Patent Application
20240217494
The present disclosure relates to the field of vehicle technologies, and more particularly, to a brake system and a vehicle including same.
A brake system in the related art is usually a combination of a vacuum booster master cylinder and an antilock brake system (ABS) module. The vacuum booster master cylinder has a large volume, occupies a lot of space, is complex to repair and replace, and further requires a vacuum pump. Moreover, there is no displacement sensor in the combination of the vacuum booster master cylinder and the ABS module. As a result, brake-by-wire cannot be implemented, and the accuracy of controlling a braking force is low.
The present disclosure is to resolve at least one of the technical problems existing in the related art. The present disclosure is to provide a brake system.
The present disclosure further provides a vehicle including the foregoing brake system.
According to an embodiment of a first aspect of the present disclosure, a brake system is provided, which includes: a brake master cylinder assembly that is configured to connect to a brake pedal, and includes a master cylinder housing and a master cylinder piston being moveable inside the master cylinder housing and defining a compression chamber inside the master cylinder housing. A displacement sensor is mounted on the brake master cylinder assembly. An electro-hydraulic assembly is disposed separately from the brake master cylinder assembly, the electro-hydraulic assembly and the brake master cylinder assembly are connected by a connecting oil pipe and are in communication by a brake fluid in the connecting oil pipe, and the electro-hydraulic assembly is configured to connect to a wheel brake. A controller is connected to the displacement sensor and the electro-hydraulic assembly, and controls, according to an action of the brake pedal or a brake command, the electro-hydraulic assembly to output the brake fluid to the wheel brake.
The brake system according to this embodiment of the present disclosure has advantages such as precise braking force control, easy disassembly and assembly, convenient mounting, and a high space utilization.
According to some embodiments of the present disclosure, the brake master cylinder assembly further includes a push rod. The push rod is connected to the master cylinder piston and configured to connect to the brake pedal. The displacement sensor is mounted on the master cylinder housing and is connected to the master cylinder piston.
According to some embodiments of the present disclosure, the displacement sensor includes a signal generator and a signal receiver. The signal generator is mounted inside the master cylinder housing and connected to an end of the master cylinder piston adjacent to the push rod. The signal receiver is mounted outside the master cylinder housing and communicatively connected to both the signal generator and the controller.
According to some embodiments of the present disclosure, an inner wall of the master cylinder housing includes a chute disposed on an inner wall of the master cylinder housing and extending along a movement direction of the master cylinder piston. The signal generator is slidably fitted to the chute.
According to some embodiments of the present disclosure, the signal generator includes a magnet and a magnet mounting bracket. The magnet mounting bracket includes a radial section and an axial section. The radial section extends along a radial direction of the master cylinder housing, and a first end of the radial section is mounted on the master cylinder piston. The axial section extends along an axial direction of the master cylinder housing, and a first end of the axial section connected to a second end of the radial section, an a second end of the radial section. A second end of the axial section is slidably fitted to the chute.
According to some embodiments of the present disclosure, an outer periphery of the master cylinder piston is sheathed with a mounting ring. The mounting ring includes a ring groove extending along a circumferential direction of the mounting ring, and the second end of the radial section is mounted in the ring groove.
According to some embodiments of the present disclosure, a depth of the chute is not less than a movement stroke of the master cylinder piston. A depth direction of the chute is the same as or parallel to the movement direction of the master cylinder piston.
According to some embodiments of the present disclosure, the signal receiver includes a Hall sensing apparatus. The Hall sensing apparatus is configured to sense a magnetic field strength of the signal generator to detect the action of the brake pedal.
According to some embodiments of the present disclosure, the master cylinder piston includes a first master cylinder piston and a second master cylinder piston. The first master cylinder piston is connected to the push rod and the displacement sensor. The second master cylinder piston is located at an end of the first master cylinder piston away from the push rod. The compression chamber includes a first compression chamber and a second compression chamber. The first compression chamber is formed between the first master cylinder piston and the second master cylinder piston. The second compression chamber is formed between the master cylinder housing and a side of the second master cylinder piston away from the first master cylinder piston.
According to some embodiments of the present disclosure, the brake master cylinder assembly further includes a first return spring and a second return spring. The first return spring is arranged inside the first compression chamber and located between the first master cylinder piston and the second master cylinder piston. The second return spring is arranged inside the second compression chamber.
According to some embodiments of the present disclosure, the brake system further includes an oil pot. The oil pot is mounted outside the master cylinder housing and fixedly connected to the master cylinder housing. The oil pot includes a first opening, a second opening, and a third opening. The master cylinder housing is provided with a first oil passage and a second oil passage. The first oil passage communicates with the first opening and the first compression chamber. The second oil passage communicates with the second opening and the second compression chamber. The third opening communicates with the electro-hydraulic assembly.
According to some embodiments of the present disclosure, the brake system further includes an oil pot. The oil pot is disposed separately from the brake master cylinder assembly and includes a first opening, a second opening, and a third opening. The oil pot communicates with the brake master cylinder assembly through a first pipeline and a second pipeline. The first pipeline communicates with the first opening and the first compression chamber. The second pipeline communicates with the second opening and the second compression chamber. The third opening communicates with the electro-hydraulic assembly.
According to some embodiments of the present disclosure, the brake system further includes an oil pot. The oil pot is disposed separately from the brake master cylinder assembly and includes a first opening and a second opening. The first opening of the oil pot communicates with a three-way valve or a three-way pipe. The three-way valve or the three-way pipe communicates with the brake master cylinder assembly through a first pipeline and a second pipeline. The first pipeline and the second pipeline communicate with the first compression chamber and the second compression chamber respectively. The second opening of the oil pot communicates with the electro-hydraulic assembly.
According to some embodiments of the present disclosure, the brake pedal acts synchronously with the master cylinder piston.
According to some embodiments of the present disclosure, the brake system further includes a stroke simulator. The stroke simulator is mounted on the electro-hydraulic assembly. The stroke simulator is connected to and in communication with the brake master cylinder assembly by the brake fluid. By applying a return pressure to the brake fluid delivered to the brake master cylinder assembly, the stroke simulator provides the brake pedal with a damping force that increases with a pedaling depth.
According to some embodiments of the present disclosure, the electro-hydraulic assembly includes a hydraulic housing and an electric brake assembly. The controller and the stroke simulator are mounted on the hydraulic housing. The electric brake assembly is mounted on the hydraulic housing and includes a pressure chamber. The pressure chamber is connected to the brake master cylinder assembly and the wheel brake.
According to some embodiments of the present disclosure, the stroke simulator is located on a lower surface of the hydraulic housing.
According to some embodiments of the present disclosure, the electric brake assembly includes a brake housing, a drive motor, a deceleration and torque-increasing apparatus, a transmission screw rod, a transmission nut, and a brake piston. The brake housing is mounted on the hydraulic housing. The drive motor is mounted on the hydraulic housing. The deceleration and torque-increasing apparatus is in transmission and connected to the drive motor, and disposed on the hydraulic housing. The transmission screw rod is in transmission and connected to the deceleration and torque-increasing apparatus. The transmission nut is threadedly connected to the transmission screw rod. The brake piston is mounted inside the brake housing and connected to the transmission nut. The brake piston and the brake housing form the pressure chamber.
According to some embodiments of the present disclosure, the brake system further includes a brake fluid shut-off valve. The brake master cylinder assembly is connected to the wheel brake by the brake fluid shut-off valve. The brake fluid shut-off valve is configured to control transmission of the brake fluid between the brake master cylinder assembly and the wheel brake.
According to an embodiment of a second aspect of the present disclosure, a vehicle is provided, including the brake system according to the embodiment of the first aspect of the present disclosure.
By utilizing the brake system according to the embodiment of the first aspect of the present disclosure, the vehicle according to the embodiment of the second aspect of the present disclosure has advantages such as precise braking force control, easy disassembly and assembly, convenient mounting, and a high space utilization.
Additional aspects and advantages of the present disclosure are provided in the following description, and become apparent in the following description or understood through the practice of the present disclosure.
The foregoing and/or additional aspects and advantages of this application become apparent and comprehensible in the description made with reference to the following accompanying drawing.
The embodiments of the present disclosure are described below in detail, and the embodiments described with reference to accompanying drawings are examples.
In the description of the present disclosure, it should be understood that, orientations or position relationships indicated by terms such as “center”, “longitudinal”, “transverse”, “length”, “width”, “thickness”, “up”, “down”, “front”, “back”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inner”, “outer”, “clockwise”, “counterclockwise”, “axial”, “radial”, and “circumferential” are orientations or position relationship shown based on the accompanying drawings, and are merely used for describing the present disclosure and simplifying the description, rather than indicating or implying that the apparatus or element should have a particular orientation or be constructed and operated in a particular orientation, and therefore, should not be construed as a limitation on the present disclosure.
In the description of the present disclosure, “multiple” means two or more.
A brake system 1 according to an embodiment of this application is described below with reference to the accompanying drawings.
As shown in
The brake master cylinder assembly 100 is configured to connect to a brake pedal 2. The displacement sensor 200 is mounted on the brake master cylinder assembly 100 to detect a displacement of a master cylinder piston 120. The electro-hydraulic assembly 300 is arranged/disposed separately from the brake master cylinder assembly 100 and connected to the brake master cylinder assembly 100 by a connecting oil pipe 60, so that a brake fluid 101 communicates between the electro-hydraulic assembly 300 and the brake master cylinder assembly 100. The electro-hydraulic assembly 300 is configured to connect to a wheel brake 3. The controller 400 is communicatively connected to both the displacement sensor 200 and the electro-hydraulic assembly 300. The controller 400 controls, according to an action of the brake pedal 2 or a brake command, the electro-hydraulic assembly 300 to output the brake fluid 101 to the wheel brake 3.
The displacement sensor 200 may detect both a speed and a depth of the brake pedal 2, or the displacement sensor 200 may detect only the depth of the brake pedal 2.
For the brake system 1 according to this embodiment of the present disclosure, the brake master cylinder assembly 100 is configured to connect to the brake pedal 2, and the displacement sensor 200 is mounted on the brake master cylinder assembly 100, to detect the displacement of the master cylinder piston 120 inside the brake master cylinder assembly 100. That is, the displacement sensor 200 is integrated into the brake master cylinder assembly 100. In this way, the depth of the brake pedal 2 can be measured more accurately, and it is no longer necessary to separately provide a mounting fastener for the displacement sensor 200, which can reduce a quantity of parts and also reduce a mounting space required for both the displacement sensor 200 and the brake master cylinder assembly 100, thereby improving the space utilization. In addition, because the displacement sensor 200 and the brake master cylinder assembly 100 may be disassembled and assembled together, disassembly and assembly steps are reduced, which can improve the disassembly and assembly efficiency.
The controller 400 is communicatively connected to the displacement sensor 200. The displacement sensor 200 transfers the depth of the brake pedal 2 to the controller 400. The controller 400 can calculate, according to the depth of the brake pedal 2, a braking force required in a braking process. Because the displacement sensor 200 detects the depth of the brake pedal 2 more accurately, the controller 400 calculates the braking force more accurately. That is, accurate brake-by-wire can be implemented through higher control accuracy of the controller 400.
In addition, the electro-hydraulic assembly 300 is arranged/disposed separately from the brake master cylinder assembly 100 and connected to the brake master cylinder assembly 100 by a connecting oil pipe 60, and are communicated by the brake fluid 101 in the connecting oil pipe 60. The electro-hydraulic assembly 300 is configured to connect to the wheel brake 3. The controller 400 is communicatively connected to the electro-hydraulic assembly 300. The controller 400 controls, according to the action of the brake pedal 2 or the control command, the electro-hydraulic assembly 300 to output the brake fluid 101 to the wheel brake 3. In this way, the controller 400 can control a fluid volume of the brake fluid 101 output by the electro-hydraulic assembly 300 to the wheel brake 3. In addition, when the brake system 1 is used in automatic driving, an automatic driving platform of a vehicle can generate a brake command according to a current road condition, a current vehicle condition, and the like, to form a brake, to adjust a braking force of the wheel brake 3 for a wheel, thereby implementing brakes with different strengths for the vehicle under different conditions, which improves the traveling reliability and extending the service life of the vehicle.
By arranging the electro-hydraulic assembly 300 and the brake master cylinder assembly 100 separately, the electro-hydraulic assembly 300 and the brake master cylinder assembly 100 have a small and compact structure and a simpler production process, which can reduce the machining difficulty and ensure the quality more easily. In addition, mounting positions of the electro-hydraulic assembly 300 and the brake master cylinder assembly 100 may also be changed according to actual requirements. Because the mounting positions of the electro-hydraulic assembly 300 and the brake master cylinder assembly 100 do not affect each other, mounting and arrangement are more flexible and have lower requirements for the mounting space. For example, the brake master cylinder assembly 100 is connected to the brake pedal 2, and the electro-hydraulic assembly 300 may be arranged at another position. Noise conducted to a cab when the electro-hydraulic assembly 300 builds a pressure can be reduced. Moreover, when the brake master cylinder assembly 100 needs to be adjusted, the electro-hydraulic assembly 300 does not need to be adjusted. The brake master cylinder assembly 100 has good interchangeability.
In this way, the brake system 1 according to this embodiment of the present disclosure has advantages such as precise braking force control, easy disassembly and assembly, convenient mounting, and a high space utilization.
According to some embodiments of the present disclosure, as shown in
The master cylinder piston 120 is reciprocally moveable inside the master cylinder housing 110 and defines a compression chamber 130 inside the master cylinder housing 110. The push rod 140 is connected to the master cylinder piston 120 and configured to connect to the brake pedal 2. The displacement sensor 200 is mounted on the master cylinder housing 110 and is connected to the master cylinder piston 120.
For example, an accommodating groove 123 is constructed at an end of the master cylinder piston 120 close to the push rod 140. An end of the push rod 140 is inserted into the accommodating groove 123, and the other end of the push rod 140 is constructed into a spherical shape, to facilitate connecting to the brake pedal 2. Moreover, a sealing member 141 may be arranged at a joint between the push rod 140 and the master cylinder housing 110, to seal a gap between the push rod 140 and the master cylinder housing 110, thereby preventing dust and the like from entering into the master cylinder housing 110 through the gap between the push rod 140 and the master cylinder housing 110.
Components of the displacement sensor 200 and the master cylinder piston 120 are placed inside the master cylinder housing 110. In this way, the components of the displacement sensor 200, the master cylinder piston 120, and the master cylinder housing 110 have a smaller overall volume and can be disassembled and assembled together, which further reduces the disassembly and assembly difficulty of the brake master cylinder assembly 100 and reduces the volume of the brake master cylinder assembly 100.
According to some specific embodiments of the present disclosure, as shown in
For example, an axial direction of the signal receiver 220 may be perpendicular to an extending direction of the master cylinder piston 120. In this way, the signal generator 210 may move together with the master cylinder piston 120. The signal generator 210 can detect a current position of the master cylinder piston 120 more accurately, that is, detect the depth of the brake pedal 2 more accurately. Moreover, there is less obstruction between the signal receiver 220 and the controller 400, which facilitates communication between the signal receiver 220 and the controller 400, reduces the probability of interference on the communication between the signal receiver 220 and the controller 400, and can improve the accuracy of receiving an electrical signal from the signal receiver 220 by the controller 400. The signal receiver 220 and the controller 400 may be connected by a wire.
Further, an inner wall of the master cylinder housing 110 is provided with a chute 1101 extending along a movement direction of the master cylinder piston 120, and the signal generator 210 is slidably fitted to the chute 1101. In this way, not only interference between the inner wall of the master cylinder housing 110 and the signal generator 210 can be avoided, but also the internal space for the master cylinder housing 110 does not need to be too large. The structural strength of the master cylinder housing 110 can be ensured, and the sealing between the inner wall of the master cylinder housing 110 and the master cylinder piston 120 can also be ensured, to prevent the compression chamber 130 from failing to normally compress the brake fluid 101. Moreover, the chute 1101 can guide the movement of the signal generator 210, which increases the movement stability of the signal generator 210.
In an embodiment, as shown in
There may be an arc transition between the radial section 211 and the axial section 212, to avoid stress concentration between the radial section 211 and the axial section 212. In this way, not only the fixation between the signal generator 210 and the master cylinder piston 120 can be achieved, but also that the moving direction of the signal generator 210 is parallel to the moving direction of the master cylinder piston 120 can be ensured, thereby improving the accuracy of detection on the depth of the brake pedal 2.
In an embodiment, an outer periphery of the master cylinder piston 120 is sheathed with a mounting ring 150. The mounting ring 150 is provided with a ring groove 151 extending along a circumferential direction thereof. The one end of the radial section 211 is mounted in the ring groove 151. The mounting ring 150 and the master cylinder piston 120 are in interference fit with each other. For example, an outer peripheral surface of the master cylinder piston 120 close to an end of the push rod 140 is provided with a positioning groove. The mounting ring 150 is located in the positioning groove. An end of the mounting ring 150 abuts against an inner wall of the compression chamber 130, and the other end of the mounting ring 150 abuts against a groove wall of the positioning groove.
In this way, the ring groove 151 can fix relative positions of the master cylinder piston 120 and the radial section 211 in an axial direction of the master cylinder piston 120, and the ring groove 151 does not need to be directly machined on the master cylinder piston 120, which can reduce the machining difficulty of the master cylinder piston 120 and can also help replace the mounting ring 150 to adapt to the signal generators 210 of different sizes, thereby improving the applicability of the brake master cylinder assembly 100.
In some embodiments of the present disclosure, a depth of the chute 1101 is not less than a movement stroke (e.g., maximum movement stroke) of the master cylinder piston 120. A depth direction of the chute 1101 is the same or parallel to a reciprocating movement direction of the master cylinder piston 120 to ensure that master cylinder piston 120 moves smoothly. Such an arrangement can prevent the signal generator 210 from interfering with a bottom wall of the chute 1101 during movement and causing damage to the signal generator 210 or affecting the pedaling depth of the brake pedal 2, thereby reducing the probability of damage to the signal generator 210 and also ensuring that the brake pedal 2 can achieve its maximum displacement.
According to some embodiments of the present disclosure, the signal receiver 220 includes a Hall sensing apparatus 2201. The Hall sensing apparatus 2201 is configured to sense a magnetic field strength of the signal generator 210 to detect the action of the brake pedal 2. In this way, the signal generator 210 and the signal receiver 220 do not need to be connected to each other. Therefore, there is no need to reserve structures, such as connecting holes, on the master cylinder housing 110 for the signal generator 210 and the signal receiver 220, thereby ensuring the reliability of signal transfer between the signal generator 210 and signal receiver 220 while increasing the structural strength of the master cylinder housing 110.
Further, the Hall sensing apparatus 2201 is configured to sense the magnetic field strength of the magnet 213.
According to some embodiments of the present disclosure, as shown in
In this way, the compression chamber 130 is divided into two parts. While providing the same braking effect for the brake system 1, the first master cylinder piston 121 and the second master cylinder piston 122 are arranged separately, to prevent a single master cylinder piston 120 from being too long, thereby improving the structural strength of the master cylinder piston 120, and avoiding an excessively large volume of a single compression chamber 130, to improve the compression effect on the brake fluid 101, thereby improving the braking efficiency.
Further, as shown in
Through such an arrangement, the first return spring 160 can push the first master cylinder piston 121 to return to a non-braking position, and the second return spring 170 can push the second master cylinder piston 122 to return to a non-braking position. In this way, next use of the brake pedal 2 is facilitated, and when brake pedal 2 is pedaled, the first return spring 160 and the second return spring 170 may provide a damping force for the brake pedal 2, so that a driver clearly knows that the brake pedal 2 has been displaced, and the driver can obtain better feedback.
In some embodiments of the present disclosure, as shown in
For example, with reference to
In some embodiments of the present disclosure, as shown in
For example, the oil pot 180 includes a vehicle large-oil pot 186 and an electro-hydraulic assembly small-oil pot 187. A volume of the vehicle large-oil pot 186 is greater than a volume of the electro-hydraulic assembly small-oil pot 187.
In an embodiment, with reference to
In another embodiment, the vehicle large-oil pot 186 includes a first opening 181, a second opening 182, and a third opening 183. The first opening 181 and the second opening 182 are connected to the master cylinder housing 110. The third opening 183 is connected to the electro-hydraulic assembly small-oil pot 187 by the oil supply pipe 380. The electro-hydraulic assembly small-oil pot 187 is mounted on the electro-hydraulic assembly 300 and supplements the brake fluid to the electro-hydraulic assembly 300. In this way, when the brake master cylinder assembly 100 needs to be adjusted, the oil pot 180 does not need to be adjusted, and the brake master cylinder assembly 100 has good interchangeability.
According to some embodiments of the present disclosure, the brake pedal 2 acts synchronously with master cylinder piston 120. In this way, the displacement of the master cylinder piston 120 detected by the displacement sensor 200 is an actual displacement of the brake pedal 2, which avoids conversion between the displacement of the master cylinder piston 120 and the displacement of the brake pedal 2, leading to simple control logic and convenient calculation.
According to some embodiments of the present disclosure, as shown in
For example, a spring and a rubber pad are arranged inside the stroke simulator 500. When the brake pedal 2 is pedaled, the brake fluid 101 in the first compression chamber 131 flows out and pushes the rubber pad to move. The rubber pad drives the spring to compress. In this case, the spring has a damping force that pushes the rubber pad to move in an opposite direction. The damping force acts on the first compression chamber 131 through the rubber pad and the brake fluid 101, to prevent the first compression chamber 131 from continuing to shrink, thereby providing damping for the brake pedal 2 to continue moving downward. The damping force can provide the driver with good feedback when the brake pedal 2 is pedaled, which improves the use comfort.
Further, as shown in
In an embodiment, as shown in
In an embodiment, as shown in
The brake housing 321 is mounted on the hydraulic housing 310. The drive motor 322 is mounted on the hydraulic housing 310. The deceleration and torque-increasing apparatus 323 is in transmission and connected to the drive motor 322 and is located on the hydraulic housing 310. The transmission screw rod 324 is in transmission and connected to the deceleration and torque-increasing apparatus 323. The transmission nut 325 is threadedly connected to the transmission screw rod 324. The brake piston 326 is mounted inside the brake housing 321 and connected to the transmission nut 325. The brake piston 326 and the brake housing 321 form the pressure chamber 327.
For example, as shown in
Through the transmission screw rod 324 and the transmission nut 325, rotational movement of the drive motor 322 can be converted into linear movement to drive the brake piston 326 to move in the brake housing 321, to change the volume of the pressure chamber 327, thereby implementing braking and normal traveling of the vehicle. A moving direction of the brake piston 326 may be parallel to an axial direction of the drive motor 322.
As shown in
According to some embodiments of the present disclosure, as shown in
For example, the brake fluid shut-off valve 600 may be a solenoid valve. The solenoid valve and the drive motor 322 are located on two opposite sides of the hydraulic housing 310. The brake fluid shut-off valve 600 is embedded in the hydraulic housing 310 and is sealed by riveting. The controller 400 can control opening and closing of the brake fluid shut-off valve 600.
In this way, by setting the brake fluid shut-off valve 600, when the vehicle is traveling normally, the controller 400 controls the brake fluid shut-off valve 600 to be in a closed state. In this case, the vehicle can be accurately braked through only the electric brake assembly 320. When there is a power outage in the vehicle (in this case, the vehicle may fail or the power battery is exhausted), the controller 400 cannot control the brake fluid shut-off valve 600 to be in a closed state, and the brake fluid shut-off valve 600 changes from the closed state to an open state. When the brake pedal 2 is pedaled, the brake fluid 101 directly enters the wheel brake 3 to brake the vehicle. As a result, the vehicle can be braked in both cases, that is, normal traveling and power-off traveling, which makes the traveling of the vehicle safer.
In some embodiments of the present disclosure, as shown in
For example, there are four wheel brakes 3, and the four wheel brakes 3 apply braking forces to four wheels respectively. There may be two brake fluid shut-off valves 600. An end of each wheel brake 3 is connected to a pressure reducing valve 800, and the other end thereof is connected to a pressure maintaining valve 700. An end of a brake fluid shut-off valve 600 may be connected to the second compression chamber 132, and the other end thereof is connected to a front-left wheel brake 3 and a rear-right wheel brake 3 by the pressure maintaining valve 700. An end of the other brake fluid shut-off valve 600 may be connected to the first compression chamber 131, and the other end thereof is connected to a rear-left wheel brake 3 and a front-right wheel brake 3. The brake fluid 101 in each wheel brake 3 may be connected to the oil pot 180 by the pressure reducing valve 800 connected thereto. The connecting oil pipe 60 includes a first connecting oil pipe 610 and a second connecting oil pipe 620. A brake fluid shut-off valve 600 is connected to the second compression chamber 132 by the second connecting oil pipe 620. The other brake fluid shut-off valve 600 may be connected to the first compression chamber 131 by the first connecting oil pipe 610.
The flowing route of the brake fluid 101 between the brake system 1 and the wheel brake 3 is described below with reference to the accompanying drawings.
When the brake system 1 is powered on, the brake fluid shut-off valve 600 is closed. When the user pedals the brake pedal 2, the first master cylinder piston 121 and the second master cylinder piston 122 move. Spaces of the first compression chamber 131 and the second compression chamber 132 are reduced. The brake fluid 101 of the first compression chamber 131 flows to the stroke simulator 500 through the first connecting oil pipe 610, to provide foot feel simulation for the brake pedal 2. Moreover, the drive motor 322 rotates to reduce the space of the pressure chamber 327, and the brake fluid 101 in the pressure chamber 327 flows to the wheel brakes 3 through the four pressure maintaining valves 700, to brake the wheels.
When the brake system 1 is powered off, the brake fluid shut-off valve 600 is open. When the user pedals the brake pedal 2, the first master cylinder piston 121 and the second master cylinder piston 122 move. Spaces of the first compression chamber 131 and the second compression chamber 132 are reduced. The brake fluid 101 of the first compression chamber 131 and the second compression chamber 132 flows to the brake fluid shut-off valve 600 through the first connecting oil pipe 610 and the second connecting oil pipe 620, and then flows to the wheel brakes 3 through the pressure maintaining valves 700, to brake the wheels.
A vehicle 1000 according to an embodiment of the present disclosure is described below with reference to
In addition, a distance between the electro-hydraulic assembly 300 and a driver may be greater than a distance between the brake master cylinder assembly 100 and the driver. In this way, it is difficult for noise of the electro-hydraulic assembly 300 during operation to be transferred to a position of the driver, thereby improving the noise, vibration, and harshness (NVH) effect.
By utilizing the brake system 1 according to the foregoing embodiments of the present disclosure, the vehicle 1000 according to this embodiment of the present disclosure has advantages such as precise braking force control, easy disassembly and assembly, convenient mounting, and a high space utilization.
Other configurations and operations of the brake system 1 according to the embodiments of the disclosure and the vehicle 1000 including the same are known to a person of ordinary skill in the art, and are not described herein in detail.
In the description of this specification, the description of the reference terms such as “an embodiment”, “some embodiments”, “exemplary embodiments”, “example”, “specific example”, or “some examples” means that the features, structures, materials or characteristics described with reference to the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, schematic descriptions of the foregoing terms are not necessarily directed at a same embodiment or example.
Although the embodiments of this application have been shown and described, a person of ordinary skill in the art should understand that various changes, modifications, replacements and variations may be made to the embodiments without departing from the principles and spirit of this application, and the scope of this application is as defined by the appended claims and their equivalents.
| Number | Date | Country | Kind |
|---|---|---|---|
| 202111317737.2 | Nov 2021 | CN | national |
The application is a continuation application of International Patent Application No. PCT/CN2022/130522 filed on Nov. 8, 2022, which is based on and claims priority to and benefits of Chinese Patent Application No. 202111317737.2, filed on Nov. 9, 2021. The entire content of all of the above-referenced applications is incorporated herein by reference.
| Number | Date | Country | |
|---|---|---|---|
| Parent | PCT/CN2022/130522 | Nov 2022 | WO |
| Child | 18605487 | US |
