CN105015532A - Braking system for vehicles, and vehicle with braking system - Google Patents

Abstract

The invention provides a braking system for vehicles. The braking system comprises a braking pedal, a first linear electromagnetic driving device, a second linear electromagnetic driving device and a braking master cylinder, wherein the first linear electromagnetic driving device is used as a pressure-boost driving device for vehicle braking, arranged in a braking passageway, and used for generating pushing force to push a piston of the braking master cylinder to move, in response to the operation of a driver to the braking pedal; the pushing force is applied onto the piston of the braking master cylinder, so that the piston moves and generates needed braking force; the second linear electromagnetic driving device is used as a braking-sense simulating mechanism for vehicle braking, arranged in the braking passageway, closer to the braking pedal, and used for generating resistant force for hindering the advance of the braking pedal, in response to the operation of the driver to the pedal; the resistant force is applied onto the braking pedal; mechanical decoupling is formed between the braking pedal and the first linear electromagnetic driving device. Through the utilization of the braking system disclosed by the invention, the reliability and the braking safety of the whole braking system can be improved, and the braking safety problems caused by the invalidation of the linear electromagnetic driving devices can be solved.

Description

Vehicle brake system and vehicle with the brake system

technical field

Aspects of the invention relate to vehicle braking systems for use in braking of vehicles, particularly vehicles with brake-by-wire systems, hybrid vehicles, vehicles with regenerative braking systems, and vehicles with such braking systems.

Background technique

In the existing vehicle braking system, it usually includes a brake pedal, a force transmission element, a booster drive element, a brake master cylinder, a wheel cylinder (when necessary), a wheel brake actuator (such as a brake disc) , brake calipers) constitute the braking system, the calipers as wheel actuators are connected to the brake master cylinder by means of the corresponding brake pipeline. The brake master cylinder is coupled to the brake pedal via a force transmission element. The brake pedal is configured to receive the driver's operation to generate a braking demand, which is transmitted to the piston of the brake master cylinder through a force transmission element to push it to move. The boost drive element is located between the brake master cylinder and the brake pedal and uses external energy in the form of compressed air, low pressure or electro-hydraulic to boost the braking force applied by the driver to the brake pedal.

In the previous practice, any of the above-mentioned pressurized drive components has been used, such as vacuum booster, low-pressure pump/high-pressure pump, electro-hydraulic drive, etc. Examples of these implementations are in companies such as BOSCH, Nissan, TOYOYA, etc. The designed and manufactured vehicles have been put into use or are being improved for use.

Obviously, through the practice of the prior art, it can be known that in the pressurized driving components of these modes and the braking system with these components, the air pressure and hydraulic pressure regulation of the system will become complicated, and the vacuum degree, oil pressure of the whole braking system will be affected. The pressure requirements are high, and the reliability of the system is affected. An improved or comprehensive solution is always desired to simplify the design of the braking system, or to improve the reliability of the overall system.

For this reason, an electro-hydraulic hybrid braking system based on a linear motor has been proposed in the prior art, such as the electro-hydraulic braking system proposed in Chinese Patent No. 2006100354730, which includes a brake pedal and a first brake The moving master cylinder is characterized in that: it also includes a motor, a push rod, a second brake master cylinder, and an ECU control unit, the motor is connected with the second brake master cylinder through a control push rod, and the ECU control unit receives the brake pedal Brake signal to control the motor action. This technical scheme uses a linear motor to drive the piston movement of the brake master cylinder to achieve the purpose of braking. It retains the traditional vacuum-assisted hydraulic brake system, cancels the vacuum booster, and changes the double-cylinder brake master cylinder into a single cylinder. It can be used in modern vehicles. On pure electric vehicles, human fatigue is reduced. However, the electro-hydraulic brake system disclosed in this technical solution has serious defects: when the linear motor fails (such as the motor itself fails and/or the drive signal is abnormal, etc.), the second brake master cylinder will not be able to be driven, so that Serious consequences, when the solenoid valve fails and/or the linear motor fails, the vehicle will be in a state where it cannot be braked or the brake cannot be restored. Moreover, the first brake master cylinder and the second brake master cylinder are respectively composed of two sets of hydraulic circuits, and the two sets of hydraulic circuits are coordinated and controlled by many solenoid valves, the mechanism is complicated, the volume is large, the reliability is low, the energy consumption is large, and the cost is high. .

As another example, a mechanical electrohydraulic braking system proposed in Chinese patent application No. 2014100087289 includes: a brake pedal; a sensor for obtaining the speed and displacement of the brake pedal when the brake pedal is depressed; The cylinder hydraulic pressure control valve is connected to the four wheel cylinders; the electronically controlled linear drive module is directly connected to the brake master cylinder and drives the piston of the brake master cylinder to perform linear motion according to the signal from the sensor; pedal force simulation module, which utilizes an electric motor and a corresponding transmission mechanism to provide the driver with a braking feel. It consists of two linear motors connected in series, the shaft of one motor is connected to the brake pedal, and the shaft of the other motor is connected to the housing of the previous motor. At the same time, the shaft of this motor directly drives the master cylinder to build pressure, And its casing is fixedly connected with the vehicle body. In the disclosed technical solution, on the one hand, the electronically controlled linear drive module, the pedal force simulation linear motion mechanism and the two linear motors connected in series, their own positions, connection relations and functions are not clear, so it is difficult to obtain A clear solution is known, and according to its disclosed content, by setting two motors, the motor close to the brake pedal is used to provide pedal force simulation, and a general pedal force simulation linear motion mechanism including a lead screw nut and a ball screw will be The rotation of the motor is converted into linear motion, which acts on the pedal; the other motor transmits the driving force of the motor to the brake piston through the ball screw reduction mechanism. There are also fatal reliability and safety issues: when the motor used to provide pedal force simulation fails, the motor will not be able to perform any operations due to the use of screw nuts and ball screws for motion transmission, resulting in If it is stuck during braking, it will be fatal; if it is stuck after braking, the vehicle will remain in a certain state, causing the brake pedal of the vehicle to fail to resume normal operation. Moreover, in this solution, the design of the booster motor also has disadvantages similar to those of the feedback motor, that is, failure of the booster motor will result in failure to perform normal braking, or the braking state cannot be released.

Contents of the invention

The purpose of the first aspect of the present invention is to provide a braking system for a vehicle, including a brake pedal, a first linear electromagnetic driver, a second linear electromagnetic driver and a brake master cylinder, wherein:

The first linear electromagnetic driver, as a booster driver for vehicle braking, is arranged in the braking passage from the brake pedal to the brake master cylinder, and is used to push the the thrust of the movement of the piston of the brake master cylinder, which thrust is applied to the piston of the brake master cylinder to move it to generate the required braking force;

The second linear electromagnetic driver, as a braking feeling simulation mechanism for vehicle braking, is arranged in the braking passage from the brake pedal to the brake master cylinder, and is closer to the brake pedal, for responding to The driver's operation of the brake pedal produces resistance against the advancement of the brake pedal, which resistance is applied to said brake pedal;

The first linear electromagnetic driver is set to be in a state that can be freely pushed by the outside when it fails;

A mechanical decoupling is formed between the brake pedal and the first linear electromagnetic driver.

In a further embodiment, the braking system further includes:

The pedal motion sensor is used to sense the motion state information when the brake pedal is stepped on;

A control unit, configured to generate drive signals for the first linear electromagnetic driver and the second linear electromagnetic driver based on the brake pedal motion state information.

In a further embodiment, the braking system further includes:

means for providing said brake pedal to return to its original shape when its operation is released, the means being arranged to provide, together with said second linear electromagnetic drive or alone, an impeding brake pedal advance when said brake pedal is stepped on resistance.

In a further example, the device for providing the brake pedal to return to its original shape when the operation is released includes at least one elastic recovery mechanism, such as a torsion spring and/or a coil spring.

In a further embodiment, the braking system further includes:

A first transmission mechanism is arranged to be connected to the brake pedal through a hinge, and when the brake pedal is stepped on, the first transmission mechanism has a direction on the brake passage that is conducive to pushing the piston of the brake master cylinder corresponding itinerary.

In a further example, the first transmission mechanism is mechanically decoupled from the second linear electromagnetic driver.

In a further example, the first delivery mechanism includes:

At least one first connecting rod connected to the brake pedal of the vehicle through a hinge, one end of the first connecting rod is hinged to the brake pedal, and the other end is connected to the movable part of the second linear electromagnetic driver. There is a variable gap in the braking passage.

In a further example, the braking system for a vehicle further includes a regenerative braking system configured to brake the vehicle through regenerative braking;

The braking system for a vehicle calculates required braking torque based on motion state information when the brake pedal is stepped on and preferentially distributes regenerative braking torque to decelerate the vehicle.

In a further example, the regenerative braking system has at least one electric energy storage device, a device for generating electric energy, and a driver, the driver is configured to drive the device for generating electric energy, and the device for generating electric energy The electrical energy output by the device is stored in the at least one electrical energy storage device.

It should be understood that all combinations of the foregoing concepts, as well as additional concepts described in more detail below, may be considered part of the inventive subject matter of the present disclosure, provided such concepts are not mutually inconsistent. Additionally, all combinations of claimed subject matter are considered a part of the inventive subject matter of this disclosure.

The foregoing and other aspects, embodiments and features of the present teachings can be more fully understood from the following description when taken in conjunction with the accompanying drawings. Other additional aspects of the invention, such as the features and/or advantages of the exemplary embodiments, will be apparent from the description below, or learned by practice of specific embodiments in accordance with the teachings of the invention.

Description of drawings

The figures are not intended to be drawn to scale. In the drawings, each identical or nearly identical component that is illustrated in various figures may be represented by a like reference numeral. For purposes of clarity, not every component may be labeled in every drawing. Embodiments of the various aspects of the invention will now be described by way of example with reference to the accompanying drawings, in which:

FIG. 1 is a schematic diagram of a braking system for a vehicle according to some embodiments of the present invention.

FIG. 2 is a schematic diagram of a braking system for a vehicle according to some embodiments of the present invention.

FIG. 3 is a schematic diagram of a specific example of the braking system for a vehicle described above in accordance with FIG. 1 .

FIG. 4 is a schematic diagram of a specific example of the brake system for vehicles described in FIG. 1 , with a brake feeling feedback mechanism added on the basis of the example shown in FIG. 3 .

FIG. 5 is a schematic diagram of another specific example of the braking system for a vehicle described above in accordance with FIG. 1 .

Fig. 6 is a schematic diagram of yet another specific example of the brake system for a vehicle described above in accordance with Fig. 1 .

FIG. 7 is a schematic diagram of a specific example of the braking system for a vehicle described above in accordance with FIG. 2 .

Fig. 8 is a schematic diagram of yet another specific example of the braking system for a vehicle described above in accordance with Fig. 1 .

Fig. 9 is a schematic diagram of yet another specific example of the brake system for a vehicle described above in accordance with Fig. 1 .

Fig. 10 is a schematic diagram of yet another specific example of the braking system for a vehicle described above in accordance with Fig. 1 .

Detailed ways

In order to better understand the technical content of the present invention, specific embodiments are given together with the attached drawings for description as follows.

Aspects of the invention are described in this disclosure with reference to the accompanying drawings, which show a number of illustrated embodiments. Embodiments of the present disclosure are not necessarily intended to include all aspects of the invention. It should be appreciated that the various concepts and embodiments described above, as well as those described in more detail below, can be implemented in any of numerous ways, since the concepts and embodiments disclosed herein are not limited to any implementation. In addition, some aspects of the present disclosure may be used alone or in any suitable combination with other aspects of the present disclosure.

According to the disclosure of the present invention, it generally proposes the realization of a vehicle brake. These vehicles can be, for example, conventional vehicles driven by internal combustion engines, vehicles driven by fuel cells, vehicles driven by nuclear power, etc., and can also use at least A secondary-charged battery that uses the electric energy stored in the battery as the driving force of the vehicle and uses at least an electric motor as the driving force for the vehicle. In the solution proposed by the present invention, a linear electromagnetic driver is used as a booster driver for vehicle braking, and the linear electromagnetic driver is in a state that can be freely pushed by the outside when it fails. When receiving the operation of the driver stepping on the brake pedal/brake lever, or the boost drive signal from the automatic driving system, or from the assisted driving system, the linear electromagnetic driver is used as the boost drive actuator to generate a driving force , thereby pushing the piston of the brake master cylinder to move to generate the required braking force.

Fig. 1 shows the system schematic diagram of the braking system for the vehicle proposed by the present invention, in the braking system, a linear electromagnetic driver 130 is arranged on the braking passage of the vehicle and is set as a booster driver for vehicle braking, It responds to the driver's operation of the brake pedal 150 of the vehicle to generate a thrust, pushing the piston 140a of the master cylinder 140 of the vehicle to move to generate a required braking force.

The brake passage of the aforementioned vehicle includes a brake pedal, a force transmission element (when necessary), a boost drive element (when necessary), a brake master cylinder, a wheel cylinder (when necessary), and finally Access to the wheel brake actuators (such as brake discs, brake calipers). The linear electromagnetic driver 130 as a booster driver for vehicle braking proposed above and below in the present disclosure is provided therein, and when the linear electromagnetic driver 130 as a booster driver for vehicle braking fails, its It is in a state that can be freely pushed by the outside, so as to facilitate the realization of emergency braking when the linear electromagnetic driver 130 fails.

As shown in Figure 1, the brake system also includes a first transmission mechanism 151, which is arranged to be connected to the vehicle brake pedal 150 through a hinge, and when the brake pedal 150 is stepped on, the first transmission mechanism 151 has corresponding itinerary.

Preferably, the aforementioned first transmission mechanism 151 is configured as a connecting rod structure, one end of which is configured to be connected to the vehicle brake pedal 150 through a hinge, and the other end faces a direction that facilitates applying thrust to the piston of the brake master cylinder, In the example shown in Figure 1, its other end is towards the direction of the aforementioned linear electromagnetic driver 130, and is separated from the linear electromagnetic driver 130, that is to say, there is a brake path that can change with the movement of the connecting rod. gap. In this way, when the braking demand occurs, a mechanical decoupling is formed between the aforementioned brake pedal 150 and the linear electromagnetic driver 130, that is, the linkage relationship between the brake pedal 150 and the linear electromagnetic driver 130 is not fixed, especially When the brake pedal 150 is stepped down by the driver, the thrust generated by the movement of the brake pedal 150 will not be immediately and directly transmitted to the linear electromagnetic driver 130. The direct transmission of the pedal to the linear electromagnetic drive 130 is interrupted. A mechanical decoupling between brake pedal 150 and brake master cylinder 140 is thus achieved. On the one hand, wire control is realized; on the other hand, when the linear electromagnetic driver 130 fails, it is convenient for the driver to apply a large force to directly push the movable part of the linear electromagnetic driver 130 (which can move freely) to make it toward It is conducive to the directional movement of the piston of the brake master cylinder; and when the brake demand ends (for example, when the operation of the brake pedal is released), it can be restored by the internal pressure of the brake master cylinder without being affected by other mechanisms. The resistance of the mechanism or the inability to restore it will not cause failure to push the movable part of the linear electromagnetic driver 130 when the linear electromagnetic driver 130 fails (such as in the prior art through mechanisms such as worm gears). Brake safety.

In this way, even when the aforementioned linear electromagnetic driver fails, the driver can still increase the stepping force on the brake pedal 150 to form a larger stroke, and the aforementioned connecting rod 151 is forced to move toward the linear electromagnetic driver with a larger stroke. 130 moves, so that the movable part of the linear electromagnetic driver 130 is directly pushed to move in a direction that is conducive to pushing the piston of the brake master cylinder, as shown in FIG. 1 , moves toward the brake master cylinder 140, and abuts against it Piston 140a, so as to push the piston to move to generate the braking force required by the driver.

Therefore, the adoption of the above solution can improve the reliability of the entire braking system and the safety of braking, and prevent the braking safety problems caused by the failure of the booster drive, that is, the linear electromagnetic drive.

It should be noted that the linear electromagnetic driver 130 as a booster driver does not need a return mechanism in principle (of course, such a return mechanism itself can also be provided), but preferably, a spring can also be provided in the brake master cylinder 140. These elastic devices help to reset the linear electromagnetic driver 130 and release the master cylinder pressure when the brake is released.

As shown in FIG. 1 , it should be understood that the aforementioned connecting rod 151 as the first force transmission mechanism is not limited to the structure shown in FIG. 1 . In some examples, the connecting rod 151 can be configured as any linear structure that completes the transmission of linear motion, and can also be another structure that completes the change of motion direction, such as an L structure, which facilitates the arrangement of the entire device in the vehicle, otherwise it is difficult to realize the braking function. The length from the pedal 150 to the master cylinder 140 is too long. Adopting the L structure can arrange all components from the connecting rod 151 to the brake master cylinder 140 laterally (parallel to the cockpit).

The linear electromagnetic driver 130 includes a fixed part and a movable part. When the linear electromagnetic driver 130 is driven, the aforementioned movable part moves to generate thrust.

The movable part of the linear electromagnetic actuator described above can be configured as a primary, and the aforementioned fixed part is configured as a secondary. Of course, in other embodiments, the aforementioned movable part can also be configured as a secondary, and the aforementioned fixed part is configured as a primary.

In FIG. 1 , for example, the connecting rods included in the aforementioned first transmission mechanism 151 are arranged in the manner described above. In another example, the first transmission mechanism 151 may also include a plurality of such connecting rods combined together, or the first transmission mechanism is composed of connecting rods and other mechanisms.

In the example shown in Figure 1, the braking system also includes:

The pedal motion sensor is used to sense the motion information of the brake pedal of the vehicle;

The control unit 110 is configured to give a driving signal for driving the linear electromagnetic driver 130 to generate thrust according to the motion information obtained by the motion sensor.

The aforementioned pedal motion sensors, such as travel sensor 152, angle sensor 153, pressure sensor (not shown), etc., can be installed in a known manner near or in contact with the position of the brake pedal 150 for sensing and obtaining Movement state information of the brake pedal 150 when being stepped on, such as stroke information, rotation angle information, stepping force, and the like.

In Fig. 1, the stroke sensor is represented by the reference numeral 152, and the angle sensor is represented by the reference numeral 153. Of course, the installation/placement positions of the two sensors are exemplary in the illustrations. During the implementation of various solutions of the present invention, Its position is variable, and all reasonable settings are understood and easily realized by relevant personnel.

In the implementation of the present invention, the travel sensor and the angle sensor are not necessarily installed at the same time. In the braking system, it should be understood that one of them can be selected and installed in an advantageous manner, and of course both can be installed at the same time.

In another example, the pedal motion sensor may also include other types of sensors, and when necessary or appropriate, for example, a speed and/or acceleration sensor may also be provided to acquire the motion speed or acceleration information of the brake pedal 150 .

The aforementioned acquired motion state information is transmitted to the control unit 110 .

The control unit 110 can be configured, for example, as an ECU in the vehicle electrical control system, and of course, it can also be a group of, for example, a collection of multiple ECUs when necessary or appropriate.

The control unit 110 performs calculations and calculations based on the motion state information to obtain the braking torque requested by the driver (that is, required). Such calculations can be obtained through existing methods.

The control unit 110 is further configured to generate a drive signal based on the braking torque of the calculation result, which is used to drive the aforementioned linear electromagnetic driver 130 to generate thrust, which is applied to the piston 140a of the brake master cylinder 140 to push The piston 140a of the brake master cylinder 140 moves to generate the required braking force to achieve vehicle braking.

The control unit 110 described above and below in the present invention and the driving signals it generates are not intended to indicate that the control unit 110 integrates conventional motor drivers (such as MOSFETs, IGBTs, etc.) driving circuit, etc.), and these driving signals do not mean driving signals similar to those generated by a conventional motor driver for directly driving a motor to rotate. These motor drivers can be integrated in the control unit (such as one or more ECUs), and the driving signal generated by the aforementioned control unit 110 will be directly used to drive the motor to move. Of course, these motor drivers can also be set not to be integrated with the control unit 110, such as being placed outside the vehicle, for example, at a position close to/far from the motor, then the drive signal generated by the control unit 110 described above will mean the control signal, It is used to make these motor drivers generate corresponding signals that directly move the motors, so as to drive the motors to move. At this point, it should be understood that the aforementioned driving signal generated by the control unit 110 is actually a signal used to drive or control the motor to be driven.

In the aforementioned Fig. 1, what is not shown is one or more power supply systems usually provided in the vehicle, which are used for the electric control system of the vehicle, such as the engine control system, the door control system, the lamp control system, the audio control system, etc. system, etc. to provide power supply. Of course, it can also be set to provide power supply for the braking system described above or below in the present invention, especially to provide an energy source for the motion of the linear electromagnetic driver 130 . Of course, in the example described below about configuring multiple linear electromagnetic actuators in the entire braking system as a pressurized drive mechanism and/or brake feeling feedback mechanism, it is still provided by one or more power supply systems of the vehicle. source of energy.

Preferably, the aforementioned power supply system includes a rechargeable storage battery.

In some examples, the vehicle also includes a regenerative braking system, and the electrical output generated by the regenerative braking system may be stored in these power systems with rechargeable batteries.

Of course, these power systems may include power management systems, one or more power sources (battery or AC), charging systems (interface circuits, voltage conversion circuits, etc.), power failure detection circuits, power conversion circuits/inverters, power status indication circuit etc.

It should be understood that the aforementioned configuration of the power supply system is not only applicable to the example described in FIG. 1 , but also applicable to one or more braking systems described below, which is beyond doubt.

Preferably, as shown in FIG. 1 , a second transmission mechanism 180 is also provided between the aforementioned linear electromagnetic driver 130 and the brake master cylinder 140. When the aforementioned linear electromagnetic driver 130 generates thrust based on the drive signal, the thrust is The second transmission mechanism 180 is applied to the piston 140 a of the brake master cylinder 140 .

As an embodiment, the aforementioned second transmission mechanism 180 is configured as a push rod, one end of which is configured to link with the movable part of the aforementioned linear electromagnetic driver 130 , and the other end is configured to face toward the piston of the aforementioned brake master cylinder 130 .

As the linear electromagnetic driver 130 is driven, the push rod 180 is driven to move, thereby pushing the piston 140a to move.

As shown in FIG. 1 , the other end of the push rod 180 is preferably fixedly connected to abut against the piston 140a of the brake master cylinder, and to be linked with it, so that the push rod 180 receives the linear electromagnetic driver 130 When driven, it moves with its movable part.

In FIG. 1 , for example, the aforementioned second transmission mechanism 180 includes a push rod, which is arranged in the manner described above. In another example, the second transmission mechanism 180 may also include a plurality of such push rods and/or hydraulic pipelines combined together to form the above-described manner, realizing the linear electromagnetic driver 130 and the piston of the brake master cylinder 140 Transmission of force between 140a.

It should be understood that the aforementioned FIG. 1 exemplarily expresses an example in which the thrust generated by the linear electromagnetic driver 130 is indirectly applied to the piston 140a of the brake master cylinder 140. In another example, these thrusts can be directly applied to the brake. On the piston 140a of the master cylinder 140, the aforementioned second transmission mechanism 180 is not provided.

In the multiple embodiments described above, a vehicle provided with a brake pedal is taken as an example for illustration, so as to facilitate the driver to step on it to generate a braking demand. Of course, in some other examples, such as vehicles without a brake pedal, the brake pedal can be replaced by a brake lever at this time. Its function and function are basically the same as the brake pedal, the difference is that the brake pedal is The braking requirement is generated when stepped on, and the braking requirement is generated when the brake lever is pulled or pushed. It should be understood that its structure and connection method are well known or easily realized by those of ordinary skill in the art. In these examples, correspondingly, the aforementioned linear electromagnetic driver 130 as a booster driver generates thrust to push the piston 140a of the master brake cylinder 140 of the vehicle to move to generate the required braking force to achieve vehicle braking.

In some examples, the aforementioned braking torque required by the driver and the thrust provided by the linear electromagnetic driver 130 to push the piston 140a may be set in accordance with a preset corresponding relationship. This corresponding relationship may be a certain functional relationship, such as a linear change, a nonlinear change, or a change according to a set table mapping relationship, but it is not limited to the listed relationship.

Such corresponding relationships may be designed differently according to different types of vehicles, vehicles with different performances, different driving modes, different speed ranges, and the like. For example, for vehicles that usually run on urban roads, the aforementioned corresponding relationship may be designed to change according to a linear relationship, so as to facilitate smooth braking. Another example is a vehicle that usually travels at high speed or in the field, the aforementioned corresponding relationship can be designed to change according to a nonlinear relationship, especially a curve relationship that changes rapidly at the beginning and changes smoothly in the middle and late stages, so that the vehicle can be braked when it needs to brake. Rapid braking and deceleration reduce the driving risk when accidents occur.

Of course, for example, in different driving modes, the aforementioned corresponding relationship can also be set differently. For example, in the sports driving mode, the aforementioned corresponding relationship is designed to change nonlinearly, especially the curve relationship that changes rapidly at the beginning and changes smoothly in the middle and late stages. In the normal driving mode, the aforementioned corresponding relationship is designed to change linearly, so as to facilitate smooth braking.

In some other examples, the aforementioned corresponding relationship may also be set differently according to different speed ranges. For example, when the vehicle speed is lower than 60km/h, the above-mentioned corresponding relationship is designed to change linearly, and when the vehicle speed exceeds 60km/h, the above-mentioned corresponding relationship is designed to change nonlinearly, especially at the beginning stage. In the middle and later stages, the curve relationship changes smoothly.

Of course, some exemplary designs of the corresponding relationship between the braking torque required by the driver and the thrust provided by the linear electromagnetic driver 130 to push the piston 140a given above, under the teaching of the examples disclosed in the present invention, Any other implementations that do not depart from the essence of the present invention can be easily understood and conceived by those skilled in the art, and the implementation of these examples is easy to realize.

In FIG. 1 , reference numerals 140 b and 140 c exemplarily represent a front axle master cylinder and a rear axle master cylinder when necessary.

Of course, some mechanisms not shown in Fig. 1, such as the compensation liquid tank, the medium in the brake master cylinder, the air pressure balance channel in the cylinder, the oil passage/channel that cooperates with the brake master cylinder to realize pressure transmission, the wheel system, etc. The moving actuators and the like are all existing designs, and will not be repeated in this disclosure.

Of course, what has not been shown in Fig. 1 is that, in some preferred solutions, by setting the brake feeling feedback mechanism, when the brake demand occurs (such as the driver's stepping action on the brake pedal) by means of this Brake feel feedback implements a mechanism to provide resistance against brake pedal advancement, thus providing brake feel feedback (to the driver). Of course, in such an example, the most commonly used example is the return spring (also known as a torsion spring) set near the position of the angle sensor of the brake pedal (such as the angle sensor in Figure 1). When it occurs, it is used to provide resistance to hinder the advancement of the brake pedal, and on the other hand to provide a restoring force for the brake pedal to return (especially when the operation of the brake pedal is released).

Certainly, in other examples, as described in the following content of the present disclosure, the above-mentioned brake feeling feedback implementing mechanism may also be implemented in other ways.

Fig. 2 shows another implementation of the brake system for vehicles proposed by the present invention, wherein the components, parts or structures that have the same functions, effects and effects as those in the aforementioned Fig. 1 all adopt the same , and its specific implementation will not be repeated in this embodiment. It is worth mentioning that, in the example shown in FIG. 2 , the preferably provided brake feeling feedback realization mechanism as described above is still not shown.

The braking system of this example, as shown in FIG. 2 , further includes a regenerative braking system 120 configured to brake the vehicle through regenerative braking.

Relatively speaking, in the braking system shown in Fig. 1 or Fig. 2, the aforementioned hydraulic braking system is composed of the brake master cylinder and other related components not shown, and the hydraulic braking system is related to regeneration Together, the braking system 120 constitutes a hybrid braking system for the entire vehicle. These hybrid braking systems are generally applied in electric vehicles (EVs), such as pure electric vehicles, hybrid electric vehicles, and the like. The regenerative braking systems provided in these electric vehicles (EVs) can be used to recover kinetic energy when the vehicle brakes, thereby returning the energy to a power management system (eg, including batteries, capacitors, etc.). Energy recapture during braking can mitigate inefficiencies otherwise introduced by conventional friction braking. In a regenerative braking system, when braking is desired, the electric motor can be used as a generator, resisting travel in the direction of motion. The electrical energy produced by the electric motor acting as a generator is converted into a form that can be accepted for recharging the vehicle's battery, capacitors, etc. Regenerative braking systems are often used in conjunction with hydraulic braking systems (aka traditional friction braking systems).

The regenerative braking system 120 set on the vehicle described above, especially the electric vehicle (EV), especially includes a motor, a motor driver, and an electric energy storage device (a rechargeable electric energy storage device). A type of regenerative braking system is provided for braking a vehicle through regenerative braking and generating electrical energy. During this type of regenerative braking, the vehicle's electric motor is used as a generator, resisting travel in the direction of motion.

Certainly, in some other embodiments, the aforesaid vehicle can also be, for example, a tram, a trolley bus, a high-speed train, etc. that utilize the power grid to provide electric energy for driving. In these examples, the electric energy generated by the regenerative braking system will be Feed to the power grid in an appropriate way to facilitate recycling.

In some other embodiments, the aforementioned vehicles can also be vehicles driven by fuel cells, such as hydrogen fuel cells, solid oxide fuel cells, etc. These batteries will not be supplemented by the aforementioned simple charging method, so in this In vehicles of this type, the regenerative braking system may include some other form of energy storage device, such as a flywheel, when regenerative braking occurs, through some mechanical and/or electronic control, the kinetic energy is converted into energy in the form of flywheel rotation for storage , for subsequent applications.

This kind of energy recovery method, such as the KERS kinetic energy recovery system provided on existing vehicles, will be installed on the rear axle of the vehicle as a whole device of this kinetic energy recovery system. During the braking of the vehicle, the dispersed energy can be gathered together through the high-speed rotation of the flywheel. The maximum speed of the flywheel can be designed to reach 60,000rpm, for example. When the vehicle starts to move again, the flywheel will rotate and transmit the energy gathered before, and transmit it to the rear wheels of the vehicle through a certain transmission mechanism.

Of course, in some other embodiments, the aforementioned regenerative braking system 120 may also include some other forms of energy storage devices, such as compressed air energy storage devices, when regenerative braking occurs, through some mechanical and/or electronic control , so that kinetic energy can be converted into energy in the form of compressed air for storage to facilitate subsequent utilization.

This type of energy recovery is realized, for example, by a compressed air cylinder that stores and releases energy and a certain transmission mechanism. For example, a Hybrid Air hybrid system provided in an existing vehicle is mainly composed of a gasoline engine, a compressed air storage system and an air motor. In this hybrid system, compressed air is used as an energy source to drive the air motor to run, thereby Realize the reuse of energy stored in compressed air.

Of course, in another example, the stored compressed air can also be used to drive the expander to do work as the power of the car, so that the power of the car can be the power assist or the main power, so as to realize the recovery of the energy stored in the compressed air. use.

In the example shown in FIG. 2 , the regenerative braking system 120 is configured to include at least one motor, a motor driver, and a battery (such as lead-acid battery, lithium battery, nickel-cadmium battery, etc.) as an energy storage device. Obviously, energy storage devices can also be provided such as capacitors, grids, etc.

Of course, as mentioned above, when necessary or appropriate, the aforementioned regenerative braking system 120 may further be provided with a DC/DC converter.

Apparently, such a regenerative braking system is only exemplary, and as described above in the present disclosure, the regenerative braking system 120 involved in the present invention is not limited thereto.

In these vehicles equipped with the regenerative braking system 120, when the brake pedal is depressed, the movement information of the brake pedal is sensed by, for example, the pedal stroke sensor 152 and/or the angle sensor 153 described above, and in response thereto Motion information, through the control unit 110 to calculate the braking torque required by the driver (of course, if necessary, it can also include the speed and/or acceleration information of the brake pedal), and according to this, distribute the regenerative braking torque and Hydraulic braking torque. The vehicle is decelerated based on application of regenerative braking torque and/or hydraulic braking torque.

As an advantageous manner, the control unit 110 can be set to preferentially allocate and use regenerative braking torque to brake the vehicle, that is, the entire hybrid braking system is set to preferentially use regenerative braking for braking.

At this time, the control unit 110 may be further configured to distribute the regenerative braking torque based on the aforementioned maximum regenerative braking torque of the regenerative braking system 120 .

The maximum regenerative braking torque of the aforementioned regenerative braking system depends on the current maximum energy recovery capability of the regenerative braking system 120 of the vehicle, for example, the current maximum torque that can be provided by the motor in the regenerative braking system 120, the charging rate of the battery, the The driving power and these influencing factors are preferably implemented based on the barrel principle (short board effect), that is, the current maximum energy recovery capability of the regenerative braking system 120 depends on the short board factor among these factors. Factors such as the maximum torque that these motors can currently provide, the charging rate of the battery, and the drive power of the motor driver can be obtained through known calculation methods in the prior art, and based on this, the current maximum energy recovery capability of the regenerative braking system 120 can be determined .

For example, if the storage battery is close to a fully charged state, the maximum regenerative braking torque of the regenerative braking system decreases because it cannot be charged beyond full charge; conversely, if the battery is close to an empty charge state, the maximum Increased regenerative braking torque.

When the control unit 110 distributes the braking torque and the braking result achieved by the regenerative braking system 120 is still not enough to meet the braking demand requested by the driver, based on the braking torque requested by the driver and the The differential torque of the torque of the actuating system 120 is used to generate a driving signal to drive the linear electromagnetic driver 130 to generate a corresponding thrust to push the piston 140a of the brake master cylinder 140 to generate a braking force.

In this example, the regenerative braking system 120 and the hydraulic braking system mainly composed of the master cylinder 140 work together to achieve the vehicle braking required by the driver.

Of course, as described above, when the braking torque requested by the driver is fully distributed to the regenerative braking system 120, that is, when the regenerative braking can meet the braking demand requested by the driver, there is no need to The hydraulic braking system is relied on for braking, that is, the aforementioned linear electromagnetic driver 130 will no longer be driven in this case.

Figure 3 shows a specific example based on the brake system shown in Figure 1, wherein the linear electromagnetic actuator 130 mentioned in Figure 1 includes a movable part 130a and a fixed part 130b (of course, the fixed part and The movable parts are sleeved in the figure, and in the figure 3 is located on the two side surfaces of the housing disposed between the two), the movable part 130a is designed to generate a push when the linear electromagnetic driver is driven The thrust of the piston 140a of the brake master cylinder 140 pushes the piston to move to generate braking force.

In FIG. 3 , the compensation fluid tank 140e of the master cylinder 140 is shown as an example.

In this example, the second transmission mechanism 180 is configured as a T-shaped horizontal "convex" structure with a base and a protrusion protruding from the base, the base and the movable part of the linear electromagnetic drive part 130 130 a is fixed, for example, by bolts, so that the second transmission mechanism 180 is linked with the movable part 130 a of the linear electromagnetic drive part 130 . The aforementioned protruding portion is configured in a shape protruding from the aforementioned base, and protrudes toward the direction of the master cylinder 140 .

Of course, in another example, the second transmission mechanism 180 may not be provided, but the piston 140a of the brake master cylinder 140 is directly pushed to move by the movement of the movable part 130a of the linear electromagnetic drive part 130 .

In the brake system shown in Figure 3, the cylindrical casing between the movable part 130a and the fixed part 130b of the linear electromagnetic driver 130 can be used as the casing of the linear electromagnetic driver, and at the same time, the casing can also be used simultaneously or with other shell-shaped Together, the components provide support for the components of the brake system.

In this braking system, as shown in FIG. 3, the movable part 130a of the linear electromagnetic driver 130 is not fixedly connected with the aforementioned first transmission structure 151 (such as a connecting rod), but is not fixedly connected. , so that a mechanical decoupling is formed between the brake pedal 150 and the linear electromagnetic driver 130 , so as to realize the mechanical decoupling between the brake pedal 150 and the master brake cylinder 140 .

On the one hand, it ensures the realization of vehicle braking by wire control. On the other hand, when the linear electromagnetic driver 130 fails, the entire braking system can still perform emergency braking and recovery to prevent braking safety accidents.

Figure 4 shows another specific example based on the brake system shown in Figure 1, wherein the linear electromagnetic actuator 130 mentioned in Figure 1 includes a movable part 130a and a fixed part 130b, the movable part 130a is designed to generate thrust to push the piston 140a of the brake master cylinder 140 when the linear electromagnetic driver is driven, thereby pushing the piston to move to generate braking force.

On the basis of the braking system shown in Figure 3, the braking system in this example also includes a braking feeling feedback mechanism, which is arranged in the braking passage and is used to provide obstacles when braking needs occur. The resistance force of the brake pedal 150 is applied to the brake pedal 150 through direct or indirect transmission, so as to provide the driver with brake feeling feedback, so that when the brake demand occurs Feedback of the pedal braking feel is advantageously achieved.

As an example, the aforementioned brake feeling feedback mechanism is realized by an elastic recovery mechanism, such as the spring 161 shown in FIG. 4 , especially a coil spring, which is responsible for the brake feel feedback mechanism at this time. When the brake demand occurs (that is, when the brake pedal 150 is stepped on), especially at the initial stage, the aforementioned first transmission mechanism 151 (as shown in the figure is a connecting rod hinged with the brake pedal) has a direction toward the linear electromagnetic drive. 130, at this time, the aforementioned spring 161 provides a resistance to prevent it from advancing toward the direction of the linear electromagnetic driver 130, thereby providing braking feeling feedback to the driver.

Preferably, in the example shown in FIG. 4 , the aforementioned connecting rod 151 is provided with a blocking portion 172 , such as integrally formed with the connecting rod 151 or installed on it, suitable for the connecting rod 151 When the force transmitted by the brake pedal is stepped on and moves toward the linear motor driver 130, the resistance force generated by the spring 161 can be applied to the connecting rod 151, thereby further applied to the brake pedal 150, realizing Implementation of pedal brake feel feedback.

In a further optional solution, a guide device 171 can also be provided between the aforementioned brake pedal 150 and the linear electromagnetic driver 130, for providing the movement guide of the aforementioned connecting rod 151, and the guide device 171 can be arranged in multiple position, for example, in the example shown in FIG. , and the other end of the spring 161 can abut against the blocking portion 172 of the connecting rod 151 fixedly or non-fixedly.

Apparently, the linear electromagnetic driver 130 is usually provided with its own motion guide device, and the design of the guide device is usually integrated into the linear electromagnetic driver itself, which will not be repeated in this disclosure.

In some examples, the guide device 171 is configured as a component having a through hole that allows the connecting rod 151 to pass through. In some other examples, the guiding device 171 may also be configured as a honeycomb spherical structure. Of course, the structure of the guiding device 171 is not limited to the ones listed here.

In some other embodiments, the aforementioned brake feeling feedback mechanism may also be realized by a linear electromagnetic driver. In the braking system shown in FIG. 5 , an example is given for this embodiment.

In the braking system shown in FIG. 5 , the linear electromagnetic driver as a brake feeling feedback mechanism includes a movable part represented by a symbol 160a and a fixed part represented by a symbol 160b, and the linear electromagnetic driver is configured to pass through the The movable part 160a is used to provide resistance against the advance of the brake pedal 150 so as to provide a braking feeling feedback to the driver.

It should be understood that, in this example, as shown in FIG. 5 , as the linear electromagnetic driver of the brake feeling feedback mechanism, its driving signal comes from the control unit of the vehicle, such as the aforementioned control unit 110, which is controlled by the control unit 110 based on the driver’s The braking torque required for the operation of the brake pedal 150 is generated. In another example, the driving signal of the linear electromagnetic driver serving as the brake feeling feedback mechanism comes from another control unit (such as a separate ECU for controlling the brake feedback feel).

Preferably, the resistance force generated by the linear electromagnetic driver for preventing the brake pedal 150 from moving forward and the braking torque required by the driver are set in accordance with a set corresponding relationship, and a driving signal is generated based on this. The aforementioned corresponding relationship is such as a linear relationship, a nonlinear relationship, etc., or may be a set table mapping relationship.

Preferably, the brake system shown in FIG. 5 also includes a second push rod 181, the first end of which is fixed to the movable part 160a of the linear electromagnetic driver as the brake feeling feedback mechanism and the two are linked. , the second end points to the direction of the linear electromagnetic driver (mainly composed of the movable part 130a, the fixed part 130b, and of course also includes internal wiring, connection terminals, etc.) Separated from each other, there is a certain distance between the two on the braking path.

As shown in the figure, one end of the connecting rod 151 as the first transmission mechanism is still hinged to the brake pedal 150 , and the other end is fixed to the first end of the second push rod 181 .

In this way, when the brake pedal 150 is stepped on, the connecting rod 151 has a corresponding stroke, so as to push the movable part 160a of the linear electromagnetic driver as the brake feeling feedback mechanism and the second push rod 181 to move toward the The movable part 130a of the linear motor driver of the supercharging driver moves, and at the same time, after receiving the brake pedal motion state information obtained by the pedal motion sensor, the control unit 110 performs calculation and controls the generation of the brake feeling feedback mechanism. The driving signal of the linear electromagnetic driver and the driving signal of the linear motor driver as a booster driver, and accordingly make the two linear motors work in different modes: the linear motor driver as a booster driver is driven to generate a drive to push the brake The piston 140a of the master cylinder 140 is driven by the thrust of the piston 140a, and the linear electromagnetic driver as the brake feeling feedback mechanism is driven to generate resistance (also expressed as thrust) that hinders the advancement of the brake pedal 150 and passes through the connecting rod 151 applied to the brake pedal 150.

Apparently, as described above, even if the linear motor driver used as the booster driver breaks down or is in an unexpected situation, the driver can still step on it with a greater force, so that the stroke of the connecting rod 151 is increased and the second push rod is further pushed 181 (the second push rod 151 is linked with the movable part 160a of the linear electromagnetic driver), so that it abuts against the second transmission mechanism 180 linked with the movable part 130a of the linear motor driver as a booster driver, and the second transmission mechanism 180 pushes the piston 140a of the master cylinder 140 . Thereby, the thrust from the brake pedal 150 is transmitted to the piston 140a of the brake master cylinder 140, and the piston 140a is pushed to move to generate braking force, so as to realize vehicle braking in an accident or emergency.

Of course, in some other embodiments, the aforementioned second push rod 181 may not be provided. In this case, one end of the connecting rod 151 as the first transmission mechanism is hinged to the brake pedal 150, and the other end is fixed to the straight line On the movable part 160a of the electromagnetic driver, of course, the connection between the two can be matched with an appropriate structure, such as on the connecting rod 151, the position connected with the movable part 160a is set to have a larger size, thereby facilitating It is directly connected to the movable part 160a by screws or welding, but it is not limited thereto.

Obviously, in some other embodiments, the aforementioned brake feeling feedback mechanism can also be realized by a combination of at least one elastic recovery mechanism 161 and at least one linear electromagnetic driver (mainly composed of 160a, 160b), the at least one The elastic recovery mechanism 161 and the at least one linear electromagnetic driver jointly or independently provide the resistance against the advancement of the brake pedal to provide the driver with a braking feeling feedback. As a preferred solution, among the aforementioned at least one elastic recovery mechanism 161 and at least one linear electromagnetic driver, the at least one linear electromagnetic driver can be arranged closer to the brake pedal 150, and the brake system realized in this way is shown in FIG. 6 The corresponding expression is shown in the example shown.

Apparently, such a combined implementation method to achieve a more favorable effect of brake feeling feedback is easily realized by those skilled in the art according to the teaching of the present invention.

In some other embodiments, the aforementioned brake feeling feedback mechanism can also be realized by a return force spring (torsion spring). At this time, the return force spring can be directly arranged on the Among them, it is arranged at a position near the angle sensor 153, where a hinge is usually arranged, and the return spring moves in a circle around the direction of the center of the spring, rather than a linear movement when connected in series. Such a method is an existing method such as Toyota The ones used in the brake pedal assembly will not be described in detail in this disclosure.

Apparently, in some other examples, the aforementioned implementations of the return spring and the helical spring can also be implemented in one braking system at the same time. It can even be arranged simultaneously with the above-mentioned linear electromagnetic driver as the braking feeling feedback mechanism.

Or the linear electromagnetic driver as the brake feeling feedback mechanism is combined with one of the aforementioned return springs or coil springs, and is jointly arranged in the braking passage of the vehicle to provide the realization of the brake feeling feedback.

At the same time, in the multiple embodiments described above or below, the design of the return spring can be configured in these braking systems at the same time. It should be understood that such a design will not lead to or constitute a complicated design, and for the existing In terms of design, under the aforementioned teachings proposed by the present invention, the return force spring is used as a part of the recovery mechanism at the position where the aforementioned angle sensor 153 is located or near, so as to provide feedback on braking feeling on the one hand and provide feedback on the other hand. The restoring force of the brake pedal reset is easily understood and realized by those skilled in the art.

Obviously, it should be understood that in other embodiments, the coil spring can also be arranged in other positions. According to the teaching of one or more embodiments of the present invention, in order to make the coil spring generate resistance to prevent the pedal from advancing, its Location and connection relationships should be understood and realized.

In this disclosure, a specific implementation based on the braking system shown in FIG. 2 is also proposed. As shown in FIG. 7, in this braking system, the linear electromagnetic driver 130 mentioned in FIG. The movable part 130a and the fixed part 130b (of course, similarly, both the fixed part and the movable part are sheathed in the figure, and 7 is located on both side surfaces of the housing between the two in the figure). The moving part 130a is designed to generate thrust to push the piston 140a of the brake master cylinder 140 when the linear electromagnetic driver is driven, so as to push the piston to move to generate braking force.

In FIG. 7 , the compensation fluid tank 140e of the master cylinder 140 is shown as an example.

In this example, the second transmission mechanism 180 is still configured as a T-shaped horizontal "convex" structure, with a base and a protrusion protruding from the base, the base and the movable part of the linear electromagnetic drive part 130 The part 130a is fixed, for example, by bolts, so that the second transmission mechanism 180 is linked with the movable part 130a of the linear electromagnetic drive part 130 . The aforementioned protruding portion is configured in a shape protruding from the aforementioned base, and protrudes toward the direction of the master cylinder 140 .

Of course, in another example, the second transmission mechanism 180 may not be provided, but the piston 140a of the brake master cylinder 140 is directly pushed to move by the movement of the movable part 130a of the linear electromagnetic drive part 130 .

In the brake system shown in Figure 7, the cylindrical casing between the movable part 130a and the fixed part 130b of the linear electromagnetic driver 130 can be used as the casing of the linear electromagnetic driver, and at the same time, the casing can also be used simultaneously or with other shell-shaped Together, the components provide support for the components of the braking system.

The braking system of this example also includes a regenerative braking system 120 , as described above, the regenerative braking system 120 is configured to decelerate the vehicle through regenerative braking.

The regenerative braking system 120 , such as a regenerative braking system including a battery, a motor, and a motor driver, brakes the vehicle through regenerative braking and generates electrical energy, which is stored in the battery. During this type of regenerative braking, the vehicle's electric motor is used as a generator during regenerative braking, resisting the vehicle's travel in the direction of motion.

Of course, as described above, the realization of the regenerative braking system 120 is not limited thereto, and it may also be a regenerative braking system including a flywheel energy storage device or a compressed air energy storage device. According to the teaching of the present invention, these regenerative braking systems The application of the braking system in the braking system of the present invention is easy to realize, and will not be repeated in this disclosure.

In these braking systems with the regenerative braking system 120, the control unit 110 is configured to distribute the regenerative braking torque. When the driver steps on the brake pedal 150, the required braking torque is greater than the maximum regenerative braking system When the braking torque can be regenerated, the difference between the two is distributed by the control unit 110 to generate braking force through the master cylinder 140 so as to achieve the braking demand required by the driver. At this time, the control unit 110 based on the aforementioned difference value to generate a drive signal to drive the linear electromagnetic driver as a boost driver, so that the linear electromagnetic driver generates a thrust to push the piston 140a of the brake master cylinder 140 to move when driven.

Apparently, in the braking system shown in FIG. 7 , the brake feeling feedback mechanism described in the multiple embodiments disclosed above, especially the brake feeling feedback mechanism described in FIG. 4 , FIG. 5 , and FIG. 6 , can is applied in an advantageous manner to the braking system of the present example. Based on the teachings of the above embodiments of the present disclosure, such applications are readily achievable.

In one or more embodiments described above, especially in the braking system shown in Figures 1-7, the linear electromagnetic actuator 130 as a booster actuator is provided with channels on both sides of its movable part to allow gas circulation , so as to facilitate the movement of the movable part of the linear electromagnetic driver 130 . Such a channel, such as leaving a certain small gap between the movable part and its housing, or forming or setting a through hole that allows gas to pass through the aforementioned second transmission mechanism 180, or a position on the housing that can Install additional gas through pipes and so on on both sides of the moving part. In a word, such a gas passage is provided to make the movable part of the linear electromagnetic driver 130 as a booster driver move conveniently without too much resistance or being unable to move due to the airtight design of the casing.

Similarly, in the case of designing a linear electromagnetic actuator as a brake feeling feedback mechanism, a gas passage similar to the above can also be provided to facilitate the movement of its movable part.

In each of the above-described embodiments, the generation of the braking demand depends on the driver's stepping on the brake pedal, that is, the vehicle is in a state of passive triggering when braking, and the driver needs to use it according to the actual driving. The situation is judged and the brake pedal is actively stepped on to implement the brake.

However, such braking methods have been developed, and some vehicles have been equipped with automatic driving systems, such as the self-driving system equipped with Google Driverless Car, which uses cameras, radar sensors and lasers. The rangefinder is used to perceive the surrounding environment of the vehicle, and according to the road, vehicle position and obstacle information obtained by the perception, use the detailed map to navigate the road ahead, control the steering and speed of the vehicle, so that the vehicle can safely and reliably travel driving on the road.

In these automatic driving systems, there are functional realizations and application requirements for decelerating the vehicle. Therefore, in these vehicles equipped with automatic driving systems, the braking system of one or more embodiments described in the above publications can still be configured. , the control unit 110 receives the braking demand signal from the automatic driving system, and accordingly generates a driving signal to drive the linear motor driver as a booster driver. As described above, these linear electromagnetic drivers are driven to generate push The thrust of the piston movement of the brake master cylinder is applied to the piston by direct or indirect transmission, so that the piston moves to generate braking force.

The example shown in FIG. 8 exemplarily expresses the implementation of the braking system in this manner, wherein the reference number 300 exemplarily represents the automatic driving system configured in the vehicle.

In other vehicles that are not equipped with automatic driving systems, but are equipped with auxiliary driving systems, such as vehicles with automatic parking systems or modules, cameras, radar sensors and laser rangefinders are used to perceive the surrounding environment of the vehicle and parking spaces , and control the steering and speed of the vehicle according to the perception results, so that the vehicle can be parked in the parking space smoothly and safely.

In these assisted driving systems, there are functions and application requirements for decelerating the vehicle. Therefore, in these vehicles equipped with assisted driving systems, the braking system of one or more embodiments described in the above publications can still be configured. , the control unit 110 receives the braking demand signal from the assisted driving system, and accordingly generates a driving signal for driving the linear motor driver as a booster driver. As described above, these linear electromagnetic drivers are driven to generate push The thrust of the piston movement of the brake master cylinder is applied to the piston by direct or indirect transmission, so that the piston moves to generate braking force.

The example shown in FIG. 9 exemplarily expresses the realization of the braking system in this manner, wherein the reference number 200 exemplarily represents the auxiliary driving system configured in the vehicle.

In combination with the example shown in FIG. 10 , the present disclosure also proposes a braking system for a vehicle, especially in the aforementioned example with a linear electromagnetic driver as the brake feeling feedback mechanism (as shown in FIGS. 5 and 6 . ), the connecting rod 151 as the first transmission mechanism is set to be separated from the second push rod 181 linked with the movable part 160a of the linear electromagnetic driver as the brake feeling feedback mechanism described in the aforementioned Fig. 5 and Fig. 6 , so that mechanical decoupling is realized between the brake pedal 150 and the second push rod 181 .

In some examples where the second push rod 181 is not provided, the connecting rod 151 as the first transmission mechanism actually forms a mechanical decoupling with the movable part of the linear electromagnetic driver as the braking feeling feedback mechanism.

In the example realized in this way, the aforesaid connecting rod 151 and the second push rod 181 or the movable part 160a are set to be decoupled, that is to say, in some examples, the brake pedal 150 and the brake pedal 150 serve as a brake feeling feedback mechanism. A mechanical decoupling is formed between the movable parts 160a of the linear electromagnetic drive. This method is more advantageously applied to examples with an automatic driving system or an assisted driving system. In this way, on the one hand, when the automatic driving system or the assisted driving system sends When expressing the braking demand signal, the control unit 110 is controlled to generate drive signals to drive the linear electromagnetic driver as a brake feeling feedback mechanism to generate resistance that hinders the advance of the brake pedal 150 and to drive the linear electromagnetic driver as a booster driver to generate resistance. The thrust that pushes the piston 141a of the brake master cylinder to move, on the other hand, due to the existence of the decoupling relationship set in this example, the resistance force generated at this time will not be transmitted to the connecting rod 151 to reach the braking force. On the pedal 150, the feeling of driving is improved, and the problem that the brake pedal 150 automatically vibrates or swings when braking is required during automatic driving/assisted driving is prevented.

At this time, in this example, preferably, at least one elastic recovery device, such as a torsion spring, a coil spring, etc., can be set in the braking system as a brake feeling feedback mechanism, for example, it can be set at a position adjacent to the angle sensor 153, a On the one hand, when the braking demand occurs, it provides the resistance that hinders the advance of the brake pedal, and on the other hand, it provides the restoring force for the brake pedal to reset (in fact, when the stepping operation on the brake pedal is eliminated).

Such an example is specifically described in the braking system shown in FIG. 10 , and the aforementioned connecting rod 151 is arranged in the braking system of this example.

In the above-mentioned examples shown in FIG. 8 and FIG. 9 , of course, the setting of the brake feeling feedback mechanism in the above-mentioned FIG. 1-FIG. 7 may be included, and the above-mentioned design of the regenerative braking system 120 may also be included.

Obviously, as shown in Figure 10, even if there is a decoupling relationship in this example, when the linear electromagnetic drive as the booster drive fails, the driver can still step on the brake pedal 150 to increase the strength of the connecting rod 151. increase, thereby pushing it to move toward the above-mentioned linear electromagnetic driver as a booster driver on the braking passage (at this time, the movable part 160a is linked with the second push rod 181), and pushing its movable part 130a toward The piston 140a of the brake master cylinder 140 moves, thereby pushing the piston 140a to move and generating braking force.

According to the content of the present disclosure above, the present invention also proposes a vehicle, including a fuel engine drive system for driving the vehicle, such as a diesel engine or a gasoline engine drive system, and also includes any one of the brake systems for vehicles disclosed above .

In another example, the above-mentioned vehicle may further include a motor drive system in which the motor provides driving force for the vehicle, and the vehicle in this example will be a hybrid vehicle.

According to the content of the present disclosure above, the present invention also relates to a new energy vehicle, which includes a motor drive system for driving the vehicle by a motor, and also includes any one of the brake systems for the vehicle disclosed above.

Although the present invention has been disclosed above with preferred embodiments, it is not intended to limit the present invention. Those skilled in the art of the present invention can make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, the scope of protection of the present invention should be defined by the claims.

Claims (10)

1. for a brake system for vehicle, it is characterized in that, comprise brake pedal, the first linear electromagnetic actuator, the second linear electromagnetic actuator and master brake cylinder, wherein:

Described first linear electromagnetic actuator is as the supercharging actuator of car brakeing, be arranged on by being in the state that can be promoted by external freedom when it lost efficacy in brake pedal to the braked channel of master brake cylinder, this the first linear electromagnetic actuator is configured to the thrust in response to driver, the operation of brake pedal being produced to the piston movement promoting described master brake cylinder, the piston that this thrust is applied to described master brake cylinder makes it move and produces required braking force;

Described second linear electromagnetic actuator is as the brake feel simulation mechanism of car brakeing, be arranged on described by brake pedal in the braked channel of master brake cylinder, and more close to described brake pedal, this the second linear electromagnetic actuator response produces the resistance hindering brake pedal to advance to the operation of brake pedal in driver, this resistance is applied on described brake pedal;

Formed mechanically decoupled between described brake pedal and described first linear electromagnetic actuator.

2. the brake system for vehicle according to claim 1, is characterized in that, described brake system comprises more:

Pedal travel sensor, movement state information when being trampled for inductive brake pedal;

Control unit, for producing the drive singal of described first linear electromagnetic actuator and the second linear electromagnetic actuator based on described brake pedal movement state information.

3. the brake system for vehicle according to claim 1, is characterized in that, described brake system comprises more:

For the device providing described brake pedal to make it restore to original position when operating and removing, this device is provided in when described brake pedal is trampled and described second linear electromagnetic actuator provides the resistance hindering brake pedal to advance jointly or separately.

4. the brake system for vehicle according to claim 3, is characterized in that, described for providing described brake pedal to make its restorable device comprise at least one elasticity recovery mechanism when operating and removing.

5. according to the brake system for vehicle in claim 3 or 4 described in any one, it is characterized in that, described brake system comprises more:

One first transmission mechanism, is set up and is connected with brake pedal by hinge, and this first transmission mechanism has towards the corresponding stroke being conducive to promoting on the direction of brake master cylinder piston on braked channel when described brake pedal is trampled.

6. the brake system for vehicle according to claim 5, is characterized in that, mechanically decoupled between described first transmission mechanism and described second linear electromagnetic actuator.

7. the brake system for vehicle according to claim 6, is characterized in that, described first transmission mechanism comprises:

At least one is attached via a hinge to the first connecting rod of vehicle brake pedal, and one end of described first connecting rod is hinged to described brake pedal, has a transformable gap between the movable part of the other end and described second linear electromagnetic actuator on braked channel.

8. the brake system for vehicle according to claim 1, is characterized in that, the described brake system for vehicle comprises a regeneration brake system more, is arranged for and makes car brakeing by regenerative brake;

Brake torque needed for movement state information when the described brake system for vehicle is trampled based on described brake pedal calculates priority allocation regenerative braking torque are to make car retardation.

9. the brake system for vehicle according to claim 8, it is characterized in that, described regeneration brake system has at least one electric energy storage equipment, for generation of the device of electric energy and actuator, described actuator is arranged for and drives the described device for generation of electric energy, and the power storage that the device for generation of electric energy exports is at least one electric energy storage equipment described.

10. a vehicle, is characterized in that, comprises the brake system for vehicle in claim 1-9 described in any one.