected with the interface a of the No. 5 solenoid valve. The interface a of the No. 4 solenoid valve is connected to the oil circuit of the interface p of the No. 5 solenoid valve, the interface a of the No. 5 solenoid valve is connected to the brake wheel cylinder pipeline, and the interface p of the No. 6 solenoid valve is connected to the brake wheel cylinder pipeline , the interface p of the No. 6 solenoid valve is connected to the oil circuit of the interface a of the No. 5 solenoid valve, the interface a of the No. 6 solenoid valve is connected to the oil circuit of the liquid inlet p of the plunger hydraulic pump, and the liquid inlet p of the plunger hydraulic pump It is connected to the port p oil circuit of the No. 4 solenoid valve, and the liquid outlet port a of the plunger hydraulic pump is connected to the liquid inlet port p oil circuit of the No. 5 solenoid valve.

The No. 4 solenoid valve and the No. 5 solenoid valve described in the technical proposal are normally open linear solenoid valves, the No. 6 solenoid valve is a normally closed high-speed switching valve, and the oil inlet of the No. 3 check valve is connected with the No. 4 solenoid valve. The connection point of the pipeline of the interface p is used as the interface D connected with other external components.

The brake operating mechanism described in the technical solution includes a brake pedal, a pedal displacement sensor, a vacuum booster, a liquid storage cup, a vacuum pump and a brake master cylinder. The brake pedal is installed on the frame, the brake pedal is connected with the movable arm of the pedal displacement sensor, the vacuum booster is installed on the left side of the brake pedal, the brake pedal is hinged with the input push rod in the vacuum booster, and the vacuum booster The left end is fixedly connected with the right end of the brake master cylinder, the output push rod of the vacuum booster is in contact with the piston push rod of the brake master cylinder, and the air inlet p of the vacuum pump is connected with the vacuum port of the vacuum booster through an air pipeline.

Compared with prior art, the beneficial effects of the present invention are:

1. Open the No. 1 solenoid valve, close the No. 2 solenoid valve, and disconnect the hydraulic connection between the brake master cylinder and the brake line of the drive shaft (for front-drive vehicles, the front axle), so as to realize the brake pedal and the drive shaft wheel. The cylinder pressure is decoupled and the driver's brake pedal feel is simulated using a pedal simulator.

2. The power motor of the car is arranged on the transmission shaft, and the braking process of the drive shaft can be completed through the cooperation of power motor braking and hydraulic braking. When the electric braking force and the hydraulic braking force are coordinated, the pressure changes of the two wheel cylinders of the front axle are consistent, using axle control. When the brake wheel cylinder of the drive shaft needs to be pressurized, the No. 4 solenoid valve is closed, the hydraulic pump motor rotates, and the plunger hydraulic pump is driven to work, and a negative pressure is formed at the liquid inlet p of the plunger hydraulic pump. The atmospheric pressure liquid will push the steel ball of the No. 2 one-way valve, and the brake fluid will flow from the liquid storage cup to the liquid inlet p of the plunger hydraulic pump. After the pressurization of the plunger hydraulic pump, the brake fluid will pass through the No. 5 solenoid valve Flows into the wheel brake cylinders, building pressure. Since the No. 5 solenoid valve is a linear valve, the opening of the valve port can be adjusted by controlling the coil current of the valve, so as to realize the controllable boosting rate. When the brake wheel cylinder of the drive shaft needs to be decompressed, the No. 3 solenoid valve and the No. 4 solenoid valve are opened. Since the liquid pressure in the brake wheel cylinder is greater than the hydraulic pressure in the liquid storage cup, the No. 4 one-way valve is operated positively. The pressure difference opens, and the brake fluid flows back to the liquid storage cup from the brake wheel cylinder through the No. 4 check valve, No. 4 solenoid valve and No. 3 solenoid valve. Because the No. 4 solenoid valve is a linear valve, it can The current of the valve is used to adjust the opening of the valve port to achieve a controllable decompression rate. Therefore, the brake device can precisely adjust the pressure of the drive shaft wheel cylinder, so that the hydraulic brake and the motor brake can be better coordinated, and the regenerative braking ability of the motor can be maximized to improve the braking energy recovery rate, and at the same time obtain a stable braking strength.

3. Because of the pressure decoupling effect between the pedal and the drive shaft described in 1, and the No. 2 solenoid valve is closed during the entire regenerative braking process, the brake pedal feeling will not be affected when the drive shaft brake pressure is adjusted. .

4. When the electricity fails or there is no regenerative braking, all the solenoid valves are in normal state, and the traditional hydraulic braking capability can be realized.

Description of drawings

Below in conjunction with accompanying drawing, the present invention will be further described:

Fig. 1 is a schematic diagram of the structural composition of a hydraulic brake control device suitable for braking energy recovery according to the present invention;

Fig. 2 is a hydraulic schematic diagram of the structural composition of the pedal simulation device used in the hydraulic brake control device suitable for braking energy recovery according to the present invention;

Fig. 3 is a hydraulic schematic diagram of the structural composition of the hydraulic adjustment mechanism used in the hydraulic brake control device suitable for braking energy recovery according to the present invention;

Fig. 4 is a front view of the interface of the fluid storage cup used in the hydraulic brake control device suitable for braking energy recovery according to the present invention;

Fig. 5 is an axonometric projection view of a hard pipe joint structure used in the hydraulic brake control device suitable for braking energy recovery according to the present invention;

What Fig. 6 shows is the front view of the component interface matched with a kind of hard pipe joint described in Fig. 5;

In the figure: 1. Brake pedal, 2. Pedal displacement sensor, 3. Vacuum booster, 4. Liquid storage cup, 5. Vacuum pump, 6. Brake master cylinder, 7. Pedal simulation device, 8. Hydraulic adjustment mechanism, 9. Brake wheel cylinder, 10. No. 1 check valve, 11. No. 1 solenoid valve, 12. Pedal simulator, 13. No. 3 solenoid valve, 14. No. 2 check valve, 15. No. 2 solenoid valve, 16. No. 4 solenoid valve, 17. No. 3 check valve, 18. Plunger hydraulic pump, 19. Motor, 20. No. 5 solenoid valve, 21. No. 4 check valve, 22. No. 6 solenoid valve, 23. Brake hard pipe, 24. Hard pipe bolts.

Detailed ways

The present invention is described in detail below in conjunction with accompanying drawing:

The hydraulic brake control device suitable for braking energy recovery is composed of three parts: a brake control mechanism, a pedal simulation device and a hydraulic adjustment mechanism.

The brake operating mechanism includes a brake pedal 1 , a pedal displacement sensor 2 , a vacuum booster 3 , a liquid storage cup 4 , a vacuum pump 5 and a brake master cylinder 6 .

From the right end of the brake control mechanism, there are brake pedal 1, vacuum booster (composed of vacuum booster 3 and vacuum pump 5) and brake master cylinder 6 with liquid storage cup 4 installed. The brake pedal 1 designed based on the lever principle adopts a pedal bracket to be fixed on the vehicle frame. The vacuum booster is generally fixed on the vehicle frame through a flange, and the input push rod of the vacuum booster 3 is hinged to the output point of the brake pedal 1 . The brake master cylinder 6 is directly fixed to the output end of the vacuum booster 3 , and the output push rod of the vacuum booster 3 pushes against the piston push rod of the brake master cylinder 6 . A pedal displacement sensor 2 is installed on the brake pedal 1, and the pedal displacement sensor 2 can measure angular displacement. The pedal displacement sensor 2 is fixed on the bracket connected between the brake pedal 1 and the vehicle frame. The active part of the connection. The vacuum pump 5 is used as a vacuum source, the air inlet p of the vacuum pump 5 is connected with the vacuum port of the vacuum booster 3 through an air pipeline, and the air outlet a of the vacuum pump 5 is directly connected to the atmosphere. In order to make the vacuum stable, a vacuum tank can be installed on the gas pipeline. The brake control mechanism of the hydraulic brake control device suitable for braking energy recovery is similar to the traditional hydraulic brake mechanism, and uses vacuum power assistance. Compared with the traditional hydraulic brake, this brake control mechanism uses pedal displacement Sensors measure the angular displacement of the pedal, which allows the driver to sense the brake demand. The vacuum booster is composed of a vacuum booster 3 and a vacuum pump 5. The installation position of the vacuum booster is the same as that of the traditional vacuum booster hydraulic braking system, except that the vacuum source changes. The functions of the brake pedal 1 and the vacuum booster 3 are to amplify the pedal force. The brake master cylinder 6 is a double-chamber tandem type, the liquid outlet F of the front chamber of the brake master cylinder 6 is connected with the oil inlet B of the pedal simulation device 7 through a hard tube, and the outlet of the rear chamber of the brake master cylinder 6 The liquid port R is connected to the rear oil inlet E of the hydraulic adjustment mechanism 8 through a hard tube. When one circuit fails, the other circuit can still guarantee part of the braking strength. This is a code requirement to use a double brake circuit. The liquid storage cup 4 is generally made of hard plastic material, and its main function is to store brake fluid. The liquid storage cup 4 is integrated above the brake master cylinder 6. The interface f on the 4 is connected with the interface r pipeline. Referring to Fig. 4, the difference from the fluid storage cup 4 of the traditional vehicle braking system is that the fluid storage cup 4 has a third interface a, which protrudes outward and is in the shape of a circular tube with tooth grooves on the outer ring for braking. The hose can be put on the interface a, and the band is tied tightly to realize the seal.

Referring to FIG. 2 , the pedal simulation device 7 includes a one-way valve 10 , a one-way solenoid valve 11 , a pedal simulator 12 , a third solenoid valve 13 , a second one-way valve 14 and a second solenoid valve 15 .

The brake pipelines of vehicles using this hydraulic brake device must be arranged according to the axis (Type II layout), that is, two coaxial brake pipelines share one master cylinder chamber. Taking a front drive vehicle as an example, the pedal simulation device 7 is installed on the brake pipeline of the front axle. The pedal simulation device 7 has three interfaces with the outside world, namely interface A, interface B and interface C. Port A is connected to the port e on the liquid storage cup 4 , port B is connected to the liquid outlet F of the front chamber of the brake master cylinder 6 , and port C is connected to the liquid inlet D of the hydraulic adjustment mechanism 8 . The pedal simulator 7 uses 3 solenoid valves, 2 check valves and 1 pedal simulator 12 . The inlet and outlet oil ports of the pedal simulator 12 are connected with the interface B pipeline, and No. 1 solenoid valve 11 is installed on this section of the oil circuit, which is a normally closed on-off valve. The No. 1 one-way valve 10 is connected in parallel with the No. 1 solenoid valve 11, and the port a of the No. 1 solenoid valve 11 is connected in one direction to the port p. The interface a is connected with the oil inlet and outlet pipelines of the pedal simulator 12, and the oil outlet of the No. 1 check valve 10 is connected with the interface p of the No. 1 solenoid valve 11 with the interface B pipeline of the outside world. Interface A and interface C are connected by an oil circuit inside the pedal simulation device 7. No. 3 solenoid valve 13 is arranged on this section of the oil circuit, which is a normally closed on-off valve. The A pipeline is connected, and the interface p is connected with the interface C of the pedal simulation device 7 . No. 2 check valve 14 is connected in parallel with No. 3 solenoid valve 13, and is unidirectionally connected from port A to port C. To be precise, the oil inlet port of No. 2 check valve 14 is the same as port A of No. 3 solenoid valve 13. Pipeline connection, the oil outlet of the second one-way valve 14 is connected with the interface p of the third solenoid valve 13 and the interface C pipeline. The interface B and the interface C are connected by an oil circuit inside the pedal simulation device 7. There is a No. 2 solenoid valve 15 arranged on this section of the oil circuit. The solenoid valve is a normally open on-off valve. The port p of the No. The interface p of the valve 11 and the oil outlet of the No. 1 one-way valve 10 are connected with the interface B pipeline. The pedal simulator 12 is a mechanism of spring and piston, and the volume-pressure characteristics of the simulator are matched according to the volume-pressure characteristics of the two wheel cylinders of the front axle. The pipeline between the pedal simulator 12 and the brake master cylinder 6 is connected by a hard pipe. The material of the pipeline is required by laws and regulations. The taper hole at the head and the taper surface of the connected parts are extruded to achieve sealing (see Figure 5). According to the standard Japanese vehicle brake pipeline 23, the head selects the inner taper surface, and the bottom of the threaded hole on the connected parts uses Outer cone (see Figure 6). However, in the standard of European vehicles, the head of the brake pipeline 23 uses an outer tapered surface, so the design of the pipeline joint is different due to vehicle models. The pipeline (rigid pipe) can be made into a curved shape according to the specific space. The pipeline connection between the pedal simulator 12 and the hydraulic adjustment mechanism 8 also uses this kind of hard pipe connection. Since the liquid storage cup 4 is made of plastic material, hard pipes cannot be used to connect the pedal simulation device 7 and the liquid storage cup 4 completely. Pipe connection method, the interface e of the fluid storage cup 4 (refer to Figure 4) uses a hose connection method, and this hose uses a vehicle-specific brake hose connector to cooperate with the hard pipe.

Referring to Fig. 3 , the hydraulic regulating mechanism 8 is shown in a dotted frame in the figure, including No. 4 solenoid valve 16, No. 3 check valve 17, plunger hydraulic pump 18, motor 19, No. 5 solenoid valve 20, No. 4 One-way valve 21 and No. 6 electromagnetic valve 22. However, Fig. 3 only shows the pipeline layout scheme of a single wheel cylinder. The hydraulic braking device of this patent is only suitable for vehicles with type II layout of brake pipelines, and it is symmetrical to two coaxial brake pipelines. The H-port pipeline and the G-port pipeline of the hydraulic adjustment mechanism 8 are symmetrically arranged, and the H port is connected to another brake wheel cylinder on the axis where the brake wheel cylinder 9 is located.

The non-drive shaft hydraulic pipeline layout method can use a three-way structure to directly connect the E, I and L ports of the hydraulic adjustment mechanism 8, or use the traditional ABS or ESC pipeline layout (see patent US5,727,852, Public date 1998-3-17).

Wherein: No. 4 solenoid valve 16 and No. 5 solenoid valve 20 are normally open linear solenoid valves, and No. 6 solenoid valve 22 is a normally closed high-speed switching valve. The No. 4 solenoid valve 16 and the No. 5 solenoid valve 20 are connected by an oil circuit inside the hydraulic regulating mechanism 8 . No. three check valve 17 is connected in parallel with No. four solenoid valve 16, and the interface p of No. four solenoid valve 16 is unidirectionally connected to interface a. The interface p of the hydraulic adjustment mechanism 8 is connected to the oil passage of the liquid inlet D of the hydraulic adjustment mechanism, and the oil outlet of the third check valve 17 is connected to the interface a of the fourth solenoid valve 16 and the oil outlet a of the plunger hydraulic pump 18 . The No. 4 check valve 21 is connected in parallel with the No. 5 solenoid valve 20, and is unidirectionally connected from the interface a of the No. 5 solenoid valve 20 to the interface p. The port p is connected to the oil circuit, and the oil inlet of the No. 4 check valve 21 is connected to the port a of the No. 5 solenoid valve 20 . The interface a of the fourth solenoid valve 16 is connected to the oil circuit of the interface p of the fifth solenoid valve 20, the interface a of the fifth solenoid valve 20 is connected to the pipeline of the brake wheel cylinder 9, and the interface p of the sixth solenoid valve 22 is connected to the brake cylinder. The wheel cylinder 9 is connected to the pipeline, and the interface p of the sixth solenoid valve 22 is connected to the oil circuit of the interface a of the fifth solenoid valve 20. The interface a of the No. 6 solenoid valve 22 is connected to the oil passage of the liquid inlet p of the plunger hydraulic pump 18 . The liquid inlet p of the plunger hydraulic pump 18 is connected to the oil passage of the liquid inlet D of the hydraulic adjustment mechanism 8 at the same time, and the liquid outlet a of the plunger hydraulic pump 18 is connected to the oil passage of the liquid inlet p of the fifth solenoid valve 20 . The two coaxial hydraulic circuits share a plunger hydraulic pump 18 .

The working principle of the described hydraulic brake control device suitable for braking energy recovery:

When the driver steps on the brake pedal 1, the controller of the braking energy recovery system analyzes the signal of the pedal displacement sensor 2 to obtain the driver's braking intention, and then according to the distribution rules of the drive shaft motor braking force and hydraulic braking force Axial hydraulic pressure is controlled.

When the regenerative braking of the motor is required, open the No. 1 solenoid valve 11, close the No. 2 solenoid valve 15, and disconnect the hydraulic pipeline of the drive shaft from the fluid flow between the brake master cylinder 6, thereby realizing the braking between the brake pedal and the drive shaft wheel. The pressure of the cylinder is decoupled, because the volume-pressure characteristic of the pedal simulator 12 is designed to match the volume-pressure characteristic of the drive shaft brake wheel cylinder, and the pedal simulator 12 can simulate the feeling of the driver's brake pedal.

When the electric braking force and the hydraulic braking force are coordinated, the pressure changes of the two wheel cylinders of the front axle are consistent, using axle control. When the brake wheel cylinder of the drive shaft needs to be pressurized, the No. 4 solenoid valve 16 is closed, the motor 19 rotates, and the plunger hydraulic pump 18 is driven to work, and a negative pressure is formed at the liquid inlet p of the plunger hydraulic pump 18 to store liquid. The normal-pressure liquid in the cup 4 will push the steel ball of the No. 2 one-way valve 14, and the brake fluid will flow from the liquid storage cup 4 to the liquid inlet p of the plunger hydraulic pump 18. The dynamic fluid flows into the brake wheel cylinder 9 through the No. 5 solenoid valve 20 to build up pressure. Since the No. 5 solenoid valve 20 is a linear valve, the opening of the valve port can be adjusted through the coil current of the No. 5 solenoid valve 20 to realize a controllable boosting rate.

When the brake wheel cylinder of the drive shaft needs to be decompressed, the No. 3 solenoid valve 13 is opened. Since the liquid pressure in the brake wheel cylinder 9 is greater than the hydraulic pressure in the liquid storage cup 4, the No. 4 check valve 21 is under positive pressure. The brake fluid will flow back to the liquid storage cup 4 from the brake wheel cylinder 9 through the No. 4 one-way valve 21, the No. 4 solenoid valve 16 and the No. 3 solenoid valve 13, because the No. 4 solenoid valve 16 is a linear valve, which can By controlling the current of the fourth solenoid valve 16 to adjust the opening of the valve port, the decompression rate can be controlled.

When the motor regenerative braking torque is limited and needs to be weakened or withdrawn, it is necessary to actively boost the drive shaft wheel cylinder to supplement the braking demand. When the pressure of the brake master cylinder 6 is equal to or considered to be equal to the pressure of the drive shaft wheel cylinder, the No. 2 solenoid valve 15 is opened, the brake master cylinder 6 and the brake wheel cylinder are connected, and the No. 4 solenoid valve 16 is fully opened to enter Conventional hydraulic brake mode.

Claims (5)

1. A hydraulic brake control device suitable for braking energy recovery, including a brake control mechanism, a pedal simulation device (7) and a hydraulic adjustment mechanism (8); it is characterized in that the pedal simulation device (7) Including No. 1 check valve (10), No. 1 solenoid valve (11), pedal simulator (12), No. 3 solenoid valve (13), No. 2 check valve (14) and No. 2 solenoid valve (15); The oil inlet of the No. 1 one-way valve (10) is connected with the interface a of the No. 1 solenoid valve (11) and the oil inlet and outlet pipeline of the pedal simulator (12), and the oil outlet of the No. 1 one-way valve (10) is connected with the The interface p of the No. 1 solenoid valve (11) is connected to the pipeline, the interface a of the No. 3 solenoid valve (13) is connected to the oil inlet pipeline of the No. 2 check valve (14), and the The oil outlet, the port p of the No. 3 solenoid valve (13) and the port a of the No. 2 solenoid valve (15) are connected by pipelines, and the port p of the No. 2 solenoid valve (15) and the No. 1 one-way valve (10) output oil The port is connected with the interface p pipeline of the No. 1 solenoid valve (11). 2. The hydraulic brake control device suitable for braking energy recovery according to claim 1, characterized in that the No. 1 solenoid valve (11) is a normally closed on-off valve, and the No. 2 solenoid valve (15) It is a normally open on-off valve, No. 3 solenoid valve (13) is a normally closed on-off valve, and the connection point between the interface a of No. 3 solenoid valve (13) and the oil inlet pipeline of No. 2 check valve (14) is used as the The interface A connected to other external components, the connection point between the oil outlet of the No. 1 check valve (10) and the interface p pipeline of the No. 1 solenoid valve (11) is used as the interface B connected to other external components, and the No. 2 check valve ( The oil outlet of 14), the interface p of the No. 3 solenoid valve (13) and the interface a of the No. 2 solenoid valve (15) are connected as the interface C connected with other external components. 3. The hydraulic brake control device suitable for braking energy recovery according to claim 1, characterized in that the hydraulic adjustment mechanism (8) includes a No. 4 solenoid valve (16), a No. 3 check valve ( 17), plunger hydraulic pump (18), motor (19), No. 5 solenoid valve (20), No. 4 check valve (21) and No. 6 solenoid valve (22); The oil inlet port of the No. 3 check valve (17) is connected to the port p of the No. 4 solenoid valve (16), and the oil outlet port of the No. 3 check valve (17) is connected to the port a of the No. 4 solenoid valve (16). It is connected with the oil outlet a of the plunger hydraulic pump (18), the oil outlet of the fourth check valve (21) is connected with the interface p of the fifth solenoid valve (20), and the fourth check valve (21 ) The oil inlet is connected to the port a of the No. 5 solenoid valve (20), the port a of the No. 4 solenoid valve (16) is connected to the port p of the No. 5 solenoid valve (20), and the No. 5 solenoid valve (20) ) interface a is connected to the brake wheel cylinder (9) pipeline, the interface p of the sixth solenoid valve (22) is connected to the brake wheel cylinder (9) pipeline, and the interface p of the sixth solenoid valve (22) is connected to the five The interface a of the No. 6 solenoid valve (20) is connected to the oil circuit, the interface a of the No. 6 solenoid valve (22) is connected to the oil inlet p of the plunger hydraulic pump (18), and the inlet of the plunger hydraulic pump (18) Port p is connected to the oil circuit of port p of No. 4 solenoid valve (16), and the outlet port a of the plunger hydraulic pump (18) is connected to the oil circuit of port p of liquid inlet port of No. 5 solenoid valve (20). 4. The hydraulic brake control device suitable for braking energy recovery according to claim 3, characterized in that the No. 4 solenoid valve (16) and No. 5 solenoid valve (20) are normally open linear solenoid valves. valve, No. 6 solenoid valve (22) is a normally closed high-speed on-off valve, and the oil inlet of No. 3 check valve (17) is connected to the interface p pipeline connection point of No. 4 solenoid valve (16) as a connection point with other external components. interface D. 5. The hydraulic brake control device suitable for braking energy recovery according to claim 2 or 4, characterized in that the brake operating mechanism includes a brake pedal (1), a pedal displacement sensor (2) , vacuum booster (3), liquid storage cup (4), vacuum pump (5) and brake master cylinder (6); The brake pedal (1) is installed on the frame, the brake pedal (1) is connected with the movable arm of the pedal displacement sensor (2), the left side of the brake pedal (1) is installed with a vacuum booster (3), the brake The pedal (1) is hinged to the input push rod in the vacuum booster (3), the left end of the vacuum booster (3) is fixedly connected to the right end of the brake master cylinder (6), and the output push rod of the vacuum booster (3) is connected to the brake The piston push rod of the master cylinder (6) is connected in contact, and the air inlet p of the vacuum pump (5) is connected with the vacuum port of the vacuum booster (3) through an air pipeline.

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