WO2023272667A1 - 线控制动系统及控制方法 - Google Patents

线控制动系统及控制方法 Download PDF

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Publication number
WO2023272667A1
WO2023272667A1 PCT/CN2021/103892 CN2021103892W WO2023272667A1 WO 2023272667 A1 WO2023272667 A1 WO 2023272667A1 CN 2021103892 W CN2021103892 W CN 2021103892W WO 2023272667 A1 WO2023272667 A1 WO 2023272667A1
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WO
WIPO (PCT)
Prior art keywords
brake
control valve
valve
redundant
braking
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2021/103892
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English (en)
French (fr)
Inventor
杨维妙
吕尚炜
张永生
卢宇灏
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Huawei Technologies Co Ltd
Original Assignee
Huawei Technologies Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Huawei Technologies Co Ltd filed Critical Huawei Technologies Co Ltd
Priority to PCT/CN2021/103892 priority Critical patent/WO2023272667A1/zh
Priority to EP21947620.7A priority patent/EP4349672B1/en
Priority to CN202180011691.3A priority patent/CN115734905A/zh
Priority to EP25181419.0A priority patent/EP4660028A3/en
Publication of WO2023272667A1 publication Critical patent/WO2023272667A1/zh
Priority to US18/398,614 priority patent/US12427964B2/en
Anticipated expiration legal-status Critical
Priority to US19/321,762 priority patent/US20260070531A1/en
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • B60T13/145—Master cylinder integrated or hydraulically coupled with booster
    • B60T13/146—Part of the system directly actuated by booster pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/404—Brake-by-wire or X-by-wire failsafe
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/82—Brake-by-Wire, EHB

Definitions

  • the present application relates to the field of automobiles, and more specifically, to a brake-by-wire brake system and control method.
  • the braking system of the vehicle with automatic driving function also needs to support the automatic emergency braking (autonomous emergency braking, AEB), braking anti-lock braking system (antilock braking system, ABS) and traction force of the vehicle during driving.
  • Integrated braking functions such as the traction control system (TCS) and the electronic stability control system (ESC), which will increase the complexity of the vehicle braking system, and thus the redundant braking of the vehicle braking system
  • TCS traction control system
  • ESC electronic stability control system
  • the function has higher requirements. Therefore, there is an urgent need for a braking system that can take into account both brake-by-wire and redundant functions, and at the same time support the control functions of various control systems of the vehicle, so as to meet the control and safety requirements of autonomous vehicles.
  • the present application provides a brake-by-wire system and a control method, which realize dual-circuit redundant braking and improve the safety of the brake system to a certain extent.
  • a braking system comprising: a brake master cylinder (7), a first supercharger (1), a second supercharger (36), at least one first interface (38f, 38g, 38h, 38i), at least one first control valve (13, 14, 15, 16), at least one second control valve (26, 27, 28, 29) and at least one third control valve (31, 32, 33, 34); at least one first interface (38f, 38g, 38h, 38i) is used to respectively connect at least one brake wheel cylinder (22, 23, 24, 25); brake master cylinder (7) and at least one first interface (38f, 38g, 38h, 38i) are respectively connected through at least one first control valve (13, 14, 15, 16), the first supercharger (1) and at least one first port (38f, 38g, 38h, 38i ) are respectively connected through at least one first control valve (13, 14, 15, 16), wherein at least one first interface (38f, 38g, 38h, 38i) and at least one first control valve (13,
  • the redundant brake system can independently control each brake
  • the wheel cylinder realizes the functional backup of the active system, meets the braking function requirements of vehicles such as ABS/AEB/ESC/TCS, and can further improve the safety of the braking system.
  • the braking system further includes: at least one fourth control valve (35), at least one fourth control valve (35) and a second supercharger (36 )in parallel.
  • the first liquid storage container 6 or the second liquid storage container 71 is respectively connected to at least one brake wheel cylinder through at least one fourth control valve.
  • the brake system further includes a first liquid storage container (6) and a second liquid storage container (71), at least one fourth control valve (35) and a first The two superchargers (36) are respectively connected with the second liquid storage container (71), and the brake master cylinder (7) and the first supercharger (1) are respectively connected with the first liquid storage container (6); or,
  • the dynamic system also includes a first liquid storage container (6), at least one fourth control valve (35), a second supercharger (36), a brake master cylinder (7) and the first supercharger (1) and The first liquid storage container (6) is connected.
  • the redundant braking system of the braking system can obtain brake fluid from the fluid storage tank of the main braking system, which can reduce costs; the redundant braking system can also obtain brake fluid from the redundant braking system
  • the independent fluid storage tank obtains the brake fluid, which can make the decoupling of the main braking system and the redundant braking system more thorough, and improve the independence of the redundant braking system.
  • At least one first interface (38f, 38g, 38h, 38i) and at least one first control valve (13, 14, 15, 16) are respectively passed through At least one second control valve (26, 27, 28, 29) is connected to include: at least one second control valve (26, 27, 28, 29) and at least one first control valve (13, 14, 15, 16) directly connected through pipelines; or, at least one second control valve (26, 27, 28, 29) and at least one first control valve (13, 14, 15, 16) respectively through at least one second interface (38b, 38c, 38d, 38e), wherein the brake system further includes at least one second interface (38b, 38c, 38d, 38e).
  • At least one fourth control valve (35) and the second supercharger (36) are respectively connected to the first liquid storage container (6) including: at least one first Four control valves (35), the second supercharger (36) and the first liquid storage container (6) are directly connected through pipelines; or at least one fourth control valve (35), the second supercharger (36) It is connected to the first fluid storage container (6) through a third interface (38a), wherein the braking system further includes a third interface (38a).
  • the brake system further includes: a second pedal feel simulation system (121), a second pedal feel simulation system (121) and at least one second control valve (26 , 27, 28, 29), the first pressure sensor (30) is connected to the second control valve connected to the second pedal feeling simulation system (121), and the brake system also includes the first pressure sensor (30) .
  • the independent pedal feeling simulation system in the redundant braking system makes the decoupling of the redundant braking system and the main braking system more thorough. In addition to ensuring the driver’s pedal feeling, it is convenient for later maintenance and Easy to replace and install.
  • the brake system further includes: at least one first check valve (39, 40, 41, 42), at least one first check valve (39, 40, 41, 42) are respectively connected in parallel with at least one second control valve (26, 27, 28, 29), and any one of the first pressure sensor (30) and the second control valve (26, 27, 28, 29) Connected, the system also includes a first pressure sensor (30).
  • the one-way valve connected in parallel with the isolation valve can prevent the brake fluid from flowing back into the brake master cylinder while the brake pedal can be displaced when the isolation valve is in the disconnected state.
  • the brake system further includes: a first pedal feel simulator switch valve (43) and a first pedal feel simulation system (112); the first pedal feel simulation system (112);
  • the controller switch valve (43) is connected to any one of the at least one second control valve (26, 27, 28, 29); the first pressure sensor (30) is connected to the first pedal feeling simulator switch valve (43).
  • Two control valves are connected, the second hydraulic device (120) includes the first pressure sensor (30); the first pedal feeling simulator (10) and the first pedal feeling simulator switch valve in the first pedal feeling simulation system (112) (43) CONNECTION.
  • the redundant braking system in the brake-by-wire system can also feed back the pedal feeling information to the driver.
  • the driver's pedal feeling can still be guaranteed, giving the driver Bring more stable and comfortable driving experience.
  • the connection between the first pedal feeling simulator (10) in the first pedal feeling simulation system (112) and the first pedal feeling simulator switching valve (43) includes : the first pedal feeling simulator (10) and the first pedal feeling simulator switch valve (43) are directly connected by pipeline; or, the first pedal feeling simulator (10) and the first pedal feeling simulator switch valve (43 ) are connected through a fourth interface (38j), and the second hydraulic device (120) further includes a fourth interface (38j).
  • the braking system further includes at least one fifth control valve (11, 12), at least one sixth control valve (17, 18, 19, 20), at least A second check valve (47, 48, 49, 50) is connected with the mechanical brake input device (111) and the mechanical brake input device (111) with the master cylinder (7); the master cylinder (7) and at least one first At least one fifth control valve (11, 12) is also included between the control valves (13, 14, 15, 16); one end of at least one sixth control valve (17, 18, 19, 20) is respectively connected to at least one first A hydraulic line between a control valve (13, 14, 15, 16) and at least one second control valve (26, 27, 28, 29), at least one sixth control valve (17, 18, 19, 20) The other end is used for hydraulic connection with the liquid storage container.
  • a first braking subsystem in a second aspect, includes: at least one first interface (38f, 38g, 38h, 38i), at least one second interface (38b, 38c , 38d, 38e), at least one second control valve (26, 27, 28, 29), at least one third control valve (31, 32, 33, 34) and second booster (36); at least one first An interface (38f, 38g, 38h, 38i) is used to connect at least one brake wheel cylinder (22, 23, 24, 25); a second supercharger (36) and at least one first interface (38f, 38g, 38h , 38i) are respectively connected through at least one third control valve (31, 32, 33, 34); at least one second interface (38b, 38c, 38d, 38e) is respectively connected through at least one second control valve (26, 27, 28 , 29) are connected to at least one first interface (38f, 38g, 38h, 38i).
  • the redundant brake system can independently control each brake
  • the wheel cylinder realizes the functional backup of the active system, meets the braking function requirements of vehicles such as ABS/AEB/ESC/TCS, and can further improve the safety of the braking system.
  • the first braking subsystem (120) further includes: at least one fourth control valve (35), at least one fourth control valve (35) and the second Superchargers (36) are connected in parallel.
  • the first liquid storage container 6 or the second liquid storage container 71 is respectively connected to at least one brake wheel cylinder through at least one fourth control valve
  • the first braking subsystem (120) further includes: a second liquid storage container (71), at least one fourth control valve (35) and a second booster
  • the pressurizer (36) is respectively connected with the second liquid storage container (71); or, the third interface (38a), at least one fourth control valve (35) and the second supercharger (36) are respectively connected with the third interface ( 38a) Connection.
  • the redundant braking system can obtain brake fluid from the liquid storage tank of the main braking system, which can reduce the cost; the redundant braking system can also obtain the brake fluid from the independent liquid storage tank of the redundant braking system The brake fluid can make the decoupling of the main braking system and the redundant braking system more thorough, and improve the independence of the redundant braking system.
  • the first brake subsystem (120) further includes: a second pedal feel simulation system (121), a second pedal feel simulation system (121) and at least one Any one of the second control valves (26, 27, 28, 29) is connected, the second control valve connected to the first pressure sensor (30) and the second pedal feeling simulation system (121), the first hydraulic device (120 ) includes a first pressure sensor (30).
  • the independent pedal feeling simulation system in the redundant braking system makes the decoupling of the redundant braking system and the main braking system more thorough. In addition to ensuring the driver’s pedal feeling, it is convenient for later maintenance and Easy to replace and install.
  • the first brake subsystem (120) further includes: at least one first check valve (39, 40, 41, 42), at least one first check valve Directional valves (39, 40, 41, 42) are respectively connected in parallel with at least one second control valve (26, 27, 28, 29), and the first pressure sensor (30) and the second control valve (26, 27, 28, 29 ), the first brake subsystem (120) includes a first pressure sensor (30).
  • the one-way valve connected in parallel with the isolation valve can prevent the brake fluid from flowing back into the brake master cylinder while the brake pedal can be displaced when the isolation valve is in the disconnected state.
  • the first brake subsystem (120) further includes a fourth interface (38j) and a first pedal feeling simulator switch valve (43); the fourth interface ( 38j) and any one of at least one second control valve (26, 27, 28, 29) is connected through the first pedal feeling simulator switching valve (43); the first pressure sensor (30) and the first pedal feeling simulator The on-off valve (43) is connected to the second control valve, and the first braking subsystem (120) includes the first pressure sensor (30).
  • the redundant braking system can also feed back the pedal feeling information to the driver.
  • the driver's pedal feeling can still be guaranteed, bringing more stable and comfortable driving experience to the driver. driving experience.
  • a braking method for a braking system which is applied to the braking system, and the braking system includes: a brake master cylinder (7), a first supercharger (1), a second supercharger (36), at least one first interface (38f, 38g, 38h, 38i), at least one first control valve (13, 14, 15, 16), at least one second control valve (26, 27, 28, 29) , at least one third control valve (31, 32, 33, 34) and a controller; at least one first interface (38f, 38g, 38h, 38i) is used to connect at least one brake wheel cylinder (22, 23, 24 , 25); the brake master cylinder (7) and at least one first interface (38f, 38g, 38h, 38i) are respectively connected through at least one first control valve (13, 14, 15, 16), and the first supercharger (1) and at least one first interface (38f, 38g, 38h, 38i) are respectively connected through at least one first control valve (13, 14, 15, 16), wherein at
  • the fault information of the brake system can be obtained by detecting the pedal displacement sensor of the brake pedal, the pressure of the first supercharger, and the like.
  • the main braking system and the redundant braking system can be isolated in the event of failure of the main braking system, which is beneficial to realize redundant braking.
  • the redundant braking system backs up the function of the main braking system, thereby ensuring the safety of the braking system.
  • the method further includes: acquiring a second signal, the second signal being used to indicate the first target braking demand; controlling at least one third control according to the second signal
  • the valves (31, 32, 33, 34) are switched to a first state; the first state includes at least one targeted third control valve being configured in a conducting state, wherein the at least one third control valve (31, 32, 33, 34) Including at least one targeted third control valve, the at least one targeted third control valve being determined based on the second signal.
  • one or more target third control valves can be selected from at least one third control valve (31, 32, 33, 34) according to the second signal, so that when the main braking system fails, each braking The wheel cylinders are controlled independently.
  • the first target braking demand may be a braking demand that needs to be coordinated by at least one third control valve when the main braking system fails, for example, boosting, decompressing or maintaining pressure of at least one brake wheel cylinder.
  • the braking system further includes: at least one fourth control valve (35), at least one fourth control valve (35) and a second supercharger (36 ) in parallel; the method also includes: obtaining a third signal, the third signal is used to indicate the second target braking demand; according to the third signal, controlling at least one fourth control valve (35) to switch to the second state; the second state comprising, at least one target fourth control valve is configured in a conduction state, wherein the at least one fourth control valve (35) comprises at least one target fourth control valve, the at least one target fourth control valve is determined according to the third signal .
  • one or more target fourth control valves can be selected from at least one fourth control valve (35) according to the third signal, so that when the main braking system fails, each brake wheel cylinder is controlled independently, for example , when there is only one fourth control valve, decompression control can be realized for each brake wheel cylinder at different times; when each brake wheel cylinder has a corresponding fourth control valve, it can be realized for each brake wheel cylinder Completely independent control of the wheel cylinders.
  • the second target braking demand may be a braking demand that needs to be coordinated by at least one fourth control valve when the main braking system fails, for example, decompression of at least one brake wheel cylinder.
  • the redundant braking system can control the decompression of each brake wheel cylinder .
  • this solution can realize time-sharing and independent pressure relief for each brake wheel cylinder, saving costs; if there is a corresponding liquid outlet valve for each wheel cylinder, this solution can realize The three brake wheel cylinders are independently pressure relieved at the same time, and the functions of the redundant braking system are more complete, which improves the braking safety.
  • the brake system includes a second pedal feel simulation system (121), a second pedal feel simulation system (121) and at least one second control valve (26, 27, 28, 29), the first pressure sensor (30) is connected to the second control valve connected to the second pedal feeling simulation system (121), and the braking system also includes the first pressure sensor (30);
  • the method also includes: acquiring a fourth signal, the fourth signal is used to instruct the second pedal feel simulation system (121) to work; according to the fourth signal, controlling the second pedal feel simulator in the second pedal feel simulation system (121)
  • the on-off valve (44) is switched to a third state; the third state includes that the second pedal feel simulator on-off valve (44) is configured in a conduction state.
  • the independent pedal feeling simulation system in the redundant braking system makes the decoupling of the redundant braking system and the main braking system more thorough. In addition to ensuring the driver’s pedal feeling, it is convenient for later maintenance and Easy to replace and install.
  • the brake system includes: a first pedal feel simulator switch valve (43) and a first pedal feel simulation system (112); the first pedal feel simulator The switch valve (43) is connected to any one of at least one second control valve (26, 27, 28, 29); the second pressure sensor (30) connected to the first pedal feeling simulator switch valve (43) The control valve is connected, the second hydraulic device (120) includes the first pressure sensor (30); the first pedal feeling simulator (10) and the first pedal feeling simulator switching valve ( 43) Connect.
  • the method also includes: acquiring a fifth signal, the fifth signal being used to instruct the first pedal feel simulation system (112) to work; according to the fifth signal, controlling the first pedal feel simulator switch valve (43) to switch to the fourth state;
  • the fourth state includes that the first pedal feel simulator switch valve (10) is configured in a conduction state.
  • the redundant braking system can also feed back the pedal feeling information to the driver.
  • the driver's pedal feeling can still be guaranteed, bringing more stable and comfortable driving experience to the driver. driving experience.
  • a braking method for a braking system which is applied to the braking system, and the braking system includes: a brake master cylinder (7), a first booster (1), a second booster device (36), at least one first interface (38f, 38g, 38h, 38i), at least one first control valve (13, 14, 15, 16), at least one second control valve (26, 27, 28, 29 ), at least one third control valve (31, 32, 33, 34) and controller; at least one first interface (38f, 38g, 38h, 38i) is used to connect at least one brake wheel cylinder (22,23, 24, 25); the brake master cylinder (7) is connected to at least one first interface (38f, 38g, 38h, 38i) respectively through at least one first control valve (13, 14, 15, 16), and the first boost
  • the device (1) and at least one first interface (38f, 38g, 38h, 38i) are respectively connected through at least one first control valve (13, 14, 15, 16), wherein at least one first interface (38f
  • the method includes: the controller acquires the braking demand, and generates a control command according to the braking demand; the controller sends the control command to the braking system, and controls the braking system to increase at least one brake wheel cylinder (22, 23, 24, 25) Braking force.
  • the redundant braking system can control each brake wheel cylinder at a low cost. , realize the functional backup of the main braking system, meet the braking function requirements of vehicles such as ABS/AEB/ESC/TCS, and can further improve the safety of the braking system.
  • the braking system further includes: at least one fourth control valve (35), at least one fourth control valve (35) and a second supercharger (36 ) in parallel; the method also includes: the controller sends a control command to the braking system, and controls the braking system to reduce or maintain the braking force of at least one brake wheel cylinder (22, 23, 24, 25).
  • the brake system further includes a first liquid storage container (6) and a second liquid storage container (71), at least one fourth control valve (35) and The second supercharger (36) is respectively connected to the second liquid storage container (71), and the brake master cylinder (7) and the first supercharger (1) are respectively connected to the first liquid storage container (6); or,
  • the system also includes a first liquid storage container (6), at least one fourth control valve (35), a second supercharger (36), a brake master cylinder (7) and the first supercharger (1) and the first supercharger respectively A liquid storage container (6) is connected.
  • Increasing the braking force of at least one brake wheel cylinder (22, 23, 24, 25) by controlling the braking system includes: the controller controls the first liquid storage container (6) or the second liquid storage container (71) Brake fluid flows into at least one wheel cylinder (22, 23, 24, 25).
  • reducing or maintaining the braking force of at least one brake wheel cylinder (22, 23, 24, 25) by controlling the braking system includes: the controller controls at least one brake wheel cylinder (22, 23, 24, 25) The brake fluid in the fluid flows back to the first fluid storage container (6) or the second fluid storage container (71); or, the controller maintains at least one brake wheel cylinder (22, 23, 24, 25) and the first fluid storage container The brake fluid pressure in the line between the reservoir (6), or the controller maintains the brake fluid pressure in the line between at least one brake wheel cylinder (22, 23, 24, 25) and the second fluid reservoir (71). hydrodynamic pressure.
  • the redundant braking system of the brake-by-wire system can obtain brake fluid from the liquid storage tank of the main braking system, which can reduce costs; the redundant braking system can also obtain brake fluid from the redundant braking system.
  • the independent fluid storage tank of the system obtains the brake fluid, which can make the decoupling of the main braking system and the redundant braking system more thorough, and improve the independence of the redundant braking system.
  • the controller controls the brake fluid in the first fluid storage container (6) or the second fluid storage container (71) to flow into at least one brake wheel cylinder (22 , 23, 24, 25) include: at least one fourth control valve (35) is in disconnected state, at least one third control valve (31, 32, 33, 34) is in conduction state, all second control valves (26 .
  • a third control valve (31, 32, 33, 34) flows into at least one wheel brake cylinder (22, 23, 24, 25).
  • the controller controls the brake fluid in at least one brake wheel cylinder (22, 23, 24, 25) to flow back to the first fluid storage container (6) or
  • the second liquid storage container (71) includes: at least one fourth control valve (35) is in a conduction state, at least one third control valve (31, 32, 33, 34) is in a conduction state, and all second control valves ( 26, 27, 28, 29) are all disconnected, and the controller controls the brake fluid in at least one brake wheel cylinder (22, 23, 24, 25) to pass through at least one third control valve (31, 32, 33 , 34) and at least one fourth control valve (35), flowing back to the first liquid storage container (6) or the second liquid storage container (71).
  • the brake system further includes: a second pedal feel simulation system (121), a second pedal feel simulation system (121) and at least one second control valve ( 26, 27, 28, 29), the first pressure sensor (30) is connected to the second control valve connected to the second pedal feeling simulation system (121), and the braking system also includes the first pressure sensor (30 ).
  • the controller controls the second pedal feel simulation system (121) to feed back pedal feel information to the driver, specifically including: the second pedal feel simulator switch valve (44) in the second pedal feel simulation system (121) is in a conduction state,
  • the brake fluid enters the second pedal feeling simulator (45) from the brake master cylinder (7) through the first control valve connected to the second pedal feeling simulation system (121), and the second pedal feeling simulation system (121) supplies The pedal feel information is fed back to the operator, wherein the second pedal feel simulation system (121) includes a second pedal feel simulator (45).
  • the independent pedal feeling simulation system in the redundant braking system makes the decoupling of the redundant braking system and the main braking system more thorough. In addition to ensuring the driver’s pedal feeling, it is convenient for later maintenance and Easy to replace and install.
  • the braking system further includes: at least one first check valve (39, 40, 41, 42), at least one first check valve (39, 40, 41, 42) are respectively connected in parallel with at least one second control valve (26, 27, 28, 29), and any one of the first pressure sensor (30) and the second control valve (26, 27, 28, 29) Connected, the system also includes a first pressure sensor (30).
  • the controller sends a control instruction to the braking system, and controlling the braking system to reduce or maintain the braking force of at least one brake wheel cylinder (22, 23, 24, 25) includes: at least one first one-way valve (39, 40, 41, 42) are used to displace the brake pedal (3) and at the same time isolate the brake fluid from flowing to the brake master cylinder (7).
  • the one-way valve connected in parallel with the isolation valve can prevent the brake fluid from flowing back into the brake master cylinder while the brake pedal can be displaced when the isolation valve is in the disconnected state.
  • the braking system further includes: a first pedal feel simulator switch valve (43) and a first pedal feel simulation system (112); the first pedal feel simulation system (112);
  • the controller switch valve (43) is connected to any one of the at least one second control valve (26, 27, 28, 29); the first pressure sensor (30) is connected to the first pedal feeling simulator switch valve (43).
  • Two control valves are connected, the second hydraulic device (120) includes the first pressure sensor (30); the first pedal feeling simulator (10) and the first pedal feeling simulator switch valve in the first pedal feeling simulation system (112) (43) CONNECTION.
  • the controller controls the first pedal feel simulation system (112) to feed back pedal feel information to the driver, specifically including: the third pedal feel simulator switch valve (9) in the first pedal feel simulation system is in a disconnected state, the first pedal The sensory simulator switch valve (43) is in a conduction state, and the brake fluid enters the first pedal sensory simulator from the brake master cylinder (7) through the first control valve connected to the first pedal sensory simulator switch valve (43). (10), the second pedal feel simulation system (121) feeds back the pedal feel information to the driver.
  • the third pedal feel simulator switch valve (9) in the first pedal feel simulation system is in a disconnected state
  • the first pedal The sensory simulator switch valve (43) is in a conduction state
  • the brake fluid enters the first pedal sensory simulator from the brake master cylinder (7) through the first control valve connected to the first pedal sensory simulator switch valve (43).
  • the second pedal feel simulation system (121) feeds back the pedal feel information to the driver.
  • the redundant braking system can also feed back the pedal feeling information to the driver.
  • the driver's pedal feeling can still be guaranteed, bringing more stable and comfortable driving experience to the driver. driving experience.
  • a braking system which includes: a brake master cylinder (7), a first supercharger (1), a second supercharger (36), at least one fifth control valve ( 11, 12), at least one first control valve (13, 14, 15, 16), at least one second control valve (52, 53); at least one first control valve (13, 14, 15, 16) for At least one brake wheel cylinder (22, 23, 24, 25) is respectively connected; the brake master cylinder (7) and at least one first control valve (13, 14, 15, 16) pass through at least one second control valve ( 52, 53) connection, at least one first control valve (13, 14, 15, 16) and at least one second control valve (52, 53) also includes at least one fifth control valve (11, 12);
  • the booster (1) is directly connected to at least one first control valve (13, 14, 15, 16), and the second booster (36) is connected to at least one first control valve (13, 14, 15, 16) through at least A fifth control valve (11, 12).
  • the redundant braking system can control each brake wheel cylinder, and realize the control of the main braking system.
  • the function backup can meet the braking function requirements of vehicles such as ABS/AEB/ESC/TCS, and can further improve the safety of the braking system.
  • the brake system further includes: a first liquid storage container (6) and a second liquid storage container (71), a second supercharger (36) and a second liquid storage container A liquid storage container (6) is connected, or the second pressure booster (36) is connected with the second liquid storage container (71).
  • the redundant braking system of the braking system can obtain brake fluid from the fluid storage tank of the main braking system, which can reduce costs; the redundant braking system can also obtain brake fluid from the redundant braking system
  • the independent fluid storage tank obtains the brake fluid, which can make the decoupling of the main braking system and the redundant braking system more thorough, and improve the independence of the redundant braking system.
  • connection between the second supercharger (36) and the first liquid storage container (6) includes: the second supercharger (36) and the first liquid storage container (6) Direct connection, or the second supercharger (36) and the first liquid storage container (6) are connected through the third interface (38a).
  • the braking system further includes: a first pedal feel simulator switch valve (43) and a first pedal feel simulation system (112); the first pedal feel simulation system (112);
  • the controller switch valve (43) is connected to any one of at least one second control valve (52, 53); the second control valve connected to the first pressure sensor (30) and the first pedal feeling simulator switch valve (43)
  • the second hydraulic device (120) includes the first pressure sensor (30); the first pedal feeling simulator (10) in the first pedal feeling simulation system (112) is connected with the first pedal feeling simulator switching valve (43) .
  • the redundant braking system in the brake-by-wire system can also feed back the pedal feeling information to the driver.
  • the driver's pedal feeling can still be guaranteed, giving the driver Bring more stable and comfortable driving experience.
  • the brake system further includes at least one fourth control valve (54, 55), the first liquid storage container (6) or the second liquid storage container (71 ) is connected through at least one fourth control valve (54, 55) and at least one first control valve (13, 14, 15, 16), at least one fourth control valve (54, 55) and at least one first control valve ( 13, 14, 15, 16) further comprising at least one fifth control valve (11, 12), wherein at least one fourth control valve (54, 55) and at least one fifth control valve (11, 12) are directly connected, Alternatively, at least one fourth control valve (54, 55) and at least one fifth control valve (11, 12) are connected via at least one fifth interface (38m, 38n).
  • the controller can effectively reduce the braking force of the four brake wheel cylinders, further improving the safety of the braking system.
  • the braking system further includes: at least one first check valve (56, 57), the at least one first check valve (56, 57) and At least one second control valve (52, 53) is connected in parallel, the first pressure sensor (30) is connected to any one of the second control valves (52, 53), and the brake system also includes the first pressure sensor (30).
  • the one-way valve connected in parallel with the isolation valve can prevent the brake fluid from flowing back into the brake master cylinder while the brake pedal can be displaced when the isolation valve is in the disconnected state.
  • the brake system further includes: at least one sixth control valve (17, 18, 19, 20), at least one second check valve (47, 48 , 49, 50) and the mechanical brake input device (111); the mechanical brake input device (111) is connected to the master cylinder (7); at least one first control valve (13, 14, 15, 16) and at least one brake At least one sixth control valve (17, 18, 19, 20) is also included between the moving wheel cylinders (22, 23, 24, 25); at least one second check valve (47, 48, 49, 50) and At least one first control valve (13, 14, 15, 16) is connected in parallel.
  • a brake system which includes: a brake master cylinder (7), a first supercharger (1), a second supercharger (36), at least one fifth control valve ( 11, 12), at least one first control valve (13, 14, 15, 16), at least one second control valve (52, 53); at least one first control valve (13, 14, 15, 16) for At least one brake wheel cylinder (22, 23, 24, 25) is respectively connected; the brake master cylinder (7) and at least one first control valve (13, 14, 15, 16) pass through at least one second control valve ( 52, 53) connection, the brake master cylinder (7) and at least one second control valve (52, 53) also includes at least one fifth control valve (11, 12); the second supercharger (36) and at least one The first control valves (13, 14, 15, 16) are directly connected; the first supercharger (1) and at least one first control valve (13, 14, 15, 16) pass through at least one second control valve (52, 53).
  • the redundant braking system can control each brake wheel cylinder , realize the functional backup of the main braking system, meet the braking function requirements of vehicles such as ABS/AEB/ESC/TCS, and can further improve the safety of the braking system.
  • the braking system further includes: a first liquid storage container (6) and a second liquid storage container (71), a second supercharger (36) and a second liquid storage container A liquid storage container (6) is connected, or the second pressure booster (36) is connected with the second liquid storage container (71).
  • the redundant braking system of the braking system can obtain brake fluid from the fluid storage tank of the main braking system, which can reduce costs; the redundant braking system can also obtain brake fluid from the redundant braking system
  • the independent fluid storage tank obtains the brake fluid, which can make the decoupling of the main braking system and the redundant braking system more thorough, and improve the independence of the redundant braking system.
  • the brake master cylinder (7) and at least one first control valve (13, 14, 15, 16) pass through at least one second control valve (52, 53) connection
  • the brake master cylinder (7) and at least one second control valve (52, 53) also include at least one fifth control valve (11, 12) including: at least one second control valve (52, 53) and At least one fifth control valve (11, 12) is directly connected, or at least one second control valve (52, 53) and at least one fifth control valve (11, 12) are connected through at least one second interface (38k, 38l) connection; at least one first control valve (13, 14, 15, 16) and at least one second control valve (52, 53) are directly connected, or at least one first control valve (13, 14, 15, 16) and At least one second control valve (52, 53) is directly connected via at least one fifth interface connection (38m, 38n).
  • connection between the second supercharger (36) and the first liquid storage container (6) includes: the second supercharger (36) and the first liquid storage container (6) Direct connection, or the second supercharger (36) and the first liquid storage container (6) are connected through the third interface (38a).
  • the braking system further includes: a first pedal feel simulator switch valve (43) and a first pedal feel simulation system (112); the first pedal feel simulation system (112);
  • the controller switch valve (43) is connected to any one of at least one second control valve (52, 53); the second control valve connected to the first pressure sensor (30) and the first pedal feeling simulator switch valve (43)
  • the second hydraulic device (120) includes the first pressure sensor (30); the first pedal feeling simulator (10) in the first pedal feeling simulation system (112) is connected with the first pedal feeling simulator switching valve (43) .
  • the redundant braking system in the brake-by-wire system can also feed back the pedal feeling information to the driver.
  • the driver's pedal feeling can still be guaranteed, giving the driver Bring more stable and comfortable driving experience.
  • the braking system further includes at least one fourth control valve (54, 55), the first fluid storage container (6) or the second fluid storage container (71 ) is connected through at least one fourth control valve (54, 55) and at least one first control valve (13, 14, 15, 16), wherein at least one fourth control valve (54, 55) and at least one first control valve
  • the valves (13, 14, 15, 16) are directly connected, or at least one fourth control valve (54, 55) and at least one first control valve (13, 14, 15, 16) are connected through at least one fifth interface (38m, 38n) Connection.
  • the controller can effectively reduce the braking force of the four brake wheel cylinders, further improving the safety of the braking system.
  • the one-way valve connected in parallel with the isolation valve can prevent the brake fluid from flowing back into the brake master cylinder while the brake pedal can be displaced when the isolation valve is in the disconnected state.
  • the braking system further includes: at least one sixth control valve (17, 18, 19, 20), at least one second check valve (47, 48 , 49, 50) and the mechanical brake input device (111); the mechanical brake input device (111) is connected to the master cylinder (7); at least one first control valve (13, 14, 15, 16) and at least one brake At least one sixth control valve (17, 18, 19, 20) is also included between the moving wheel cylinders (22, 23, 24, 25); at least one second check valve (47, 48, 49, 50) and At least one first control valve (13, 14, 15, 16) is connected in parallel.
  • a brake system comprising: a brake master cylinder (7), a first supercharger (1), a second supercharger (36), at least one first interface (38w, 38x, 38y , 38z), at least one first control valve (13, 14, 15, 16), at least one second control valve (52, 53) and at least one third control valve (61, 62, 63, 64); at least one The first interface (38w, 38x, 38y, 38z) is used to respectively connect at least one brake wheel cylinder (22, 23, 24, 25); at least one first control valve (13, 14, 15, 16) and at least one The first ports (38w, 38x, 38y, 38z) are respectively connected through at least one third control valve (61, 62, 63, 64); the brake master cylinder (7) and at least one first control valve (13, 14, 15, 16) are respectively connected by at least one second control valve (52, 53), at least one first control valve (13, 14, 15, 16) and at least one second control valve (52, 53
  • the redundant braking system can control each brake wheel cylinder at a low cost. , realize the functional backup of the main braking system, meet the braking function requirements of vehicles such as ABS/AEB/ESC/TCS, and can further improve the safety of the braking system.
  • the first liquid storage container (6) and the second liquid storage container (71), the second supercharger (36) and the first liquid storage container (6 ) connection, or, the second supercharger (36) is connected with the second liquid storage container (71).
  • the redundant braking system of the braking system can obtain brake fluid from the fluid storage tank of the main braking system, which can reduce costs; the redundant braking system can also obtain brake fluid from the redundant braking system
  • the independent fluid storage tank obtains the brake fluid, which can make the decoupling of the main braking system and the redundant braking system more thorough, and improve the independence of the redundant braking system.
  • the brake master cylinder (7) and at least one first control valve (13, 14, 15, 16) pass through at least one second control valve (52, 53) connection, at least one first control valve (13, 14, 15, 16) and at least one second control valve (52, 53) also includes at least one fifth control valve (11, 12) including: brake master cylinder (7) Connect directly with at least one second control valve (52, 53), or connect the brake master cylinder (7) and at least one second control valve (52, 53) through at least one second interface (38k, 38l) ; at least one second control valve (52,53) is directly connected with at least one fifth control valve (11,12), or at least one second control valve (52,53) is respectively connected with at least one fifth control valve (11 , 12) via at least one fifth interface (38m, 38n).
  • the braking system further includes at least one sixth interface (38s, 38t, 38u, 38v), at least one first control valve (13, 14, 15, 16 ) is connected to at least one third control valve (61, 62, 63, 64), wherein at least one first control valve (13, 14, 15, 16) and at least one third control valve (61, 62, 63, 64 ) are directly connected through pipelines; or, at least one first control valve (13, 14, 15, 16) and at least one third control valve (61, 62, 63, 64) are respectively connected through at least one sixth interface (38s, 38t, 38u, 38v) connection.
  • at least one sixth interface 38s, 38t, 38u, 38v
  • connection between the second supercharger (36) and the first liquid storage container (6) includes: the second supercharger (36) and the first liquid storage container (6) Direct connection, or the second supercharger (36) and the first liquid storage container (6) are connected through the third interface (38a).
  • the brake system further includes at least one fourth control valve (65, 66), at least one third check valve (67, 68, 69, 70), wherein, at least one fourth control valve (65, 66) is connected with the first liquid storage container (6), or at least one fourth control valve (65, 66) is connected with the second liquid storage container (71); at least one The third one-way valve (67, 68, 69, 70) is connected with at least one fourth one-way valve, and the at least one third one-way valve (67, 68, 69, 70) is respectively connected with at least one third control valve (61 , 62, 63, 64) connection.
  • at least one fourth control valve (65, 66) is connected with the first liquid storage container (6), or at least one fourth control valve (65, 66) is connected with the second liquid storage container (71); at least one The third one-way valve (67, 68, 69, 70) is connected with at least one fourth one-way valve, and the at least one third one-way valve (67
  • the controller can effectively reduce the braking force of the four brake wheel cylinders, further improving the safety of the braking system.
  • the braking system further includes: a first pedal feel simulator switch valve (43) and a first pedal feel simulation system (112); the first pedal feel simulation system (112);
  • the controller switch valve (43) is connected to any one of at least one second control valve (52, 53); the second control valve connected to the first pressure sensor (30) and the first pedal feeling simulator switch valve (43)
  • the second hydraulic device (120) includes the first pressure sensor (30); the first pedal feeling simulator (10) in the first pedal feeling simulation system (112) is connected with the first pedal feeling simulator switching valve (43) .
  • the redundant braking system in the brake-by-wire system can also feed back the pedal feeling information to the driver.
  • the driver's pedal feeling can still be guaranteed, giving the driver Bring more stable and comfortable driving experience.
  • the one-way valve connected in parallel with the isolation valve can prevent the brake fluid from flowing back into the brake master cylinder while the brake pedal can be displaced when the isolation valve is in the disconnected state.
  • the brake system further includes at least one sixth control valve (17, 18, 19, 20), at least one second check valve (47, 48, 49, 50) and the mechanical brake input device (111); the mechanical brake input device (111) is connected to the master cylinder (7); at least one first control valve (13, 14, 15, 16) and at least one third At least one sixth control valve (17, 18, 19, 20) is also included between the control valves (61, 62, 63, 64); at least one second one-way valve (47, 48, 49, 50) and at least A first control valve (13, 14, 15, 16) is connected in parallel.
  • a braking system which includes: a brake master cylinder (7), a first supercharger (1), a second supercharger (36), at least one first interface (38w , 38x, 38y, 38z), at least one first control valve (13, 14, 15, 16), at least one second control valve (52, 53) and at least one third control valve (61, 62, 63, 64 ); at least one first interface (38w, 38x, 38y, 38z) for connecting at least one brake wheel cylinder (22, 23, 24, 25); at least one first control valve (13, 14, 15, 16 ) and at least one first interface (38w, 38x, 38y, 38z) are respectively connected through at least one third control valve (61, 62, 63, 64); the brake master cylinder (7) and at least one first control valve ( 13, 14, 15, 16) are respectively connected through at least one second control valve (52, 53), and the brake master cylinder (7) and at least one second control valve (52, 53) also include at least one fifth control valve
  • the redundant braking system can control each brake wheel cylinder at a low cost. , realize the functional backup of the main braking system, meet the braking function requirements of vehicles such as ABS/AEB/ESC/TCS, and can further improve the safety of the braking system.
  • the first liquid storage container (6) and the second liquid storage container (71), the second supercharger (36) and the first liquid storage container (6 ) connection, or, the second supercharger (36) is connected with the second liquid storage container (71).
  • the redundant braking system of the braking system can obtain brake fluid from the fluid storage tank of the main braking system, which can reduce costs; the redundant braking system can also obtain brake fluid from the redundant braking system
  • the independent fluid storage tank obtains the brake fluid, which can make the decoupling of the main braking system and the redundant braking system more thorough, and improve the independence of the redundant braking system.
  • the brake master cylinder (7) and at least one first control valve (13, 14, 15, 16) pass through at least one second control valve (52, 53) connection
  • the brake master cylinder (7) and at least one second control valve (52, 53) also include at least one fifth control valve (11, 12) including: at least one second control valve (52, 53) and At least one fifth control valve (11, 12) is directly connected, or at least one second control valve (52, 53) and at least one fifth control valve (11, 12) are connected through at least one second interface (38k, 38l) connection; at least one first control valve (13, 14, 15, 16) and at least one second control valve (52, 53) are directly connected, or at least one first control valve (13, 14, 15, 16) and At least one second control valve (52, 53) is directly connected via at least one fifth interface connection (38m, 38n).
  • the brake system further includes at least one sixth port (38s, 38t, 38u, 38v), at least one first control valve (13, 14, 15, 16 ) is connected to at least one third control valve (61, 62, 63, 64), wherein at least one first control valve (13, 14, 15, 16) and at least one third control valve (61, 62, 63, 64 ) are directly connected through pipelines; or, at least one first control valve (13, 14, 15, 16) and at least one third control valve (61, 62, 63, 64) are respectively connected through at least one sixth interface (38s, 38t, 38u, 38v) connection.
  • at least one sixth port 38s, 38t, 38u, 38v
  • at least one first control valve (13, 14, 15, 16 ) is connected to at least one third control valve (61, 62, 63, 64), wherein at least one first control valve (13, 14, 15, 16) and at least one third control valve (61, 62, 63, 64 ) are directly connected through pipelines; or, at least
  • connection between the second supercharger (36) and the first liquid storage container (6) includes: the second supercharger (36) and the first liquid storage container (6) Direct connection, or the second supercharger (36) and the first liquid storage container (6) are connected through the third interface (38a).
  • the brake system further includes at least one fourth control valve (65, 66), at least one third check valve (67, 68, 69, 70), wherein, at least one fourth control valve (65, 66) is connected with the first liquid storage container (6), or at least one fourth control valve (65, 66) is connected with the second liquid storage container (71); at least one The third one-way valve (67, 68, 69, 70) is connected with at least one fourth control valve (65, 66), and at least one third one-way valve (67, 68, 69, 70) is connected with at least one third The control valves (61, 62, 63, 64) are connected.
  • the controller can effectively reduce the braking force of the four brake wheel cylinders, further improving the safety of the braking system.
  • the braking system further includes: a first pedal feel simulator switch valve (43) and a first pedal feel simulation system (112); the first pedal feel simulation system (112);
  • the controller switch valve (43) is connected to any one of at least one second control valve (52, 53); the second control valve connected to the first pressure sensor (30) and the first pedal feeling simulator switch valve (43)
  • the second hydraulic device (120) includes the first pressure sensor (30); the first pedal feeling simulator (10) in the first pedal feeling simulation system (112) is connected with the first pedal feeling simulator switching valve (43) .
  • the redundant braking system in the brake-by-wire system can also feed back the pedal feeling information to the driver.
  • the driver's pedal feeling can still be guaranteed, giving the driver Bring more stable and comfortable driving experience.
  • the one-way valve connected in parallel with the isolation valve can prevent the brake fluid from flowing back into the brake master cylinder while the brake pedal can be displaced when the isolation valve is in the disconnected state.
  • the brake system further includes at least one sixth control valve (17, 18, 19, 20), at least one second check valve (47, 48, 49, 50) and the mechanical brake input device (111); the mechanical brake input device (111) is connected to the master cylinder (7); at least one first control valve (13, 14, 15, 16) and at least one third At least one sixth control valve (17, 18, 19, 20) is also included between the control valves (61, 62, 63, 64); at least one second one-way valve (47, 48, 49, 50) and at least A first control valve (13, 14, 15, 16) is connected in parallel.
  • a brake system which includes: a brake master cylinder (7), a first supercharger (1), a second supercharger (36), at least one first interface (38q , 38r), at least one first control valve (13, 14, 15, 16) and at least one second control valve (52, 53); the brake master cylinder (7) or the first supercharger (1) through at least A first control valve (13, 14, 15, 16) is connected to at least one brake master cylinder (22, 23, 24, 25); the second supercharger (36) passes through at least one fourth one-way valve (58 , 59) are respectively connected to at least one first interface (38q, 38r), and the second supercharger (36) and the fourth pressure sensor (60) are connected in parallel.
  • the pressure sensor and the one-way valve of the supercharger can cooperate with the redundant braking system to control the pressure of the brake fluid more accurately, thereby ensuring the safety of the braking system.
  • the brake master cylinder (7) or the first supercharger (1) passes at least one first control valve (13, 14, 15, 16) and at least A brake master cylinder (22, 23, 24, 25) is connected to include: the brake master cylinder (7) or the first supercharger (1) through the second liquid inlet valve (14) and the fourth liquid inlet valve (16 ) are directly connected to the second brake wheel cylinder (23) and the fourth brake wheel cylinder (25) respectively; the brake master cylinder (7) or the first supercharger (1) passes through the first liquid inlet valve (13) and the third liquid inlet valve (15) are respectively connected with the first brake wheel cylinder (22) and the third brake wheel cylinder (24), and the first liquid inlet valve (13) and the third liquid inlet valve (15) are respectively At least one second control valve (52, 53) is also included between the first brake wheel cylinder (22) and the third brake wheel cylinder (24); wherein, at least one brake wheel cylinder (22, 23, 24 , 25) comprising the first brake wheel cylinder
  • the redundant braking system independently controls the front wheel brake wheel cylinder, and realizes the pressurization of the rear wheel brake wheel cylinder through EPB cooperation, thereby realizing Four independent supercharging.
  • the braking system further includes a first liquid storage container (6) and a second liquid storage container (71), at least one fourth control valve (35) and a first The two superchargers (36) are respectively connected with the second liquid storage container (71), and the brake master cylinder (7) and the first supercharger (1) are respectively connected with the first liquid storage container (6); or,
  • the dynamic system also includes a first liquid storage container (6), at least one fourth control valve (35), a second supercharger (36), a brake master cylinder (7) and the first supercharger (1) and The first liquid storage container (6) is connected.
  • the redundant braking system of the braking system can obtain brake fluid from the fluid storage tank of the main braking system, which can reduce costs; the redundant braking system can also obtain brake fluid from the redundant braking system
  • the independent fluid storage tank obtains the brake fluid, which can make the decoupling of the main braking system and the redundant braking system more thorough, and improve the independence of the redundant braking system.
  • the first liquid inlet valve (13) and the third liquid inlet valve (15) are respectively connected with the first brake wheel cylinder (22) and the third brake wheel cylinder
  • At least one second control valve (52, 53) is also included between the cylinders (24), including: the first liquid inlet valve (13) and the third liquid inlet valve (15) respectively and at least one second control valve (52, 53 ) directly connected; or, the first liquid inlet valve (13) and the third liquid inlet valve (15) are respectively connected with at least one second control valve (52, 53) through at least one second interface (38o, 38p); at least A second control valve (52, 53) is directly connected to the first brake wheel cylinder (22) and the third brake wheel cylinder (24); or at least one second control valve (52, 53) is respectively connected to the first wheel brake cylinder (24).
  • a brake wheel cylinder (22) and a third brake wheel cylinder (24) are connected via at least one first connection (38q, 38r).
  • the brake system further includes at least one fourth control valve (54, 55), the first liquid storage container (6) or the second liquid storage container (71 ) are respectively connected to the first brake wheel cylinder (22) and the third brake wheel cylinder (24) through at least one fourth control valve (54, 55).
  • the controller can effectively reduce the braking force of the four brake wheel cylinders, further improving the safety of the braking system.
  • the braking system further includes at least one fifth control valve (11, 12), at least one sixth control valve (17, 18, 19, 20), at least A second check valve (47, 48, 49, 50) is connected with the mechanical brake input device (111) and the mechanical brake input device (111) with the master cylinder (7); the master cylinder (7) and at least one first At least one fifth control valve (11, 12); at least one first control valve (13, 14, 15, 16) and at least one second control valve ( 26, 27, 28, 29) also includes at least one sixth control valve (17, 18, 19, 20), at least one second check valve (47, 48, 49, 50) and at least one first Control valves (13, 14, 15, 16) are connected in parallel.
  • control method that may be implemented in any one of the third aspect or the fourth aspect can also be used in the braking system of any possible implementation manner in the fifth aspect to the ninth aspect, and in order to avoid repetition, it is not described here. repeat.
  • an automobile including the brake system described in any possible implementation manner of the first aspect or the third aspect above, the hydraulic adjustment unit in the brake system adjusts the braking system The pressure of the brake fluid in the brake pipeline in order to control the magnitude of the braking force applied to the brake wheel cylinder in the brake system.
  • a control device in an eleventh aspect, includes a processing unit and a transceiver unit, wherein the transceiver unit is used to send control instructions, and the processing unit is used to generate control instructions, so that the control device executes the first aspect or the third aspect any of the possible methods.
  • control device may be an independent controller in the car, or a chip with a control function in the car.
  • the processing unit may be a processor, and the transceiver unit may be a communication interface.
  • control device may also include a storage unit, which may be a memory in the controller, where the memory may be a storage unit (such as a register, cache, etc.) storage unit (eg, read only memory, random access memory, etc.).
  • a storage unit such as a register, cache, etc.
  • storage unit eg, read only memory, random access memory, etc.
  • the memory is coupled to the processor.
  • the memory is coupled with the processor, which may be understood as the memory is located inside the processor, or the memory is located outside the processor, thus being independent from the processor.
  • a computer program product comprising: computer program code, when the computer program code is run on a computer, the computer is made to execute the methods in the above aspects.
  • a computer-readable medium stores program codes, and when the computer program codes are run on a computer, the computer is made to execute the methods in the above aspects.
  • Fig. 1 is a schematic diagram of a brake-by-wire system provided by an embodiment of the present application
  • Fig. 2 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application.
  • Fig. 3 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application.
  • Fig. 4 is a schematic diagram of a supercharging process in an emergency manual braking mode provided by an embodiment of the present application
  • Fig. 5 is a schematic diagram of a supercharging device mode supercharging process provided by an embodiment of the present application.
  • Fig. 6 is a schematic diagram of a supercharging process in a redundant braking mode provided by an embodiment of the present application
  • Fig. 7 is a schematic diagram of a redundant braking mode pressure maintaining process provided by the embodiment of the present application.
  • Fig. 8 is a schematic diagram of a decompression process in a redundant braking mode provided by an embodiment of the present application.
  • Fig. 9 is a schematic diagram of another redundant braking mode supercharging process provided by the embodiment of the present application.
  • Fig. 10 is a schematic diagram of another redundant braking mode supercharging process provided by the embodiment of the present application.
  • Fig. 11 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application.
  • Fig. 12 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application.
  • Fig. 13 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application.
  • Fig. 14 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application.
  • Fig. 15 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application.
  • Fig. 16 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application.
  • Fig. 17 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application.
  • Fig. 18 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application.
  • Fig. 19 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application.
  • Fig. 20 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application.
  • Fig. 21 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application.
  • Fig. 22 is a schematic diagram of another redundant braking mode supercharging process provided by the embodiment of the present application.
  • Fig. 23 is a schematic diagram of another redundant braking mode supercharging process provided by the embodiment of the present application.
  • Fig. 24 is a schematic diagram of another redundant braking mode decompression process provided by the embodiment of the present application.
  • Fig. 25 is a schematic diagram of another redundant braking mode decompression process provided by the embodiment of the present application.
  • Fig. 26 is a schematic diagram of another redundant braking mode supercharging process provided by the embodiment of the present application.
  • Fig. 27 is a schematic diagram of another redundant braking mode decompression process provided by the embodiment of the present application.
  • Fig. 28 is a schematic diagram of another redundant braking mode supercharging process provided by the embodiment of the present application.
  • Fig. 29 is a schematic diagram of another redundant braking mode decompression process provided by the embodiment of the present application.
  • Fig. 30 is a schematic diagram of another redundant braking mode supercharging process provided by the embodiment of the present application.
  • Fig. 31 is a schematic flowchart of a brake-by-wire control method provided by an embodiment of the present application.
  • Fig. 32 is a schematic diagram of a control device provided by an embodiment of the present application.
  • Fig. 33 is a schematic diagram of another control device provided by an embodiment of the present application.
  • the brake-by-wire system of the present application is applicable to self-driving vehicles or new energy vehicles, wherein self-driving vehicles include passenger vehicles and commercial vehicles with automatic driving functions, and new energy vehicles include passenger vehicles and commercial vehicles using new energy.
  • ABS Antilock Brake System
  • AEB Automatic emergency braking system
  • Electronic stability control system (electronic stability control system, ESC): the sensor collects vehicle information to judge the instability of the vehicle. When the vehicle tends to be unstable, the ESC system applies braking force to a single or part of the wheels to obtain the stability of the wheels. yaw moment, so as to achieve the purpose of stabilizing the vehicle.
  • Traction control system When the car is driving, when the driving wheel slips, a control system that automatically controls the engine or the driving motor and the brake to suppress the speed of the driving wheel.
  • the brake system includes an integrated brake system (integrated brake system, IBS) and a redundant brake module (redundant brake unit, RBU), wherein the redundant brake module may also be called a redundant brake system.
  • IBS integrated brake system
  • RBU redundant brake unit
  • Integrated brake system The electro-hydraulic brake-by-wire system composed of electric linear pumps, solenoid valves and valve bodies can realize braking functions such as ABS/AEB/ESC/TCS of vehicles.
  • Redundant braking module an independent braking module that backs up the main braking system. When the main braking system of the vehicle fails, the RBU module completes the braking of the vehicle and improves the safety of the vehicle.
  • a braking system which is composed of two main braking systems and a redundant braking system that perform braking independently.
  • the system uses a plunger pump and two isolation valves in the redundant braking system, After the main braking system fails, the redundant braking system can effectively brake the left and right front wheels of the vehicle.
  • the structure of the braking system is simple and reliable, and the stability is high, the redundant braking system in the braking system can only realize the braking of the two front wheels, and cannot adapt to the integrated braking system of the vehicle such as ABS, AEB, ESC or TCS. dynamic function requirements.
  • the embodiment of the present application provides a brake-by-wire system with multiple redundant functions, which can satisfy the brake-by-wire and redundant functions at the same time, and is used to support the control requirements of new energy vehicles or self-driving vehicles.
  • the following will refer to Figure 1 Go to Fig. 30 for details.
  • the brake pipelines mentioned below can be only “liquid outlet pipelines” or “liquid inlet pipelines”, and the brake pipelines can also be “liquid outlet pipelines” and “liquid inlet pipelines”. .
  • the brake pipeline in the brake system is used to deliver the brake fluid in the brake wheel cylinder to the fluid storage device.
  • the brake pipeline Can be referred to as "outlet pipeline”.
  • the brake line is used to provide brake fluid for the wheels of the car to provide braking force for the wheels of the car.
  • the brake line can be called "Inlet pipeline”.
  • the control valve used to control the connection or disconnection of the liquid inlet pipeline may be called a “liquid inlet valve” or a “boosting valve”.
  • the controller used to control the connection or disconnection of the return line can be called a “liquid outlet valve” or a “pressure relief valve”.
  • the control valve used to isolate the two-stage braking subsystem may be referred to as an "isolation valve”.
  • the above-mentioned control valve may be a valve commonly used in an existing braking system, for example, a solenoid valve, etc., which is not specifically limited in this embodiment of the present application.
  • the connection port between the control valve and the brake pipeline can be represented by the first port and the second port.
  • the brake fluid is between the first port and the second port.
  • the flow direction is not limited.
  • the brake fluid can flow from the first port of the control valve to the second port of the control valve, or, in the process of charging the wheel cylinders of the wheels of the car During decompression, brake fluid can flow from the second port of the control valve to the first port of the control valve.
  • the definitions of "first port" and "second port" of the control valve are as follows.
  • the first port of the control valve is the first port, and the first port of the control valve that the brake fluid meets is the second port during the process of decompressing the brake wheel cylinders of the wheels of the automobile.
  • the above definition is only an example, which is not limited in this embodiment of the present application.
  • main brake pipeline 21 can be understood as a section that realizes a certain function. or multi-section brake lines.
  • the main brake pipeline 21 is a multi-section brake pipeline for connecting the brake master cylinder 7 and the brake circuit 113 .
  • FIG. 1 is a schematic diagram of a brake-by-wire system provided by an embodiment of this application.
  • the brake-by-wire system 100 may include a main brake system 110 , a redundant brake system 120 , and a controller.
  • the brake-by-wire system 100 can also include a first wheel brake cylinder 22 , a second wheel brake cylinder 23 , a third wheel brake cylinder 24 and a fourth wheel brake cylinder 25 .
  • redundant braking system 120 may be used as an example of the first braking subsystem, and the name of the first braking subsystem 120 is not limited in this application.
  • the braking system in this application further includes at least one controller, which is not shown in the figure, for example, a main braking system controller and a redundant braking system controller.
  • the braking system can also control different components according to different braking requirements through a controller.
  • the controller can control the components of the redundant braking system 120 to realize corresponding braking function.
  • Various individual components in the braking system may also have their own sub-controllers, and these controllers can communicate with each other and work together.
  • the controller receives measurement or detection signals from various sensors, such as environmental conditions, driver input, braking system status, etc., and controls the braking characteristics of the braking system through calculation and judgment.
  • the braking system in this application may not include a brake wheel cylinder, that is, only include the main braking system 110 and the redundant braking system 120, and may also include a brake wheel cylinder, that is, the main braking system 110, the redundant braking system 120 and the brake wheel cylinder all belong to the braking system.
  • At least one brake wheel cylinder (22, 23, 24, 25) in this application may be the first brake wheel cylinder 22, the second brake wheel cylinder 23, the third brake wheel cylinder wheel cylinder 24 and fourth brake wheel cylinder 25 .
  • the main brake system 110 may include a booster device 1, a mechanical brake input device 111, a first pedal feeling simulation system 112, a brake circuit 113, a second pressure sensor 2, a master cylinder liquid inlet valve 5, a one-way valve 46, The first liquid storage container 6 , the brake master cylinder 7 , the first wheel cylinder isolation valve 11 , the second wheel cylinder isolation valve 12 and the main brake pipeline 21 .
  • the supercharging device 1 may be an example of the first supercharger 1, specifically a supercharging pump, a plunger pump assembly and other components that perform supercharging, which are not limited in this embodiment of the present application. .
  • the mechanical brake input device 111 includes a brake pedal 3 , a pedal displacement sensor 4 and a push rod 51 . It should be understood that when the driver depresses the brake pedal 3, the brake pedal is connected with the push rod 51, and the push rod 51 is pushed forward, the pressures of the first hydraulic chamber and the second hydraulic chamber of the brake master cylinder 7 increase, and the first The brake fluid (hydraulic fluid) in the liquid storage container 6 enters the first hydraulic chamber and the second hydraulic chamber of the brake master cylinder 7 through the main brake pipeline, through the check valve 46 and the master cylinder liquid inlet valve 5, The pressure of the first hydraulic chamber and the second hydraulic chamber of the brake master cylinder 7 increases, and the brake fluid is pushed into the main brake pipeline 21 from the first hydraulic chamber and the second hydraulic chamber of the brake master cylinder 7 , and enter the brake circuit 113 through the first wheel cylinder isolation valve 11 and the second wheel cylinder isolation valve 12 .
  • the pedal displacement sensor 4 is used to measure the displacement of the push rod 51 relative to the brake master cylinder 7 .
  • the main brake pipeline 21 includes pipelines in the main brake system, and for the sake of brief description, each pipeline in the main brake pipeline 21 is not described in this embodiment of the present application.
  • the one-way valve can only allow the brake fluid to flow from the first port of the one-way valve to the second port, but cannot flow from the second port to the first port.
  • the upper end of the one-way valve 46 is the first port
  • the lower end is the second port
  • the brake fluid can only flow from the first port of the one-way valve to the second port.
  • this is only for ease of understanding, and there is no limitation on the naming of the first port and the second port, that is, it can also be described as the brake fluid can only flow from the second port to the first port.
  • At least one fifth control valve (11, 12) is used to isolate the supercharging device 1 from the brake master cylinder 7, and in supercharging mode, the brake fluid comes from the supercharging device 1 .
  • the fifth control valve is in the on state, and in the supercharging mode, the fifth control valve is in the off state.
  • at least one fifth control valve can specifically be the first wheel cylinder isolation valve 11 and the second wheel cylinder isolation valve 12.
  • the embodiment of the application does not limit the number of the fifth control valve.
  • the number of fifth control valves shown is an example only.
  • the disconnected state means that the brake fluid cannot flow from one port of the control valve to another port
  • the conduction state specifically means that the brake fluid can flow from one port of the control valve to another port.
  • the first pedal feeling simulation system 112 includes a third pressure sensor 8 , a third pedal feeling simulator switching valve 9 and a first pedal feeling simulator 10 .
  • the second hydraulic chamber of the brake master cylinder 7 is connected with the third pressure sensor 8 , the third pedal feeling simulator switching valve 9 and the first pedal feeling simulator 10 through the master brake pipeline 21 .
  • the first pedal feel simulation system 112 is used to feed back pedal feel information to the driver.
  • the third pedal feel simulator switch valve 9 in the first pedal feel simulation system 112 is in a conduction state.
  • the brake circuit 113 has different layouts, for example, it can be X-shaped layout, H-shaped layout, I-shaped layout and so on.
  • the X-type arrangement is that one brake circuit is connected to the brake wheel cylinder of the left front wheel (front left, FL) and the brake wheel cylinder of the right rear wheel (rear right, RR), and the other brake circuit is connected to the brake wheel cylinder of the right front wheel (front Right, FR) brake wheel cylinder and left rear wheel (rear left, RL) brake wheel cylinder.
  • the H-type arrangement is that one brake circuit connects the brake wheel cylinder of the left front wheel and the brake wheel cylinder of the left rear wheel, and the other brake circuit connects the brake wheel cylinder of the right front wheel and the brake wheel cylinder of the right rear wheel. .
  • the layout of the work type is that one brake circuit connects the brake wheel cylinder of the left front wheel and the brake wheel cylinder of the right front wheel, and the other brake circuit connects the brake wheel cylinder of the left rear wheel and the brake wheel cylinder of the right rear wheel .
  • the embodiment of the present application does not limit the type of the brake circuit, and the embodiment itself takes an X-type brake circuit as an example.
  • the brake circuit 113 includes the fifth wheel cylinder inlet valve 13, the sixth wheel cylinder inlet valve 14, the seventh wheel cylinder inlet valve 15, the eighth wheel cylinder inlet valve 16, the first wheel cylinder outlet valve 17, The second wheel cylinder fluid outlet valve 18, the third wheel cylinder fluid outlet valve 19, the fourth wheel cylinder fluid outlet valve 20, the first master check valve 47, the second master check valve 48, and the third master check valve 49 and the fourth main check valve 50 .
  • the fifth wheel cylinder liquid inlet valve 13 controls the brake fluid to enter the brake wheel cylinder of the left front wheel FL
  • the sixth wheel cylinder liquid inlet valve 14 controls the brake fluid to enter the brake wheel cylinder of the right rear wheel RR
  • the wheel cylinder liquid inlet valve 15 controls the brake fluid to enter the brake wheel cylinder of the right front wheel FR
  • the eighth wheel cylinder liquid inlet valve 16 controls the brake fluid to enter the brake wheel cylinder of the left rear wheel RL.
  • At least one first control valve (13, 14, 15, 16) is used to flow brake fluid into the brake wheel cylinders.
  • at least one first control valve may specifically be the liquid inlet valve 13 for the fifth wheel cylinder, the liquid inlet valve 14 for the sixth wheel cylinder, the liquid inlet valve 15 for the seventh wheel cylinder, and the liquid inlet valve 16 for the eighth wheel cylinder.
  • the embodiment of the application does not limit the number of the first control valves, and the number of the first control valves shown in the embodiment of the application is only an example.
  • At least one second one-way valve (47, 48, 49, 50) is used to adjust the pressure at both ends of the first control valve to prevent the pressure at the second port of the at least one first control valve from being higher than that of the first port. Fluid cannot flow into the brake wheel cylinders.
  • At least one second one-way valve can specifically be the first main one-way valve 47, the second main one-way valve 48, the third main one-way valve 49 and the fourth main one-way valve 50.
  • the number of one-way valves is not limited, and the number of second one-way valves shown in the embodiment of the present application is only an example.
  • the first wheel cylinder liquid outlet valve 17 controls the brake fluid to flow out of the brake wheel cylinder of the left front wheel FL back to the first liquid storage container 6 or the supercharging device 1
  • the second wheel cylinder liquid valve 18 controls the brake fluid to flow out of the right wheel cylinder.
  • the brake wheel cylinder of the rear wheel RR returns to the first liquid storage container 6 or the supercharging device 1
  • the third wheel cylinder liquid outlet valve 19 controls the brake fluid to flow out of the brake wheel cylinder of the right front wheel FR and returns to the first liquid storage
  • the fourth wheel cylinder liquid outlet valve 20 controls the brake fluid to flow out of the brake wheel cylinder of the left rear wheel RL and return to the first liquid storage container 6 or the supercharging device 1 .
  • At least one sixth control valve (17, 18, 19, 20) is used to make the brake fluid flow back from the brake wheel cylinder to the liquid storage container, for example, flow back to the first liquid storage container 6, in this application at least A sixth control valve may specifically be the first wheel cylinder liquid outlet valve 17, the second wheel cylinder liquid outlet valve 18, the third wheel cylinder liquid outlet valve 19, and the fourth wheel cylinder liquid outlet valve 20.
  • the number of the six control valves is not limited, and the number of the sixth control valve shown in the embodiment of the present application is only an example.
  • the redundant brake system 120 may include a plunger pump assembly 36 , a first wheel cylinder inlet valve 31 , a second wheel cylinder inlet valve 32 , a third wheel cylinder inlet valve 33 and a fourth wheel cylinder inlet valve 34 , wheel cylinder liquid outlet valve 35, first redundant isolation valve 26, second redundant isolation valve 27, third redundant isolation valve 28 and fourth redundant isolation valve 29, first pressure sensor 30 and redundant braking Line 37.
  • the plunger pump assembly 36 can be a specific example of the second supercharger 36, and the second supercharger 36 can also be a booster pump and other components that perform a boosting function. In this embodiment of the present application, No limit.
  • At least one second control valve (26, 27, 28, 29) is used to isolate the two braking subsystems, and at least one second control valve may belong to the redundant braking system 120, or may belong to the main braking system 110, which is not limited in this application.
  • the at least one second control valve (26, 27, 28, 29) is normally on, and in the redundant braking mode, the at least one second control valve (26, 27, 28, 29) is off.
  • at least one second control valve can specifically be the first redundant isolation valve 26, the second redundant isolation valve 27, the third redundant isolation valve 28, and the fourth redundant isolation valve 29.
  • the number of the second control valves is not limited, and the number of the second control valves shown in the embodiment of the present application is only an example.
  • At least one third control valve (31, 32, 33, 34) is used to flow brake fluid into the wheel cylinders.
  • the at least one third control valve (31, 32, 33, 34) is normally in a disconnected state, and in the redundant braking mode, the at least one third control valve (31, 32, 33, 34) is in a conductive state.
  • at least one third control valve may specifically be the liquid inlet valve 31 for the first wheel cylinder, the liquid inlet valve 32 for the second wheel cylinder, the liquid inlet valve 33 for the third wheel cylinder, and the liquid inlet valve 34 for the fourth wheel cylinder.
  • the embodiment of the application does not limit the number of the third control valves, and the number of the third control valves shown in the embodiment of the application is only an example.
  • At least one fourth control valve (35) is used to make the brake fluid flow from the brake wheel cylinder back to the fluid storage container, for example, to flow back to the first fluid storage container 6 or the second fluid storage container 71 .
  • the at least one fourth control valve is usually in a disconnected state, and the at least one fourth control valve is in a conductive state in the decompression working condition in the redundant braking mode.
  • at least one fourth control valve may specifically be the wheel cylinder liquid outlet valve 35.
  • the embodiment of the present application does not limit the number of the fourth control valves, and the number of the fourth control valves shown in the embodiment of the present application is only as an example.
  • the first liquid storage container 6 or the second liquid storage container 71 is respectively connected to at least one brake wheel cylinder through at least one fourth control valve, which is not shown in the figure of the embodiment of the present application, if There is a corresponding wheel cylinder liquid outlet valve for each wheel cylinder, and this solution can realize simultaneous and independent pressure relief for each brake wheel cylinder.
  • the redundant brake system may also include a brake system plug connector 38, wherein the brake system plug connector 38 includes at least one first interface (38f, 38g, 38h, 38i, 38w, 38x, 38y, 38z, 38q, 38r), at least one second interface (38b, 38c, 38d, 38e, 38k, 38l, 38o, 38p), a third interface 38a, and a fourth interface 38j.
  • the brake system plug connector 38 includes at least one first interface (38f, 38g, 38h, 38i, 38w, 38x, 38y, 38z, 38q, 38r), at least one second interface (38b, 38c, 38d, 38e, 38k, 38l, 38o, 38p), a third interface 38a, and a fourth interface 38j.
  • the first interface is used to connect the isolation valve and the main braking system part that isolates the two braking subsystems; the second interface is used to connect the redundant braking system 120 and at least one brake wheel cylinder; the third interface is used to connect the redundant braking system 120 The first fluid storage container 6 of the redundant braking system 120 and the main braking system 110 ; the fourth interface is used to connect the redundant braking system 120 and the first pedal feeling simulator 10 .
  • the brake system plug connector 38 may also include at least one fifth interface (38m, 38n), and the fifth interface is used to connect at least one of the redundant brake system 120 and the main brake system first control valve.
  • the brake system plug connector 38 may also include at least one sixth interface (38s, 38t, 38u, 38v), and the sixth interface is used to connect at least one sixth interface in the redundant braking system 120.
  • the sixth interface is used to connect at least one sixth interface in the redundant braking system 120.
  • the redundant braking system 120 and the main braking system 110 can be directly connected through the brake pipeline, as shown in (b) of FIG. , as shown in (a) of FIG.
  • the redundant braking system 120 and the main braking system 110 in any braking system can be directly connected through the braking pipeline, and the braking system is integrated at this time; or, any braking system
  • the redundant braking system 120 and the main braking system 110 in the braking system can also be connected through at least one of the above-mentioned interfaces in the braking system plug-in joint 38. At this time, the braking system is split;
  • the redundant braking system 120 and the main braking system 110 in the dynamic system can also be connected through a combination of direct pipeline connection and the above-mentioned interface connection, which is not limited in this embodiment of the present application.
  • first wheel cylinder liquid inlet valve 31 and the first redundant isolation valve 26 are connected through a first redundant brake pipeline 37a, and the first redundant brake pipeline 37a provides braking force to the first brake wheel cylinder 22 .
  • the second wheel cylinder fluid inlet valve 32 and the second redundant isolation valve 27 are connected through a second redundant brake pipeline 37 b, and the second redundant brake pipeline 37 b provides braking force to the second brake wheel cylinder 23 .
  • the third wheel cylinder fluid inlet valve 33 is connected to the third redundant isolation valve 28 through a third redundant brake pipeline 37 c, and the third redundant brake pipeline 37 c provides braking force to the third brake wheel cylinder 24 .
  • the fourth wheel cylinder fluid inlet valve 34 is connected to the fourth redundant isolation valve 29 through a fourth redundant brake pipeline 37d, and the fourth redundant brake pipeline 37d provides braking force to the fourth brake wheel cylinder 25.
  • the redundant brake pipeline 37 may include a first redundant brake pipeline 37a, a second redundant brake pipeline 37b, a third redundant brake pipeline 37c, a fourth redundant brake pipeline Redundant brake pipeline 37d, fifth redundant brake pipeline 37e, sixth redundant brake pipeline 37f.
  • the redundant brake pipeline may further include a seventh redundant brake pipeline 37g and an eighth redundant brake pipeline 37h.
  • Wheel cylinder outlet valve 35, plunger pump assembly 36, first wheel cylinder inlet valve 31, second wheel cylinder inlet valve 32, third wheel cylinder inlet valve 33 and fourth wheel cylinder inlet valve 34 pass The sixth redundant brake pipeline 37f is connected; the wheel cylinder liquid outlet valve 35, the plunger pump assembly 36 and the first brake system plug joint 38a are connected through the fifth redundant brake pipeline 37e.
  • the brake system plug-in connector 38 includes a first brake system plug-in connector 38a, a second brake system plug-in connector 38b, a third brake system plug-in connector 38c, a fourth brake system plug-in connector 38d, The fifth braking system plug connector 38e, the sixth braking system plug connector 38f, the seventh braking system plug connector 38g, the eighth braking system plug connector 38h, and the ninth braking system plug connector 38i.
  • the redundant braking system 120 may also include a first redundant one-way valve 39, a second redundant one-way valve 40, a third redundant one-way valve 41 and a fourth redundant one-way valve 42, the first redundant one-way valve
  • the directional valve 39 is connected in parallel with the first redundant isolation valve 26
  • the second redundant check valve 40 is connected in parallel with the second redundant isolation valve 27
  • the third redundant check valve 41 is connected in parallel with the third redundant isolation valve 28
  • the second redundant check valve 40 is connected in parallel with the third redundant isolation valve 28.
  • Four redundant one-way valves 42 and the fourth redundant isolation valve 29 are connected in parallel;
  • the first redundant isolation valve 26 includes a first port and a second port, and the first pressure sensor 30 and the first port of the first redundant isolation valve 26 connect.
  • At least one first one-way valve ( 39 , 40 , 41 , 42 ) is used to displace the brake pedal 3 and prevent the brake fluid from flowing back into the master cylinder 7 .
  • the at least one first one-way valve may specifically be the first redundant one-way valve 39 , the second redundant one-way valve 40 , the third redundant one-way valve 41 and the fourth redundant one-way valve 42 .
  • the embodiment of the present application does not limit the number of the first one-way valves, and the number of the first one-way valves shown in the embodiment of the present application is only an example.
  • the connection relationship between the main braking system 110 and the redundant braking system 120 is as follows: the first liquid storage container 6 passes through the braking system plug joint 38a, and the wheel cylinder liquid outlet valve 35 and the plunger in the redundant braking system 120
  • the pump assembly 36 is connected; the sum in the brake circuit 113 and the first ports of the first redundant isolation valve 26, the second redundant isolation valve 27, the third redundant isolation valve 28 and the fourth redundant isolation valve 29 are respectively Connected by the second brake system plug connector 38b, the third brake system plug connector 38c, the fourth brake system plug connector 38d and the fifth brake system plug connector 38e; the first brake wheel cylinder 22 and
  • the second port of the first redundant isolation valve 26 in the redundant system 120 is connected through the ninth brake system plug joint 38i; the second brake wheel cylinder 23 and the second redundant isolation valve in the redundant system 120
  • the second port of 27 is connected through the eighth braking system plug joint 38h; the second port of the third brake wheel cylinder 24 and the first redundant isolation valve 28 in the redundant system 120 is connected through the seventh braking system
  • FIG. 9 is a schematic diagram of a supercharging process in a redundant braking mode provided by an embodiment of the present application.
  • the controller independently controls the redundant braking system 120 to provide braking force to the four brake wheel cylinders.
  • the controller controls the first redundant isolation valve 26 and the second redundant isolation valve 27.
  • the third redundant isolation valve 28 and the fourth redundant isolation valve 29 are in a disconnected state. At this time, only a small amount of brake fluid can enter the brake wheel cylinder through the one-way valve, and the redundant braking system 120 is required to provide braking force for the brake wheel cylinder.
  • the redundant brake system control 120 controls the liquid inlet valve 31 of the first wheel cylinder, the liquid inlet valve 32 of the second wheel cylinder, the liquid inlet valve 33 of the third wheel cylinder and the liquid inlet valve 34 of the fourth wheel cylinder to be in the conduction state, and the control wheel
  • the cylinder outlet valve 35 is in the disconnected state, the plunger pump assembly 36 is working, the brake fluid passes through the plunger pump assembly 36 from the first fluid storage container 6, and flows from the first wheel cylinder inlet valve 31 and the second wheel cylinder respectively.
  • the wheel cylinder inlet valve 32, the third wheel cylinder inlet valve 33 and the fourth wheel cylinder inlet valve 34 enter the first brake wheel cylinder 22, the second brake wheel cylinder 23, the third brake wheel cylinder 24 and the first brake wheel cylinder.
  • the first redundant one-way valve 39 , the second redundant one-way valve 40 , the third redundant one-way valve 41 and the fourth redundant one-way valve 42 isolate the brake fluid from flowing to the main braking system 110 .
  • the thickness of the brake pipeline only represents the flow direction of the brake fluid in different working modes, and does not represent the pressure of the brake fluid in the brake pipeline.
  • the part of the brake pipeline indicated by a thick line indicates that when the redundant braking system 120 provides braking force to the brake wheel cylinder, the brake fluid flows to the brake wheel cylinder;
  • a thin brake pipeline means that when the redundant brake system 120 provides braking force to the brake wheel cylinders, although the brake fluid still flows in the brake pipeline, it cannot provide braking force to the brake wheel cylinders.
  • Fig. 2 is a schematic diagram of another brake-by-wire system provided by an embodiment of the present application.
  • the brake-by-wire system 100 includes a main brake system 110, a redundant brake system 120, a first brake wheel cylinder 22, a second brake wheel cylinder 23, a third brake wheel cylinder 24 and The fourth brake wheel cylinder 25.
  • the main braking system 110 in FIG. 2 has the same structure and function as the main braking system 110 in (a) of FIG. 1 , and will not be repeated here to avoid repetition.
  • the redundant brake system 120 may include a plunger pump assembly 36 , a first wheel cylinder inlet valve 31 , a second wheel cylinder inlet valve 32 , a third wheel cylinder inlet valve 33 and a fourth wheel cylinder inlet valve 34 , wheel cylinder liquid outlet valve 35, first redundant isolation valve 26, second redundant isolation valve 27, third redundant isolation valve 28 and fourth redundant isolation valve 29, first pressure sensor 30, redundant braking Pipeline 37 and braking system plug joint 38.
  • the first wheel cylinder liquid inlet valve 31 and the first redundant isolation valve 26 are connected through a first redundant brake pipeline 37a, and the first redundant brake pipeline 37a provides braking force to the first brake wheel cylinder 22 .
  • the second wheel cylinder fluid inlet valve 32 and the second redundant isolation valve 27 are connected through a second redundant brake pipeline 37 b, and the second redundant brake pipeline 37 b provides braking force to the second brake wheel cylinder 23 .
  • the third wheel cylinder liquid inlet valve 33 and the third redundant isolation valve 28 are connected through the third redundant brake pipeline 37c, and the third redundant brake pipeline 37c provides braking force to the third brake wheel cylinder 24.
  • the fourth wheel cylinder fluid inlet valve 34 is connected to the fourth redundant isolation valve 29 through a fourth redundant brake pipeline 37d, and the fourth redundant brake pipeline 37d provides braking force to the fourth brake wheel cylinder 25.
  • the redundant brake pipeline 37 includes a first redundant brake pipeline 37a, a second redundant brake pipeline 37b, a third redundant brake pipeline 37c, a fourth redundant brake pipeline 37d, a fifth redundant brake pipeline A redundant brake line 37e, a sixth redundant brake line 37f, a seventh redundant brake line 37g, and an eighth redundant brake line 37h.
  • Wheel cylinder outlet valve 35, plunger pump assembly 36, first wheel cylinder inlet valve 31, second wheel cylinder inlet valve 32, third wheel cylinder inlet valve 33 and fourth wheel cylinder inlet valve 34 pass The sixth redundant brake pipeline 37f is connected; the wheel cylinder outlet valve 35, the plunger pump assembly 36 and the first brake system plug joint 38a are connected through the fifth redundant brake pipeline 37e, and the brake system plug
  • the plug connector 38 comprises a first brake system plug connector 38a.
  • the redundant brake system 120 may also include a first pedal feel simulator switch valve 43, the first redundant isolation valve 26 includes a first port and a second port, the first pedal feel simulator switch valve 43 and the first redundant isolation valve
  • the first port of the valve 26 is connected through the eighth redundant brake pipeline 37h, wherein the first pedal feel simulator switch valve 43 is used to feed back pedal feel information to the driver when the main braking system fails 110 .
  • the first pressure sensor 30 is connected to the first port of the first redundant isolation valve 26 .
  • the installation position of the first pedal feeling simulator switching valve 43 can be connected with the first port of each redundant isolation valve through the redundant brake pipeline 37h.
  • the first pressure sensor 30 The installation position varies with the installation position of the first pedal feeling simulator switch valve 43 , and the embodiment of the present application does not limit the installation positions of the first pedal feel simulator switch valve 43 and the first pressure sensor 30 .
  • the first port of the first pedal feel simulator switching valve 43 and the first port of the first redundant isolation valve 26 are connected through the eighth redundant brake pipeline 37h, and the first pressure sensor 30 It is connected to the first port of the first redundant isolation valve 26 .
  • One port is connected to the second port of the first pedal feeling simulator switching valve 43 in the redundant braking system 120 through the tenth brake system plug connector 38j.
  • the brake-by-wire brake system in the embodiment of the present application includes three working modes, which are manual brake mode, supercharging device brake mode and redundant brake mode.
  • the redundant braking mode of the dynamic system will be described in detail in conjunction with Figure 10.
  • Fig. 10 is a schematic diagram of another redundant braking mode provided by the embodiment of the present application.
  • the controller controls the redundant braking system 120 to provide braking force to the four brake wheel cylinders.
  • the driver depresses the brake pedal 3, and the brake fluid enters the brake circuit 113 from the master cylinder 7. Since the controller controls the first redundant The isolation valve 26, the second redundant isolation valve 27, the third redundant isolation valve 28 and the fourth redundant isolation valve 29 are in an open state. At this time, the brake fluid cannot enter the brake wheel cylinder through the main brake system, and the redundant brake system 120 is required to provide braking force for the brake wheel cylinder.
  • the redundant brake system control 120 controls the liquid inlet valve 31 of the first wheel cylinder, the liquid inlet valve 32 of the second wheel cylinder, the liquid inlet valve 33 of the third wheel cylinder and the liquid inlet valve 34 of the fourth wheel cylinder to be in the conduction state, and the control wheel
  • the cylinder outlet valve 35 is in the disconnected state, the plunger pump assembly 36 is working, the brake fluid passes through the plunger pump assembly 36 from the first fluid storage container 6, and flows from the first wheel cylinder inlet valve 31 and the second wheel cylinder respectively.
  • the wheel cylinder inlet valve 32, the third wheel cylinder inlet valve 33 and the fourth wheel cylinder inlet valve 34 enter the first brake wheel cylinder 22, the second brake wheel cylinder 23, the third brake wheel cylinder 24 and the first brake wheel cylinder.
  • the first pedal feel simulator 10 is used to feed back pedal feel information to the driver.
  • the redundant braking system 120 in the brake-by-wire system can also feed back the pedal feeling information to the driver. In the case of failure of the main braking system, the driver's pedal feeling can still be guaranteed, giving the driver For a more stable and comfortable driving experience.
  • Fig. 3 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application.
  • the brake-by-wire brake system 100 includes a main brake system 110, a redundant brake system 120, a first brake wheel cylinder 22, a second brake wheel cylinder 23 , a third wheel brake cylinder 24 and a fourth wheel brake cylinder 25 .
  • the structure and function of the main braking system 110 in (a) of FIG. 3 are consistent with those of the main braking system 110 in (a) of FIG. 1 , and are not repeated here to avoid repetition.
  • the redundant brake system 120 may include a plunger pump assembly 36 , a first wheel cylinder inlet valve 31 , a second wheel cylinder inlet valve 32 , a third wheel cylinder inlet valve 33 and a fourth wheel cylinder inlet valve 34 , wheel cylinder liquid outlet valve 35, first redundant isolation valve 26, second redundant isolation valve 27, third redundant isolation valve 28 and fourth redundant isolation valve 29, first pressure sensor 30, redundant braking Pipeline 37 and braking system plug joint 38.
  • the first wheel cylinder liquid inlet valve 31 and the first redundant isolation valve 26 are connected through a first redundant brake pipeline 37a, and the first redundant brake pipeline 37a provides braking force to the first brake wheel cylinder 22 .
  • the second wheel cylinder fluid inlet valve 32 and the second redundant isolation valve 27 are connected through a second redundant brake pipeline 37 b, and the second redundant brake pipeline 37 b provides braking force to the second brake wheel cylinder 23 .
  • the third wheel cylinder fluid inlet valve 33 is connected to the third redundant isolation valve 28 through a third redundant brake pipeline 37 c, and the third redundant brake pipeline 37 c provides braking force to the third brake wheel cylinder 24 .
  • the fourth wheel cylinder fluid inlet valve 34 is connected to the fourth redundant isolation valve 29 through a fourth redundant brake pipeline 37d, and the fourth redundant brake pipeline 37d provides braking force to the fourth brake wheel cylinder 25.
  • the redundant brake pipeline 37 includes a first redundant brake pipeline 37a, a second redundant brake pipeline 37b, a third redundant brake pipeline 37c, a fourth redundant brake pipeline 37d, a fifth redundant brake pipeline A redundant brake line 37e, a sixth redundant brake line 37f, a seventh redundant brake line 37g, and an eighth redundant brake line 37h.
  • Wheel cylinder outlet valve 35, plunger pump assembly 36, first wheel cylinder inlet valve 31, second wheel cylinder inlet valve 32, third wheel cylinder inlet valve 33 and fourth wheel cylinder inlet valve 34 pass The sixth redundant brake pipeline 37f is connected; the wheel cylinder outlet valve 35, the plunger pump assembly 36 and the first brake system plug joint 38a are connected through the fifth redundant brake pipeline 37e, and the brake system plug
  • the plug connector 38 includes a first brake system plug connector 38a, as shown in (a) of FIG. 3 .
  • the redundant braking system 120 may also include an independent second fluid storage container 71, and the second fluid storage container 71 and the plunger pump 36 are connected through a fifth redundant braking pipeline 37e, as shown in (b) of FIG. 3 .
  • the independent fluid storage tank in the redundant braking system can make the redundant braking system 120 and the main braking system 110 more completely decoupled.
  • the redundant braking system 120 in the embodiment of the present application may include an independent second liquid storage container 71 , and the connection structure is similar to that in (b) of FIG. 3 , which is omitted in other drawings of the present application.
  • the brake fluid is taken from the first fluid storage container 6 of the active braking system 110 as an example. There is no restriction on which fluid storage tank the brake fluid comes from and which fluid storage tank the brake fluid flows back to.
  • the brake fluid can come from the first fluid storage container 6 or the second fluid storage container 71, and the brake fluid can flow back to the first fluid storage tank.
  • the redundant brake system 120 may also include a second pedal feel simulation system 121, the second pedal feel simulation system 121 includes a second pedal feel simulator switching valve 44 and a second pedal feel simulator 45, the second pedal feel simulator 45 , The first port of the second pedal feeling simulator switch valve 44 and the third redundant isolation valve 28 is connected through the seventh redundant brake pipeline 37g, wherein the second pedal feel simulator switch valve 44 and the second pedal feel The simulator 45 is used to feed back pedal feeling information to the driver when the main braking system fails 110 ; the first pressure sensor 30 is connected to the first port of the third redundant isolation valve 28 .
  • the installation position of the second pedal feeling simulation system 121 can be connected with the first port of each redundant isolation valve through the seventh redundant brake pipeline 37g.
  • the first pressure sensor 30 The installation position varies with the installation position of the second pedal feeling simulation system 121 , and the embodiment of the present application does not limit the installation positions of the second pedal feeling simulation system 121 and the first pressure sensor 30 .
  • the first port of the second pedal feeling simulation system 121 and the third redundant isolation valve 28 is connected through the seventh redundant brake pipeline 37g, and the first pressure sensor 30 and the first port The first port of the triple redundant isolation valve 28 is connected.
  • connection relationship between the main brake system 110 and the redundant brake system 120 in the brake-by-wire brake system shown in (a) of FIG. 3 is the same as that in (a) of FIG. 1 , and will not be repeated here.
  • the brake-by-wire system in the embodiment of the present application has three working modes, which are manual braking mode, supercharging device braking mode and redundant braking mode.
  • the working principles of the braking-by-wire system under these three working modes are as follows: Detailed description will be made respectively in conjunction with FIG. 4 to FIG. 8 .
  • FIG. 4 is a schematic diagram of a pressure boosting process in manual braking mode in an emergency state provided by an embodiment of the present application.
  • the brake fluid enters the brake circuit 113 from the brake master cylinder 7, the first redundant isolation valve 26, the second redundant isolation valve 27, the third redundant isolation valve 28 and the third redundant isolation valve
  • the four redundant isolation valves 29 are in the conductive state, and the brake fluid enters the four redundant isolation valves 26, 27, 28 and 29 through the first redundant isolation valve 29 and
  • the brake wheel cylinder provides braking force for the brake wheel cylinder.
  • the first wheel cylinder liquid inlet valve 31, the second wheel cylinder liquid inlet valve 32, the third wheel cylinder liquid inlet valve 33 and the fourth wheel cylinder liquid inlet valve 34 in the redundant braking system 120 are in the disconnected state , to prevent the brake fluid from flowing back into the first fluid storage container 6 .
  • the second pedal feel simulator switching valve 44 in the second pedal feel simulation system 121 is also in a disconnected state, and at this time, the second pedal feel simulation system 121 does not work.
  • FIG. 5 is a schematic diagram of a supercharging process in a supercharging device mode provided by an embodiment of the present application.
  • the main braking system controller controls the first wheel cylinder isolation valve 11 and the second wheel cylinder isolation valve 12 in the main braking system 110 to be in the disconnected state, and controls the third pedal feeling simulator switch Valve 9 is in a conducting state.
  • the driver depresses the brake pedal 3, and the brake fluid enters the first pedal feel simulator 10 in the first pedal feel simulation system 112 from the brake master cylinder 7, and the pedal feel information is fed back to the driver.
  • the supercharging device 1 in the main braking system 110 works, the brake fluid enters the brake circuit 113 from the supercharging device, the first redundant isolation valve 26 , the second redundant isolation valve 27 , and the third redundant isolation valve 28 and the fourth redundant isolation valve 29 are in a conduction state, and the brake fluid enters through the first redundant isolation valve 26, the second redundant isolation valve 27, the third redundant isolation valve 28 and the fourth redundant isolation valve 29 respectively.
  • Four brake wheel cylinders provide braking force for the brake wheel cylinders.
  • the first wheel cylinder liquid inlet valve 31, the second wheel cylinder liquid inlet valve 32, the third wheel cylinder liquid inlet valve 33 and the fourth wheel cylinder liquid inlet valve 34 in the redundant braking system 120 are in the disconnected state , to prevent the brake fluid from flowing back into the first fluid storage container 6 .
  • the second pedal feeling simulator switch valve 44 in the second pedal feel simulation system 121 is also in disconnected state, and now the second pedal feel simulation system 121 does not work.
  • Redundant braking mode When the main braking system fails, the brake-by-wire system enters the redundant braking mode. In this mode, there are three braking working processes, which are the supercharging process of the redundant braking mode and the redundant braking process. Mode pressure maintaining process and redundant braking mode decompression process, these three processes will be described in detail below with reference to FIG. 6 to FIG. 8 .
  • FIG. 6 is a schematic diagram of a supercharging process in redundant braking mode provided by an embodiment of the present application.
  • the controller controls the redundant braking system 120 to provide braking force to the four brake wheel cylinders.
  • the controller controls the first redundant isolation valve 26 and the second redundant isolation valve 27.
  • the third redundant isolation valve 28 and the fourth redundant isolation valve 29 are in a disconnected state.
  • the redundant braking system 120 is required to provide braking force for the brake wheel cylinders.
  • the redundant brake system control 120 controls the liquid inlet valve 31 of the first wheel cylinder, the liquid inlet valve 32 of the second wheel cylinder, the liquid inlet valve 33 of the third wheel cylinder and the liquid inlet valve 34 of the fourth wheel cylinder to be in the conduction state, and the control wheel
  • the cylinder outlet valve 35 is in the disconnected state, the plunger pump assembly 36 is working, the brake fluid passes through the plunger pump assembly 36 from the first fluid storage container 6, and flows from the first wheel cylinder inlet valve 31 and the second wheel cylinder respectively.
  • the wheel cylinder inlet valve 32, the third wheel cylinder inlet valve 33 and the fourth wheel cylinder inlet valve 34 enter the first brake wheel cylinder 22, the second brake wheel cylinder 23, the third brake wheel cylinder 24 and the first brake wheel cylinder.
  • Five brake wheel cylinders 25 provide braking force for these brake wheel cylinders.
  • the controller controls the second pedal feel simulator switch valve 44 to be in a conduction state, and the brake fluid enters the second pedal feel simulator 45 in the second pedal feel simulation system 121 from the brake circuit 113 to provide the driver with Feedback pedal feel information.
  • FIG. 7 is a schematic diagram of a pressure maintaining process in redundant braking mode provided by an embodiment of the present application.
  • the controller controls the redundant braking system 120 to maintain the braking force for the four brake wheel cylinders.
  • the controller controls the wheel cylinder liquid outlet valve 35 to be in the disconnected state, and the controller controls the first wheel cylinder liquid inlet valve 31, the second wheel cylinder liquid inlet valve 32, and the third wheel cylinder liquid inlet valve 33 and the fourth wheel cylinder liquid inlet valve 34 are in the disconnected state, the first redundant isolation valve 26, the second redundant isolation valve 27, the third redundant isolation valve 28 and the fourth redundant isolation valve 29 are in the disconnected state,
  • the brake fluid does not flow in the redundant brake pipeline 37, so that the braking of the first brake wheel cylinder 22, the second brake wheel cylinder 23, the third brake wheel cylinder 24 and the fourth brake wheel cylinder 25 is realized. power.
  • FIG. 8 is a schematic diagram of a redundant braking mode decompression process provided by an embodiment of the present application.
  • the controller controls the wheel cylinder liquid outlet valve 35 to be in a conduction state, and the controller controls the first wheel cylinder liquid inlet valve 31, the second wheel cylinder liquid inlet valve 32, and the third wheel cylinder liquid inlet valve 33 and the fourth wheel cylinder liquid inlet valve 34 are in the conduction state, and the controller controls the first redundant isolation valve 26, the second redundant isolation valve 27, the third redundant isolation valve 28 and the fourth redundant isolation valve 29 to be in the off state. open state.
  • the brake fluid flows out from the first brake wheel cylinder 22, the second brake wheel cylinder 23, the third brake wheel cylinder 24 and the fourth brake wheel cylinder 25, and passes through the first wheel cylinder liquid inlet valve 31 and the second brake wheel cylinder respectively.
  • the liquid inlet valve 32 of the second wheel cylinder, the liquid inlet valve 33 of the third wheel cylinder, the liquid inlet valve 34 of the fourth wheel cylinder and the liquid outlet valve 35 of the wheel cylinder flow back to the first liquid storage container 6, reducing the pressure of the first brake wheel cylinder 22 , the braking forces of the second brake wheel cylinder 23 , the third brake wheel cylinder 24 and the fourth brake wheel cylinder 25 .
  • the redundant braking system 120 in the brake-by-wire system can also feed back the pedal feeling information to the driver. In the case of failure of the main braking system, the driver's pedal feeling can still be guaranteed, giving the driver For a more stable and comfortable driving experience.
  • the independent pedal feeling simulator in the redundant braking system makes the decoupling of the redundant braking system and the main braking system more thorough, which facilitates later maintenance and replacement, and is easy to install.
  • FIG. 11 is a schematic diagram of another brake-by-wire system provided by the embodiment itself.
  • FIG. 11 is a schematic diagram of a brake-by-wire system provided by an embodiment of the present application.
  • the brake-by-wire system 1100 may include a main brake system 110 , a redundant brake system 120 , and a controller.
  • the brake-by-wire system 100 can also include a first wheel brake cylinder 22 , a second wheel brake cylinder 23 , a third wheel brake cylinder 24 and a fourth wheel brake cylinder 25 .
  • redundant braking system 120 may be used as an example of the first braking subsystem, and the name of the first braking subsystem 120 is not limited in this application.
  • the braking system in this application further includes at least one controller, which is not shown in the figure, for example, a main braking system controller and a redundant braking system controller.
  • the braking system can also control different components according to different braking requirements through a controller.
  • the controller can control the components of the redundant braking system 120 to realize corresponding braking function.
  • Various individual components in the braking system may also have their own sub-controllers, and these controllers can communicate with each other and work together.
  • the controller receives measurement or detection signals from various sensors, such as environmental conditions, driver input, braking system status, etc., and controls the braking characteristics of the braking system through calculation and judgment.
  • the braking system in this application may not include a brake wheel cylinder, that is, only include the main braking system 110 and the redundant braking system 120, and may also include a brake wheel cylinder, that is, the main braking system 110, the redundant braking system 120 and the brake wheel cylinder all belong to the braking system.
  • At least one brake wheel cylinder (22, 23, 24, 25) in this application may be the first brake wheel cylinder 22, the second brake wheel cylinder 23, the third brake wheel cylinder wheel cylinder 24 and fourth brake wheel cylinder 25 .
  • the main brake system 110 may include a booster device 1, a mechanical brake input device 111, a first pedal feeling simulation system 112, a brake circuit 113, a second pressure sensor 2, a master cylinder liquid inlet valve 5, a one-way valve 46, The first liquid storage container 6 , the brake master cylinder 7 , the first wheel cylinder isolation valve 11 , the second wheel cylinder isolation valve 12 and the main brake pipeline 21 .
  • the mechanical brake input device 111 includes a brake pedal 3 , a pedal displacement sensor 4 and a push rod 51 . It should be understood that when the driver depresses the brake pedal 3, the brake pedal is connected with the push rod 51, and the push rod 51 is pushed forward, the pressures of the first hydraulic chamber and the second hydraulic chamber of the brake master cylinder 7 increase, and the first The brake fluid (hydraulic fluid) in the liquid storage container 6 enters the first hydraulic chamber and the second hydraulic chamber of the brake master cylinder 7 through the main brake pipeline, through the check valve 46 and the master cylinder liquid inlet valve 5 When the pressure rises, the brake fluid will push the first hydraulic chamber and the second hydraulic chamber of the brake master cylinder 7 into the main brake pipeline 21 from the main brake, pass through the redundant brake system 120, and then pass through the first hydraulic chamber.
  • hydraulic fluid hydraulic fluid
  • the wheel cylinder isolation valve 11 and the second wheel cylinder isolation valve 12 enter a brake circuit 113 .
  • the pedal displacement sensor 4 is used to measure the displacement of the push rod 51 relative to the brake master cylinder 7 .
  • the main brake pipeline 21 includes pipelines in the main brake system, and for the sake of brief description, each pipeline of the main brake pipeline 21 is not described in the embodiment of the present application.
  • first pedal feeling simulator 112 in FIG. 11 is the same as that in (a) of FIG. 1 , and will not be repeated here to avoid repetition.
  • brake circuit 113 in FIG. 11 is also described by taking the X-shaped brake circuit as an example, and will not be described here in order to avoid repetition. For details, refer to the brake circuit 113 in (a) of FIG. 1 .
  • the redundant brake system 120 may include a plunger pump assembly 36, a fifth redundant isolation valve 52, a sixth redundant isolation valve 53, a first pressure sensor 30, a redundant brake pipeline 37, and a brake system plug and unplug Connector 38.
  • the second port of the fifth redundant isolation valve 52 is connected to the plunger pump assembly 36 through the ninth redundant brake pipeline 37i, and the ninth redundant brake pipeline 37i is connected to the first brake wheel cylinder 22 and the The second brake wheel cylinder 23 provides the braking force;
  • the second port of the sixth redundant isolation valve 53 is connected to the plunger pump assembly 36 through the tenth redundant brake pipeline 37j, and the tenth redundant brake pipeline 37j The braking force is supplied to the third wheel brake cylinder 24 and the fourth wheel brake cylinder 25 .
  • the first port of the fifth redundant isolation valve 52 is connected to the first pressure sensor 30 through the eighth redundant brake pipeline 37h, and the redundant brake pipeline 37 includes the fifth redundant brake pipeline 37e, the eighth redundant brake pipeline The redundant brake pipeline 37h, the ninth redundant brake pipeline 37i and the tenth redundant brake pipeline 37j.
  • the plunger pump assembly 36 is connected to the first brake system plug joint 38a through a fifth redundant brake pipeline 37e.
  • the brake system plug connector 38 includes a first brake system plug connector 38a, a tenth brake system plug connector 38j, an eleventh brake system plug connector 38k, a twelfth brake system plug connector 38l, the thirteenth brake system plug connector 38m and the fourteenth brake system plug connector 38n.
  • the redundant braking system 120 may also include a first pedal feel simulator switch valve 43 .
  • the first pedal feel simulator switch valve 43 and the first port of the fifth redundant isolation valve 52 are connected through the eighth redundant brake pipeline 37h, wherein the first pedal feel simulator switch valve 43 is used for main braking
  • the first pressure sensor 30 is connected to the first port of the fifth redundant isolation valve 52 .
  • the plunger pump assembly 36 is connected; the first port of the master cylinder 7 and the fifth redundant isolation valve 52 in the redundant brake system is connected through the eleventh brake system plug joint 38k; the master cylinder 7 and the The first port of the sixth redundant isolation valve 53 in the redundant braking system is connected through the twelfth braking system plug joint 38l; the first port of the first wheel cylinder isolation valve 11 is connected to the fifth redundant isolation valve
  • the second port of 52 is connected through the fourteenth brake system plug joint 38n; the first port of the second wheel cylinder isolation valve 11 and the second port of the sixth redundant isolation valve 53 are connected through the thirteenth brake system
  • the plug connector 38m is connected; the first port of the first pedal feel simulator 10 passes through the tenth brake system plug connector 38j, and the second port of the switch valve 43 of the first pedal feel simulator switch valve 43 in the redundant brake system 120 connect.
  • the brake-by-wire system in Fig. 11 in the embodiment of the present application has three working modes, which are manual braking mode, booster device braking mode and redundant braking mode. The following is for the braking-by-wire system in Fig. 11 The redundant braking mode will be described in detail with reference to FIG. 22 .
  • Fig. 22 is a schematic diagram of another supercharging process in the redundant braking mode provided by the embodiment of the present application.
  • the controller controls the redundant braking system 120 to provide braking force to the four brake wheel cylinders.
  • the controller in the redundant braking system 120 controls the plunger pump assembly 36 to work, and the brake fluid passes through the plunger pump assembly 36 from the first liquid storage container 6 and passes through the first wheel cylinder of the main braking system 110 respectively.
  • the isolation valve 11 and the second wheel cylinder isolation valve 12 enter the brake circuit 113 and respectively enter the first brake wheel cylinder 22, the second brake wheel cylinder 23, the third brake wheel cylinder 24 and the fifth brake wheel cylinder 25, provide braking force for these brake wheel cylinders.
  • the first pedal feel simulator switch valve 43 in the redundant braking system is in a conduction state, and the brake fluid enters the main brake system 110 from the master cylinder 7 through the first pedal feel simulator switch valve 43
  • the first pedal feel simulator 10 in the system feeds back pedal feel information to the driver.
  • the redundant braking system 120 in the brake-by-wire system shown in FIG. 11 is in a low-pressure state, and when the brake-by-wire system is in boost mode, the redundant braking system 120 is in the main braking system 110 Between the brake master cylinder 7 and the supercharging device 1 , the supercharging device 1 does not pass through the redundant braking system 120 .
  • the redundant braking system 120 in the brake-by-wire system shown in FIG. 11 can be in a low-voltage state, or in a high-voltage state, as shown in FIG. 12 .
  • Fig. 12 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application.
  • the redundant braking system 120 in the brake-by-wire system shown in FIG. 12 is in a high-voltage state.
  • the redundant brake system 120 is in the main braking system 110 and the booster device 1 and the first control valve, the booster 1 passes through the redundant braking system 120 .
  • the brake-by-wire system shown in Figure 12 also has three working modes, which are manual braking mode, supercharging device braking mode and redundant braking mode, and the working principle in redundant braking mode is the same as that shown in Figure 22 , and will not be repeated here to avoid repetition.
  • the redundant braking system can control each brake wheel cylinder, and realize the control of the main braking system.
  • function backup which meets the braking function requirements of vehicles such as ABS/AEB/ESC/TCS, and can further improve the safety of the braking system.
  • the redundant braking system 120 in the brake-by-wire system can also The driver feeds back the pedal feeling information, which can still ensure the driver's pedal feeling when the main braking system fails, and bring the driver a more stable and comfortable driving experience.
  • Fig. 13 is a schematic diagram of another brake-by-wire system provided by an embodiment of the present application.
  • the brake-by-wire system 100 includes a main brake system 110, a redundant brake system 120, a first wheel brake cylinder 22, a second wheel brake cylinder 23, a third wheel brake cylinder 24 and The fourth brake wheel cylinder 25.
  • the main brake system 110 in FIG. 13 has the same structure and function as the main brake system 110 in FIG. 11 , and will not be repeated here to avoid repetition.
  • the redundant brake system 120 may include a plunger pump assembly 36, a fifth redundant isolation valve 52, a sixth redundant isolation valve 53, a first pressure sensor 30, a redundant brake pipeline 37, and a brake system plug and unplug Connector 38.
  • the second port of the fifth redundant isolation valve 52 is connected to the plunger pump assembly 36 through the ninth redundant brake pipeline 37i, and the ninth redundant brake pipeline 37i is connected to the first brake wheel cylinder 22 and the The second brake wheel cylinder 23 provides the braking force;
  • the second port of the sixth redundant isolation valve 53 is connected to the plunger pump assembly 36 through the tenth redundant brake pipeline 37j, and the tenth redundant brake pipeline 37j The braking force is supplied to the third wheel brake cylinder 24 and the fourth wheel brake cylinder 25 .
  • the first port of the fifth redundant isolation valve 52 is connected to the first pressure sensor 30 through the eighth redundant brake pipeline 37h, and the redundant brake pipeline 37 includes the fifth redundant brake pipeline 37e, the eighth redundant brake pipeline The redundant brake pipeline 37h, the ninth redundant brake pipeline 37i and the tenth redundant brake pipeline 37j.
  • the plunger pump assembly 36 is connected to the first brake system plug joint 38a through a fifth redundant brake pipeline 37e.
  • the brake system plug connector 38 includes a first brake system plug connector 38a, a tenth brake system plug connector 38j, an eleventh brake system plug connector 38k, a twelfth brake system plug connector 38l, the thirteenth brake system plug connector 38m and the fourteenth brake system plug connector 38n.
  • the redundant braking system 120 may also include a first pedal feel simulator switch valve 43 .
  • the first pedal feel simulator switch valve 43 and the first port of the fifth redundant isolation valve 52 are connected through the eighth redundant brake pipeline 37h, wherein the first pedal feel simulator switch valve 43 is used for main braking
  • the first pressure sensor 30 is connected to the first port of the fifth redundant isolation valve 52 .
  • the redundant braking system 120 may also include a fifth wheel cylinder outlet valve 54 and a sixth wheel cylinder outlet valve 55 .
  • the second port of the fifth wheel cylinder fluid outlet valve 54 is connected to the second port of the fifth redundant isolation valve 52 through the ninth redundant brake pipeline 37i, and the first port of the fifth wheel cylinder fluid outlet valve 54 It is connected with the first brake system plug joint 38a through the fifth redundant brake pipeline 37e.
  • the second port of the sixth wheel cylinder fluid outlet valve 55 is connected to the second port of the sixth redundant isolation valve 53 through the tenth redundant brake pipeline 37j, and the first port of the sixth wheel cylinder fluid outlet valve 55 is connected to the second port of the sixth redundant isolation valve 53.
  • a brake system plug connector 38a is connected through a fifth redundant brake line 37e.
  • the first port of the control valve through which the brake fluid flows back to the storage tank is defined as the second port, so in Fig. In 13, the upper end of the fifth wheel cylinder liquid outlet valve 54 and the sixth wheel cylinder liquid outlet valve 55 is the second port, and the lower end of the fifth wheel cylinder liquid outlet valve 54 and the sixth wheel cylinder liquid outlet valve 55 is the first port .
  • connection relationship between the main brake system 110 and the redundant brake system 120 in the brake-by-wire brake system shown in FIG. 13 is the same as that in FIG. 11 , and will not be repeated here.
  • the brake-by-wire system in Figure 13 in the embodiment of the present application has three working modes, which are manual braking mode, booster braking mode and redundant braking mode.
  • the redundant braking mode of the brake-by-wire brake system will be described in detail in conjunction with Fig. 23 and Fig. 24 respectively for the supercharging process and the decompressing process of the redundant braking mode.
  • FIG. 23 is a schematic diagram of another supercharging process in redundant braking mode provided in FIG. 13 of the embodiment of the present application.
  • the supercharging process in FIG. 23 is similar to the supercharging process in FIG. 22.
  • the difference is that the redundant braking system 120 in FIG. In the open state, the brake fluid is prevented from flowing back from the plunger pump 36 to the first fluid storage container 6 .
  • the rest of the pressurization process is similar to that of FIG. 22 , and will not be repeated here. You can refer to the pressurization process of FIG. 22 .
  • FIG. 24 is a schematic diagram of another redundant braking mode decompression process provided by the embodiment of the present application.
  • the controller controls the fifth wheel cylinder fluid outlet valve 54 and the sixth wheel cylinder fluid outlet valve 55 to be in the conduction state, and controls the fifth redundant isolation valve 52 and the sixth redundant isolation valve 53 to be in the off state.
  • the brake fluid passes through the first wheel cylinder isolation valve 11 and the second wheel cylinder from the first wheel brake cylinder 22, the second wheel brake cylinder 23, the third wheel brake cylinder 24 and the fourth wheel brake cylinder 25.
  • the wheel cylinder isolation valve 12 flows back to the first liquid storage container 6 through the fifth wheel cylinder liquid outlet valve 54 and the sixth wheel cylinder liquid outlet valve 55, reducing the pressure of the first brake wheel cylinder 22 and the second brake wheel cylinder 23. , the braking force of the third brake wheel cylinder 24 and the fourth brake wheel cylinder 25.
  • the redundant braking system 120 in the brake-by-wire system shown in FIG. 13 may be in a low-voltage state or in a high-voltage state, as shown in FIG. 14 .
  • Fig. 14 is a schematic diagram of another brake-by-wire system provided by an embodiment of the present application. For a detailed explanation of whether the redundant braking system is in a low-voltage state or in a high-pressure state, reference can be made to FIG. 11 and FIG. 12 , and details will not be repeated here.
  • the brake-by-wire system shown in Figure 14 also has three working modes, which are manual braking mode, supercharging device braking mode and redundant braking mode, wherein the working principle in redundant braking mode is the same as that shown in Figure 23 It is similar to that shown in 24, and will not be repeated here to avoid repetition.
  • the redundant braking system 120 in the brake-by-wire system can also feed back the pedal feeling information to the driver. In the case of failure of the main braking system, the driver's pedal feeling can still be guaranteed, giving The driver brings a more stable and comfortable driving experience.
  • the number of electromagnetic valves in the redundant braking system is small, which can effectively control the four brake wheel cylinders at a low cost.
  • Fig. 15 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application.
  • the brake-by-wire system 100 includes a main brake system 110, a redundant brake system 120, a first wheel brake cylinder 22, a second wheel brake cylinder 23, a third wheel brake cylinder 24 and The fourth brake wheel cylinder 25.
  • the main braking system 110 in FIG. 15 has the same structure and function as the main braking system 110 in FIG. 11 , and will not be repeated here to avoid repetition.
  • the redundant brake system 120 may include a plunger pump assembly 36, a fifth redundant isolation valve 52, a sixth redundant isolation valve 53, a first pressure sensor 30, a redundant brake pipeline 37, and a brake system plug and unplug Connector 38.
  • the second port of the fifth redundant isolation valve 52 is connected to the plunger pump assembly 36 through the ninth redundant brake pipeline 37i, and the ninth redundant brake pipeline 37i is connected to the first brake wheel cylinder 22 and the The second brake wheel cylinder 23 provides the braking force;
  • the second port of the sixth redundant isolation valve 53 is connected to the plunger pump assembly 36 through the tenth redundant brake pipeline 37j, and the tenth redundant brake pipeline 37j The braking force is supplied to the third wheel brake cylinder 24 and the fourth wheel brake cylinder 25 .
  • the first port of the fifth redundant isolation valve 52 is connected to the first pressure sensor 30 through the eighth redundant brake pipeline 37h, and the redundant brake pipeline 37 includes the fifth redundant brake pipeline 37e, the eighth redundant brake pipeline The redundant brake pipeline 37h, the ninth redundant brake pipeline 37i and the tenth redundant brake pipeline 37j.
  • the plunger pump assembly 36 is connected to the first brake system plug joint 38a through a fifth redundant brake pipeline 37e.
  • the brake system plug connector 38 includes a first brake system plug connector 38a, an eleventh brake system plug connector 38k, a twelfth brake system plug connector 38l, a thirteenth brake system plug connector The connector 38m and the fourteenth braking system plug connector 38n.
  • the redundant braking system 120 may also include a fifth wheel cylinder outlet valve 54 and a sixth wheel cylinder outlet valve 55 .
  • the second port of the fifth wheel cylinder fluid outlet valve 54 is connected to the second port of the fifth redundant isolation valve 52 through the ninth redundant brake pipeline 37i, and the first port of the fifth wheel cylinder fluid outlet valve 54 It is connected with the first brake system plug joint 38a through the fifth redundant brake pipeline 37e.
  • the second port of the sixth wheel cylinder fluid outlet valve 55 is connected to the second port of the sixth redundant isolation valve 53 through the tenth redundant brake pipeline 37j, and the first port of the sixth wheel cylinder fluid outlet valve 55 is connected to the second port of the sixth redundant isolation valve 53.
  • a brake system plug connector 38a is connected through a fifth redundant brake line 37e.
  • the redundant brake system 120 may also include a ninth check valve 56 and a tenth check valve 57, the ninth check valve 56 and the fifth redundant isolation valve 52 are connected in parallel, the tenth check valve 57 and the sixth redundant The isolation valve 53 is connected in parallel.
  • the connection relationship between the main brake system 110 and the redundant brake system 120 in the brake-by-wire brake system shown in Figure 15 is as follows: the first fluid storage container 6 passes through the brake system plug connector 38a, and the redundant brake system
  • the plunger pump assembly 36 in 120 is connected; the first port of the master cylinder 7 and the fifth redundant isolation valve 52 in the redundant brake system is connected through the eleventh brake system plug joint 38k; the master cylinder 7 It is connected with the first port of the sixth redundant isolation valve 53 in the redundant braking system through the twelfth braking system plug joint 38l; the first port of the first wheel cylinder isolation valve 11 is isolated from the fifth redundant isolation valve
  • the second port of the valve 52 is connected through the fourteenth brake system plug joint 38n; the first port of the second wheel cylinder isolation valve 11 and the second port of the sixth redundant isolation valve 53 are connected through the thirteenth brake system System plug connector 38m connection.
  • the brake-by-wire system in Figure 15 in the embodiment of the present application has three working modes, which are manual braking mode, supercharger braking mode and redundant braking mode. The following is for the brake-by-wire system in Figure 15 The redundant braking mode will be described in detail with reference to FIG. 25 .
  • Fig. 25 is a schematic diagram of another decompression process in redundant braking mode provided by the embodiment of the present application.
  • the controller controls the redundant braking system 120 to reduce the braking force of the four brake wheel cylinders.
  • the controller controls the fifth wheel cylinder fluid outlet valve 54 and the sixth wheel cylinder fluid outlet valve 55 to be in the conduction state, and controls the fifth redundant isolation valve 52 and the sixth redundant isolation valve 53 to be in the off state.
  • the brake fluid passes through the first wheel cylinder isolation valve 11 and the second wheel cylinder from the first wheel brake cylinder 22, the second wheel brake cylinder 23, the third wheel brake cylinder 24 and the fourth wheel brake cylinder 25.
  • the wheel cylinder isolation valve 12 flows back to the first liquid storage container 6 through the fifth wheel cylinder liquid outlet valve 54 and the sixth wheel cylinder liquid outlet valve 55, reducing the pressure of the first brake wheel cylinder 22 and the second brake wheel cylinder 23. , the braking force of the third brake wheel cylinder 24 and the fourth brake wheel cylinder 25.
  • the ninth one-way valve 56 and the tenth one-way valve 57 can isolate the brake fluid from flowing back into the master cylinder 7 .
  • the controller controls the fifth redundant isolation valve 52 and the sixth redundant isolation valve 53 In the disconnected state, when the driver depresses the brake pedal 3, the ninth one-way valve 56 and the tenth one-way valve 57 can be connected, and a small amount of brake fluid can flow out of the brake master cylinder 7 , avoiding that the fifth redundant isolation valve 52 and the sixth redundant isolation valve 53 in the redundant braking system are disconnected, and the brake fluid cannot flow in the master brake cylinder 7 and the main brake pipeline 21, so that The driver cannot depress the brake pedal 3.
  • the redundant braking system 120 in the brake-by-wire system shown in FIG. 15 can be in a low-voltage state, or in a high-voltage state, as shown in FIG. 16 .
  • Fig. 16 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application. For a detailed explanation of whether the redundant braking system is in a low-voltage state or in a high-pressure state, reference can be made to FIG. 11 and FIG. 12 , and details will not be repeated here.
  • the brake-by-wire system shown in Figure 16 also has three working modes, which are manual braking mode, supercharging device braking mode and redundant braking mode, wherein the working principle in redundant braking mode is the same as that shown in Figure 25 The ones shown are similar, and will not be repeated here to avoid repetition.
  • the control The brake can effectively reduce the braking force of the four brake wheel cylinders, further improving the safety of the braking system.
  • the number of electromagnetic valves in the redundant braking system is small, which can effectively control the four brake wheel cylinders at a low cost.
  • Fig. 17 is a schematic diagram of another brake-by-wire system provided by an embodiment of the present application.
  • the brake-by-wire system 100 includes a main brake system 110 , a redundant brake system 120 , and a controller.
  • the brake system may further include a first wheel brake cylinder 22 , a second wheel brake cylinder 23 , a third wheel brake cylinder 24 and a fourth wheel brake cylinder 25 .
  • the main braking system 110 in FIG. 17 has the same structure and function as the main braking system 110 in FIG. 1 , and will not be repeated here to avoid repetition.
  • the redundant brake system 120 may include a plunger pump assembly 36, a fifth redundant isolation valve 52, a sixth redundant isolation valve 53, a first pressure sensor 30, a redundant brake pipeline 37, and a brake system plug and unplug Connector 38.
  • the second port of the fifth redundant isolation valve 52 is connected to the plunger pump assembly 36 through the ninth redundant brake pipeline 37i, and the ninth redundant brake pipeline 37i is connected to the first brake wheel cylinder 22 and the The second brake wheel cylinder 23 provides the braking force;
  • the second port of the sixth redundant isolation valve 53 is connected to the plunger pump assembly 36 through the tenth redundant brake pipeline 37j, and the tenth redundant brake pipeline 37j The braking force is supplied to the third wheel brake cylinder 24 and the fourth wheel brake cylinder 25 .
  • the first port of the fifth redundant isolation valve 52 is connected to the first pressure sensor 30 through the eighth redundant brake pipeline 37h, and the redundant brake pipeline 37 includes the fifth redundant brake pipeline 37e, the eighth redundant brake pipeline The redundant brake pipeline 37h, the ninth redundant brake pipeline 37i and the tenth redundant brake pipeline 37j.
  • the plunger pump assembly 36 is connected to the first brake system plug joint 38a through a fifth redundant brake pipeline 37e.
  • the brake system plug connector 38 includes a first brake system plug connector 38a, a fifteenth brake system plug connector 38o, a sixteenth brake system plug connector 38p, a seventeenth brake system plug connector The joint 38q and the eighteenth braking system plug joint 38r.
  • the redundant braking system 120 may also include a fifth wheel cylinder outlet valve 54 and a sixth wheel cylinder outlet valve 55 .
  • the second port of the fifth wheel cylinder fluid outlet valve 54 is connected to the second port of the fifth redundant isolation valve 52 through the ninth redundant brake pipeline 37i, and the first port of the fifth wheel cylinder fluid outlet valve 54 It is connected with the first brake system plug joint 38a through the fifth redundant brake pipeline 37e.
  • the second port of the sixth wheel cylinder fluid outlet valve 55 is connected to the second port of the sixth redundant isolation valve 53 through the tenth redundant brake pipeline 37j, and the first port of the sixth wheel cylinder fluid outlet valve 55 is connected to the second port of the sixth redundant isolation valve 53.
  • a brake system plug connector 38a is connected through a fifth redundant brake line 37e.
  • the redundant brake system 120 may also include an eleventh one-way valve 58, a twelfth one-way valve 59 and a fourth pressure sensor 60, the eleventh one-way valve 58 and the twelfth one-way valve 59 are connected to the plunger respectively.
  • the two liquid outlets of the pump assembly 36 are connected, and the fourth pressure sensor 60 is connected to the plunger pump assembly 36 .
  • any redundant brake system of the brake-by-wire system in the embodiment of the present application may include an eleventh one-way valve 58, a twelfth one-way valve 59 and a fourth pressure sensor 60 for Precise control of brake fluid pressure.
  • the connection relationship between the main braking system 110, the redundant braking system 120 and the brake wheel cylinder may be as follows: the first fluid storage container 6 passes through the braking system plug connector 38a, and the redundant braking system 120 The plunger pump assembly 36 in the brake circuit 113 and the first port of the fifth redundant isolation valve 52 in the redundant brake system 120 are connected through the fifteenth brake system plug-in joint 38o; the brake The circuit 113 and the first port of the sixth redundant isolation valve 53 in the redundant braking system 120 are connected through the sixteenth braking system plug connector 38p; the first brake wheel cylinder 22 and the fifth redundant isolation valve The second port of 52 is connected through the seventeenth brake system plug connector 38q; the second port of the third brake wheel cylinder 24 and the sixth redundant isolation valve 53 is connected through the eighteenth brake system plug connector 38r connection; the brake circuit 113 is connected to the second brake wheel cylinder 23; the brake circuit 113 is connected to the fourth brake wheel cylinder 25.
  • the brake circuit shown in FIG. 17 adopts an X-shaped layout.
  • the brake circuit shown in FIG. It is connected with the front wheel brake cylinder, for example, the left front wheel brake cylinder, that is, the first brake cylinder 22, wherein the brake circuit for controlling the rear wheel is directly connected with the rear wheel cylinder, such as the right rear wheel cylinder.
  • the moving wheel cylinder that is, the second brake wheel cylinder 23; the brake circuit controlling the front wheel in the other brake circuit needs to pass through the redundant braking system 120, and then connect to the front wheel brake wheel cylinder, for example, the right
  • the front wheel brake cylinder that is, the third brake wheel cylinder 24, wherein the brake circuit that controls the rear wheel is directly connected to the rear wheel cylinder, for example, the left rear wheel brake cylinder, that is, the fourth brake wheel Cylinder 25.
  • the redundant brake system 120 in the brake-by-wire brake system shown in FIG. 17 can independently control the front wheel brake cylinders of the vehicle after the main brake system fails. , there may be other connection manners, therefore, the connection manner in the embodiment of the present application is not limited to that shown in FIG. 17 .
  • the brake-by-wire system in Figure 17 in the embodiment of the present application has three working modes, which are manual braking mode, supercharger braking mode and redundant braking mode.
  • the following is for the brake-by-wire system in Figure 17
  • For the redundant braking mode the supercharging process and the decompressing process of the redundant braking mode will be described in detail with reference to FIG. 26 and FIG. 27 respectively.
  • FIG. 26 is a schematic diagram of another supercharging process in redundant braking mode provided by an embodiment of the present application.
  • the redundant braking system 120 is required to provide braking force for the brake wheel cylinders.
  • the controller in the redundant braking system 120 controls the plunger pump assembly 36 to work, the fourth pressure sensor 60, the eleventh one-way valve 58 and the twelfth one-way valve 59 precisely control the brake fluid, and the brake fluid flows from The first liquid storage container 6 passes through the plunger pump assembly 36.
  • the controller controls the fifth wheel cylinder liquid outlet valve 54 and the sixth wheel cylinder liquid outlet valve 55 to be in the disconnected state, and the brake fluid passes through the plunger pump assembly.
  • 36 respectively enter the first brake wheel cylinder 22 and the third brake wheel cylinder 24 to provide braking force for these two brake wheel cylinders.
  • the controller can control an electronic parking system (electrical park brake, EPB) to provide braking force for the second wheel brake cylinder 23 and the fourth wheel brake cylinder 25 through a mechanical structure.
  • EPB electronic parking system
  • FIG. 27 is a schematic diagram of another redundant braking mode decompression process provided by the embodiment of the present application.
  • the controller controls the fifth wheel cylinder fluid outlet valve 54 and the sixth wheel cylinder fluid outlet valve 55 to be in the conduction state, and controls the fifth redundant isolation valve 52 and the sixth redundant isolation valve 53 to be in the off state.
  • the brake fluid comes out from the first brake wheel cylinder 22 and the third brake wheel cylinder 24, passes through the fifth wheel cylinder outlet valve 54 and the sixth wheel cylinder outlet valve 55, and flows back to the first liquid storage container 6.
  • the front wheel brake wheel cylinder can be decompressed when the wheel is locked. Cooperate with the ABS braking requirements of the front wheels.
  • the redundant braking system supercharges the front wheel brake cylinders
  • the rear wheel brake cylinders can be supercharged through EPB cooperation, thereby achieving four-wheel independent supercharging.
  • the pressure sensor and one-way valve of the plunger pump can cooperate with the redundant brake system to more accurately control the pressure of the brake fluid, thereby ensuring the safety of the brake system.
  • Fig. 18 is a schematic diagram of another brake-by-wire system provided by an embodiment of the present application.
  • the brake-by-wire system 100 includes a main brake system 110, a redundant brake system 120, and a controller.
  • the brake system also includes a first wheel brake cylinder 22 , a second wheel brake cylinder 23 , a third wheel brake cylinder 24 and a fourth wheel brake cylinder 25 .
  • the main brake system 110 in FIG. 18 has the same structure and function as the main brake system 110 in FIG. 11 , and will not be repeated here to avoid repetition.
  • the redundant brake system 120 may include a plunger pump assembly 36, a fifth redundant isolation valve 52, a sixth redundant isolation valve 53, a first pressure sensor 30, a redundant brake pipeline 37, and a brake system plug and unplug Connector 38.
  • the second port of the fifth redundant isolation valve 52 is connected to the plunger pump assembly 36 through the ninth redundant brake pipeline 37i, and the ninth redundant brake pipeline 37i is connected to the first brake wheel cylinder 22 and the The second brake wheel cylinder 23 provides the braking force;
  • the second port of the sixth redundant isolation valve 53 is connected to the plunger pump assembly 36 through the tenth redundant brake pipeline 37j, and the tenth redundant brake pipeline 37j The braking force is supplied to the third wheel brake cylinder 24 and the fourth wheel brake cylinder 25 .
  • the first port of the fifth redundant isolation valve 52 is connected to the first pressure sensor 30 through the eighth redundant brake pipeline 37h, and the redundant brake pipeline 37 includes the fifth redundant brake pipeline 37e, the eighth redundant brake pipeline The redundant brake pipeline 37h, the ninth redundant brake pipeline 37i and the tenth redundant brake pipeline 37j.
  • the plunger pump assembly 36 is connected to the first brake system plug joint 38a through a fifth redundant brake pipeline 37e.
  • the brake system plug connector 38 includes a first brake system plug connector 38a, an eleventh brake system plug connector 38k, a twelfth brake system plug connector 38l, a thirteenth brake system plug connector Connector 38m and the fourteenth brake system plug connector 38n, the nineteenth brake system plug connector 38s, the twentieth brake system plug connector 38t, the twenty-first brake system plug connector 38u, the second The twelfth brake system plug connector 38v, the twenty-third brake system plug connector 38w, the twenty-fourth brake system plug connector 38x, the twenty-fifth brake system plug connector 38y and the twenty-sixth Brake system plug connector 38z.
  • the redundant braking system 120 may also include a ninth wheel cylinder inlet valve 61, a tenth wheel cylinder inlet valve 62, an eleventh wheel cylinder inlet valve 63, a twelfth wheel cylinder inlet valve 64, a seventh wheel cylinder Cylinder fluid outlet valve 65 , eighth wheel cylinder fluid outlet valve 66 , thirteenth one-way valve 67 , fourteenth one-way valve 68 , fifteenth one-way valve 69 and sixteenth one-way valve 70 .
  • the ninth wheel cylinder inlet valve 61, the sixteenth one-way valve 70 and the eighth wheel cylinder outlet valve 66 are connected through the fourteenth redundant brake pipeline 37n; the tenth wheel cylinder inlet valve 62, The fifteenth one-way valve 69 is connected to the eighth wheel cylinder outlet valve 66 through the thirteenth redundant brake pipeline 37m, and the fifteenth one-way valve 69 and the sixteenth one-way valve 70 are connected in parallel; the tenth The liquid inlet valve 63 and the fourteenth one-way valve 68 are connected to the liquid outlet valve 65 of the seventh wheel cylinder through the twelfth redundant brake pipeline 371; the liquid inlet valve 64 of the twelfth wheel cylinder and the The thirteenth one-way valve 67 is connected to the seventh wheel cylinder liquid outlet valve 65 through the eleventh redundant brake pipeline 37k, and the thirteenth one-way valve 67 and the fourteenth one-way valve 68 are connected in parallel.
  • connection relationship between the wheel cylinder liquid inlet valve, the one-way valve and the wheel cylinder liquid outlet valve in the redundant braking system can be the first port of the wheel cylinder liquid inlet valve and the corresponding one-way valve.
  • the directional valve and the wheel cylinder outlet valve are connected through redundant brake pipelines
  • the ninth wheel cylinder inlet valve 61, the sixteenth one-way valve 70 and the eighth wheel cylinder outlet valve 66 are connected through the fourteenth redundant
  • the first port of the ninth wheel cylinder inlet valve 61, the sixteenth one-way valve 70 and the eighth wheel cylinder outlet valve 66 pass through the fourteenth redundant brake pipeline 37n connection, as shown in Figure 18.
  • connection relationship between the wheel cylinder fluid inlet valve, the one-way valve and the wheel cylinder fluid outlet valve in the redundant braking system can be the second port of the wheel cylinder fluid inlet valve and the corresponding one-way valve.
  • the directional valve and the wheel cylinder outlet valve are connected through redundant brake pipelines
  • the ninth wheel cylinder inlet valve 61, the sixteenth one-way valve 70 and the eighth wheel cylinder outlet valve 66 are connected through the fourteenth redundant
  • the connection of the brake pipeline 37n as an example, the second port of the ninth wheel cylinder inlet valve 61, the sixteenth one-way valve 70 and the eighth wheel cylinder outlet valve 66, through the fourteenth redundant brake pipeline 37n connection, this connection is not shown in the diagram
  • the plunger pump assembly 36 in 120 is connected; the first port of the master cylinder 7 and the fifth redundant isolation valve 52 in the redundant brake system is connected through the eleventh brake system plug joint 38k; the master cylinder 7 It is connected with the first port of the sixth redundant isolation valve 53 in the redundant braking system through the twelfth braking system plug joint 38l; the first port of the first wheel cylinder isolation valve 11 is isolated from the fifth redundant isolation valve
  • the second port of the valve 52 is connected through the fourteenth brake system plug joint 38n; the first port of the second wheel cylinder isolation valve 11 and the second port of the sixth redundant isolation valve 53 are connected through the thirteenth brake system
  • the system plug connector 38m is connected; the brake circuit 113 and the first port of the ninth wheel cylinder inlet valve 61 in the redundant brake system 120 are connected through the twenty-second brake system plug connector 38v; the brake circuit 113 and the first port of the tenth wheel
  • the brake-by-wire system in Figure 18 in the embodiment of the present application has three working modes, which are manual braking mode, supercharger braking mode and redundant braking mode.
  • the following is for the brake-by-wire system in Figure 18
  • For the redundant braking mode the supercharging process and the decompressing process of the redundant braking mode will be described in detail in conjunction with Fig. 28 and Fig. 29 respectively.
  • FIG. 28 is a schematic diagram of another supercharging process in redundant braking mode provided by an embodiment of the present application.
  • the driver steps on the brake pedal 3, and the brake fluid enters the redundant braking system 120 from the master cylinder 7 through the main braking pipeline 21. Since the controller controls the fifth redundant isolation valve 52 and the sixth redundant isolation valve 53 are in the disconnected state. At this time, in order to allow the driver to step on the brake pedal 3, only a small amount of brake fluid can enter the redundant braking system from the ninth check valve 56 and the tenth check valve 57, and a large amount of brake fluid cannot pass through the main braking system. If the braking system enters the brake wheel cylinder, the redundant brake system 120 is required to provide braking force for the brake wheel cylinder.
  • the controller controls the liquid outlet valve 65 of the seventh wheel cylinder and the liquid outlet valve 66 of the eighth wheel cylinder to be in the disconnected state, controls the liquid inlet valve 61 of the ninth wheel cylinder, the liquid inlet valve 62 of the tenth wheel cylinder, and the inlet valve of the eleventh wheel cylinder.
  • the fluid valve 63 and the twelfth wheel cylinder fluid inlet valve 64 are in a conducting state.
  • the controller in the redundant braking system 120 controls the plunger pump assembly 36 to work, and the brake fluid passes through the plunger pump assembly 36 from the first liquid storage container 6 and passes through the first wheel cylinder of the main braking system 110 respectively.
  • the isolation valve 11 and the isolation valve 12 of the second wheel cylinder enter the brake circuit 113, and respectively pass through the ninth wheel cylinder inlet valve 61, the tenth wheel cylinder inlet valve 62, and the eleventh wheel cylinder of the redundant braking system.
  • the inlet valve 63 and the twelfth wheel cylinder inlet valve 64 enter the first brake wheel cylinder 22, the second brake wheel cylinder 23, the third brake wheel cylinder 24 and the fifth brake wheel cylinder 25, for these Brake wheel cylinders provide the braking force.
  • the controller controls the seventh wheel cylinder fluid outlet valve 65 and the eighth wheel cylinder fluid outlet valve 66 to be in the disconnected state, a small amount of brake fluid passes through the thirteenth one-way valve 67, the fourteenth one-way valve 68, and the fifteenth one-way valve.
  • the one-way valve 69 and the sixteenth one-way valve 70 but cannot flow back to the first liquid storage container 6 through the seventh wheel cylinder fluid outlet valve 65 and the eighth wheel cylinder fluid outlet valve 66.
  • FIG. 29 is a schematic diagram of another redundant braking mode decompression process provided by the embodiment of the present application.
  • the controller controls the seventh wheel cylinder liquid outlet valve 65 and the eighth wheel cylinder liquid outlet valve 66 to be in the conduction state, and controls the ninth wheel cylinder liquid inlet valve 61 and the tenth wheel cylinder liquid inlet valve 62 , the liquid inlet valve 63 of the eleventh wheel cylinder and the liquid inlet valve 64 of the twelfth wheel cylinder are in a conduction state.
  • the brake fluid flows from the first wheel brake cylinder 22, the second wheel brake cylinder 23, the third wheel brake cylinder 24 and the fourth wheel brake cylinder 25 through the twelfth wheel cylinder inlet valve 64 and the tenth wheel cylinder respectively.
  • One-wheel cylinder inlet valve 63, tenth-wheel cylinder inlet valve 62 and ninth wheel cylinder inlet valve 61 respectively pass through the thirteenth one-way valve 67, fourteenth one-way valve 68, fifteenth one-way valve
  • the valve 69 and the sixteenth one-way valve 70 flow back to the first liquid storage container 6 through the seventh wheel cylinder fluid outlet valve 65 and the eighth wheel cylinder fluid outlet valve 66 .
  • the redundant braking system 120 in the brake-by-wire system shown in FIG. 18 can be in a low-voltage state or in a high-voltage state, as shown in FIG. 19 .
  • Fig. 19 is a schematic diagram of another brake-by-wire system provided by an embodiment of the present application. For a detailed explanation of whether the redundant braking system is in a low-voltage state or in a high-pressure state, reference can be made to Fig. 11 and Fig. 12 , and details will not be repeated here.
  • the brake-by-wire system shown in Figure 19 also has three working modes, which are manual braking mode, supercharging device braking mode and redundant braking mode, wherein the working principle in redundant braking mode is the same as that shown in Figure 28 It is similar to that shown in 29, and will not be repeated here to avoid repetition.
  • the wheel cylinder liquid outlet valve and the wheel cylinder liquid inlet valve for each brake wheel cylinder in the redundant braking system, it is possible to realize redundant braking in the event of failure of the main braking system.
  • the system can independently control each brake wheel cylinder, realize the functional backup of the active system, meet the braking function requirements of vehicles such as ABS/AEB/ESC/TCS, and further improve the safety of the braking system.
  • Fig. 20 is a schematic diagram of another brake-by-wire system provided by the embodiment of the present application.
  • the brake-by-wire system 100 includes a main brake system 110 , a redundant brake system 120 , and a controller.
  • the brake system also includes a first wheel brake cylinder 22 , a second wheel brake cylinder 23 , a third wheel brake cylinder 24 and a fourth wheel brake cylinder 25 .
  • the structure and function of the main braking system 110 in FIG. 20 and the main braking system 110 in FIG. 11 are the same, and will not be repeated here to avoid repetition.
  • the redundant braking system 120 in FIG. 20 also includes a first pedal feel simulation on the basis of the redundant braking system in FIG.
  • the first port of the first pedal feel simulator switch valve 43 and the fifth redundant isolation valve 52 is connected through the eighth redundant brake line 37h, wherein the first pedal feel simulator switch valve 43 is used for When the primary braking system fails 110, pedal feel information is fed back to the driver.
  • connection relationship between the main braking system 110 and the redundant braking system 120 in the brake-by-wire system shown in FIG. 20 is compared with the connection relationship shown in FIG. 18 .
  • the connection relationship between the braking system and the redundant braking system may also include that the first port of the first pedal feeling simulator 10 passes through the tenth braking system plug connector 38j, and the first pedal feeling in the redundant braking system 120 The second port of the simulator switch valve 43 is connected.
  • the brake-by-wire system in Fig. 20 in the embodiment of the present application has three working modes, which are manual braking mode, booster device braking mode and redundant braking mode. The following is for the brake-by-wire system in Fig. 20 The redundant braking mode will be described in conjunction with FIG. 30 .
  • FIG. 30 is a schematic diagram of another supercharging process in redundant braking mode provided in FIG. 20 of the embodiment of the present application.
  • the supercharging process in FIG. 30 is similar to the supercharging process in FIG. 28 , the difference is that the redundant braking system 120 in FIG. 30 can also simulate the feeling of feet.
  • the controller controls the fifth redundant isolation valve 52 and the sixth redundant isolation valve 53 to be in the disconnected state, the first pedal feeling simulator switch valve 43 is in the conductive state, and the brake master cylinder 7
  • the brake fluid flows through the first pedal feeling simulator switching valve 43 to the first pedal feeling simulator 10, and the pedal feeling information is fed back to the driver.
  • the redundant braking system 120 in the brake-by-wire system shown in FIG. 20 may be in a low-voltage state or in a high-voltage state, as shown in FIG. 21 .
  • Fig. 21 is a schematic diagram of another brake-by-wire system provided by an embodiment of the present application. For a detailed explanation of whether the redundant braking system is in a low-voltage state or in a high-pressure state, reference can be made to FIG. 11 and FIG. 12 , and details will not be repeated here.
  • the brake-by-wire system shown in Figure 21 also has three working modes, which are manual braking mode, supercharging device braking mode and redundant braking mode, wherein the working principle in redundant braking mode is the same as that shown in Figure 30 The ones shown are similar, and will not be repeated here to avoid repetition.
  • the redundant braking system 120 in the brake-by-wire system can also feed back the pedal feeling information to the driver. In the case of failure of the main braking system, the driver's pedal feeling can still be guaranteed, giving The driver brings a more stable and comfortable driving experience.
  • Fig. 31 is a schematic flowchart of a brake-by-wire control method according to an embodiment of the present application. The method shown in FIG. 31 may be performed by a controller in the vehicle.
  • the failure signal of the main braking system may be obtained by collecting the travel of the pedal or the pressure of the master cylinder.
  • control device implementing the above control method in this application will be introduced below with reference to FIG. 32 and FIG. 33 . It should be noted that the device in the embodiment of the present application can be applied to any one of the above-mentioned brake-by-wire control systems, and for the sake of brevity, details will not be repeated here.
  • FIG. 32 is a schematic diagram of a control device provided by an embodiment of the present application.
  • the control device shown in FIG. 32 includes a processing unit 3201 and a transceiver unit 3202 .
  • the transceiver unit 3202 is configured to acquire a first signal, and the first signal is used to indicate failure information of the braking system.
  • the processing unit 3201 is configured to control the at least one second control valve (26, 27, 28, 29) to switch to an off state according to the first signal.
  • the processing unit 3201 may be the processor 3302 in FIG. 33
  • the transceiver unit 3202 may be the communication interface 3303 in FIG. 33 .
  • Fig. 33 is a schematic diagram of another control device provided by an embodiment of the present application.
  • the control device shown in FIG. 33 may be a controller in a vehicle, for example, a brake system controller, and the control device may include: a memory 3301 , a processor 3302 , and a communication interface 3303 .
  • the memory 3301, the processor 3302, and the communication interface 3303 are connected through an internal connection path, the memory 3301 is used to store instructions, and the processor 3302 is used to execute the instructions stored in the memory 3302 to control the communication interface 3303 to receive/send information.
  • the memory 3301 may be coupled to the processor 3302 through an interface, or may be integrated with the processor 3302 .
  • the above-mentioned communication interface 3303 uses a device such as but not limited to an input/output interface (input/output interface) to implement communication between the controller and other devices or communication networks.
  • a device such as but not limited to an input/output interface (input/output interface) to implement communication between the controller and other devices or communication networks.
  • each step of the above method can be completed by an integrated logic circuit of hardware in the processor 3302 or instructions in the form of software.
  • the methods disclosed in the embodiments of the present application may be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules in the processor.
  • the software module can be located in a mature storage medium in the field such as random access memory, flash memory, read-only memory, programmable read-only memory or electrically erasable programmable memory, register.
  • the storage medium is located in the memory 4001, and the processor 4002 reads the information in the memory 4001, and completes the steps of the above method in combination with its hardware. To avoid repetition, no detailed description is given here.
  • the processor may be a central processing unit (central processing unit, CPU), and the processor may also be other general-purpose processors, digital signal processors (digital signal processor, DSP), dedicated integrated Circuit (application specific integrated circuit, ASIC), off-the-shelf programmable gate array (field programmable gate array, FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.
  • a general-purpose processor may be a microprocessor, or the processor may be any conventional processor, or the like.
  • the memory may include a read-only memory and a random access memory, and provide instructions and data to the processor.
  • a portion of the processor may also include non-volatile random access memory.
  • the processor may also store device type information.
  • the “liquid outlet pipeline” and the “liquid inlet pipeline” may correspond to different brake pipelines, or may correspond to the same brake pipeline.
  • the distinction between “outlet line” and “inlet line” is based solely on the function of the brake line in the brake control system.
  • the brake pipeline in the brake control system The road (channel) is used to deliver the brake fluid in the brake wheel cylinder to the fluid storage device.
  • the brake pipeline can be called a "liquid outlet pipeline”.
  • the brake line is used to provide brake fluid for the wheels of the car to provide braking force for the wheels of the car.
  • the brake line can be called “inlet line ".
  • the "liquid inlet valve”, “liquid outlet valve” and “pressure equalizing valve” involved are only distinguished based on the functions of the control valves in the brake control system.
  • the control valve used to control the connection or disconnection of the liquid inlet pipeline may be called a “liquid inlet valve” or a “boosting valve”.
  • the controller used to control the connection or disconnection of the return line can be called a “liquid outlet valve” or a “pressure relief valve”.
  • the control valve used to isolate the two-stage braking subsystem may be referred to as an "isolation valve".
  • the above-mentioned control valve may be a valve commonly used in an existing brake control system, for example, a solenoid valve, etc., which is not specifically limited in this embodiment of the present application.
  • sequence numbers of the above-mentioned processes do not mean the order of execution, and the execution order of the processes should be determined by their functions and internal logic, and should not be used in the embodiments of the present application.
  • the implementation process constitutes any limitation.
  • the disclosed systems, devices and methods may be implemented in other ways.
  • the device embodiments described above are only illustrative.
  • the division of the units is only a logical function division. In actual implementation, there may be other division methods.
  • multiple units or components can be combined or May be integrated into another system, or some features may be ignored, or not implemented.
  • the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces, and the indirect coupling or communication connection of devices or units may be in electrical, mechanical or other forms.
  • the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or may be distributed to multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.
  • each functional unit in each embodiment of the present application may be integrated into one processing unit, each unit may exist separately physically, or two or more units may be integrated into one unit.
  • the functions described above are realized in the form of software function units and sold or used as independent products, they can be stored in a computer-readable storage medium.
  • the technical solution of the present application is essentially or the part that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including Several instructions are used to make a computer device (which may be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the methods described in the various embodiments of the present application.
  • the aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (read-only memory, ROM), random access memory (random access memory, RAM), magnetic disk or optical disc and other media that can store program codes. .

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Abstract

一种线控制动系统及控制方法，适用于智能汽车、新能源汽车或者传统汽车等。该制动控制系统包括：制动主缸（7）、第一增压器（1）、第二增压器（36）、至少一个第二控制阀（26、27、28、29）、至少一个第三控制阀（31、32、33、34）、至少一个第四控制阀（35）和第二踏板感觉模拟系统（121）。在主制动系统失效的情况下，冗余制动系统可以独立控制每个制动轮缸，实现对主动系统的功能备份，满足车辆ABS/AEB/ESC/TCS等制动功能需求，并且可以进一步提高制动系统的安全性，以及保证驾驶员的踏板感受，给驾驶员带来更加稳定舒适的驾驶体验。

Description

线控制动系统及控制方法 技术领域
本申请涉及汽车领域，并且更具体地，涉及一种线控制动系统及控制方法。
背景技术
随着车辆电动化和智能化的发展，车辆对制动系统的要求越来越高。一方面，随着制动能量回收功能主动制动功能的需求，车辆中需要使用线控制动系统来实现这些功能，也就是需要将传统机械制动器和制动踏板进行解耦。另一方面，随着车辆的自动驾驶等级的提升，为了提高制动系统的安全性，制动系统还需要具备冗余功能，也就是即使制动系统中某一部件或多个部件失效后车辆仍具有制动功能。
除此以外，具备自动驾驶功能的车辆的制动系统还需要支持车辆在行驶过程中的自动紧急制动(autonomous emergency braking,AEB)、制动防抱死系统(antilock braking system,ABS)、牵引力控制系统(traction control system,TCS)和电子稳定控制系统(electronic stability control system,ESC)等集成制动功能，这将增加车辆制动系统的复杂性，进而对车辆制动系统的冗余制动功能有了更高的要求。因此亟需一种制动系统可以兼顾线控制动和冗余功能，同时支持车辆各种控制系统的控制功能，从而满足自动驾驶车辆的控制和安全等需求。
发明内容
本申请提供一种线控制动系统及控制方法，实现双回路冗余制动，在一定程度上提高了制动系统的安全性。
第一方面，提供了一种制动系统，包括：制动主缸(7)、第一增压器(1)、第二增压器(36)、至少一个第一接口(38f、38g、38h、38i)、至少一个第一控制阀(13、14、15、16)、至少一个第二控制阀(26、27、28、29)和至少一个第三控制阀(31、32、33、34)；至少一个第一接口(38f、38g、38h、38i)用于分别连接至少一个制动轮缸(22、23、24、25)；制动主缸(7)和至少一个第一接口(38f、38g、38h、38i)分别通过至少一个第一控制阀(13、14、15、16)连接，第一增压器(1)和至少一个第一接口(38f、38g、38h、38i)分别通过至少一个第一控制阀(13、14、15、16)连接，其中，至少一个第一接口(38f、38g、38h、38i)和至少一个第一控制阀(13、14、15、16)之间分别通过至少一个第二控制阀(26、27、28、29)连接；第二增压器(36)和至少一个第一接口(38f、38g、38h、38i)分别通过至少一个第三控制阀(31、32、33、34)连接。
在本申请的方案中，通过对每个制动轮缸设置的相应的隔离阀和进液阀，可以实现在主制动系统失效的情况下，冗余制动系统可以独立控制每个制动轮缸，实现对主动系统的功能备份，满足车辆ABS/AEB/ESC/TCS等制动功能需求，并且可以进一步提高制动系统 的安全性。
结合第一方面，在第一方面的某些实现方式中，该制动系统还包括：至少一个第四控制阀(35)，至少一个第四控制阀(35)和第二增压器(36)并联。
结合第一方面，在第一方面的某些实现方式中，第一储液容器6或者第二储液容器71通过至少一个第四控制阀分别和至少一个制动轮缸连接。
在本申请的方案中，在一个轮缸出液阀和增压器并联时，可以在成本较低的情况下实现对多个制动轮缸分时减压，在多个轮缸出液阀和多个制动轮缸分别连接时，可以实现，同时对多个制动制动轮缸减压，进一步提高制动系统中的冗余制动部分的独立性。
结合第一方面，在第一方面的某些实现方式中，制动系统还包括第一储液容器(6)和第二储液容器(71)，至少一个第四控制阀(35)和第二增压器(36)分别和第二储液容器(71)连接，制动主缸(7)和第一增压器(1)分别和第一储液容器(6)连接；或者，制动系统还包括第一储液容器(6)，至少一个第四控制阀(35)、第二增压器(36)、制动主缸(7)和第一增压器(1)分别和第一储液容器(6)连接。
在本申请的方案中，该制动系统的的冗余制动系统可以从主制动系统的储液罐获取制动液，可以减少成本；冗余制动系统还可以从冗余制动系统的独立储液罐获取制动液，可以使得主制动系统和冗余制动系统的解耦更彻底，提高冗余制动系统的独立性。
结合第一方面，在第一方面的某些实现方式中，至少一个第一接口(38f、38g、38h、38i)和至少一个第一控制阀(13、14、15、16)之间分别通过至少一个第二控制阀(26、27、28、29)连接包括：至少一个第二控制阀(26、27、28、29)和至少一个第一控制阀(13、14、15、16)直接通过管路连接；或者，至少一个第二控制阀(26、27、28、29)和至少一个第一控制阀(13、14、15、16)分别通过至少一个第二接口(38b、38c、38d、38e)，其中，制动系统还包括至少一个第二接口(38b、38c、38d、38e)。
结合第一方面，在第一方面的某些实现方式中，至少一个第四控制阀(35)、第二增压器(36)分别和第一储液容器(6)连接包括：至少一个第四控制阀(35)、第二增压器(36)和第一储液容器(6)直接通过管路连接；或者，至少一个第四控制阀(35)、第二增压器(36)通过第三接口(38a)和第一储液容器(6)连接，其中，制动系统还包括第三接口(38a)。
结合第一方面，在第一方面的某些实现方式中，制动系统还包括：第二踏板感觉模拟系统(121)，第二踏板感觉模拟系统(121)和至少一个第二控制阀(26、27、28、29)中的任意一个连接，第一压力传感器(30)和第二踏板感觉模拟系统(121)连接的第二控制阀连接，制动系统还包括第一压力传感器(30)。
在本申请的方案中，冗余制动系统中的独立踏板感觉模拟系统，使得冗余制动系统和主制动系统解耦更彻底，除了可以保证驾驶员的踏板感受，便于后期的维修与更换，安装方便。
结合第一方面，在第一方面的某些实现方式中，该制动系统还包括：至少一个第一单向阀(39、40、41、42)，至少一个第一单向阀(39、40、41、42)分别和至少一个第二控制阀(26、27、28、29)并联，第一压力传感器(30)和第二控制阀(26、27、28、29)中的任意一个连接，系统还包括第一压力传感器(30)。
在本申请的方案中，和隔离阀并联的单向阀，可以在隔离阀处于断开状态时，制动踏板可以产生位移的同时，防止制动液流回制动主缸。
结合第一方面，在第一方面的某些实现方式中，该制动系统还包括：第一踏板感觉模拟器开关阀(43)和第一踏板感觉模拟系统(112)；第一踏板感觉模拟器开关阀(43)和至少一个第二控制阀(26、27、28、29)中的任意一个连接；第一压力传感器(30)和第一踏板感觉模拟器开关阀(43)连接的第二控制阀连接，第二液压装置(120)包括第一压力传感器(30)；第一踏板感觉模拟系统(112)中的第一踏板感觉模拟器(10)和第一踏板感觉模拟器开关阀(43)连接。
在本申请的方案中，该线控制动系统中的冗余制动系统还可以向驾驶员反馈踏板感觉信息，在主制动系统失效的情况下，依然可以保证驾驶员的踏板感受，给驾驶员带来更加稳定舒适的驾驶体验。
结合第一方面，在第一方面的某些实现方式中，第一踏板感觉模拟系统(112)中的第一踏板感觉模拟器(10)和第一踏板感觉模拟器开关阀(43)连接包括：第一踏板感觉模拟器(10)和第一踏板感觉模拟器开关阀(43)通过管路直接连接；或者，第一踏板感觉模拟器(10)和第一踏板感觉模拟器开关阀(43)通过第四接口(38j)连接，第二液压装置(120)还包括第四接口(38j)。
结合第一方面，在第一方面的某些实现方式中，制动系统还包括至少一个第五控制阀(11、12)、至少一个第六控制阀(17、18、19、20)、至少一个第二单向阀(47、48、49、50)和机械制动输入装置(111)机械制动输入装置(111)和主缸(7)连接；主缸(7)和至少一个第一控制阀(13、14、15、16)之间还包括至少一个第五控制阀(11、12)；至少一个第六控制阀(17、18、19、20)的一端分别接入至少一个第一控制阀(13、14、15、16)和至少一个第二控制阀(26、27、28、29)之间的液压管路，至少一个第六控制阀(17、18、19、20)的另一端用于与储液容器液压连接。
第二方面，提供了一种第一制动子系统，第一制动子系统(120)包括：至少一个第一接口(38f、38g、38h、38i)、至少一个第二接口(38b、38c、38d、38e)、至少一个第二控制阀(26、27、28、29)、至少一个第三控制阀(31、32、33、34)和第二增压器(36)；至少一个第一接口(38f、38g、38h、38i)用于连接至少一个制动轮缸(22、23、24、25)；第二增压器(36)和至少一个第一接口(38f、38g、38h、38i)分别通过至少一个第三控制阀(31、32、33、34)连接；至少一个第二接口(38b、38c、38d、38e)分别通过至少一个第二控制阀(26、27、28、29)和至少一个第一接口(38f、38g、38h、38i)连接。
在本申请的方案中，通过对每个制动轮缸设置的相应的隔离阀和进液阀，可以实现在主制动系统失效的情况下，冗余制动系统可以独立控制每个制动轮缸，实现对主动系统的功能备份，满足车辆ABS/AEB/ESC/TCS等制动功能需求，并且可以进一步提高制动系统的安全性。
结合第二方面，在第二方面的某些实现方式中，第一制动子系统(120)还包括：至少一个第四控制阀(35)，至少一个第四控制阀(35)和第二增压器(36)并联。
结合第二方面，在第二方面的某些实现方式中，第一储液容器6或者第二储液容器 71通过至少一个第四控制阀分别和至少一个制动轮缸连接
在本申请的方案中，在一个轮缸出液阀和增压器并联时，可以在成本较低的情况下实现对多个制动轮缸分时减压，在多个轮缸出液阀分别和多个制动轮缸连接时，可以实现，同时对多个制动制动轮缸减压，进一步提高制动系统中的冗余制动部分的独立性。
结合第二方面，在第二方面的某些实现方式中，第一制动子系统(120)还包括：第二储液容器(71)，至少一个第四控制阀(35)和第二增压器(36)分别和第二储液容器(71)连接；或者，第三接口(38a)，至少一个第四控制阀(35)和第二增压器(36)分别和第三接口(38a)连接。
在本申请的方案中，冗余制动系统可以从主制动系统的储液罐获取制动液，可以减少成本；冗余制动系统还可以从冗余制动系统的独立储液罐获取制动液，可以使得主制动系统和冗余制动系统的解耦更彻底，提高冗余制动系统的独立性。
结合第二方面，在第二方面的某些实现方式中，第一制动子系统(120)还包括：第二踏板感觉模拟系统(121)，第二踏板感觉模拟系统(121)和至少一个第二控制阀(26、27、28、29)中的任意一个连接，第一压力传感器(30)和第二踏板感觉模拟系统(121)连接的第二控制阀连接，第一液压装置(120)包括第一压力传感器(30)。
在本申请的方案中，冗余制动系统中的独立踏板感觉模拟系统，使得冗余制动系统和主制动系统解耦更彻底，除了可以保证驾驶员的踏板感受，便于后期的维修与更换，安装方便。
结合第二方面，在第二方面的某些实现方式中，第一制动子系统(120)还包括：至少一个第一单向阀(39、40、41、42)，至少一个第一单向阀(39、40、41、42)分别和至少一个第二控制阀(26、27、28、29)并联，第一压力传感器(30)和第二控制阀(26、27、28、29)中的任意一个连接，第一制动子系统(120)包括第一压力传感器(30)。
在本申请的方案中，和隔离阀并联的单向阀，可以在隔离阀处于断开状态时，制动踏板可以产生位移的同时，防止制动液流回制动主缸。
结合第二方面，在第二方面的某些实现方式中，第一制动子系统(120)还包括第四接口(38j)和第一踏板感觉模拟器开关阀(43)；第四接口(38j)和至少一个第二控制阀(26、27、28、29)中的任意一个通过第一踏板感觉模拟器开关阀(43)连接；第一压力传感器(30)和第一踏板感觉模拟器开关阀(43)连接的第二控制阀连接，第一制动子系统(120)包括第一压力传感器(30)。
在本申请的方案中，冗余制动系统还可以向驾驶员反馈踏板感觉信息，在主制动系统失效的情况下，依然可以保证驾驶员的踏板感受，给驾驶员带来更加稳定舒适的驾驶体验。
第三方面，提供一种制动系统的制动方法，应用于该制动系统，该制动系统包括：制动主缸(7)、第一增压器(1)、第二增压器(36)、至少一个第一接口(38f、38g、38h、38i)，至少一个第一控制阀(13、14、15、16)、至少一个第二控制阀(26、27、28、29)、至少一个第三控制阀(31、32、33、34)和控制器；至少一个第一接口(38f、38g、38h、38i)用于分别连接至少一个制动轮缸(22,23,24,25)；制动主缸(7)和至少一个第一接口(38f、38g、38h、38i)分别通过至少一个第一控制阀(13、14、15、16)连接，第一增压器(1)和至少一个第一接口(38f、38g、38h、38i)分别通过至少一个第一控制 阀(13、14、15、16)连接，其中，至少一个第一接口(38f、38g、38h、38i)和至少一个第一控制阀(13、14、15、16)之间分别通过至少一个第二控制阀(26、27、28、29)连接；第二增压器(36)和至少一个第一接口(38f、38g、38h、38i)分别通过至少一个第三控制阀(31、32、33、34)连接。该方法包括：获取第一信号，第一信号用于指示制动系统的故障信息；根据第一信号，控制至少一个第二控制阀(26、27、28、29)切换到断开状态。
应理解，该制动系统的故障信息可以通过检测制动踏板的踏板位移传感器、第一增压器的压力等方式获得。
在本申请的方案中，通过对冗余制动系统的至少一个隔离阀的控制，实现在主制动系统失效的情况下，隔离主制动系统和冗余制动系统，从而有利于实现冗余制动系统对主制动系统功能的备份，进而保证制动系统的安全性。
结合第三方面，在第三方面的某些实现方式中，该方法还包括：获取第二信号，第二信号用于指示第一目标制动需求；根据第二信号，控制至少一个第三控制阀(31、32、33、34)切换至第一状态；第一状态包括，至少一个目标第三控制阀被配置为导通状态，其中，至少一个第三控制阀(31、32、33、34)包括至少一个目标第三控制阀，至少一个目标第三控制阀是根据第二信号确定的。
应理解，根据第二信号可以从至少一个第三控制阀(31、32、33、34)中选择一个或者多个目标第三控制阀，从而实现在主制动系统失效时，每个制动轮缸得到独立控制。
应理解，第一目标制动需求可以是主制动系统失效时，需要至少一个第三控制阀配合的制动需求，例如，对至少一个制动轮缸的增压、减压或者保压。
在本申请的方案中，通过对冗余制动系统的至少一个进液阀的控制，实现在主制动系统失效的情况下，冗余制动系统对每个制动轮缸的独立控制。
结合第三方面，在第三方面的某些实现方式中，该制动系统还包括：至少一个第四控制阀(35)，至少一个第四控制阀(35)和第二增压器(36)并联；该方法还包括：获取第三信号，第三信号用于指示第二目标制动需求；根据第三信号，控制至少一个第四控制阀(35)切换至第二状态；第二状态包括，至少一个目标第四控制阀被配置为导通状态，其中，至少一个第四控制阀(35)包括至少一个目标第四控制阀，至少一个目标第四控制阀是根据第三信号确定的。
应理解，根据第三信号可以从至少一个第四控制阀(35)选择一个或多个目标第四控制阀，从而实现在主制动系统失效时，每个制动轮缸得到独立控制，例如，当只有一个第四控制阀时，可以对每个制动轮缸在不同的时间实现减压控制；当每个制动轮缸均有对应的第四控制阀，可以实现对每个制动轮缸的完全独立控制。
应理解，第二目标制动需求可以是主制动系统失效时，需要至少一个第四控制阀配合的制动需求，例如，对至少一个制动轮缸的减压。
在本申请的方案中，通过对冗余制动系统的至少一个出液阀的控制，实现在主制动系统失效的情况下，冗余制动系统对每个制动轮缸的减压控制。例如，如果只有一个出液阀，该方案可以实现对每个制动轮缸进行分时独立卸压，节省成本；如果针对每个轮缸均有对应的出液阀，该方案可以实现对每个制动轮缸进行同时独立卸压，冗余制动系统功能更加 完备，提高制动安全性。
结合第三方面，在第三方面的某些实现方式中，该制动系统包括第二踏板感觉模拟系统(121)，第二踏板感觉模拟系统(121)和至少一个第二控制阀(26、27、28、29)中的任意一个连接，第一压力传感器(30)和第二踏板感觉模拟系统(121)连接的第二控制阀连接，制动系统还包括第一压力传感器(30)；该方法还包括：获取第四信号，第四信号用于指示第二踏板感觉模拟系统(121)工作；根据第四信号，控制第二踏板感觉模拟系统(121)中的第二踏板感觉模拟器开关阀(44)切换至第三状态；第三状态包括，第二踏板感觉模拟器开关阀(44)被配置为导通状态。
在本申请的方案中，冗余制动系统中的独立踏板感觉模拟系统，使得冗余制动系统和主制动系统解耦更彻底，除了可以保证驾驶员的踏板感受，便于后期的维修与更换，安装方便。
结合第三方面，在第三方面的某些实现方式中，该制动系统包括：第一踏板感觉模拟器开关阀(43)和第一踏板感觉模拟系统(112)；第一踏板感觉模拟器开关阀(43)和至少一个第二控制阀(26、27、28、29)中的任意一个连接；第一压力传感器(30)和第一踏板感觉模拟器开关阀(43)连接的第二控制阀连接，第二液压装置(120)包括第一压力传感器(30)；第一踏板感觉模拟系统(112)中的第一踏板感觉模拟器(10)和第一踏板感觉模拟器开关阀(43)连接。该方法还包括：获取第五信号，第五信号用于指示第一踏板感觉模拟系统(112)工作；根据第五信号，控制第一踏板感觉模拟器开关阀(43)切换至第四状态；第四状态包括，第一踏板感觉模拟器开关阀(10)被配置为导通状态。
在本申请的方案中，冗余制动系统还可以向驾驶员反馈踏板感觉信息，在主制动系统失效的情况下，依然可以保证驾驶员的踏板感受，给驾驶员带来更加稳定舒适的驾驶体验。
第四方面，提供了一种制动系统的制动方法，应用于该制动系统，该制动系统包括：制动主缸(7)、第一增压器(1)、第二增压器(36)、至少一个第一接口(38f、38g、38h、38i)，至少一个第一控制阀(13、14、15、16)、至少一个第二控制阀(26、27、28、29)、至少一个第三控制阀(31、32、33、34)和控制器；至少一个第一接口(38f、38g、38h、38i)用于分别连接至少一个制动轮缸(22,23,24,25)；制动主缸(7)和至少一个第一接口(38f、38g、38h、38i)分别通过至少一个第一控制阀(13、14、15、16)连接，第一增压器(1)和至少一个第一接口(38f、38g、38h、38i)分别通过至少一个第一控制阀(13、14、15、16)连接，其中，至少一个第一接口(38f、38g、38h、38i)和至少一个第一控制阀(13、14、15、16)之间分别通过至少一个第二控制阀(26、27、28、29)连接；第二增压器(36)和至少一个第一接口(38f、38g、38h、38i)分别通过至少一个第三控制阀(31、32、33、34)连接。该方法包括：控制器获取制动需求，根据制动需求生成控制指令；控制器向制动系统发送控制指令，通过控制制动系统以增大至少一个制动轮缸(22、23、24、25)的制动力。
在本申请的方案中，通过在冗余制动系统设置两个隔离阀，在成本不高的情况下，可以实现当主制动系统失效时，冗余制动系统可以控制每个制动轮缸，实现对主制动系统的功能备份，满足车辆ABS/AEB/ESC/TCS等制动功能需求，并且可以进一步提高制动系统的安全性。
结合第四方面，在第四方面的某些实现方式中，该制动系统还包括：至少一个第四控制阀(35)，至少一个第四控制阀(35)和第二增压器(36)并联；该方法还包括：控制器向制动系统发送控制指令，通过控制制动系统以减小或者维持至少一个制动轮缸(22、23、24、25)的制动力。
在本申请的方案中，在一个轮缸出液阀和增压器并联时，可以在成本较低的情况下实现对多个制动轮缸分时减压，在多个轮缸出液阀和增压器并联时，可以实现，同时对多个制动制动轮缸减压，进一步提高制动系统中的冗余制动部分的独立性。
结合第四方面，在第四方面的某些实现方式中，该制动系统还包括第一储液容器(6)和第二储液容器(71)，至少一个第四控制阀(35)和第二增压器(36)分别和第二储液容器(71)连接，制动主缸(7)和第一增压器(1)分别和第一储液容器(6)连接；或者，系统还包括第一储液容器(6)，至少一个第四控制阀(35)、第二增压器(36)、制动主缸(7)和第一增压器(1)分别和第一储液容器(6)连接。通过控制制动系统以增大至少一个制动轮缸(22、23、24、25)的制动力包括：控制器控制第一储液容器(6)或者第二储液容器(71)中的制动液流入至少一个制动轮缸(22、23、24、25)。或者，通过控制制动系统以减小或者维持至少一个制动轮缸(22、23、24、25)的制动力包括：控制器控制至少一个制动轮缸(22、23、24、25)中的制动液流回第一储液容器(6)或者第二储液容器(71)；或者，控制器维持至少一个制动轮缸(22、23、24、25)和第一储液容器(6)之间管路中的制动液压力，或者控制器维持至少一个制动轮缸(22、23、24、25)和第二储液容器(71)之间管路中的制动液压力。
在本申请的方案中，该线控制动系统的的冗余制动系统可以从主制动系统的储液罐获取制动液，可以减少成本；冗余制动系统还可以从冗余制动系统的独立储液罐获取制动液，可以使得主制动系统和冗余制动系统的解耦更彻底，提高冗余制动系统的独立性。
结合第四方面，在第四方面的某些实现方式中，控制器控制第一储液容器(6)或者第二储液容器(71)中的制动液流入至少一个制动轮缸(22、23、24、25)包括：至少一个第四控制阀(35)处于断开状态，至少一个第三控制阀(31、32、33、34)处于导通状态，所有第二控制阀(26、27、28、29)均处于断开状态，控制器控制第一储液容器(6)或者第二储液容器(71)中的制动液，经过第二增压器(36)和至少一个第三控制阀(31、32、33、34)流入至少一个制动轮缸(22、23、24、25)。
结合第四方面，在第四方面的某些实现方式中，控制器控制至少一个制动轮缸(22、23、24、25)中的制动液流回第一储液容器(6)或者第二储液容器(71)包括：至少一个第四控制阀(35)处于导通状态，至少一个第三控制阀(31、32、33、34)处于导通状态，所有第二控制阀(26、27、28、29)均处于断开状态，控制器控制至少一个制动轮缸(22、23、24、25)中的制动液经过至少一个第三控制阀(31、32、33、34)和至少一个第四控制阀(35)，流回第一储液容器(6)或者第二储液容器(71)。
结合第四方面，在第四方面的某些实现方式中，该制动系统还包括：第二踏板感觉模拟系统(121)，第二踏板感觉模拟系统(121)和至少一个第二控制阀(26、27、28、29)中的任意一个连接，第一压力传感器(30)和第二踏板感觉模拟系统(121)连接的第二控制阀连接，制动系统还包括第一压力传感器(30)。控制器控制第二踏板感觉模拟系统 (121)向驾驶员反馈踏板感觉信息，具体包括：第二踏板感觉模拟系统(121)中的第二踏板感觉模拟器开关阀(44)处于导通状态，制动液从制动主缸(7)经过连接第二踏板感觉模拟系统(121)的第一控制阀，进入第二踏板感觉模拟器(45)，第二踏板感觉模拟系统(121)向驾驶员反馈踏板感觉信息，其中，第二踏板感觉模拟系统(121)包括第二踏板感觉模拟器(45)。
在本申请的方案中，冗余制动系统中的独立踏板感觉模拟系统，使得冗余制动系统和主制动系统解耦更彻底，除了可以保证驾驶员的踏板感受，便于后期的维修与更换，安装方便。
结合第四方面，在第四方面的某些实现方式中，该制动系统还包括：至少一个第一单向阀(39、40、41、42)，至少一个第一单向阀(39、40、41、42)分别和至少一个第二控制阀(26、27、28、29)并联，第一压力传感器(30)和第二控制阀(26、27、28、29)中的任意一个连接，系统还包括第一压力传感器(30)。控制器向制动系统发送控制指令，通过控制制动系统以减小或者维持至少一个制动轮缸(22、23、24、25)的制动力包括：至少一个第一单向阀(39、40、41、42)用于使制动踏板(3)发生位移的同时，隔绝制动液流向制动主缸(7)。
在本申请的方案中，和隔离阀并联的单向阀，可以在隔离阀处于断开状态时，制动踏板可以产生位移的同时，防止制动液流回制动主缸。
结合第四方面，在第四方面的某些实现方式中，该制动系统还包括：第一踏板感觉模拟器开关阀(43)和第一踏板感觉模拟系统(112)；第一踏板感觉模拟器开关阀(43)和至少一个第二控制阀(26、27、28、29)中的任意一个连接；第一压力传感器(30)和第一踏板感觉模拟器开关阀(43)连接的第二控制阀连接，第二液压装置(120)包括第一压力传感器(30)；第一踏板感觉模拟系统(112)中的第一踏板感觉模拟器(10)和第一踏板感觉模拟器开关阀(43)连接。控制器控制第一踏板感觉模拟系统(112)向驾驶员反馈踏板感觉信息，具体包括：第一踏板感觉模拟系统中的第三踏板感觉模拟器开关阀(9)处于断开状态，第一踏板感觉模拟器开关阀(43)处于导通状态，制动液从制动主缸(7)经过连接第一踏板感觉模拟器开关阀(43)的第一控制阀，进入第一踏板感觉模拟器(10)，第二踏板感觉模拟系统(121)向驾驶员反馈踏板感觉信息。
在本申请的方案中，冗余制动系统还可以向驾驶员反馈踏板感觉信息，在主制动系统失效的情况下，依然可以保证驾驶员的踏板感受，给驾驶员带来更加稳定舒适的驾驶体验。
第五方面，提供一种制动系统，该制动系统包括：制动主缸(7)、第一增压器(1)、第二增压器(36)、至少一个第五控制阀(11、12)、至少一个第一控制阀(13、14、15、16)、至少一个第二控制阀(52、53)；至少一个第一控制阀(13、14、15、16)用于分别连接至少一个制动轮缸(22、23、24、25)；制动主缸(7)和至少一个第一控制阀(13、14、15、16)分别通过至少一个第二控制阀(52、53)连接，至少一个第一控制阀(13、14、15、16)和至少一个第二控制阀(52、53)还包括至少一个第五控制阀(11、12)；第一增压器(1)和至少一个第一控制阀(13、14、15、16)直接连接，第二增压器(36)和至少一个第一控制阀(13、14、15、16)通过至少一个第五控制阀(11、12)。
本申请的方案，通过在冗余制动系统设置两个隔离阀，可以实现在主制动系统失效的 情况下，冗余制动系统可以控制每个制动轮缸，实现对主制动系统的功能备份，满足车辆ABS/AEB/ESC/TCS等制动功能需求，并且可以进一步提高制动系统的安全性。
结合第五方面，在第五方面的某些实现方式中，制动系统还包括：第一储液容器(6)和第二储液容器(71)，第二增压器(36)和第一储液容器(6)连接，或者，第二增压器(36)和第二储液容器(71)连接。
在本申请的方案中，该制动系统的的冗余制动系统可以从主制动系统的储液罐获取制动液，可以减少成本；冗余制动系统还可以从冗余制动系统的独立储液罐获取制动液，可以使得主制动系统和冗余制动系统的解耦更彻底，提高冗余制动系统的独立性。
结合第五方面，在第五方面的某些实现方式中，制动主缸(7)和至少一个第一控制阀(13、14、15、16)分别通过至少一个第二控制阀(52、53)连接，至少一个第一控制阀(13、14、15、16)和至少一个第二控制阀(52、53)还包括至少一个第五控制阀(11、12)包括：制动主缸(7)和至少一个第二控制阀(52、53)直接连接，或者制动主缸(7)和至少一个第二控制阀(52、53)通过至少一个第二接口(38k、38l)连接；至少一个第二控制阀(52、53)分别和至少一个第五控制阀(11、12)直接连接，或者至少一个第二控制阀(52、53)分别和至少一个第五控制阀(11、12)通过至少一个第五接口(38m、38n)。
结合第五方面，在第五方面的某些实现方式中，第二增压器(36)和第一储液容器(6)连接包括：第二增压器(36)和第一储液容器(6)直接连接，或者第二增压器(36)和第一储液容器(6)通过第三接口(38a)连接。
结合第五方面，在第五方面的某些实现方式中，该制动系统还包括：第一踏板感觉模拟器开关阀(43)和第一踏板感觉模拟系统(112)；第一踏板感觉模拟器开关阀(43)和至少一个第二控制阀(52、53)中的任意一个连接；第一压力传感器(30)和第一踏板感觉模拟器开关阀(43)连接的第二控制阀连接，第二液压装置(120)包括第一压力传感器(30)；第一踏板感觉模拟系统(112)中的第一踏板感觉模拟器(10)和第一踏板感觉模拟器开关阀(43)连接。
在本申请的方案中，该线控制动系统中的冗余制动系统还可以向驾驶员反馈踏板感觉信息，在主制动系统失效的情况下，依然可以保证驾驶员的踏板感受，给驾驶员带来更加稳定舒适的驾驶体验。
结合第五方面，在第五方面的某些实现方式中，该制动系统还包括至少一个第四控制阀(54、55)，第一储液容器(6)或者第二储液容器(71)通过至少一个第四控制阀(54、55)和至少一个第一控制阀(13、14、15、16)连接，至少一个第四控制阀(54、55)和至少一个第一控制阀(13、14、15、16)还包括至少一个第五控制阀(11、12)，其中，至少一个第四控制阀(54、55)和至少一个第五控制阀(11、12)直接连接，或者，至少一个第四控制阀(54、55)和至少一个第五控制阀(11、12)通过至少一个第五接口(38m、38n)连接。
在本申请的方案中，通过在冗余制动系统中增加轮缸出液阀，可以实现在主制动系统失效的情况下，需要减少制动轮缸压力时，例如配合ABS制动需求时，控制器可以有效减少四个制动轮缸的制动力，进一步提高了制动系统的安全性。
结合第五方面，在第五方面的某些实现方式中，该制动系统还包括：至少一个第一单向阀(56、57)，至少一个第一单向阀(56、57)分别和至少一个第二控制阀(52、53)并联，第一压力传感器(30)和第二控制阀(52、53)中的任意一个连接，制动系统还包括第一压力传感器(30)。
在本申请的方案中，和隔离阀并联的单向阀，可以在隔离阀处于断开状态时，制动踏板可以产生位移的同时，防止制动液流回制动主缸。
结合第五方面，在第五方面的某些实现方式中，该制动系统还包括：至少一个第六控制阀(17、18、19、20)、至少一个第二单向阀(47、48、49、50)和机械制动输入装置(111)；机械制动输入装置(111)和主缸(7)连接；至少一个第一控制阀(13、14、15、16)和至少一个制动轮缸(22、23、24、25)之间还包括至少一个第六控制阀(17、18、19、20)；至少一个第二单向阀(47、48、49、50)分别和至少一个第一控制阀(13、14、15、16)并联。
第六方面，提供一种制动系统，该制动系统包括：制动主缸(7)、第一增压器(1)、第二增压器(36)、至少一个第五控制阀(11、12)、至少一个第一控制阀(13、14、15、16)、至少一个第二控制阀(52、53)；至少一个第一控制阀(13、14、15、16)用于分别连接至少一个制动轮缸(22、23、24、25)；制动主缸(7)和至少一个第一控制阀(13、14、15、16)分别通过至少一个第二控制阀(52、53)连接，制动主缸(7)和至少一个第二控制阀(52、53)还包括至少一个第五控制阀(11、12)；第二增压器(36)和至少一个第一控制阀(13、14、15、16)直接连接；第一增压器(1)和至少一个第一控制阀(13、14、15、16)通过至少一个第二控制阀(52、53)。
在本申请的方案中，本申请的方案，通过在冗余制动系统设置两个隔离阀，可以实现在主制动系统失效的情况下，冗余制动系统可以控制每个制动轮缸，实现对主制动系统的功能备份，满足车辆ABS/AEB/ESC/TCS等制动功能需求，并且可以进一步提高制动系统的安全性。
结合第六方面，在第六方面的某些实现方式中，制动系统还包括：第一储液容器(6)和第二储液容器(71)，第二增压器(36)和第一储液容器(6)连接，或者，第二增压器(36)和第二储液容器(71)连接。
在本申请的方案中，该制动系统的的冗余制动系统可以从主制动系统的储液罐获取制动液，可以减少成本；冗余制动系统还可以从冗余制动系统的独立储液罐获取制动液，可以使得主制动系统和冗余制动系统的解耦更彻底，提高冗余制动系统的独立性。
结合第六方面，在第六方面的某些实现方式中，制动主缸(7)和至少一个第一控制阀(13、14、15、16)分别通过至少一个第二控制阀(52、53)连接，制动主缸(7)和至少一个第二控制阀(52、53)还包括至少一个第五控制阀(11、12)包括：至少一个第二控制阀(52、53)和至少一个第五控制阀(11、12)直接连接，或者，至少一个第二控制阀(52、53)和至少一个第五控制阀(11、12)通过至少一个第二接口(38k、38l)连接；至少一个第一控制阀(13、14、15、16)和至少一个第二控制阀(52、53)直接连接，或者，至少一个第一控制阀(13、14、15、16)和至少一个第二控制阀(52、53)直接连接通过至少一个第五接口连接(38m、38n)。
结合第六方面，在第六方面的某些实现方式中，第二增压器(36)和第一储液容器(6)连接包括：第二增压器(36)和第一储液容器(6)直接连接，或者第二增压器(36)和第一储液容器(6)通过第三接口(38a)连接。
结合第六方面，在第六方面的某些实现方式中，该制动系统还包括：第一踏板感觉模拟器开关阀(43)和第一踏板感觉模拟系统(112)；第一踏板感觉模拟器开关阀(43)和至少一个第二控制阀(52、53)中的任意一个连接；第一压力传感器(30)和第一踏板感觉模拟器开关阀(43)连接的第二控制阀连接，第二液压装置(120)包括第一压力传感器(30)；第一踏板感觉模拟系统(112)中的第一踏板感觉模拟器(10)和第一踏板感觉模拟器开关阀(43)连接。
在本申请的方案中，该线控制动系统中的冗余制动系统还可以向驾驶员反馈踏板感觉信息，在主制动系统失效的情况下，依然可以保证驾驶员的踏板感受，给驾驶员带来更加稳定舒适的驾驶体验。
结合第六方面，在第六方面的某些实现方式中，该制动系统还包括至少一个第四控制阀(54、55)，第一储液容器(6)或者第二储液容器(71)通过至少一个第四控制阀(54、55)和至少一个第一控制阀(13、14、15、16)连接，其中，至少一个第四控制阀(54、55)和至少一个第一控制阀(13、14、15、16)直接连接，或者至少一个第四控制阀(54、55)和至少一个第一控制阀(13、14、15、16)通过至少一个第五接口(38m、38n)连接。
在本申请的方案中，通过在冗余制动系统中增加轮缸出液阀，可以实现在主制动系统失效的情况下，需要减少制动轮缸压力时，例如配合ABS制动需求时，控制器可以有效减少四个制动轮缸的制动力，进一步提高了制动系统的安全性。
结合第六方面，在第六方面的某些实现方式中，至少一个第一单向阀(56、57)，至少一个第一单向阀(56、57)分别和至少一个第二控制阀(52、53)并联，第一压力传感器(30)和第二控制阀(52、53)中的任意一个连接，制动系统还包括第一压力传感器(30)。
在本申请的方案中，和隔离阀并联的单向阀，可以在隔离阀处于断开状态时，制动踏板可以产生位移的同时，防止制动液流回制动主缸。
结合第六方面，在第六方面的某些实现方式中，该制动系统还包括：至少一个第六控制阀(17、18、19、20)、至少一个第二单向阀(47、48、49、50)和机械制动输入装置(111)；机械制动输入装置(111)和主缸(7)连接；至少一个第一控制阀(13、14、15、16)和至少一个制动轮缸(22、23、24、25)之间还包括至少一个第六控制阀(17、18、19、20)；至少一个第二单向阀(47、48、49、50)分别和至少一个第一控制阀(13、14、15、16)并联。
第七方面，提供一种制动系统，包括：制动主缸(7)、第一增压器(1)、第二增压器(36)、至少一个第一接口(38w、38x、38y、38z)、至少一个第一控制阀(13、14、15、16)、至少一个第二控制阀(52、53)和至少一个第三控制阀(61、62、63、64)；至少一个第一接口(38w、38x、38y、38z)用于分别连接至少一个制动轮缸(22、23、24、25)；至少一个第一控制阀(13、14、15、16)和至少一个第一接口(38w、38x、38y、38z)分别通过至少一个第三控制阀(61、62、63、64)连接；制动主缸(7)和至少一个 第一控制阀(13、14、15、16)分别通过至少一个第二控制阀(52、53)连接，至少一个第一控制阀(13、14、15、16)和至少一个第二控制阀(52、53)还包括至少一个第五控制阀(11、12)；第一增压器(1)和至少一个第一控制阀(13、14、15、16)直接连接，第二增压器(36)和至少一个第一控制阀(13、14、15、16)通过至少一个第五控制阀(11、12)。
在本申请的方案中，通过在冗余制动系统设置两个隔离阀，在成本不高的情况下，可以实现当主制动系统失效时，冗余制动系统可以控制每个制动轮缸，实现对主制动系统的功能备份，满足车辆ABS/AEB/ESC/TCS等制动功能需求，并且可以进一步提高制动系统的安全性。
结合第七方面，在第七方面的某些实现方式中，第一储液容器(6)和第二储液容器(71)，第二增压器(36)和第一储液容器(6)连接，或者，第二增压器(36)和第二储液容器(71)连接。
在本申请的方案中，该制动系统的的冗余制动系统可以从主制动系统的储液罐获取制动液，可以减少成本；冗余制动系统还可以从冗余制动系统的独立储液罐获取制动液，可以使得主制动系统和冗余制动系统的解耦更彻底，提高冗余制动系统的独立性。
结合第七方面，在第七方面的某些实现方式中，制动主缸(7)和至少一个第一控制阀(13、14、15、16)分别通过至少一个第二控制阀(52、53)连接，至少一个第一控制阀(13、14、15、16)和至少一个第二控制阀(52、53)还包括至少一个第五控制阀(11、12)包括：制动主缸(7)和至少一个第二控制阀(52、53)直接连接，或者制动主缸(7)和至少一个第二控制阀(52、53)通过至少一个第二接口(38k、38l)连接；至少一个第二控制阀(52、53)分别和至少一个第五控制阀(11、12)直接连接，或者至少一个第二控制阀(52、53)分别和至少一个第五控制阀(11、12)通过至少一个第五接口(38m、38n)。
结合第七方面，在第六方面的某些实现方式中，制动系统还包括至少一个第六接口(38s、38t、38u、38v)，至少一个第一控制阀(13、14、15、16)和至少一个第三控制阀(61、62、63、64)连接，其中至少一个第一控制阀(13、14、15、16)和至少一个第三控制阀(61、62、63、64)直接通过管路连接；或者，至少一个第一控制阀(13、14、15、16)和至少一个第三控制阀(61、62、63、64)分别通过至少一个第六接口(38s、38t、38u、38v)连接。
结合第七方面，在第七方面的某些实现方式中，第二增压器(36)和第一储液容器(6)连接包括：第二增压器(36)和第一储液容器(6)直接连接，或者第二增压器(36)和第一储液容器(6)通过第三接口(38a)连接。
结合第七方面，在第七方面的某些实现方式中，制动系统还包括至少一个第四控制阀(65、66)、至少一个第三单向阀(67、68、69、70)，其中，至少一个第四控制阀(65、66)和第一储液容器(6)连接，或者，至少一个第四控制阀(65、66)和第二储液容器(71)连接；至少一个第三单向阀(67、68、69、70)和至少一个第四单向阀连接，至少一个第三单向阀(67、68、69、70)分别和至少一个第三控制阀(61、62、63、64)连接。
在本申请的方案中，通过在冗余制动系统中增加轮缸出液阀，可以实现在主制动系统 失效的情况下，需要减少制动轮缸压力时，例如配合ABS制动需求时，控制器可以有效减少四个制动轮缸的制动力，进一步提高了制动系统的安全性。
结合第七方面，在第七方面的某些实现方式中，该制动系统还包括：第一踏板感觉模拟器开关阀(43)和第一踏板感觉模拟系统(112)；第一踏板感觉模拟器开关阀(43)和至少一个第二控制阀(52、53)中的任意一个连接；第一压力传感器(30)和第一踏板感觉模拟器开关阀(43)连接的第二控制阀连接，第二液压装置(120)包括第一压力传感器(30)；第一踏板感觉模拟系统(112)中的第一踏板感觉模拟器(10)和第一踏板感觉模拟器开关阀(43)连接。
在本申请的方案中，该线控制动系统中的冗余制动系统还可以向驾驶员反馈踏板感觉信息，在主制动系统失效的情况下，依然可以保证驾驶员的踏板感受，给驾驶员带来更加稳定舒适的驾驶体验。
结合第七方面，在第七方面的某些实现方式中，至少一个第一单向阀(56、57)，至少一个第一单向阀(56、57)分别和至少一个第二控制阀(52、53)并联，第一压力传感器(30)和第二控制阀(52、53)中的任意一个连接，制动系统还包括第一压力传感器(30)。
在本申请的方案中，和隔离阀并联的单向阀，可以在隔离阀处于断开状态时，制动踏板可以产生位移的同时，防止制动液流回制动主缸。
结合第七方面，在第七方面的某些实现方式中，该制动系统还包括至少一个第六控制阀(17、18、19、20)、至少一个第二单向阀(47、48、49、50)和机械制动输入装置(111)；机械制动输入装置(111)和主缸(7)连接；至少一个第一控制阀(13、14、15、16)和至少一个第三控制阀(61、62、63、64)之间还包括至少一个第六控制阀(17、18、19、20)；至少一个第二单向阀(47、48、49、50)分别和至少一个第一控制阀(13、14、15、16)并联。
第八方面，提供一种制动系统，该制动系统包括：制动主缸(7)、第一增压器(1)、第二增压器(36)、至少一个第一接口(38w、38x、38y、38z)、至少一个第一控制阀(13、14、15、16)、至少一个第二控制阀(52、53)和至少一个第三控制阀(61、62、63、64)；至少一个第一接口(38w、38x、38y、38z)用于分别连接至少一个制动轮缸(22、23、24、25)；至少一个第一控制阀(13、14、15、16)和至少一个第一接口(38w、38x、38y、38z)分别通过至少一个第三控制阀(61、62、63、64)连接；制动主缸(7)和至少一个第一控制阀(13、14、15、16)分别通过至少一个第二控制阀(52、53)连接，制动主缸(7)和至少一个第二控制阀(52、53)还包括至少一个第五控制阀(11、12)；第二增压器(36)和至少一个第一控制阀(13、14、15、16)直接连接；第一增压器(1)和至少一个第一控制阀(13、14、15、16)通过至少一个第二控制阀(52、53)。
在本申请的方案中，通过在冗余制动系统设置两个隔离阀，在成本不高的情况下，可以实现当主制动系统失效时，冗余制动系统可以控制每个制动轮缸，实现对主制动系统的功能备份，满足车辆ABS/AEB/ESC/TCS等制动功能需求，并且可以进一步提高制动系统的安全性。
结合第八方面，在第八方面的某些实现方式中，第一储液容器(6)和第二储液容器(71)，第二增压器(36)和第一储液容器(6)连接，或者，第二增压器(36)和第二 储液容器(71)连接。
在本申请的方案中，该制动系统的的冗余制动系统可以从主制动系统的储液罐获取制动液，可以减少成本；冗余制动系统还可以从冗余制动系统的独立储液罐获取制动液，可以使得主制动系统和冗余制动系统的解耦更彻底，提高冗余制动系统的独立性。
结合第八方面，在第八方面的某些实现方式中，制动主缸(7)和至少一个第一控制阀(13、14、15、16)分别通过至少一个第二控制阀(52、53)连接，制动主缸(7)和至少一个第二控制阀(52、53)还包括至少一个第五控制阀(11、12)包括：至少一个第二控制阀(52、53)和至少一个第五控制阀(11、12)直接连接，或者，至少一个第二控制阀(52、53)和至少一个第五控制阀(11、12)通过至少一个第二接口(38k、38l)连接；至少一个第一控制阀(13、14、15、16)和至少一个第二控制阀(52、53)直接连接，或者，至少一个第一控制阀(13、14、15、16)和至少一个第二控制阀(52、53)直接连接通过至少一个第五接口连接(38m、38n)。
结合第八方面，在第八方面的某些实现方式中，制动系统还包括至少一个第六接口(38s、38t、38u、38v)，至少一个第一控制阀(13、14、15、16)和至少一个第三控制阀(61、62、63、64)连接，其中至少一个第一控制阀(13、14、15、16)和至少一个第三控制阀(61、62、63、64)直接通过管路连接；或者，至少一个第一控制阀(13、14、15、16)和至少一个第三控制阀(61、62、63、64)分别通过至少一个第六接口(38s、38t、38u、38v)连接。
结合第八方面，在第八方面的某些实现方式中，第二增压器(36)和第一储液容器(6)连接包括：第二增压器(36)和第一储液容器(6)直接连接，或者第二增压器(36)和第一储液容器(6)通过第三接口(38a)连接。
结合第八方面，在第八方面的某些实现方式中，制动系统还包括至少一个第四控制阀(65、66)、至少一个第三单向阀(67、68、69、70)，其中，至少一个第四控制阀(65、66)和第一储液容器(6)连接，或者，至少一个第四控制阀(65、66)和第二储液容器(71)连接；至少一个第三单向阀(67、68、69、70)和至少一个第四控制阀(65、66)连接，至少一个第三单向阀(67、68、69、70)分别和至少一个第三控制阀(61、62、63、64)连接。
在本申请的方案中，通过在冗余制动系统中增加轮缸出液阀，可以实现在主制动系统失效的情况下，需要减少制动轮缸压力时，例如配合ABS制动需求时，控制器可以有效减少四个制动轮缸的制动力，进一步提高了制动系统的安全性。
结合第八方面，在第八方面的某些实现方式中，该制动系统还包括：第一踏板感觉模拟器开关阀(43)和第一踏板感觉模拟系统(112)；第一踏板感觉模拟器开关阀(43)和至少一个第二控制阀(52、53)中的任意一个连接；第一压力传感器(30)和第一踏板感觉模拟器开关阀(43)连接的第二控制阀连接，第二液压装置(120)包括第一压力传感器(30)；第一踏板感觉模拟系统(112)中的第一踏板感觉模拟器(10)和第一踏板感觉模拟器开关阀(43)连接。
在本申请的方案中，该线控制动系统中的冗余制动系统还可以向驾驶员反馈踏板感觉信息，在主制动系统失效的情况下，依然可以保证驾驶员的踏板感受，给驾驶员带来更加 稳定舒适的驾驶体验。
结合第八方面，在第八方面的某些实现方式中，至少一个第一单向阀(56、57)，至少一个第一单向阀(56、57)分别和至少一个第二控制阀(52、53)并联，第一压力传感器(30)和第二控制阀(52、53)中的任意一个连接，制动系统还包括第一压力传感器(30)。
在本申请的方案中，和隔离阀并联的单向阀，可以在隔离阀处于断开状态时，制动踏板可以产生位移的同时，防止制动液流回制动主缸。
结合第八方面，在第八方面的某些实现方式中，该制动系统还包括至少一个第六控制阀(17、18、19、20)、至少一个第二单向阀(47、48、49、50)和机械制动输入装置(111)；机械制动输入装置(111)和主缸(7)连接；至少一个第一控制阀(13、14、15、16)和至少一个第三控制阀(61、62、63、64)之间还包括至少一个第六控制阀(17、18、19、20)；至少一个第二单向阀(47、48、49、50)分别和至少一个第一控制阀(13、14、15、16)并联。
第九方面，提供一种制动系统，该制动系统包括：制动主缸(7)、第一增压器(1)、第二增压器(36)、至少一个第一接口(38q、38r)、至少一个第一控制阀(13、14、15、16)和至少一个第二控制阀(52、53)；制动主缸(7)或者第一增压器(1)通过至少一个第一控制阀(13、14、15、16)和至少一个制动主缸(22、23、24、25)连接；第二增压器(36)通过至少一个第四单向阀(58、59)分别和至少一个第一接口(38q、38r)连接，所述第二增压器(36)和第四压力传感器(60)并联。
在本申请的方案中，增压器的压力传感器和单向阀可以配合冗余制动系统更加精准地控制制动液的压力，进而保证了制动系统的安全性。
结合第九方面，在第九方面的某些实现方式中，制动主缸(7)或者第一增压器(1)通过至少一个第一控制阀(13、14、15、16)和至少一个制动主缸(22、23、24、25)连接包括：制动主缸(7)或者第一增压器(1)通过第二进液阀(14)和第四进液阀(16)分别和第二制动轮缸(23)和第四制动轮缸(25)直接连接；制动主缸(7)或者第一增压器(1)通过第一进液阀(13)和第三进液阀(15)分别和第一制动轮缸(22)和第三制动轮缸(24)连接，第一进液阀(13)和第三进液阀(15)分别和第一制动轮缸(22)和第三制动轮缸(24)之间还包括至少一个第二控制阀(52、53)；其中，至少一个制动轮缸(22、23、24、25)包括第一制动轮缸(22)、第二制动轮缸(23)、第三制动轮缸(24)和第四制动轮缸(25)，至少一个第一控制阀(13、14、15、16)包括第一进液阀(13)、第二进液阀(14)、第三进液阀(15)和第四进液阀(16)。
在本申请的方案中，在主制动系统失效的情况下，通过冗余制动系统对前轮制动轮缸的独立控制，通过EPB配合实现对后轮制动轮缸增压，从而实现四轮独立增压。
结合第九方面，在第九方面的某些实现方式中，制动系统还包括第一储液容器(6)和第二储液容器(71)，至少一个第四控制阀(35)和第二增压器(36)分别和第二储液容器(71)连接，制动主缸(7)和第一增压器(1)分别和第一储液容器(6)连接；或者，制动系统还包括第一储液容器(6)，至少一个第四控制阀(35)、第二增压器(36)、制动主缸(7)和第一增压器(1)分别和第一储液容器(6)连接。
在本申请的方案中，该制动系统的的冗余制动系统可以从主制动系统的储液罐获取制 动液，可以减少成本；冗余制动系统还可以从冗余制动系统的独立储液罐获取制动液，可以使得主制动系统和冗余制动系统的解耦更彻底，提高冗余制动系统的独立性。
结合第九方面，在第九方面的某些实现方式中，第一进液阀(13)和第三进液阀(15)分别和第一制动轮缸(22)和第三制动轮缸(24)之间还包括至少一个第二控制阀(52、53)包括：第一进液阀(13)和第三进液阀(15)分别和至少一个第二控制阀(52、53)直接连接；或者，第一进液阀(13)和第三进液阀(15)分别和至少一个第二控制阀(52、53)通过至少一个第二接口(38o、38p)连接；至少一个第二控制阀(52、53)分别和第一制动轮缸(22)和第三制动轮缸(24)直接连接；或者，至少一个第二控制阀(52、53)分别和第一制动轮缸(22)和第三制动轮缸(24)通过至少一个第一接口(38q、38r)连接。
结合第九方面，在第九方面的某些实现方式中，该制动系统还包括至少一个第四控制阀(54、55)，第一储液容器(6)或者第二储液容器(71)通过至少一个第四控制阀(54、55)分别和第一制动轮缸(22)和第三制动轮缸(24)连接。
在本申请的方案中，通过在冗余制动系统中增加轮缸出液阀，可以实现在主制动系统失效的情况下，需要减少制动轮缸压力时，例如配合ABS制动需求时，控制器可以有效减少四个制动轮缸的制动力，进一步提高了制动系统的安全性。
结合第九方面，在第九方面的某些实现方式中，制动系统还包括至少一个第五控制阀(11、12)、至少一个第六控制阀(17、18、19、20)、至少一个第二单向阀(47、48、49、50)和机械制动输入装置(111)机械制动输入装置(111)和主缸(7)连接；主缸(7)和至少一个第一控制阀(13、14、15、16)之间还包括至少一个第五控制阀(11、12)；至少一个第一控制阀(13、14、15、16)和至少一个第二控制阀(26、27、28、29)之间还包括至少一个第六控制阀(17、18、19、20)，至少一个第二单向阀(47、48、49、50)分别和至少一个第一控制阀(13、14、15、16)并联。
应理解，第三方面或者第四方面中任意一种可能实现的控制方法还可用于第五方面至第九方面中任意一种可能的实现方式的制动系统中，为避免重复，在此不作赘述。
第十方面，提供一种汽车，包括上述第一方面或者第三方面中任意一种可能的实现方式所述的制动系统，所述制动系统中的液压调节单元通过调节所述制动系统中的制动管路内制动液的压力，以控制施加至所述制动系统中制动轮缸的制动力的大小。
第十一方面，提供一种控制装置，该控制装置包括处理单元和收发单元，其中收发单元用于发送控制指令，处理单元用于生成控制指令，以使控制装置执行第一方面或者第三方面中任一种可能的方法。
可选地，上述控制装置可以是汽车中独立的控制器，也可以是汽车中具有控制功能的芯片。上述处理单元可以是处理器，上述收发单元可以是通信接口。
可选地，控制装置还可以包括存储单元，存储单元可以是控制器中的存储器，其中存储器可以是芯片内的存储单元(例如，寄存器、缓存等)，也可以是汽车内位于上述芯片外部的存储单元(例如，只读存储器、随机存取存储器等)。
需要说明的是，上述控制器中存储器与处理器耦合。存储器与处理器耦合，可以理解为，存储器位于处理器内部，或者存储器位于处理器外部，从而独立于处理器。
第十二方面，提供了一种计算机程序产品，所述计算机程序产品包括：计算机程序代码，当所述计算机程序代码在计算机上运行时，使得计算机执行上述各方面中的方法。
需要说明的是，上述计算机程序代码可以全部或者部分存储在第一存储介质上，其中第一存储介质可以与处理器封装在一起的，也可以与处理器单独封装，本申请实施例对此不作具体限定。
第十三方面，提供了一种计算机可读介质，所述计算机可读介质存储有程序代码，当所述计算机程序代码在计算机上运行时，使得计算机执行上述各方面中的方法。
附图说明
图1是本申请实施例提供的一种线控制动系统示意图；
图2是本申请实施例提供的另一种线控制动系统示意图；
图3是本申请实施例提供的又一种线控制动系统示意图；
图4是本申请实施例提供的一种紧急情况人工制动模式增压过程的示意图；
图5是本申请实施例提供的一种增压装置模式增压过程的示意图；
图6是本申请实施例提供的一种冗余制动模式增压过程的示意图；
图7是本申请实施例提供的一种冗余制动模式保压过程的示意图；
图8是本申请实施例提供的一种冗余制动模式减压过程的示意图；
图9是本申请实施例提供的另一种冗余制动模式增压过程的示意图；
图10是本申请实施例提供的又一种冗余制动模式增压过程的示意图；
图11是本申请实施例提供的又一种线控制动系统示意图；
图12是本申请实施例提供的又一种线控制动系统示意图；
图13是本申请实施例提供的又一种线控制动系统示意图；
图14是本申请实施例提供的又一种线控制动系统示意图；
图15是本申请实施例提供的又一种线控制动系统示意图；
图16是本申请实施例提供的又一种线控制动系统示意图；
图17是本申请实施例提供的又一种线控制动系统示意图；
图18是本申请实施例提供的又一种线控制动系统示意图；
图19是本申请实施例提供的又一种线控制动系统示意图；
图20是本申请实施例提供的又一种线控制动系统示意图；
图21是本申请实施例提供的又一种线控制动系统示意图；
图22是本申请实施例提供的又一种冗余制动模式增压过程的示意图；
图23是本申请实施例提供的又一种冗余制动模式增压过程的示意图；
图24是本申请实施例提供的另一种冗余制动模式减压过程的示意图；
图25是本申请实施例提供的又一种冗余制动模式减压过程的示意图；
图26是本申请实施例提供的又一种冗余制动模式增压过程的示意图；
图27是本申请实施例提供的又一种冗余制动模式减压过程的示意图；
图28是本申请实施例提供的又一种冗余制动模式增压过程的示意图；
图29是本申请实施例提供的又一种冗余制动模式减压过程的示意图；
图30是本申请实施例提供的又一种冗余制动模式增压过程的示意图；
图31是本申请实施例提供的线控制动控制方法的示意性流程图；
图32是本申请实施例提供的一种控制装置的示意图；
图33是本申请实施例提供的另一种控制装置的示意图。
具体实施方式
下面将结合附图，对本申请中的技术方案进行描述。显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
本申请的线控制动系统适用于自动驾驶汽车或者新能源汽车，其中自动驾驶汽车包括具有自动驾驶功能的乘用车和商用车，新能源汽车包括采用新能源乘用车和商用车。
为了便于理解，下面先对本申请实施例可能涉及的相关术语和概念进行介绍。
制动防抱死系统(antilock brake system，ABS)：在汽车制动时，自动控制制动力的大小，使车轮不被抱死，处于边滚边滑的状态，以保证车轮与地面的附着力处于最大值。
自动紧急制动系统(autonomous emergency braking，AEB)：在车辆遇到突发危险情况或与前车及行人距离小于安全距离时主动进行刹车，以避免或减少追尾等碰撞事故的发生。
电子稳定性控制系统(electronic stability control system，ESC)：传感器收集车辆信息来判断车辆失稳情况，当车辆趋于失稳，ESC系统通过对单个或部分车轮施加制动力，以获取使车轮稳定的横摆力矩，从而实现稳定车辆的目的。
牵引力控制系统(traction control system，TCS)：在汽车驱动时，当驱动轮打滑时，自动控制发动机或驱动电机等和制动器来抑制驱动轮转速的一种控制系统。
制动系统包括集成制动系统(integrated brake system,IBS)和冗余制动模块(redundant brake unit,RBU)，其中，冗余制动模块还可以称为冗余制动系统。
集成制动系统：由电动线性泵及电磁阀和阀体等组成的电液线控制动系统，可以实现车辆的ABS/AEB/ESC/TCS等制动功能。
冗余制动模块：对主制动系统形成备份的独立制动模块，当车辆主制动系统失效时，RBU模块完成车辆的制动，提高车辆的安全性。
目前，存在一种制动系统，该系统由两套独立进行制动的主制动系统和冗余制动系统组成，该系统通过冗余制动系统中的柱塞泵和两个隔离阀，实现在主制动系统失效后，冗余制动系统对车辆的左前轮和右前轮实现有效制动。虽然该制动系统结构简单可靠，稳定性高，但是该制动系统中的冗余制动系统只能实现前轮两轮制动，无法适配车辆对ABS、AEB、ESC或者TCS等集成制动功能的需求。
随着自动驾驶和新能源技术的进一步发展，当前制动系统面临的问题包括，无法很好地同时兼顾线控制动和冗余功能，难以满足车辆的控制和安全需求，此外制动系统还必须支持ABS、AEB、TCS、ESC等功能。因此，本申请实施例提供一种线控制动系统，具有多重冗余功能，可以同时满足线控制动和冗余功能，用于支持新能源汽车或自动驾驶汽车的控制需求，下面将结合图1至图30详细说明。
需要说明的是，下文中涉及的制动管路可以仅为“出液管路”或者“进液管路”，制动管路还可以为“出液管路”和“进液管路”。在为汽车的车轮的制动轮缸减压的过程中，制动系统中的制动管路用于将制动轮缸中的制动液输送至储液装置，此时，制动管路可以称为“出液管路”。在为汽车的车轮的制动轮缸增压的过程中，该制动管路用于为汽车的车轮提供制动液，以为汽车的车轮提供制动力，此时，制动管路可以称为“进液管路”。
另外，下文中涉及的“进液阀”、“出液阀”以及“均压阀”仅仅基于控制阀在制动系统中的功能来区分的。用于控制进液管路连通或者断开的控制阀可以称为“进液阀”或者“增压阀”。用于控制回液管路连通或者断开的控制器可以称为“出液阀”或者“减压阀”。用于隔离两级制动子系统的控制阀可以称为“隔离阀”。其中，上述控制阀可以是现有的制动系统中常用的阀，例如，电磁阀等，本申请实施例对此不作具体限定。
另外，当控制阀连接至制动管路后，控制阀与制动管路的连接端口可以通过第一端口和第二端口表示，本申请对制动液在第一端口和第二端口之间的流向不作限定。例如，在为汽车的车轮的制动轮缸增压的过程中，制动液可以从控制阀的第一端口流至控制阀的第二端口，或者，在为汽车的车轮的制动轮缸减压的过程中，制动液可以从控制阀的第二端口流至控制阀的第一端口。在本申请实施例的图示中，控制阀的“第一端口”和“第二端口”的定义如下，在为汽车的车轮的制动轮缸增压的过程中，制动液遇到的控制阀的第一个端口为第一端口，在为汽车的车轮的制动轮缸减压的过程中，制动液遇到的控制阀的第一个端口为第二端口。上述定义仅为一种示例，本申请实施例对此不作限制。
另外，下文中涉及的“主制动管路21”、“冗余制动管路37a”、“冗余制动管路37b”以及其他制动管路等可以理解为实现某一功能的一段或多段制动管路。例如，主制动管路21为用于连接制动主缸7与制动回路113的多段制动管路。
另外，下文在结合附图介绍制动系统、汽车等架构时，附图中会示意性地示出每个控制阀可以实现的两种工作状态(断开或连通)，并不限定控制阀当前的工作状态如图所示。
下面将结合附图对本申请的方案，图1是本申请实施例提供的一种线控制动系统示意图。如图1的(a)或者图1的(b)所示，该线控制动系统100可以包括主制动系统110、冗余制动系统120、控制器。该线控制动系统100还可以第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25。
应理解，冗余制动系统120可以作为第一制动子系统的一种示例，在本申请中对第一制动子系统120的命名不作限制。
应理解，在本申请中的制动系统至少还包括一个控制器，未在图中表示，例如，主制动系统控制器、冗余制动系统控制器。制动系统还可以通过一个控制器，根据不同的制动需求，控制不同的部件，例如，在冗余工作模式下，控制器可以对冗余制动系统120部分的部件进行控制，实现相应的制动功能。制动系统中各种单独部件也可能有独自的子控制器，这些控制器之间可以相互通信、共同工作。控制器接收各种传感器的测量或检测信号，如环境条件、驾驶员输入、制动系统状态等，通过计算和判断来控制制动系统的制动特性。
应理解，在本申请中的制动系统可以不包括制动轮缸，也就是仅包括主制动系统110和冗余制动系统120，还可以包括制动轮缸，也就是主制动系统110、冗余制动系统120和制动轮缸都属于制动系统。
应理解，在本申请中的至少一个制动轮缸(22、23、24、25)可以为上文所述的第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25。
主制动系统110可以包括增压装置1、机械制动输入装置111、第一踏板感觉模拟系统112、制动回路113、第二压力传感器2、主缸进液阀5、单向阀46、第一储液容器6、制动主缸7、第一轮缸隔离阀11、第二轮缸隔离阀12和主制动管路21。
应理解，增压装置1可以为第一增压器1的一种示例，具体可以为增压泵、柱塞泵总成等起增压作用的部件，在本申请实施例中对此不作限制。
作为一种可能的实现方式，机械制动输入装置111包括制动踏板3、踏板位移传感器4和推杆51。应理解，驾驶员踩动制动踏板3，制动踏板与推杆51连接，推杆51向前推进，制动主缸7的第一液压腔和第二液压腔的压力升高，第一储液容器6中的制动液(液压油液)通过主制动管路，经过单向阀46和主缸进液阀5进入制动主缸7的第一液压腔和第二液压腔，使得制动主缸7的第一液压腔和第二液压腔的压力升高，制动液再从制动主缸7的第一液压腔和第二液压腔中推入主制动管路21，并经过第一轮缸隔离阀11和第二轮缸隔离阀12进入制动回路113。其中，踏板位移传感器4用于测量推杆51相对于制动主缸7的位移。应理解，主制动管路21包括在主制动系统中的管路，为了简要说明，在本申请实施例中不对主制动管路21中每条管路进行说明。
应理解，在本申请实施例中，单向阀只能使得制动液从单向阀的第一端口流向第二端口，但不能从第二端口流向第一端口。例如，单向阀46的上端为第一端口，下端为第二端口，制动液只能单向阀的第一端口流向第二端口。但应理解这只是为了便于理解，对于第一端口和第二端口的命名不存在限定，也就是说，还可以描述成为制动液只能从第二端口流向第一端口。
应理解，至少一个第五控制阀(11、12)用于隔离增压装置1和制动主缸7，在增压模式下，制动液来自增压装置1。通常第五控制阀处于导通状态，在增压模式下，第五控制阀处于断开状态。在本申请中至少一个第五控制阀具体可以为第一轮缸隔离阀11和第二轮缸隔离阀12，本申请实施例对第五控制阀的个数不作限定，在本申请实施例图示的第五控制阀个数仅为一种示例。其中，断开状态就是制动液无法从控制阀的一个端口流向另一个端口，导通状态具体为制动液可以从控制阀的一个端口流向另一个端口。
作为一种可能的实现方式，第一踏板感觉模拟系统112包括第三压力传感器8、第三踏板感觉模拟器开关阀9和第一踏板感觉模拟器10。应理解，制动主缸7的第二液压腔通过主制动管路21，与第三压力传感器8、第三踏板感觉模拟器开关阀9和第一踏板感觉模拟器10连接。其中，第一踏板感觉模拟系统112用于向驾驶员反馈踏板感觉信息。应理解，在增压装置线控制动的工作模式下，该第一踏板感觉模拟系统112中的第三踏板感觉模拟器开关阀9处于导通状态。
应理解，制动回路113有不同形式的布置，例如，可以呈X型布置、H型布置、工型布置等。
X型布置是一路制动回路连接左前轮(front left,FL)的制动轮缸和右后轮(rear right,RR)的制动轮缸，另一路制动回路连接右前轮(front right,FR)的制动轮缸和左后轮(rear left,RL)的制动轮缸。
H型布置是一路制动回路连接左前轮的制动轮缸和左后轮的制动轮缸，另一路制动回路连接右前轮的制动轮缸和右后轮的制动轮缸。
工型布置是一路制动回路连接左前轮的制动轮缸和右前轮的制动轮缸，另一路制动回路连接左后轮的制动轮缸和右后轮的制动轮缸。
应理解，在本申请实施例对制动回路的类型不作限制，本身实施例以X型制动回路为例。
制动回路113包括第五轮缸进液阀13、第六轮缸进液阀14、第七轮缸进液阀15和第八轮缸进液阀16、第一轮缸出液阀17、第二轮缸出液阀18、第三轮缸出液阀19和第四轮缸出液阀20和第一主单向阀47、第二主单向阀48、第三主单向阀49和第四主单向阀50。
其中，第五轮缸进液阀13控制制动液进入左前轮FL的制动轮缸，第六轮缸进液阀14控制制动液进入右后轮RR的制动轮缸；第七轮缸进液阀15控制制动液进入右前轮FR的制动轮缸，第八轮缸进液阀16控制制动液进入左后轮RL的制动轮缸。
应理解，至少一个第一控制阀(13、14、15、16)用于使制动液流入制动轮缸。在本申请中至少一个第一控制阀具体可以为第五轮缸进液阀13、第六轮缸进液阀14、第七轮缸进液阀15和第八轮缸进液阀16，本申请实施例对第一控制阀的个数不作限定，在本申请实施例图示的第一控制阀个数仅为一种示例。
应理解，至少一个第二单向阀(47、48、49、50)用于调节第一控制阀两端的压力，防止至少一个第一控制阀的第二端口压力高于第一端口时，制动液无法流入制动轮缸中。至少一个第二单向阀具体可以为第一主单向阀47、第二主单向阀48、第三主单向阀49和第四主单向阀50，本申请实施例对第二单向阀的个数不作限定，在本申请实施例图示的第二单向阀个数仅为一种示例。
第一轮缸出液阀17控制制动液流出左前轮FL的制动轮缸回到第一储液容器6或者增压装置1，第二轮缸出液阀18控制制动液流出右后轮RR的制动轮缸回到第一储液容器6或者增压装置1，第三轮缸出液阀19控制制动液流出右前轮FR的制动轮缸回到第一储液容器6或者增压装置1，第四轮缸出液阀20控制制动液流出左后轮RL的制动轮缸回到第一储液容器6或者增压装置1。
同样，至少一个第六控制阀(17、18、19、20)用于使制动液从制动轮缸流回储液容器，例如，流回第一储液容器6，在本申请中至少一个第六控制阀具体可以为第一轮缸出液阀17、第二轮缸出液阀18、第三轮缸出液阀19和第四轮缸出液阀20，本申请实施例对第六控制阀的个数不作限定，在本申请实施例图示的第六控制阀个数仅为一种示例。
冗余制动系统120可以包括柱塞泵总成36、第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34、轮缸出液阀35、第一冗余隔离阀26、第二冗余隔离阀27、第三冗余隔离阀28和第四冗余隔离阀29、第一压力传感器30和冗余制动管路37。
应理解，柱塞泵总成36可以为第二增压器36一种具体示例，第二增压器36还可以为增压泵等起增压作用的部件，在本申请实施例中对此不作限制。
应理解，至少一个第二控制阀(26、27、28、29)用于隔离两个制动子系统，至少一 个第二控制阀可以属于冗余制动系统120，也可以属于主制动系统110，本申请对此不作限制。至少一个第二控制阀(26、27、28、29)通常处于导通状态，在冗余制动模式下，至少一个第二控制阀(26、27、28、29)处于断开状态。在本申请中至少一个第二控制阀具体可以为第一冗余隔离阀26、第二冗余隔离阀27、第三冗余隔离阀28和第四冗余隔离阀29，本申请实施例对第二控制阀的个数不作限定，在本申请实施例图示的第二控制阀个数仅为一种示例。
同样，至少一个第三控制阀(31、32、33、34)用于使制动液流入制动轮缸。至少一个第三控制阀(31、32、33、34)通常处于断开状态，在冗余制动模式下，至少一个第三控制阀(31、32、33、34)处于导通状态。在本申请中至少一个第三控制阀具体可以为第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34，本申请实施例对第三控制阀的个数不作限定，在本申请实施例图示的第三控制阀个数仅为一种示例。
同样，至少一个第四控制阀(35)用于使制动液从制动轮缸流回储液容器，例如，流回第一储液容器6或者第二储液容器71。至少一个第四控制阀通常处于断开状态，在冗余制动模式下的减压工况工况时，至少一个第四控制阀处于导通状态。在本申请中至少一个第四控制阀具体可以为轮缸出液阀35，本申请实施例对第四控制阀的个数不作限定，在本申请实施例图示的第四控制阀个数仅为一种示例。
作为一种可能实现的方式，第一储液容器6或者第二储液容器71通过至少一个第四控制阀分别和至少一个制动轮缸连接，本申请实施例的图中未示出，如果针对每个轮缸均有对应的轮缸出液阀，该方案可以实现对每个制动轮缸进行同时独立卸压。
作为一种可能实现的方式，冗余制动系统还可以包括制动系统插拔接头38，其中，制动系统插拔接头38包括至少一个第一接口(38f、38g、38h、38i、38w、38x、38y、38z、38q、38r)、至少一个第二接口(38b、38c、38d、38e、38k、38l、38o、38p)、第三接口38a、第四接口38j。第一接口用于连接隔离两个制动子系统的隔离阀和主制动系统部分；第二接口用于连接冗余制动系统120和至少一个制动轮缸；第三接口用于连接冗余制动系统120和主制动系统110的第一储液容器6；第四接口用于连接冗余制动系统120和第一踏板感觉模拟器10。
作为一种可能实现的方式，制动系统插拔接头38还可以包括至少一个第五接口(38m、38n)，第五接口用于连接冗余制动系统120和主制动系统中的至少一个第一控制阀。
作为一种可能实现的方式，制动系统插拔接头38还可以包括至少一个第六接口(38s、38t、38u、38v)，第六接口用于连接冗余制动系统120中的至少一个第三控制阀和主制动系统110中的至少一个第一控制阀。
应理解，冗余制动系统120和主制动系统110可以直接通过制动管路连接，如图1的(b)所示，或者通过制动系统插拔接头38中的至少一个上述接口连接，如图1的(a)所示，其中制动系统插拔接头38可以属于冗余制动系统120，也可以属于主制动系统110。在本申请中，任意一个制动系统中的冗余制动系统120和主制动系统110均可以通过制动管路直接连接，此时该制动系统为集成式的；或者，任意一个制动系统中的冗余制动系统120和主制动系统110还可以通过制动系统插拔接头38中的至少一个上述接口连接，此 时该制动系统为分体式的；或者，任意一个制动系统中的冗余制动系统120和主制动系统110还可以通过管路直接连接和上述接口连接结合的方式连接，本申请实施例对此不做限制。
其中，第一轮缸进液阀31和第一冗余隔离阀26通过第一冗余制动管路37a连接，第一冗余制动管路37a给第一制动轮缸22提供制动力。第二轮缸进液阀32和第二冗余隔离阀27通过第二冗余制动管路37b连接，第二冗余制动管路37b给第二制动轮缸23提供制动力。第三轮缸进液阀33和第三冗余隔离阀28通过第三冗余制动管路37c连接，第三冗余制动管路37c给第三制动轮缸24提供制动力。第四轮缸进液阀34和第四冗余隔离阀29通过第四冗余制动管路37d连接，第四冗余制动管路37d给第四制动轮缸25提供制动力。在本申请提供的实施例中，冗余制动管路37可以包括第一冗余制动管路37a、第二冗余制动管路37b、第三冗余制动管路37c、第四冗余制动管路37d、第五冗余制动管路37e、第六冗余制动管路37f。
作为一种可能实现的方式，冗余制动管路还可以包括第七冗余制动管路37g和第八冗余制动管路37h。
轮缸出液阀35、柱塞泵总成36、第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34通过第六冗余制动管路37f连接；轮缸出液阀35、柱塞泵总成36和第一制动系统插拔接头38a通过第五冗余制动管路37e连接。
其中，制动系统插拔接头38包括第一制动系统插拔接头38a、第二制动系统插拔接头38b、第三制动系统插拔接头38c、第四制动系统插拔接头38d、第五制动系统插拔接头38e、第六制动系统插拔接头38f、第七制动系统插拔接头38g、第八制动系统插拔接头38h、第九制动系统插拔接头38i。
冗余制动系统120还可以包括第一冗余单向阀39、第二冗余单向阀40、第三冗余单向阀41和第四冗余单向阀42，第一冗余单向阀39和第一冗余隔离阀26并联，第二冗余单向阀40和第二冗余隔离阀27并联，第三冗余单向阀41和第三冗余隔离阀28并联，第四冗余单向阀42和第四冗余隔离阀29并联；第一冗余隔离阀26包括第一端口和第二端口，第一压力传感器30和第一冗余隔离阀26的第一端口连接。
应理解，至少一个第一单向阀(39、40、41、42)用于使制动踏板3产生位移的同时，防止制动液回流回制动主缸7。在本申请中至少一个第一单向阀可以具体为第一冗余单向阀39、第二冗余单向阀40、第三冗余单向阀41和第四冗余单向阀42。本申请实施例对第一单向阀的个数不作限定，在本申请实施例图示的第一单向阀个数仅为一种示例。
主制动系统110和冗余制动系统120的连接关系如下：第一储液容器6通过制动系统插拔接头38a，和冗余制动系统120中的轮缸出液阀35和柱塞泵总成36连接；制动回路113中的和和第一冗余隔离阀26、第二冗余隔离阀27、第三冗余隔离阀28和第四冗余隔离阀29的第一端口分别通过第二制动系统插拔接头38b、第三制动系统插拔接头38c、第四制动系统插拔接头38d和第五制动系统插拔接头38e连接；第一制动轮缸22和冗余系统120中的第一冗余隔离阀26的第二端口，通过第九制动系统插拔接头38i连接；第二制动轮缸23和冗余系统120中的第二冗余隔离阀27的第二端口，通过第八制动系统插拔接头38h连接；第三制动轮缸24和冗余系统120中的第一冗余隔离阀28的第二端口，通 过第七制动系统插拔接头38g连接；第四制动轮缸25和冗余系统120中的第一冗余隔离阀29的第二端口，通过第六制动系统插拔接头38f连接。
以图1的(a)为例说明线控制动系统的工作模式，本申请实施例中图1的(a)的线控制动系统包括三个工作模式，分别为人工制动模式、增压装置制动模式和冗余制动模式，下面针对图1的(a)的中的线控制动系统的冗余制动模式，结合图9进行详细说明。图9是本申请实施例提供的一种冗余制动模式增压过程的示意图。当主制动系统失效时，控制器独立控制冗余制动系统120给四个制动轮缸提供制动力。
当主制动系统失效时，驾驶员踩动制动踏板3，制动液从制动主缸7中进入制动回路113，由于控制器控制第一冗余隔离阀26、第二冗余隔离阀27、第三冗余隔离阀28和第四冗余隔离阀29处于断开状态。此时，只有少量的制动液可以通过单向阀进入制动轮缸中，需要冗余制动系统120为制动轮缸提供制动力。冗余制动系统控制120控制第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34处于导通状态，控制轮缸出液阀35处于断开状态，柱塞泵总成36工作，制动液从第一储液容器6中经过柱塞泵总成36，分别从第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34进入第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25，为这些制动轮缸提供制动力。第一冗余单向阀39、第二冗余单向阀40、第三冗余单向阀41和第四冗余单向阀42隔绝制动液流向主制动系统110。
需要说明的是，在本申请实施例的附图中，制动管路的粗细仅代表不同工作模式下，制动液的流向，不代表制动管路中制动液的压力大小。例如，在图9中，冗余制动模式下，粗线示出部分的制动管路表示冗余制动系统120给制动轮缸提供制动力时，制动液流向制动轮缸；细的制动管路表示冗余制动系统120给制动轮缸提供制动力时，虽然制动液仍然在制动管路中流动，但是无法给制动轮缸提供制动力。
本申请的方案，通过在冗余制动系统中设置针对每个制动轮缸的隔离阀、轮缸进液阀，可以实现在主制动系统失效的情况下，冗余制动系统可以独立控制每个制动轮缸，实现对主动系统的功能备份，满足车辆ABS/AEB/ESC/TCS等制动功能需求，并且可以进一步提高制动系统的安全性。
图2是本申请实施例提供的另一种线控制动系统示意图。如图2所示，该线控制动系统100包括主制动系统110、冗余制动系统120、第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25。
图2中的主制动系统110和图1的(a)中的主制动系统110的结构和功能一致，为避免重复，在此不作赘述。
冗余制动系统120可以包括柱塞泵总成36、第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34、轮缸出液阀35、第一冗余隔离阀26、第二冗余隔离阀27、第三冗余隔离阀28和第四冗余隔离阀29、第一压力传感器30、冗余制动管路37和制动系统插拔接头38。其中，第一轮缸进液阀31和第一冗余隔离阀26通过第一冗余制动管路37a连接，第一冗余制动管路37a给第一制动轮缸22提供制动力。第二轮缸进液阀32和第二冗余隔离阀27通过第二冗余制动管路37b连接，第二冗余制动管路37b给第二制动轮缸23提供制动力。第三轮缸进液阀33和第三冗余隔离阀28通过第三 冗余制动管路37c连接，第三冗余制动管路37c给第三制动轮缸24提供制动力。第四轮缸进液阀34和第四冗余隔离阀29通过第四冗余制动管路37d连接，第四冗余制动管路37d给第四制动轮缸25提供制动力。冗余制动管路37包括第一冗余制动管路37a、第二冗余制动管路37b、第三冗余制动管路37c、第四冗余制动管路37d、第五冗余制动管路37e、第六冗余制动管路37f、第七冗余制动管路37g和第八冗余制动管路37h。
轮缸出液阀35、柱塞泵总成36、第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34通过第六冗余制动管路37f连接；轮缸出液阀35、柱塞泵总成36和第一制动系统插拔接头38a通过第五冗余制动管路37e连接，制动系统插拔接头38包括第一制动系统插拔接头38a。
冗余制动系统120还可以包括第一踏板感觉模拟器开关阀43，第一冗余隔离阀26包括第一端口和第二端口，第一踏板感觉模拟器开关阀43和第一冗余隔离阀26的第一端口通过第八冗余制动管路37h连接，其中第一踏板感觉模拟器开关阀43用于当主制动系统失效110时，向驾驶员反馈踏板感觉信息。第一压力传感器30和第一冗余隔离阀26的第一端口连接。本申请的方案中，第一踏板感觉模拟器开关阀43的安装位置可以与每个冗余隔离阀的第一端口通过冗余制动管路37h进行连接，此时，第一压力传感器30的安装位置随着第一踏板感觉模拟器开关阀43的安装位置而改变，本申请实施例对第一踏板感觉模拟器开关阀43和第一压力传感器30的安装位置不作限制。例如，如图2所示，第一踏板感觉模拟器开关阀43的第一端口和第一冗余隔离阀26的第一端口通过第八冗余制动管路37h连接，第一压力传感器30和第一冗余隔离阀26的第一端口连接。
图2所示的线控制动系统中主制动系统110和冗余制动系统120的连接关系，除了图1的(a)中的连接关系，还包括，第一踏板感觉模拟器10的第一端口通过第十制动系统插拔接头38j，和冗余制动系统120中的第一踏板感觉模拟器开关阀43的第二端口连接。
如前所述，本申请实施例中的线控制动系统包括三个工作模式，分别为人工制动模式、增压装置制动模式和冗余制动模式，下面针对图2的中的线控制动系统的冗余制动模式，结合图10进行详细说明。
图10是本申请实施例提供的又一种冗余制动模式的示意图。当主制动系统失效时，控制器控制冗余制动系统120给四个制动轮缸提供制动力。
例如，在一种可能的情况下，当主制动系统失效时，驾驶员踩动制动踏板3，制动液从制动主缸7中进入制动回路113，由于控制器控制第一冗余隔离阀26、第二冗余隔离阀27、第三冗余隔离阀28和第四冗余隔离阀29处于断开状态。此时，制动液无法通过主制动系统进入制动轮缸中，需要冗余制动系统120为制动轮缸提供制动力。冗余制动系统控制120控制第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34处于导通状态，控制轮缸出液阀35处于断开状态，柱塞泵总成36工作，制动液从第一储液容器6中经过柱塞泵总成36，分别从第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34进入第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25，为这些制动轮缸提供制动力。与此同时，冗余制动系统中的第一踏板感觉模拟器开关阀43处于导通状态，制动液从制动回路113通过第一踏板感觉模拟器开关阀43进入主制动系统110中的第一踏板感觉模拟器10，向驾驶员反馈踏 板感觉信息。
本申请的方案，通过在冗余制动系统中设置针对每个制动轮缸的隔离阀、轮缸进液阀，可以实现在主制动系统失效的情况下，冗余制动系统可以独立控制每个制动轮缸，实现对主制动系统的功能备份，满足车辆ABS/AEB/ESC/TCS等制动功能需求，并且可以进一步提高制动系统的安全性。例如，在制动系统需要在冗余制动模式下进行减压时，如果只有一个轮缸出液阀，该方案可以实现对每个制动轮缸进行分时独立卸压，如果针对每个轮缸均有对应的轮缸出液阀，该方案可以实现对每个制动轮缸进行同时独立卸压。除此以外，该线控制动系统中的冗余制动系统120还可以向驾驶员反馈踏板感觉信息，在主制动系统失效的情况下，依然可以保证驾驶员的踏板感受，给驾驶员带来更加稳定舒适的驾驶体验。
图3是本申请实施例提供的又一种线控制动系统示意图。如图3的(a)或者图3的(b)所示，该线控制动系统100包括主制动系统110、冗余制动系统120、第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25。
图3的(a)中的主制动系统110和图1的(a)中的主制系统110的结构和功能一致，为避免重复，在此不作赘述。
冗余制动系统120可以包括柱塞泵总成36、第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34、轮缸出液阀35、第一冗余隔离阀26、第二冗余隔离阀27、第三冗余隔离阀28和第四冗余隔离阀29、第一压力传感器30、冗余制动管路37和制动系统插拔接头38。其中，第一轮缸进液阀31和第一冗余隔离阀26通过第一冗余制动管路37a连接，第一冗余制动管路37a给第一制动轮缸22提供制动力。第二轮缸进液阀32和第二冗余隔离阀27通过第二冗余制动管路37b连接，第二冗余制动管路37b给第二制动轮缸23提供制动力。第三轮缸进液阀33和第三冗余隔离阀28通过第三冗余制动管路37c连接，第三冗余制动管路37c给第三制动轮缸24提供制动力。第四轮缸进液阀34和第四冗余隔离阀29通过第四冗余制动管路37d连接，第四冗余制动管路37d给第四制动轮缸25提供制动力。冗余制动管路37包括第一冗余制动管路37a、第二冗余制动管路37b、第三冗余制动管路37c、第四冗余制动管路37d、第五冗余制动管路37e、第六冗余制动管路37f、第七冗余制动管路37g和第八冗余制动管路37h。
轮缸出液阀35、柱塞泵总成36、第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34通过第六冗余制动管路37f连接；轮缸出液阀35、柱塞泵总成36和第一制动系统插拔接头38a通过第五冗余制动管路37e连接，制动系统插拔接头38包括第一制动系统插拔接头38a，如图3的(a)所示。
冗余制动系统120还可以包括独立的第二储液容器71，第二储液容器71和柱塞泵36通过第五冗余制动管路37e连接，如图3的(b)所示。冗余制动系统中独立的储液罐可以使得冗余制动系统120和主制动系统110更彻底的解耦。应理解，本申请实施例中的冗余制动系统120都可以包括独立的第二储液容器71，连接结构和图3的(b)类似，在本申请的其他附图中省略。还应理解，本申请实施例在说明线控制动系统的冗余制动模式时，都是以制动液来自主制动系统110的第一储液容器6为例进行说明，本申请实施例对于制动液来自哪个储液罐以及制动液流回哪个储液罐不作限制，制动液可以来自第一储液容器6或者第二储液容器71，制动液可以流回第一储液容器6或者第二储液容器71。
冗余制动系统120还可以包括第二踏板感觉模拟系统121，第二踏板感觉模拟系统121包括第二踏板感觉模拟器开关阀44和第二踏板感觉模拟器45，第二踏板感觉模拟器45、第二踏板感觉模拟器开关阀44和第三冗余隔离阀28的第一端口通过第七冗余制动管路37g连接，其中，第二踏板感觉模拟器开关阀44和第二踏板感觉模拟器45用于当主制动系统失效110时，向驾驶员反馈踏板感觉信息；第一压力传感器30和第三冗余隔离阀28的第一端口连接。
本申请的方案中，第二踏板感觉模拟系统121的安装位置可以与每个冗余隔离阀的第一端口通过第七冗余制动管路37g进行连接，此时，第一压力传感器30的安装位置随着第二踏板感觉模拟系统121的安装位置而改变，本申请实施例对第二踏板感觉模拟系统121和第一压力传感器30的安装位置不作限制。例如，如图3的(a)所示，第二踏板感觉模拟系统121和第三冗余隔离阀28的第一端口通过第七冗余制动管路37g连接，第一压力传感器30和第三冗余隔离阀28的第一端口连接。
图3的(a)所示的线控制动系统中主制动系统110和冗余制动系统120的连接关系和图1的(a)相同，在此不作赘述。
本申请实施例中的线控制动系统有三个工作模式，分别为人工制动模式、增压装置制动模式和冗余制动模式，下面这三种工作模式下线控制动系统的工作原理，结合图4至图8分别进行详细说明。
人工制动工作模式：图4是本申请实施例提供的一种紧急状态下人工制动模式增压过程的示意图。
驾驶员踩动制动踏板3，制动液从制动主缸7中进入制动回路113，第一冗余隔离阀26、第二冗余隔离阀27、第三冗余隔离阀28和第四冗余隔离阀29处于导通状态，制动液分别通过第一冗余隔离阀26、第二冗余隔离阀27、第三冗余隔离阀28和第四冗余隔离阀29进入四个制动轮缸，为制动轮缸提供制动力。此时，冗余制动系统120中的第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34处于断开状态，防止制动液流回第一储液容器6。与此同时，第二踏板感觉模拟系统121中的第二踏板感觉模拟器开关阀44也处于断开状态，此时第二踏板感觉模拟系统121不起作用。
增压装置制动模式：图5是本申请实施例提供的一种增压装置模式增压过程的示意图。
增压装置制动模式下，主制动系统控制器控制主制动系统110中的第一轮缸隔离阀11和第二轮缸隔离阀12处于断开状态，控制第三踏板感觉模拟器开关阀9处于导通状态。驾驶员踩动制动踏板3，制动液从制动主缸7中进入第一踏板感觉模拟系统112中的第一踏板感觉模拟器10，向驾驶员反馈踏板感觉信息。主制动系统110中的增压装置1工作，制动液从增压装置中进入制动回路113，第一冗余隔离阀26、第二冗余隔离阀27、第三冗余隔离阀28和第四冗余隔离阀29处于导通状态，制动液分别通过第一冗余隔离阀26、第二冗余隔离阀27、第三冗余隔离阀28和第四冗余隔离阀29进入四个制动轮缸，为制动轮缸提供制动力。此时，冗余制动系统120中的第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34处于断开状态，防止制动液流回第一储液容器6。与此同时，第二踏板感觉模拟系统121中的第二踏板感觉模拟器开关阀44也处于 断开状态，此时第二踏板感觉模拟系统121不起作用。
冗余制动模式：当主制动系统失效时，线控制动系统进入冗余制动模式，在该模式下有三种制动工作过程，分别为冗余制动模式增压过程、冗余制动模式保压过程和冗余制动模式减压过程，下面结合图6至图8分别对这三种过程进行详细描述。
冗余制动模式增压过程：图6是本申请实施例提供的一种冗余制动模式增压过程的示意图。当主制动系统失效时，控制器控制冗余制动系统120给四个制动轮缸提供制动力。
当主制动系统失效时，驾驶员踩动制动踏板3，制动液从制动主缸7中进入制动回路113，由于控制器控制第一冗余隔离阀26、第二冗余隔离阀27、第三冗余隔离阀28和第四冗余隔离阀29处于断开状态。此时，需要冗余制动系统120为制动轮缸提供制动力。冗余制动系统控制120控制第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34处于导通状态，控制轮缸出液阀35处于断开状态，柱塞泵总成36工作，制动液从第一储液容器6中经过柱塞泵总成36，分别从第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34进入第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第五制动轮缸25，为这些制动轮缸提供制动力。与此同时，控制器控制第二踏板感觉模拟器开关阀44处于导通状态，制动液从制动回路113进入第二踏板感觉模拟系统121中的第二踏板感觉模拟器45，向驾驶员反馈踏板感觉信息。
冗余制动模式保压过程：图7是本申请实施例提供的一种冗余制动模式保压过程的示意图。当主制动系统失效时，控制器控制冗余制动系统120给四个制动轮缸维持制动力。
当主制动系统失效时，控制器控制轮缸出液阀35处于断开状态，控制器控制第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34处于断开状态，第一冗余隔离阀26、第二冗余隔离阀27、第三冗余隔离阀28和第四冗余隔离阀29处于断开状态，制动液在冗余制动管路37中不流动，实现维持第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25的制动力。
冗余制动模式减压过程：图8是本申请实施例提供的一种冗余制动模式减压过程的示意图。
当主制动系统失效时，控制器控制轮缸出液阀35处于导通状态，控制器控制第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34处于导通状态，控制器控制第一冗余隔离阀26、第二冗余隔离阀27、第三冗余隔离阀28和第四冗余隔离阀29处于断开状态。制动液从第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25中流出，分别经过第一轮缸进液阀31、第二轮缸进液阀32、第三轮缸进液阀33和第四轮缸进液阀34和轮缸出液阀35，流回第一储液容器6，减少第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25的制动力。
本申请的方案，通过在冗余制动系统中设置针对每个制动轮缸的隔离阀、轮缸进液阀，可以实现在主制动系统失效的情况下，冗余制动系统可以独立控制每个制动轮缸，实现对主动系统的功能备份，满足车辆ABS/AEB/ESC/TCS等制动功能需求，并且可以进一步提高制动系统的安全性。例如，在制动系统需要在冗余制动模式下进行减压时，如果只有一个轮缸出液阀，该方案可以实现对每个制动轮缸进行分时独立卸压，如果针对每个轮缸均有对应的轮缸出液阀，该方案可以实现对每个制动轮缸进行同时独立卸压。除此以外，该 线控制动系统中的冗余制动系统120还可以向驾驶员反馈踏板感觉信息，在主制动系统失效的情况下，依然可以保证驾驶员的踏板感受，给驾驶员带来更加稳定舒适的驾驶体验。另外，冗余制动系统中独立的踏板感觉模拟器使得冗余制动系统和主制动系统解耦更彻底，便于后期的维修与更换，安装方便。
图11是本身实施例提供的又一种线控制动系统示意图。如图11所示，图11是本申请实施例提供的一种线控制动系统示意图。如图11所示，该线控制动系统1100可以包括主制动系统110、冗余制动系统120、控制器。该线控制动系统100还可以第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25。
应理解，冗余制动系统120可以作为第一制动子系统的一种示例，在本申请中对第一制动子系统120的命名不作限制。
应理解，在本申请中的制动系统至少还包括一个控制器，未在图中表示，例如，主制动系统控制器、冗余制动系统控制器。制动系统还可以通过一个控制器，根据不同的制动需求，控制不同的部件，例如，在冗余工作模式下，控制器可以对冗余制动系统120部分的部件进行控制，实现相应的制动功能。制动系统中各种单独部件也可能有独自的子控制器，这些控制器之间可以相互通信、共同工作。控制器接收各种传感器的测量或检测信号，如环境条件、驾驶员输入、制动系统状态等，通过计算和判断来控制制动系统的制动特性。
应理解，在本申请中的制动系统可以不包括制动轮缸，也就是仅包括主制动系统110和冗余制动系统120，还可以包括制动轮缸，也就是主制动系统110、冗余制动系统120和制动轮缸都属于制动系统。
应理解，在本申请中的至少一个制动轮缸(22、23、24、25)可以为上文所述的第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25。
主制动系统110可以包括增压装置1、机械制动输入装置111、第一踏板感觉模拟系统112、制动回路113、第二压力传感器2、主缸进液阀5、单向阀46、第一储液容器6、制动主缸7、第一轮缸隔离阀11、第二轮缸隔离阀12和主制动管路21。
作为一种可能的实现方式，机械制动输入装置111包括制动踏板3、踏板位移传感器4和推杆51。应理解，驾驶员踩动制动踏板3，制动踏板与推杆51连接，推杆51向前推进，制动主缸7的第一液压腔和第二液压腔的压力升高，第一储液容器6中的制动液(液压油液)通过主制动管路，经过单向阀46和主缸进液阀5进入制动主缸7的第一液压腔和第二液压腔的压力升高，制动液再从主制动将制动主缸7的第一液压腔和第二液压腔中推入主制动管路21，经过冗余制动系统120，再经过第一轮缸隔离阀11和第二轮缸隔离阀12进入制动回路113。其中，踏板位移传感器4用于测量推杆51相对于制动主缸7的位移。应理解，主制动管路21包括在主制动系统中的管路，为了简要说明，在本申请实施例中不对主制动管路21每条管路进行说明。
应理解，图11中的第一踏板感觉模拟器112和图1的(a)中的相同，为避免重复在此不作赘述。同样，图11中的制动回路113也以X型制动回路为例进行说明，为避免重复在此不作赘述，详细说明参考图1的(a)中制动回路113。
冗余制动系统120可以包括柱塞泵总成36、第五冗余隔离阀52、第六冗余隔离阀53、第一压力传感器30、冗余制动管路37和制动系统插拔接头38。
其中，第五冗余隔离阀52的第二端口和柱塞泵总成36通过第九冗余制动管路37i连接，第九冗余制动管路37i给第一制动轮缸22和第二制动轮缸23提供制动力；第六冗余隔离阀53的第二端口和柱塞泵总成36通过第十冗余制动管路37j连接，第十冗余制动管路37j给第三制动轮缸24和第四制动轮缸25提供制动力。第五冗余隔离阀52的第一端口和第一压力传感器30通过第八冗余制动管路37h连接，冗余制动管路37包括第五冗余制动管路37e、第八冗余制动管路37h、第九冗余制动管路37i和第十冗余制动管路37j。柱塞泵总成36和第一制动系统插拔接头38a通过第五冗余制动管路37e连接。
其中，制动系统插拔接头38包括第一制动系统插拔接头38a、第十制动系统插拔接头38j、第十一制动系统插拔接头38k、第十二制动系统插拔接头38l、第十三制动系统插拔接头38m和第十四制动系统插拔接头38n。
冗余制动系统120还可以包括第一踏板感觉模拟器开关阀43。其中，第一踏板感觉模拟器开关阀43和第五冗余隔离阀52的第一端口通过第八冗余制动管路37h连接，其中第一踏板感觉模拟器开关阀43用于当主制动系统失效110时，向驾驶员反馈踏板感觉信息；第一压力传感器30和第五冗余隔离阀52的第一端口连接。
图11所示的线控制动系统中的主制动系统110和冗余制动系统120的连接关系如下：第一储液容器6通过制动系统插拔接头38a，和冗余制动系统120中的柱塞泵总成36连接；主缸7和冗余制动系统中的第五冗余隔离阀52的第一端口，通过第十一制动系统插拔接头38k连接；主缸7和冗余制动系统中的第六冗余隔离阀53的第一端口，通过第十二制动系统插拔接头38l连接；第一轮缸隔离阀11的第一端口和第五冗余隔离阀52的第二端口，通过第十四制动系统插拔接头38n连接；第二轮缸隔离阀11的第一端口和第六冗余隔离阀53的第二端口，通过第十三制动系统插拔接头38m连接；第一踏板感觉模拟器10的第一端口通过第十制动系统插拔接头38j，和冗余制动系统120中的第一踏板感觉模拟器开关阀43的第二端口连接。
本申请实施例中的图11的线控制动系统有三个工作模式，分别为人工制动模式、增压装置制动模式和冗余制动模式，下面针对图11的中的线控制动系统的冗余制动模式，结合图22进行详细说明。
图22是本申请实施例提供的又一种冗余制动模式增压过程的示意图。当主制动系统失效时，控制器控制冗余制动系统120给四个制动轮缸提供制动力。
当主制动系统失效时，驾驶员踩动制动踏板3，制动液从制动主缸7经过主制动管路21进入冗余制动系统120，由于控制器控制第五冗余隔离阀52和第六冗余隔离阀53处于断开状态。此时，制动液无法通过主制动系统进入制动轮缸中，需要冗余制动系统120为制动轮缸提供制动力。冗余制动系统120中的控制器控制柱塞泵总成36工作，制动液从第一储液容器6中经过柱塞泵总成36，分别经过主制动系统110的第一轮缸隔离阀11和第二轮缸隔离阀12，进入制动回路113，分别进入第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第五制动轮缸25，为这些制动轮缸提供制动力。与此同时，冗余制动系统中的第一踏板感觉模拟器开关阀43处于导通状态，制动液从制动主缸7通过第一踏板感觉模拟器开关阀43进入主制动系统110中的第一踏板感觉模拟器10，向驾驶员反馈踏板感觉信息。
需要说明的是，图11所示的线控制动系统中的冗余制动系统120处于低压状态，当线控制动系统处于增压模式时，冗余制动系统120处于主制动系统110中的制动主缸7和增压装置1中间，增压装置1不经过冗余制动系统120。
图11所示的线控制动系统中的冗余制动系统120可以处于低压状态，还可以处于高压状态，如图12所示。图12是本申请实施例提供的又一种线控制动系统示意图。图12所示的线控制动系统中的冗余制动系统120处于高压状态，当线控制动系统处于增压模式时，冗余制动系统120处于主制动系统110中的和增压装置1和第一控制阀中间，增压装置1经过冗余制动系统120。
图12所示的线控制动系统也有三个工作模式，分别为人工制动模式、增压装置制动模式和冗余制动模式，其中冗余制动模式下的工作原理和图22所示的类似，为避免重复，在此不作赘述。
本申请的方案，通过在冗余制动系统设置两个隔离阀，可以实现在主制动系统失效的情况下，冗余制动系统可以控制每个制动轮缸，实现对主制动系统的功能备份，满足车辆ABS/AEB/ESC/TCS等制动功能需求，并且可以进一步提高制动系统的安全性，除此以外，该线控制动系统中的冗余制动系统120还可以向驾驶员反馈踏板感觉信息，在主制动系统失效的情况下，依然可以保证驾驶员的踏板感受，给驾驶员带来更加稳定舒适的驾驶体验。
图13是本申请实施例提供的又一种线控制动系统示意图。如图13所示，该线控制动系统100包括主制动系统110、冗余制动系统120、第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25。
图13中的主制动系统110和图11中的主制系统110的结构和功能一致，为避免重复，在此不作赘述。
冗余制动系统120可以包括柱塞泵总成36、第五冗余隔离阀52、第六冗余隔离阀53、第一压力传感器30、冗余制动管路37和制动系统插拔接头38。
其中，第五冗余隔离阀52的第二端口和柱塞泵总成36通过第九冗余制动管路37i连接，第九冗余制动管路37i给第一制动轮缸22和第二制动轮缸23提供制动力；第六冗余隔离阀53的第二端口和柱塞泵总成36通过第十冗余制动管路37j连接，第十冗余制动管路37j给第三制动轮缸24和第四制动轮缸25提供制动力。第五冗余隔离阀52的第一端口和第一压力传感器30通过第八冗余制动管路37h连接，冗余制动管路37包括第五冗余制动管路37e、第八冗余制动管路37h、第九冗余制动管路37i和第十冗余制动管路37j。柱塞泵总成36和第一制动系统插拔接头38a通过第五冗余制动管路37e连接。
其中，制动系统插拔接头38包括第一制动系统插拔接头38a、第十制动系统插拔接头38j、第十一制动系统插拔接头38k、第十二制动系统插拔接头38l、第十三制动系统插拔接头38m和第十四制动系统插拔接头38n。
冗余制动系统120还可以包括第一踏板感觉模拟器开关阀43。其中，第一踏板感觉模拟器开关阀43和第五冗余隔离阀52的第一端口通过第八冗余制动管路37h连接，其中第一踏板感觉模拟器开关阀43用于当主制动系统失效110时，向驾驶员反馈踏板感觉信息；第一压力传感器30和第五冗余隔离阀52的第一端口连接。
冗余制动系统120还可以包括第五轮缸出液阀54和第六轮缸出液阀55。其中，第五 轮缸出液阀54的第二端口和第五冗余隔离阀52的第二端口通过第九冗余制动管路37i连接，第五轮缸出液阀54的第一端口和第一制动系统插拔接头38a通过第五冗余制动管路37e连接。第六轮缸出液阀55的第二端口和第六冗余隔离阀53的第二端口通过第十冗余制动管路37j连接，第六轮缸出液阀55的第一端口和第一制动系统插拔接头38a通过第五冗余制动管路37e连接。
需要说明的是，在本申请中当冗余制动系统处于减压模式下时，将制动液流回储液罐需要通过的控制阀的第一个端口定义为第二端口，因此在图13中，第五轮缸出液阀54和第六轮缸出液阀55的上端为第二端口，第五轮缸出液阀54和第六轮缸出液阀55的下端为第一端口。
图13所示的线控制动系统中主制动系统110和冗余制动系统120之间的连接关系和图11相同，在此不作赘述。
如前文所述，本申请实施例中的图13的线控制动系统有三个工作，模式，分别为人工制动模式、增压装置制动模式和冗余制动模式，下面针对图13的中的线控制动系统的冗余制动模式，结合图23和图24分别对冗余制动模式增压过程和减压过程进行详细说明。
冗余制动模式增压过程：图23是本申请实施例图13提供的又一种冗余制动模式增压过程的示意图。图23的增压过程和图22的增压过程类似，不同的地方在于，图23中的冗余制动系统120控制第五轮缸出液阀54和第六轮缸出液阀55处于断开状态，阻止制动液从柱塞泵36流回第一储液容器6。除此以外，其余的增压过程和图22的类似，在此不作赘述，可以参考图22的增压过程。
冗余制动模式减压过程：图24是本申请实施例提供的另一种冗余制动模式减压过程的示意图。
当主制动系统失效时，控制器控制第五轮缸出液阀54和第六轮缸出液阀55处于导通状态，控制第五冗余隔离阀52和第六冗余隔离阀53处于断开状态，制动液从第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25，经过第一轮缸隔离阀11和第二轮缸隔离阀12，经过第五轮缸出液阀54和第六轮缸出液阀55，流回第一储液容器6，减少第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25的制动力。
需要说明的是，图13所示的线控制动系统中的冗余制动系统120可以处于低压状态，还可以处于高压状态，如图14所示。图14是本申请实施例提供的又一种线控制动系统示意图。对冗余制动系统处于低压状态还是处于高压状态的详细的解释可以参考图11和图12，在此不做赘述。同样，图14所示的线控制动系统也有三个工作模式，分别为人工制动模式、增压装置制动模式和冗余制动模式，其中冗余制动模式下的工作原理和图23和24所示的类似，为避免重复，在此不作赘述。
本申请的方案，通过在冗余制动系统中增加轮缸出液阀，可以实现在主制动系统失效的情况下，需要减少制动轮缸压力时，例如配合ABS制动需求时，控制器可以有效减少四个制动轮缸的制动力，进一步提高了制动系统的安全性。同样，在该方案中可以该线控制动系统中的冗余制动系统120还可以向驾驶员反馈踏板感觉信息，在主制动系统失效的情况下，依然可以保证驾驶员的踏板感受，给驾驶员带来更加稳定舒适的驾驶体验。除此 以外，该冗余制动系统的电磁阀个数较少，可以在成本较低的情况下，实现对四个制动轮缸的有效控制。
图15是本申请实施例提供的又一种线控制动系统示意图。如图15所示，该线控制动系统100包括主制动系统110、冗余制动系统120、第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25。
图15中的主制动系统110和图11中的主制系统110的结构和功能一致，为避免重复，在此不作赘述。
冗余制动系统120可以包括柱塞泵总成36、第五冗余隔离阀52、第六冗余隔离阀53、第一压力传感器30、冗余制动管路37和制动系统插拔接头38。
其中，第五冗余隔离阀52的第二端口和柱塞泵总成36通过第九冗余制动管路37i连接，第九冗余制动管路37i给第一制动轮缸22和第二制动轮缸23提供制动力；第六冗余隔离阀53的第二端口和柱塞泵总成36通过第十冗余制动管路37j连接，第十冗余制动管路37j给第三制动轮缸24和第四制动轮缸25提供制动力。第五冗余隔离阀52的第一端口和第一压力传感器30通过第八冗余制动管路37h连接，冗余制动管路37包括第五冗余制动管路37e、第八冗余制动管路37h、第九冗余制动管路37i和第十冗余制动管路37j。柱塞泵总成36和第一制动系统插拔接头38a通过第五冗余制动管路37e连接。
其中，制动系统插拔接头38包括第一制动系统插拔接头38a、第十一制动系统插拔接头38k、第十二制动系统插拔接头38l、第十三制动系统插拔接头38m和第十四制动系统插拔接头38n。
冗余制动系统120还可以包括第五轮缸出液阀54和第六轮缸出液阀55。其中，第五轮缸出液阀54的第二端口和第五冗余隔离阀52的第二端口通过第九冗余制动管路37i连接，第五轮缸出液阀54的第一端口和第一制动系统插拔接头38a通过第五冗余制动管路37e连接。第六轮缸出液阀55的第二端口和第六冗余隔离阀53的第二端口通过第十冗余制动管路37j连接，第六轮缸出液阀55的第一端口和第一制动系统插拔接头38a通过第五冗余制动管路37e连接。
冗余制动系统120还可以包括第九单向阀56和第十单向阀57，第九单向阀56和第五冗余隔离阀52并联，第十单向阀57和第六冗余隔离阀53并联。
图15所示的线控制动系统中主制动系统110和冗余制动系统120之间的连接关系如下：第一储液容器6通过制动系统插拔接头38a，和冗余制动系统120中的柱塞泵总成36连接；主缸7和冗余制动系统中的第五冗余隔离阀52的第一端口，通过第十一制动系统插拔接头38k连接；主缸7和冗余制动系统中的第六冗余隔离阀53的第一端口，通过第十二制动系统插拔接头38l连接；第一轮缸隔离阀11的第一端口和第五冗余隔离阀52的第二端口，通过第十四制动系统插拔接头38n连接；第二轮缸隔离阀11的第一端口和第六冗余隔离阀53的第二端口，通过第十三制动系统插拔接头38m连接。
本申请实施例中的图15的线控制动系统有三个工作模式，分别为人工制动模式、增压装置制动模式和冗余制动模式，下面针对图15的中的线控制动系统的冗余制动模式，结合图25进行详细说明。
图25是本申请实施例提供的又一种冗余制动模式减压过程的示意图。当主制动系统 失效时，控制器控制冗余制动系统120减少四个制动轮缸的制动力。
当主制动系统失效时，控制器控制第五轮缸出液阀54和第六轮缸出液阀55处于导通状态，控制第五冗余隔离阀52和第六冗余隔离阀53处于断开状态，制动液从第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25，经过第一轮缸隔离阀11和第二轮缸隔离阀12，经过第五轮缸出液阀54和第六轮缸出液阀55，流回第一储液容器6，减少第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25的制动力。第九单向阀56和第十单向阀57可以隔绝制动液流回主缸7。
需要说明的是，当主制动系统失效，需要使用冗余制动系统120给四个制动轮缸提供制动力时，由于控制器控制第五冗余隔离阀52和第六冗余隔离阀53处于断开状态，当驾驶员踩下制动踏板3时，此时第九单向阀56和第十单向阀57可以导通，有少量的制动液可以从制动主缸7中流出，避免由于冗余制动系统中第五冗余隔离阀52和第六冗余隔离阀53处于断开状态，制动液在制动主缸7和主制动管路21中无法流动，使得驾驶员无法踩下制动踏板3。
图15所示的线控制动系统中的冗余制动系统120可以处于低压状态，还可以处于高压状态，如图16所示。图16是本申请实施例提供的又一种线控制动系统示意图。对冗余制动系统处于低压状态还是处于高压状态的详细的解释可以参考图11和图12，在此不做赘述。同样，图16所示的线控制动系统也有三个工作模式，分别为人工制动模式、增压装置制动模式和冗余制动模式，其中冗余制动模式下的工作原理和图25所示的类似，为避免重复，在此不作赘述。
本申请的方案，通过在冗余制动系统中增加轮缸出液阀，可以实现在主制动系统失效的情况下，需要减少制动轮缸压力时，例如配合ABS制动需求时，控制器可以有效减少四个制动轮缸的制动力，进一步提高了制动系统的安全性。除此以外，该冗余制动系统的电磁阀个数较少，可以在成本较低的情况下，实现对四个制动轮缸的有效控制。
图17是本申请实施例提供的又一种线控制动系统示意图。如图17所示，该线控制动系统100包括主制动系统110、冗余制动系统120、控制器。
制动系统还可以包括第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25。
图17中的主制动系统110和图1中的主制动系统110的结构和功能一致，为避免重复，在此不作赘述。
需要说明的是，图17所示的主制动系统内部结构和图1的(a)所示的主制动系统内部结构相同，但是图17所示的主制动系统中的制动回路113和冗余制动系统120以及制动轮缸的连接关系不同，具体的连接关系在说明完图17所示的冗余制动系统120之后，会有详细的说明。
冗余制动系统120可以包括柱塞泵总成36、第五冗余隔离阀52、第六冗余隔离阀53、第一压力传感器30、冗余制动管路37和制动系统插拔接头38。
其中，第五冗余隔离阀52的第二端口和柱塞泵总成36通过第九冗余制动管路37i连接，第九冗余制动管路37i给第一制动轮缸22和第二制动轮缸23提供制动力；第六冗余隔离阀53的第二端口和柱塞泵总成36通过第十冗余制动管路37j连接，第十冗余制动管 路37j给第三制动轮缸24和第四制动轮缸25提供制动力。第五冗余隔离阀52的第一端口和第一压力传感器30通过第八冗余制动管路37h连接，冗余制动管路37包括第五冗余制动管路37e、第八冗余制动管路37h、第九冗余制动管路37i和第十冗余制动管路37j。柱塞泵总成36和第一制动系统插拔接头38a通过第五冗余制动管路37e连接。
其中，制动系统插拔接头38包括第一制动系统插拔接头38a、第十五制动系统插拔接头38o、第十六制动系统插拔接头38p、第十七制动系统插拔接头38q和第十八制动系统插拔接头38r。
冗余制动系统120还可以包括第五轮缸出液阀54和第六轮缸出液阀55。其中，第五轮缸出液阀54的第二端口和第五冗余隔离阀52的第二端口通过第九冗余制动管路37i连接，第五轮缸出液阀54的第一端口和第一制动系统插拔接头38a通过第五冗余制动管路37e连接。第六轮缸出液阀55的第二端口和第六冗余隔离阀53的第二端口通过第十冗余制动管路37j连接，第六轮缸出液阀55的第一端口和第一制动系统插拔接头38a通过第五冗余制动管路37e连接。
冗余制动系统120还可以包括第十一单向阀58、第十二单向阀59和第四压力传感器60，第十一单向阀58和第十二单向阀59分别和柱塞泵总成36的两个出液口连接，第四压力传感器60和柱塞泵总成36连接。
需要说明的是，本申请实施例中任意一种线控制动系统的冗余制动系统都可以包括第十一单向阀58、第十二单向阀59和第四压力传感器60，用于精准控制制动液的压力。
主制动系统110、冗余制动系统120和制动轮缸之间的连接关系可以是如下的关系：第一储液容器6通过制动系统插拔接头38a，和冗余制动系统120中的柱塞泵总成36连接；制动回路113和冗余制动系统120中的第五冗余隔离阀52的第一端口，通过第十五制动系统插拔接头38o连接；制动回路113和冗余制动系统120中的第六冗余隔离阀53的第一端口，通过第十六制动系统插拔接头38p连接；第一制动轮缸22和第五冗余隔离阀52的第二端口，通过第十七制动系统插拔接头38q连接；第三制动轮缸24和第六冗余隔离阀53的第二端口，通过第十八制动系统插拔接头38r连接；制动回路113和第二制动轮缸23连接；制动回路113和第四制动轮缸25连接。
需要说明的是，图17所示的制动回路采用的布置形式是X型布置，如图17所示一路制动回路中控制前轮的制动回路需要经过冗余制动系统120之后，再和前轮制动轮缸连接，例如，左前轮制动轮缸，也就是第一制动轮缸22，其中控制后轮的制动回路直接和后轮轮缸连接，例如右后轮制动轮缸，也就是第二制动轮缸23；另一路制动回路中控制前轮的制动回路需要经过冗余制动系统120之后，再和前轮制动轮缸连接，例如，右前轮制动轮缸，也就是第三制动轮缸24，其中控制后轮的制动回路直接和后轮轮缸连接，例如，左后轮制动轮缸，也就是第四制动轮缸25。
应理解，图17所示的线控制动系统中的冗余制动系统120可以在主制动系统失效后，独立控制车辆的前轮制动轮缸，因此，在其他制动回路布置形式中，可以有其他的连接方式，因此，本申请实施例的连接方式不仅限于图17所示。
本申请实施例中图17的线控制动系统有三个工作，模式，分别为人工制动模式、增压装置制动模式和冗余制动模式，下面针对图17的中的线控制动系统的冗余制动模式， 结合图26和图27分别对冗余制动模式增压过程和减压过程进行详细说明。
冗余制动模式增压过程：图26是本申请实施例提供的又一种冗余制动模式增压过程的示意图。
当主制动系统失效时，驾驶员踩动制动踏板3，制动液从制动主缸7出来分为两路，一路经过制动回路113，直接进入第二制动轮缸23和第四制动轮缸25，另一路经过冗余制动系统120，由于控制器控制第五冗余隔离阀52和第六冗余隔离阀53处于断开状态，因此制动液无法进入相应的制动轮缸中，需要冗余制动系统120为制动轮缸提供制动力。冗余制动系统120中的控制器控制柱塞泵总成36工作，第四压力传感器60和第十一单向阀58和第十二单向阀59精准控制制动液，制动液从第一储液容器6中经过柱塞泵总成36，此时控制器控制第五轮缸出液阀54和第六轮缸出液阀55处于断开状态，制动液经过柱塞泵总成36分别进入第一制动轮缸22和第三制动轮缸24，为这两个制动轮缸提供制动力。控制器可以控制电子驻车系统(electrical park brake,EPB)，通过机械结构为第二制动轮缸23和第四制动轮缸25提供制动力。
冗余制动模式减压过程：图27是本申请实施例提供的又一种冗余制动模式减压过程的示意图。
当主制动系统失效时，控制器控制第五轮缸出液阀54和第六轮缸出液阀55处于导通状态，控制第五冗余隔离阀52和第六冗余隔离阀53处于断开状态，制动液从第一制动轮缸22和第三制动轮缸24出来，经过第五轮缸出液阀54和第六轮缸出液阀55，流回第一储液容器6。
本申请的方案，在主制动系统失效的情况下，通过冗余制动系统对前轮制动轮缸的独立控制，可以在车轮抱死时，对前轮制动轮缸进行减压，配合前轮的ABS制动需求。在增压过程中，冗余制动系统对前轮制动轮缸的增压的同时，可以通过EPB配合实现对后轮制动轮缸增压，从而实现四轮独立增压。除此以外，柱塞泵的压力传感器和单向阀可以配合冗余制动系统更加精准地控制制动液的压力，进而保证了制动系统的安全性。
图18是本申请实施例提供的又一种线控制动系统示意图。如图18所示，该线控制动系统100包括主制动系统110、冗余制动系统120、控制器。
制动系统还包括第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25。
图18中的主制动系统110和图11中的主制系统110的结构和功能一致，为避免重复，在此不作赘述。
冗余制动系统120可以包括柱塞泵总成36、第五冗余隔离阀52、第六冗余隔离阀53、第一压力传感器30、冗余制动管路37和制动系统插拔接头38。
其中，第五冗余隔离阀52的第二端口和柱塞泵总成36通过第九冗余制动管路37i连接，第九冗余制动管路37i给第一制动轮缸22和第二制动轮缸23提供制动力；第六冗余隔离阀53的第二端口和柱塞泵总成36通过第十冗余制动管路37j连接，第十冗余制动管路37j给第三制动轮缸24和第四制动轮缸25提供制动力。第五冗余隔离阀52的第一端口和第一压力传感器30通过第八冗余制动管路37h连接，冗余制动管路37包括第五冗余制动管路37e、第八冗余制动管路37h、第九冗余制动管路37i和第十冗余制动管路37j。 柱塞泵总成36和第一制动系统插拔接头38a通过第五冗余制动管路37e连接。
其中，制动系统插拔接头38包括第一制动系统插拔接头38a、第十一制动系统插拔接头38k、第十二制动系统插拔接头38l、第十三制动系统插拔接头38m和第十四制动系统插拔接头38n、第十九制动系统插拔接头38s、第二十制动系统插拔接头38t、第二十一制动系统插拔接头38u、第二十二制动系统插拔接头38v、第二十三制动系统插拔接头38w、第二十四制动系统插拔接头38x、第二十五制动系统插拔接头38y和第二十六制动系统插拔接头38z。
冗余制动系统120还可以包括第九轮缸进液阀61、第十轮缸进液阀62、第十一轮缸进液阀63、第十二轮缸进液阀64、第七轮缸出液阀65、第八轮缸出液阀66、第十三单向阀67、第十四单向阀68、第十五单向阀69和第十六单向阀70。
其中，第九轮缸进液阀61、第十六单向阀70和第八轮缸出液阀66，通过第十四冗余制动管路37n连接；第十轮缸进液阀62、第十五单向阀69连接和第八轮缸出液阀66，通过第十三冗余制动管路37m连接，第十五单向阀69和第十六单向阀70并联；第十一轮缸进液阀63、第十四单向阀68连接和第七轮缸出液阀65，通过第十二冗余制动管路37l连接；第十二轮缸进液阀64、第十三单向阀67连接和第七轮缸出液阀65，通过第十一冗余制动管路37k连接，第十三单向阀67和第十四单向阀68并联。
作为一种可能的实现方式，冗余制动系统中的轮缸进液阀、单向阀以及轮缸出液阀之间的连接关系可以是轮缸进液阀的第一端口和对应的单向阀以及轮缸出液阀通过冗余制动管路连接，以第九轮缸进液阀61、第十六单向阀70和第八轮缸出液阀66，通过第十四冗余制动管路37n连接为例，第九轮缸进液阀61的第一端口、第十六单向阀70和第八轮缸出液阀66，通过第十四冗余制动管路37n连接，如图18所示。
作为一种可能的实现方式，冗余制动系统中的轮缸进液阀、单向阀以及轮缸出液阀之间的连接关系可以是轮缸进液阀的第二端口和对应的单向阀以及轮缸出液阀通过冗余制动管路连接，以第九轮缸进液阀61、第十六单向阀70和第八轮缸出液阀66，通过第十四冗余制动管路37n连接为例，第九轮缸进液阀61的第二端口、第十六单向阀70和第八轮缸出液阀66，通过第十四冗余制动管路37n连接，这种连接方式未在图中示出
图18所示的线控制动系统中主制动系统110和冗余制动系统120之间的连接关系如下：第一储液容器6通过制动系统插拔接头38a，和冗余制动系统120中的柱塞泵总成36连接；主缸7和冗余制动系统中的第五冗余隔离阀52的第一端口，通过第十一制动系统插拔接头38k连接；主缸7和冗余制动系统中的第六冗余隔离阀53的第一端口，通过第十二制动系统插拔接头38l连接；第一轮缸隔离阀11的第一端口和第五冗余隔离阀52的第二端口，通过第十四制动系统插拔接头38n连接；第二轮缸隔离阀11的第一端口和第六冗余隔离阀53的第二端口，通过第十三制动系统插拔接头38m连接；制动回路113和冗余制动系统120中的第九轮缸进液阀61的第一端口，通过第二十二制动系统插拔接头38v连接；制动回路113和冗余制动系统120中的第十轮缸进液阀62的第一端口，通过第二十一制动系统插拔接头38u连接；制动回路113和冗余制动系统120中的第十一轮缸进液阀63的第一端口，通过第二十制动系统插拔接头38t连接；制动回路113和冗余制动系统120中的第十二轮缸进液阀64的第一端口，通过第十九制动系统插拔接头38s连 接；第一制动轮缸22和冗余系统120中的第九轮缸进液阀61的第二端口，通过第二十三制动系统插拔接头38w连接；第二制动轮缸23和冗余系统120中的第十轮缸进液阀62的第二端口，通过第二十四制动系统插拔接头38x连接；第三制动轮缸24和冗余系统120中的第十一轮缸进液阀63的第二端口，通过第二十五制动系统插拔接头38y连接；第四制动轮缸25和冗余系统120中的第十二轮缸进液阀64的第二端口，通过第二十六制动系统插拔接头38z连接。
本申请实施例中的图18的线控制动系统有三个工作模式，分别为人工制动模式、增压装置制动模式和冗余制动模式，下面针对图18的中的线控制动系统的冗余制动模式，结合图28和图29分别对冗余制动模式增压过程和减压过程进行详细说明。
冗余制动模式增压过程：图28是本申请实施例提供的又一种冗余制动模式增压过程的示意图。
当主制动系统失效时，驾驶员踩动制动踏板3，制动液从制动主缸7经过主制动管路21进入冗余制动系统120，由于控制器控制第五冗余隔离阀52和第六冗余隔离阀53处于断开状态。此时，为了能让驾驶员踩下制动踏板3，只有少量制动液可以从第九单向阀56和第十单向阀57进入冗余制动系统，大量制动液无法通过主制动系统进入制动轮缸中，需要冗余制动系统120为制动轮缸提供制动力。控制器控制第七轮缸出液阀65和第八轮缸出液阀66处于断开状态、控制第九轮缸进液阀61、第十轮缸进液阀62、第十一轮缸进液阀63和第十二轮缸进液阀64处于导通状态。冗余制动系统120中的控制器控制柱塞泵总成36工作，制动液从第一储液容器6中经过柱塞泵总成36，分别经过主制动系统110的第一轮缸隔离阀11和第二轮缸隔离阀12，进入制动回路113，分别再经过冗余制动系统的第九轮缸进液阀61、第十轮缸进液阀62、第十一轮缸进液阀63和第十二轮缸进液阀64，进入第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第五制动轮缸25，为这些制动轮缸提供制动力。
由于控制器控制第七轮缸出液阀65和第八轮缸出液阀66处于断开状态，少量制动液通过第十三单向阀67、第十四单向阀68、第十五单向阀69和第十六单向阀70，但无法通过第七轮缸出液阀65和第八轮缸出液阀66流回第一储液容器6。
冗余制动模式减压过程：图29是本申请实施例针对提供的又一种冗余制动模式减压过程的示意图。
当主制动系统失效时，控制器控制第七轮缸出液阀65和第八轮缸出液阀66处于导通状态，控制第九轮缸进液阀61、第十轮缸进液阀62、第十一轮缸进液阀63和第十二轮缸进液阀64处于导通状态。制动液从第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25，分别经过第十二轮缸进液阀64、第十一轮缸进液阀63、第十轮缸进液阀62和第九轮缸进液阀61，再分别经过第十三单向阀67、第十四单向阀68、第十五单向阀69和第十六单向阀70，通过第七轮缸出液阀65和第八轮缸出液阀66流回第一储液容器6。
需要说明的是，图18所示的线控制动系统中的冗余制动系统120可以处于低压状态，还可以处于高压状态，如图19所示。图19是本申请实施例提供的又一种线控制动系统示意图。对冗余制动系统处于低压状态还是处于高压状态的详细的解释可以参考图11和图 12，在此不做赘述。同样，图19所示的线控制动系统也有三个工作模式，分别为人工制动模式、增压装置制动模式和冗余制动模式，其中冗余制动模式下的工作原理和图28和29所示的类似，为避免重复，在此不作赘述。
本申请的方案，通过在冗余制动系统中设置针对每个制动轮缸的轮缸出液阀、轮缸进液阀，可以实现在主制动系统失效的情况下，冗余制动系统可以独立控制每个制动轮缸，实现对主动系统的功能备份，满足车辆ABS/AEB/ESC/TCS等制动功能需求，并且可以进一步提高制动系统的安全性。
图20是本申请实施例提供的又一种线控制动系统示意图。如图20所示，该线控制动系统100包括主制动系统110、冗余制动系统120、控制器。
制动系统还包括第一制动轮缸22、第二制动轮缸23、第三制动轮缸24和第四制动轮缸25。
图20中的主制动系统110和图11中的主制系统110的结构和功能一致，为避免重复，在此不作赘述。
图20中的冗余制动系统和图18的冗余制动系统相比，图20中的冗余制动系统120在图18的冗余制动系统的基础上还包括第一踏板感觉模拟器开关阀43，第一踏板感觉模拟器开关阀43和第五冗余隔离阀52的第一端口通过第八冗余制动管路37h连接，其中第一踏板感觉模拟器开关阀43用于当主制动系统失效110时，向驾驶员反馈踏板感觉信息。
图20所示的线控制动系统中主制动系统110和冗余制动系统120之间的连接关系，和图18所示的连接关系相比，图20所示的线控制动系统中主制动系统和冗余制动系统的连接关系还可以包括第一踏板感觉模拟器10的第一端口通过第十制动系统插拔接头38j，和冗余制动系统120中的第一踏板感觉模拟器开关阀43的第二端口连接。
本申请实施例中的图20的线控制动系统有三个工作模式，分别为人工制动模式、增压装置制动模式和冗余制动模式，下面针对图20的中的线控制动系统的冗余制动模式，结合图30进行说明。
冗余制动模式增压过程：图30是本申请实施例图20提供的又一种冗余制动模式增压过程的示意图。图30的增压过程和图28的增压过程类似，不同的地方在于，图30中的冗余制动系统120还可以模拟脚感。当主制动系统失效时，控制器控制第五冗余隔离阀52和第六冗余隔离阀53处于断开状态，第一踏板感觉模拟器开关阀43处于导通状态，制动主缸7中的制动液，经过第一踏板感觉模拟器开关阀43，流至第一踏板感觉模拟器10，向驾驶员反馈踏板感觉信息。
需要说明的是，图20所示的线控制动系统中的冗余制动系统120可以处于低压状态，还可以处于高压状态，如图21所示。图21是本申请实施例提供的又一种线控制动系统示意图。对冗余制动系统处于低压状态还是处于高压状态的详细的解释可以参考图11和图12，在此不做赘述。同样，图21所示的线控制动系统也有三个工作模式，分别为人工制动模式、增压装置制动模式和冗余制动模式，其中冗余制动模式下的工作原理和图30所示的类似，为避免重复，在此不作赘述。
本申请的方案，通过在冗余制动系统中设置针对每个制动轮缸的轮缸出液阀、轮缸进液阀，可以实现在主制动系统失效的情况下，冗余制动系统可以独立控制每个制动轮缸， 实现对主动系统的功能备份，满足车辆ABS/AEB/ESC/TCS等制动功能需求，并且可以进一步提高制动系统的安全性。同样，在该方案中可以该线控制动系统中的冗余制动系统120还可以向驾驶员反馈踏板感觉信息，在主制动系统失效的情况下，依然可以保证驾驶员的踏板感受，给驾驶员带来更加稳定舒适的驾驶体验。
上文结合图1至图30介绍了本申请实施例的线控制动系统及线控制动系统在不同的工作模式下的工作过程，下面将结合图31说明本申请实施例的线控制动系统的控制方法。
图31是本申请实施例的线控制动控制方法的示意性流程图。图31所示的方法可以由车辆中的控制器执行。
S3101，获取第一信号，所述第一信号用于指示制动系统的故障信息。
可选地，可以通过踏板采集到的行程或采集主缸的压力，获取主制动系统的失效信号，也就是获取第一信号。
S3102，根据所述第一信号，控制所述至少一个第二控制阀(26、27、28、29)切换到断开状态。
应理解，具体过程参考上文中线控制动系统冗余制动模式下工作过程的相关介绍，在此不作赘述。
下面将结合图32和图33介绍本申请中执行上述控制方法的控制装置。需要说明的是，本申请实施例的装置可以应用于上文介绍的任意一种或者线控制动控制系统中，为了简洁，在此不再赘述。
图32是本申请实施例提供的一种控制装置的示意图，图32所示的控制装置包括处理单元3201和收发单元3202。
收发单元3202，用于获取第一信号，所述第一信号用于指示制动系统的故障信息。
处理单元3201，用于根据所述第一信号，控制所述至少一个第二控制阀(26、27、28、29)切换到断开状态。
上述处理单元3201可以为图33中的处理器3302，上述收发单元3202可以为图33中的通信接口3303。
图33是本申请实施例提供的另一种控制装置的示意图。图33所示的控制装置可以为车辆中的控制器，例如，制动系统控制器，该控制装置可以包括：存储器3301、处理器3302、以及通信接口3303。其中，存储器3301、处理器3302，通信接口3303通过内部连接通路相连，该存储器3301用于存储指令，该处理器3302用于执行该存储器3302存储的指令，以控制通信接口3303接收/发送信息。可选地，存储器3301既可以和处理器3302通过接口耦合，也可以和处理器3302集成在一起。
需要说明的是，上述通信接口3303使用例如但不限于输入/输出接口(input/output interface)一类的装置，来实现控制器与其他设备或通信网络之间的通信。
在实现过程中，上述方法的各步骤可以通过处理器3302中的硬件的集成逻辑电路或者软件形式的指令完成。结合本申请实施例所公开的方法可以直接体现为硬件处理器执行完成，或者用处理器中的硬件及软件模块组合执行完成。软件模块可以位于随机存储器，闪存、只读存储器，可编程只读存储器或者电可擦写可编程存储器、寄存器等本领域成熟的存储介质中。该存储介质位于存储器4001，处理器4002读取存储器4001中的信息， 结合其硬件完成上述方法的步骤。为避免重复，这里不再详细描述。
应理解，本申请实施例中，该处理器可以为中央处理单元(central processing unit，CPU)，该处理器还可以是其他通用处理器、数字信号处理器(digital signal processor，DSP)、专用集成电路(application specific integrated circuit，ASIC)、现成可编程门阵列(field programmable gate array，FPGA)或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等。通用处理器可以是微处理器或者该处理器也可以是任何常规的处理器等。
还应理解，本申请实施例中，该存储器可以包括只读存储器和随机存取存储器，并向处理器提供指令和数据。处理器的一部分还可以包括非易失性随机存取存储器。例如，处理器还可以存储设备类型的信息。
在本申请实施例中，“第一”、“第二”以及各种数字编号仅为描述方便进行的区分，并不用来限制本申请实施例的范围。例如，区分不同的管路、通孔等。
应理解，本文中术语“和/或”，仅仅是一种描述关联对象的关联关系，表示可以存在三种关系，例如，A和/或B，可以表示：单独存在A，同时存在A和B，单独存在B这三种情况。另外，本文中字符“/”，一般表示前后关联对象是一种“或”的关系。
应理解，在本申请实施例中，涉及的“出液管路”和“进液管路”可以对应不同的制动管路，也可以对应相同的一条制动管路。“出液管路”和“进液管路”仅仅基于制动管路在制动控制系统中的功能来区分的。例如，当“出液管路”和“进液管路”对应相同的制动管路1时，可以理解为，在为汽车的车轮减压的过程中，制动控制系统中的制动管路(通道)用于将制动轮缸中的制动液输送至储液装置，此时，制动管路可以称为“出液管路”。在为汽车的车轮增压的过程中，该制动管路用于为汽车的车轮提供制动液，以为汽车的车轮提供制动力，此时，制动管路可以称为“进液管路”。
另外，在本申请实施例中，涉及的“进液阀”、“出液阀”以及“均压阀”仅仅基于控制阀在制动控制系统中的功能来区分的。用于控制进液管路连通或者断开的控制阀可以称为“进液阀”或者“增压阀”。用于控制回液管路连通或者断开的控制器可以称为“出液阀”或者“减压阀”。用于隔离两级制动子系统的控制阀可以称为“隔离阀”。其中，上述控制阀可以是现有的制动控制系统中常用的阀，例如，电磁阀等，本申请实施例对此不作具体限定。
另外，在本申请实施例中，在结合附图介绍制动控制系统、汽车等架构时，附图中会示意性地示出每个控制阀可以实现的两种工作状态(断开或连通)，并不限定控制阀当前的工作状态如图所示。
应理解，在本申请的各种实施例中，上述各过程的序号的大小并不意味着执行顺序的先后，各过程的执行顺序应以其功能和内在逻辑确定，而不应对本申请实施例的实施过程构成任何限定。
本领域普通技术人员可以意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、或者计算机软件和电子硬件的结合来实现。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本申请的范围。
所属领域的技术人员可以清楚地了解到，为描述的方便和简洁，上述描述的系统、装置和单元的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
在本申请所提供的几个实施例中，应该理解到，所揭露的系统、装置和方法，可以通过其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如，所述单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。
所述功能如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(read-only memory，ROM)、随机存取存储器(random access memory，RAM)、磁碟或者光盘等各种可以存储程序代码的介质。
以上所述，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到变化或替换，都应涵盖。在本申请的保护范围之内。因此，本申请的保护范围应以所述权利要求的保护范围为准。

Claims (22)

  1. 一种制动系统，其特征在于，所述制动系统包括:
    制动主缸(7)、第一增压器(1)、第二增压器(36)、至少一个第一接口(38f、38g、38h、38i)，至少一个第一控制阀(13、14、15、16)、至少一个第二控制阀(26、27、28、29)和至少一个第三控制阀(31、32、33、34)；
    所述至少一个第一接口(38f、38g、38h、38i)用于分别连接至少一个制动轮缸(22、23、24、25)；
    所述制动主缸(7)和所述至少一个第一接口(38f、38g、38h、38i)分别通过所述至少一个第一控制阀(13、14、15、16)连接，所述第一增压器(1)和所述至少一个第一接口(38f、38g、38h、38i)分别通过所述至少一个第一控制阀(13、14、15、16)连接，其中，所述至少一个第一接口(38f、38g、38h、38i)和所述至少一个第一控制阀(13、14、15、16)之间分别通过所述至少一个第二控制阀(26、27、28、29)连接；
    所述第二增压器(36)和所述至少一个第一接口(38f、38g、38h、38i)分别通过所述至少一个第三控制阀(31、32、33、34)连接。
  2. 如权利要求1所述的系统，其特征在于，所述制动系统还包括：至少一个第四控制阀(35)，所述至少一个第四控制阀(35)和所述第二增压器(36)并联。
  3. 如权利要求1或2所述的系统，其特征在于，
    所述制动系统还包括第一储液容器(6)和第二储液容器(71)，所述至少一个第四控制阀(35)和所述第二增压器(36)分别和所述第二储液容器(71)连接，所述制动主缸(7)和所述第一增压器(1)分别和所述第一储液容器(6)连接；或者，
    所述制动系统还包括所述第一储液容器(6)，所述至少一个第四控制阀(35)、所述第二增压器(36)、所述制动主缸(7)和所述第一增压器(1)分别和所述第一储液容器(6)连接。
  4. 如权利要求1至3任一项所述的系统，其特征在于，所述至少一个第一接口(38f、38g、38h、38i)和所述至少一个第一控制阀(13、14、15、16)之间分别通过所述至少一个第二控制阀(26、27、28、29)连接包括：
    所述至少一个第二控制阀(26、27、28、29)和所述至少一个第一控制阀(13、14、15、16)直接通过管路连接；或者，
    所述至少一个第二控制阀(26、27、28、29)和所述至少一个第一控制阀(13、14、15、16)分别通过至少一个第二接口(38b、38c、38d、38e)，其中，所述制动系统还包括所述至少一个第二接口(38b、38c、38d、38e)。
  5. 如权利要求3或4所述的系统，其特征在于，所述至少一个第四控制阀(35)、所述第二增压器(36)分别和所述第一储液容器(6)连接包括：
    所述至少一个第四控制阀(35)、所述第二增压器(36)和所述第一储液容器(6)直接通过管路连接；或者，
    所述至少一个第四控制阀(35)、所述第二增压器(36)通过第三接口(38a)和所述第一储液容器(6)连接，其中，所述制动系统还包括所述第三接口(38a)。
  6. 如权利要求5所述的系统，其特征在于，所述制动系统还包括：
    第二踏板感觉模拟系统(121)，所述第二踏板感觉模拟系统(121)和所述至少一个第二控制阀(26、27、28、29)中的任意一个连接，第一压力传感器(30)和所述第二踏板感觉模拟系统(121)连接的所述第二控制阀连接，所述制动系统还包括所述第一压力传感器(30)。
  7. 如权利要求5或6所述的系统，其特征在于，所述制动系统还包括：
    至少一个第一单向阀(39、40、41、42)，所述至少一个第一单向阀(39、40、41、42)分别和所述至少一个第二控制阀(26、27、28、29)并联，第一压力传感器(30)和所述第二控制阀(26、27、28、29)中的任意一个连接，所述系统还包括所述第一压力传感器(30)。
  8. 如权利要求5至7任一项所述的系统，其特征在于，所述制动系统还包括：第一踏板感觉模拟器开关阀(43)和第一踏板感觉模拟系统(112)；
    所述第一踏板感觉模拟器开关阀(43)和所述至少一个第二控制阀(26、27、28、29)中的任意一个连接；
    第一压力传感器(30)和所述第一踏板感觉模拟器开关阀(43)连接的所述第二控制阀连接，所述第二液压装置(120)包括所述第一压力传感器(30)；
    所述第一踏板感觉模拟系统(112)中的第一踏板感觉模拟器(10)和所述第一踏板感觉模拟器开关阀(43)连接。
  9. 如权利要求8所述的系统，其特征在于，所述第一踏板感觉模拟系统(112)中的第一踏板感觉模拟器(10)和所述第一踏板感觉模拟器开关阀(43)连接包括：
    所述第一踏板感觉模拟器(10)和所述第一踏板感觉模拟器开关阀(43)通过管路直接连接；或者，
    所述第一踏板感觉模拟器(10)和所述第一踏板感觉模拟器开关阀(43)通过第四接口(38j)连接，所述第二液压装置(120)还包括所述第四接口(38j)。
  10. 如权利要求1至9任一项所述的系统，其特征在于，所述制动系统还包括至少一个第五控制阀(11、12)、至少一个第六控制阀(17、18、19、20)和机械制动输入装置(111)
    所述机械制动输入装置(111)和所述主缸(7)连接；
    所述主缸(7)和所述至少一个第一控制阀(13、14、15、16)之间还包括至少一个第五控制阀(11、12)；
    所述至少一个第六控制阀(17、18、19、20)的一端分别接入所述至少一个第一控制阀(13、14、15、16)和所述至少一个第二控制阀(26、27、28、29)之间的液压管路，所述至少一个第六控制阀(17、18、19、20)的另一端用于与储液容器液压连接。
  11. 一种第一制动子系统，其特征在于，所述第一制动子系统(120)包括：
    至少一个第一接口(38f、38g、38h、38i)、至少一个第二接口(38b、38c、38d、38e)、至少一个第二控制阀(26、27、28、29)、至少一个第三控制阀(31、32、33、34)和第二增压器(36)；
    所述至少一个第一接口(38f、38g、38h、38i)用于连接至少一个制动轮缸(22、23、 24、25)；
    所述第二增压器(36)和所述至少一个第一接口(38f、38g、38h、38i)分别通过所述至少一个第三控制阀(31、32、33、34)连接；
    所述至少一个第二接口(38b、38c、38d、38e)分别通过所述至少一个第二控制阀(26、27、28、29)和所述至少一个第一接口(38f、38g、38h、38i)连接。
  12. 如权利要求11所述的系统，其特征在于，所述第一制动子系统(120)还包括：至少一个第四控制阀(35)，所述至少一个第四控制阀(35)和所述第二增压器(36)并联。
  13. 如权利要求11或12所述的系统，其特征在于，所述第一制动子系统(120)还包括：
    第二储液容器(71)，所述至少一个第四控制阀(35)和所述第二增压器(36)分别和所述第二储液容器(71)连接；或者，
    第三接口(38a)，所述至少一个第四控制阀(35)和所述第二增压器(36)分别和所述第三接口(38a)连接。
  14. 如权利要求13所述的系统，其特征在于，所述第一制动子系统(120)还包括：
    第二踏板感觉模拟系统(121)，所述第二踏板感觉模拟系统(121)和所述至少一个第二控制阀(26、27、28、29)中的任意一个连接，第一压力传感器(30)和所述第二踏板感觉模拟系统(121)连接的所述第二控制阀连接，所述第一液压装置(120)包括所述第一压力传感器(30)。
  15. 如权利要求13或14所述的系统，其特征在于，所述第一制动子系统(120)还包括：
    至少一个第一单向阀(39、40、41、42)，所述至少一个第一单向阀(39、40、41、42)分别和所述至少一个第二控制阀(26、27、28、29)并联，第一压力传感器(30)和所述第二控制阀(26、27、28、29)中的任意一个连接，所述第一制动子系统(120)包括所述第一压力传感器(30)。
  16. 如权利要求13至15任一项所述的系统，其特征在于，所述第一制动子系统(120)还包括第四接口(38j)和第一踏板感觉模拟器开关阀(43)；
    所述第四接口(38j)和所述至少一个第二控制阀(26、27、28、29)中的任意一个通过所述第一踏板感觉模拟器开关阀(43)连接；
    第一压力传感器(30)和所述第一踏板感觉模拟器开关阀(43)连接的所述第二控制阀连接，所述第一制动子系统(120)包括所述第一压力传感器(30)。
  17. 一种制动系统的控制方法，应用于所述制动系统，其特征在于，所述制动系统包括：
    制动主缸(7)、第一增压器(1)、第二增压器(36)、至少一个第一接口(38f、38g、38h、38i)，至少一个第一控制阀(13、14、15、16)、至少一个第二控制阀(26、27、28、29)、至少一个第三控制阀(31、32、33、34)；
    所述至少一个第一接口(38f、38g、38h、38i)用于分别连接至少一个制动轮缸(22,23,24,25)；
    所述制动主缸(7)和所述至少一个第一接口(38f、38g、38h、38i)分别通过所述至少一个第一控制阀(13、14、15、16)连接，所述第一增压器(1)和所述至少一个第一接口(38f、38g、38h、38i)分别通过所述至少一个第一控制阀(13、14、15、16)连接，其中，所述至少一个第一接口(38f、38g、38h、38i)和所述至少一个第一控制阀(13、14、15、16)之间分别通过所述至少一个第二控制阀(26、27、28、29)连接；
    所述第二增压器(36)和所述至少一个第一接口(38f、38g、38h、38i)分别通过所述至少一个第三控制阀(31、32、33、34)连接；
    所述方法包括：
    获取第一信号，所述第一信号用于指示所述制动系统的故障信息；
    根据所述第一信号，控制所述至少一个第二控制阀(26、27、28、29)切换到断开状态。
  18. 如权利要求17所述的方法，其特征在于，所述方法还包括：
    获取第二信号，所述第二信号用于指示第一目标制动需求；
    根据所述第二信号，控制所述至少一个第三控制阀(31、32、33、34)切换至第一状态；
    所述第一状态包括，至少一个目标第三控制阀被配置为导通状态，其中，所述至少一个第三控制阀(31、32、33、34)包括所述至少一个目标第三控制阀，所述至少一个目标第三控制阀是根据所述第二信号确定的。
  19. 如权利要求18所述的方法，其特征在于，所述制动系统还包括：至少一个第四控制阀(35)，所述至少一个第四控制阀(35)和所述第二增压器(36)并联；
    所述方法还包括：
    获取第三信号，所述第三信号用于指示第二目标制动需求；
    根据所述第三信号，控制所述至少一个第四控制阀(35)切换至第二状态；
    所述第二状态包括，至少一个目标第四控制阀被配置为导通状态，其中，所述至少一个第四控制阀(35)包括所述至少一个目标第四控制阀，所述至少一个目标第四控制阀是根据所述第三信号确定的。
  20. 如权利要求17至19任一项所述的方法，其特征在于，所述制动系统包括第二踏板感觉模拟系统(121)，所述第二踏板感觉模拟系统(121)和所述至少一个第二控制阀(26、27、28、29)中的任意一个连接，第一压力传感器(30)和所述第二踏板感觉模拟系统(121)连接的所述第二控制阀连接，所述制动系统还包括所述第一压力传感器(30)；
    所述方法还包括：
    获取第四信号，所述第四信号用于指示所述第二踏板感觉模拟系统(121)工作；
    根据所述第四信号，控制所述第二踏板感觉模拟系统(121)中的第二踏板感觉模拟器开关阀(44)切换至第三状态；
    所述第三状态包括，所述第二踏板感觉模拟器开关阀(44)被配置为导通状态。
  21. 如权利要求17至20任一项所述的方法，其特征在于，所述制动系统包括：第一踏板感觉模拟器开关阀(43)和第一踏板感觉模拟系统(112)；所述第一踏板感觉模拟器开关阀(43)和所述至少一个第二控制阀(26、27、28、29)中的任意一个连接；第一 压力传感器(30)和所述第一踏板感觉模拟器开关阀(43)连接的所述第二控制阀连接，所述第二液压装置(120)包括所述第一压力传感器(30)；所述第一踏板感觉模拟系统(112)中的第一踏板感觉模拟器(10)和所述第一踏板感觉模拟器开关阀(43)连接；
    所述方法还包括：
    获取第五信号，所述第五信号用于指示所述第一踏板感觉模拟系统(112)工作；
    根据所述第五信号，控制所述第一踏板感觉模拟器开关阀(43)切换至第四状态；
    所述第四状态包括，所述第一踏板感觉模拟器开关阀(10)被配置为导通状态。
  22. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质中存储有计算机指令，当所述计算机指令在计算机上运行时，如权利要求17至21中任一项所述的方法被执行。
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