Patent Description:
A braking system of a vehicle is a system that applies brake force to a wheel of the vehicle to force the vehicle to brake to a degree. The braking system is used to force a traveling vehicle to decelerate or even stop based on a requirement of a driver or a controller, or stabilize a stopped vehicle under various road conditions (for example, on a slope), or stabilize a speed of a vehicle traveling downhill.

As a popular braking system, an electro-hydraulic brake (Electro-Hydraulic Brake, EHB) system generally includes a dual-loop braking system and a distributed braking system. For the dual-loop braking system, a hydraulic adjustment apparatus is configured to provide brake force for a first group of wheels by using a first brake pipeline, and the hydraulic adjustment apparatus provides brake force for a second group of wheels by using a second brake pipeline. Currently, a hydraulic adjustment apparatus having a two-way pressurization function is generally used as the hydraulic adjustment apparatus in the foregoing dual-loop braking system.

In a conventional dual-loop braking system, the first brake pipeline communicates with the second brake pipeline. In this case, in a forward pressurization process of the hydraulic adjustment apparatus having a two-way pressurization function, a second hydraulic cavity of the hydraulic adjustment apparatus inputs, by using the second brake pipeline, brake fluid into a braking loop in which the second group of wheels is located, to provide brake force for the second group of wheels. Because the second brake pipeline communicates with the first brake pipeline, the brake fluid in the second brake pipeline also flows into the first brake pipeline, and the brake fluid is input, by using the first brake pipeline, into a brake loop in which the first group of wheels is located, to provide brake force for the first group of wheels.

Correspondingly, in a backward pressurization process, a first hydraulic cavity of the hydraulic adjustment apparatus inputs, by using the first brake pipeline, brake fluid into the brake loop in which the first group of wheels is located, to provide brake force for the first group of wheels. Because the first brake pipeline communicates with the second brake pipeline, the brake fluid in the first brake pipeline also flows into the second brake pipeline, and the brake fluid is input, by using the second brake pipeline, into the brake loop in which the second group of wheels is located, to provide brake force for the second group of wheels.

However, in the foregoing dual-loop braking system, after brake fluid in the brake loop in which the first group of wheels is located or the brake loop in which the second group of wheels is located leaks, the hydraulic adjustment apparatus having a two-way pressurization function cannot provide, by using the forward pressurization process and the backward pressurization process, brake force for a brake loop that may normally work. This limits pressurization efficiency of the hydraulic adjustment apparatus having a two-way pressurization function for the brake loop that normally works. <CIT> provides an electric brake system comprising: a hydraulic pressure supply device configured to generate hydraulic pressure using a hydraulic piston which is activated by means of an electrical signal that is output corresponding to a displacement of a brake pedal, and including a cylinder block, first and second hydraulic pistons movably accommodated inside the cylinder block, and first and second pressure chambers comparted by the first and second hydraulic pistons; a first hydraulic circuit configured to connect a first hydraulic flow path communicating with the first pressure chamber to one or more wheel cylinders; a second hydraulic circuit configured to connect a second hydraulic flow path communicating with the second pressure chamber to one or more wheel cylinders; and a balance valve configured to open and close a balance flow path connecting the first hydraulic flow path to the second hydraulic flow path.

This invention provides a hydraulic adjustment unit, a braking system, a vehicle, and a control method, to independently pressurize either brake loop in a dual brake loop in a two-way pressurization manner, so as to help improve pressurization efficiency of a hydraulic adjustment apparatus having a two-way pressurization function for a brake loop that normally works. The invention as claimed is defined in the independent claims.

According to a first aspect, a hydraulic adjustment unit is provided, including a first hydraulic adjustment apparatus <NUM> having a two-way pressurization function. The first hydraulic adjustment apparatus <NUM> includes a first hydraulic cavity <NUM> and a second hydraulic cavity <NUM>, the first hydraulic cavity <NUM> communicates with a first brake pipeline <NUM>, the second hydraulic cavity <NUM> communicates with a second brake pipeline <NUM>, and the first brake pipeline <NUM> and the second brake pipeline <NUM> communicate with each other by using a fifth brake pipeline <NUM>. The first brake pipeline <NUM> communicates with a third brake pipeline <NUM> the third brake pipeline <NUM> communicates with the fifth brake pipeline <NUM>, the second brake pipeline <NUM> communicates with the third brake pipeline <NUM> by using the fifth brake pipeline <NUM>, the third brake pipeline <NUM> provides brake force for a first group of wheels <NUM>, <NUM>, and a first control valve <NUM> is disposed on the third brake pipeline <NUM>, to control connection/disconnection of the third brake pipeline <NUM>. The second brake pipeline <NUM> communicates with a fourth brake pipeline <NUM>, the fourth brake pipeline <NUM> communicates with the fifth brake pipeline <NUM>, the first brake pipeline <NUM> communicates with the fourth brake pipeline <NUM> by using the fifth brake pipeline <NUM>, the fourth brake pipeline <NUM> provides brake force for a second group of wheels <NUM>, <NUM>, and a second control valve <NUM> is disposed on the fourth brake pipeline <NUM>, to control connection/disconnection of the fourth brake pipeline <NUM>.

In this embodiment of this invention, the first hydraulic cavity <NUM> separately communicates with the third brake pipeline <NUM> and the fourth brake pipeline <NUM> by using the first brake pipeline <NUM>, the second hydraulic cavity <NUM> separately communicates with the third brake pipeline <NUM> and the fourth brake pipeline <NUM> by using the second brake pipeline <NUM>, and the first control valve <NUM> and the second control valve <NUM> are respectively disposed on the third brake pipeline <NUM> and the fourth brake pipeline <NUM>, to control connection/disconnection between the third brake pipeline <NUM> and the fourth brake pipeline <NUM>, so that the first hydraulic adjustment apparatus <NUM> can provide brake force for the first group of wheels <NUM>, <NUM> by using the third brake pipeline <NUM> in a two-way pressurization manner, or the first hydraulic adjustment apparatus <NUM> can provide brake force for the second group of wheels <NUM>, <NUM> by using the fourth brake pipeline <NUM> in a two-way pressurization manner.

Further, when a first brake loop <NUM> configured to provide brake force for the first group of wheels <NUM>, <NUM> leaks, the first control valve <NUM> may be controlled to be in a close state, and the second control valve <NUM> may be controlled to be in an open state. In this case, the first hydraulic adjustment apparatus <NUM> may still provide brake force for the second group of wheels <NUM>, <NUM> by using a two-way pressurization process. Correspondingly, when a second brake loop <NUM> configured to provide brake force for the second group of wheels <NUM>, <NUM> leaks, the second control valve <NUM> may be controlled to be in a close state, and the first control valve <NUM> may be controlled to be in an open state. In this case, the first hydraulic adjustment apparatus <NUM> may still provide brake force for the first group of wheels <NUM>, <NUM> by using a two-way pressurization process. Therefore, when the first brake loop <NUM> or the second brake loop <NUM> leaks, it is ensured that the first hydraulic adjustment apparatus <NUM> provides brake force for corresponding wheels in a two-way pressurization manner, to improve pressurization efficiency of a braking system.

In a possible implementation, a third control valve <NUM> is disposed on the first brake pipeline <NUM>, and the third control valve <NUM> is configured to control connection/disconnection of the first brake pipeline <NUM>.

In this embodiment of this invention, the third control valve <NUM> is disposed on the first brake pipeline <NUM>, to cooperate with the first hydraulic adjustment apparatus <NUM> to implement backward pressurization.

In a possible implementation, a first one-way valve <NUM> is further disposed on the first brake pipeline <NUM>, the first one-way valve <NUM> is connected in parallel with the third control valve <NUM>, and the first one-way valve <NUM> allows brake fluid in the first hydraulic cavity <NUM> to flow into the fifth brake pipeline <NUM>, and blocks brake fluid in the fifth brake pipeline <NUM> from flowing into the first hydraulic cavity <NUM>.

In this embodiment of this invention, the third control valve <NUM> is connected in parallel with two ends of the first one-way valve <NUM>, so that the one-way valve is used as a backup of the control valve, to improve redundancy performance of the braking system.

In a possible implementation, a fourth control valve <NUM> is disposed on the second brake pipeline <NUM>, and the fourth control valve <NUM> is configured to control connection/disconnection of the second brake pipeline <NUM>.

In this embodiment of this invention, the fourth control valve <NUM> is disposed on the second brake pipeline <NUM>, to cooperate with the first hydraulic adjustment apparatus <NUM> to implement backward pressurization.

In a possible implementation, a second one-way valve <NUM> is further disposed on the second brake pipeline <NUM>, the second one-way valve <NUM> is connected in parallel with the fourth control valve <NUM>, and the second one-way valve <NUM> allows brake fluid in the second hydraulic cavity <NUM> to flow into the fifth brake pipeline <NUM>, and blocks brake fluid in the fifth brake pipeline <NUM> from flowing into the second hydraulic cavity <NUM>.

In this embodiment of this invention, the fourth control valve <NUM> is connected in parallel with two ends of the second one-way valve <NUM>, so that the one-way valve is used as a backup of the control valve, to improve redundancy performance of the braking system.

In a possible implementation, a pressure sensor <NUM> is disposed on the fifth brake pipeline <NUM> to detect pressure of the brake fluid in the fifth brake pipeline <NUM>.

In this embodiment of this invention, the pressure sensor <NUM> is disposed on the fifth brake pipeline <NUM>, to detect the pressure of the brake fluid in the fifth brake pipeline <NUM> by using the pressure sensor <NUM>, and detect pressure of brake fluid in the first brake pipeline <NUM> and the second brake pipeline <NUM> by detecting the pressure of the brake fluid in the fifth brake pipeline <NUM>, so as to reduce a quantity of pressure sensors in the braking system, and reduce costs of the braking system.

In a possible implementation, the hydraulic adjustment unit further includes a second hydraulic adjustment apparatus <NUM>, and the second hydraulic adjustment apparatus <NUM> separately communicates with the third brake pipeline <NUM> and the fourth brake pipeline <NUM> by using the fifth brake pipeline <NUM>, to provide brake force for the first group of wheels <NUM>, <NUM> and the second group of wheels <NUM>, <NUM>.

In this embodiment of this invention, the second hydraulic adjustment apparatus <NUM> is disposed on the fifth brake pipeline <NUM>. In this way, the second hydraulic adjustment apparatus <NUM> may separately provide brake force for the first group of wheels <NUM>, <NUM> and the second group of wheels <NUM>, <NUM> by using the fifth brake pipeline <NUM>, the third brake pipeline <NUM>, and the fourth brake pipeline <NUM>, that is, a brake pipeline that is in the first hydraulic adjustment apparatus <NUM> and that provides brake force for the first group of wheels <NUM>, <NUM> and the second group of wheels <NUM>, <NUM> is reused. This helps simplify a quantity of brake pipelines while improving redundancy performance for the braking system by using the second hydraulic adjustment apparatus <NUM>.

According to a second aspect, a braking system is provided, including a first group of brake wheel cylinders that provides brake force for a first group of wheels <NUM>, <NUM>, a second group of brake wheel cylinders that provides brake force for a second group of wheels <NUM>, <NUM>, and the hydraulic adjustment unit in any one of the possible implementations of the first aspect, where the hydraulic adjustment unit adjusts pressure of brake fluid in the first group of brake wheel cylinders and/or the second group of brake wheel cylinders.

According to a third aspect, a vehicle is provided, including a first group of wheels <NUM>, <NUM>, a second group of wheels <NUM>, <NUM>, and the hydraulic adjustment unit according to the first aspect, where the hydraulic adjustment unit provides brake force for the first group of wheels <NUM>, <NUM> and/or the second group of wheels <NUM>, <NUM>.

According to a fourth aspect, a control method for a braking system is provided, where the braking system includes a first hydraulic adjustment apparatus <NUM> having a two-way pressurization function. The first hydraulic adjustment apparatus <NUM> includes a first hydraulic cavity <NUM> and a second hydraulic cavity <NUM>, the first hydraulic cavity <NUM> communicates with a first brake pipeline <NUM>, the second hydraulic cavity <NUM> communicates with a second brake pipeline <NUM>, and the first brake pipeline <NUM> and the second brake pipeline <NUM> communicate with each other by using a fifth brake pipeline <NUM>. The first brake pipeline <NUM> communicates with a third brake pipeline <NUM>, the third brake pipeline <NUM> communicates with the fifth brake pipeline <NUM>, the second brake pipeline <NUM> communicates with the third brake pipeline <NUM> by using the fifth brake pipeline <NUM>, the third brake pipeline <NUM> provides brake force for a first group of wheels <NUM>, <NUM>, and a first control valve <NUM> is disposed on the third brake pipeline <NUM>, to control connection/disconnection of the third brake pipeline <NUM>. The second brake pipeline <NUM> communicates with a fourth brake pipeline <NUM>, the fourth brake pipeline <NUM> communicates with the fifth brake pipeline <NUM>, the first brake pipeline <NUM> communicates with the fourth brake pipeline <NUM> by using the fifth brake pipeline <NUM>, the fourth brake pipeline <NUM> provides brake force for a second group of wheels <NUM>, <NUM>, and a second control valve <NUM> is disposed on the fourth brake pipeline <NUM>, to control connection/disconnection of the fourth brake pipeline <NUM>. The second hydraulic cavity <NUM> provides brake force for the first group of wheels <NUM>, <NUM> by using the second brake pipeline <NUM> and the third brake pipeline <NUM> that communicate with each other, and the second hydraulic cavity <NUM> provides brake force for the second group of wheels <NUM>, <NUM> by using the second brake pipeline <NUM> and the fourth brake pipeline <NUM> that communicate with each other. The control method includes: A controller generates a control instruction, where the control instruction is used to control an open/close state of the first control valve <NUM> and/or the second control valve <NUM>; and the controller sends the control instruction to the first control valve <NUM> and/or the second control valve <NUM>.

Further, when a first brake loop <NUM> configured to provide brake force for the first group of wheels <NUM>, <NUM> leaks, the first control valve <NUM> may be controlled to be in a close state, and the second control valve <NUM> may be controlled to be in an open state. In this case, the first hydraulic adjustment apparatus <NUM> may still provide brake force for the second group of wheels <NUM>, <NUM> by using a two-way pressurization process. Correspondingly, when a second brake loop <NUM> configured to provide brake force for the second group of wheels <NUM>, <NUM> leaks, the second control valve <NUM> may be controlled to be in a close state, and the first control valve <NUM> may be controlled to be in an open state. In this case, the first hydraulic adjustment apparatus <NUM> may still provide brake force for the first group of wheels <NUM>, <NUM> by using a two-way pressurization process. Therefore, when the first brake loop <NUM> or the second brake loop <NUM> leaks, it is ensured that the first hydraulic adjustment apparatus <NUM> provides brake force for corresponding wheels in a two-way pressurization manner, to improve pressurization efficiency of the braking system.

In a possible implementation, that a controller generates a control instruction includes: The controller generates the control instruction, where the control instruction is used to control the first control valve <NUM> to be in a close state and the second control valve <NUM> to be in an open state, so that the first hydraulic cavity <NUM> presses brake fluid into the fourth brake pipeline <NUM> by using the first brake pipeline <NUM> and the fifth brake pipeline <NUM> that communicate with each other, to provide brake force for the second group of wheels <NUM>, <NUM>, and the second hydraulic cavity <NUM> provides brake force for the second group of wheels <NUM>, <NUM> by using the second brake pipeline <NUM> and the fourth brake pipeline <NUM> that communicate with each other.

In this embodiment of this invention, the first control valve <NUM> may be controlled to be in a close state, and the second control valve <NUM> may be controlled to be in an open state. In this case, the first hydraulic adjustment apparatus <NUM> may still provide brake force for the second group of wheels <NUM>, <NUM> by using a two-way pressurization process, to improve pressurization efficiency of the braking system.

In a possible implementation, that a controller generates a control instruction includes: If a brake pipeline that is in the braking system and that provides brake force for the first group of wheels <NUM>, <NUM> leaks, the controller generates the control instruction, where the control instruction is used to control the first control valve <NUM> to be in a close state and the second control valve <NUM> to be in an open state.

In this embodiment of this invention, when the brake pipeline that is in the braking system and that provides brake force for the first group of wheels <NUM>, <NUM> leaks, the first control valve <NUM> may be controlled to be in a close state, and the second control valve <NUM> may be controlled to be in an open state. In this case, the first hydraulic adjustment apparatus <NUM> may still provide brake force for the second group of wheels <NUM>, <NUM> by using a two-way pressurization process, to improve pressurization efficiency of the braking system.

In a possible implementation, the brake pipeline that is in the braking system and that provides brake force for the first group of wheels <NUM>, <NUM> includes a brake pipeline other than the first brake pipeline <NUM> in the braking system, and the method further includes: The controller drives, by using a drive apparatus <NUM>, a piston <NUM> of the first hydraulic adjustment apparatus <NUM> to move forward along an inner wall of a hydraulic cylinder of the first hydraulic adjustment apparatus <NUM>, to provide brake force for the second group of wheels <NUM>, <NUM>; and the controller drives, by using the drive apparatus <NUM>, the piston <NUM> to move backward along the inner wall of the hydraulic cylinder, to provide brake force for the second group of wheels <NUM>, <NUM>.

In this embodiment of this invention, if the brake pipeline that is in the braking system and that provides brake force for the first group of wheels <NUM>, <NUM> includes a brake pipeline other than the first brake pipeline <NUM> in the braking system, when the brake pipeline that is in the braking system and that provides brake force for the first group of wheels <NUM>, <NUM> leaks, the driving apparatus <NUM> may control the piston <NUM> to move forward or backward along the inner wall of the hydraulic cylinder of the hydraulic adjustment apparatus <NUM>, to provide brake force for the second group of wheels <NUM>, <NUM>, so as to improve pressurization efficiency of the braking system.

In a possible implementation, that a controller generates a control instruction includes: The controller generates the control instruction, where the control instruction is used to control the second control valve <NUM> to be in a close state and the first control valve <NUM> to be in an open state, so that the second hydraulic cavity <NUM> presses brake fluid into the third brake pipeline <NUM> by using the second brake pipeline <NUM> and the fifth brake pipeline <NUM> that communicate with each other, to provide brake force for the first group of wheels <NUM>, <NUM>, and the first hydraulic cavity <NUM> provides brake force for the first group of wheels <NUM>, <NUM> by using the first brake pipeline <NUM> and the third brake pipeline <NUM> that communicate with each other.

In this embodiment of this invention, the first control valve <NUM> may be controlled to be in an open state, and the second control valve <NUM> may be controlled to be in a close state. In this case, the first hydraulic adjustment apparatus <NUM> may still provide brake force for the first group of wheels <NUM>, <NUM> by using a two-way pressurization process, to improve pressurization efficiency of the braking system.

In a possible implementation, that a controller generates a control instruction includes: If a brake pipeline that is in the braking system and that provides brake force for the second group of wheels <NUM>, <NUM> leaks, the controller generates the control instruction, where the control instruction is used to control the second control valve <NUM> to be in a close state and the first control valve <NUM> to be in an open state.

In this embodiment of this invention, when the brake pipeline that is in the braking system and that provides brake force for the second group of wheels <NUM>, <NUM> leaks, the first control valve <NUM> may be controlled to be in an open state, and the second control valve <NUM> may be controlled to be in a close state. In this case, the first hydraulic adjustment apparatus <NUM> may still provide brake force for the first group of wheels <NUM>, <NUM> by using a two-way pressurization process, to improve pressurization efficiency of the braking system.

In a possible implementation, the brake pipeline that is in the braking system and that provides brake force for the second group of wheels <NUM>, <NUM> includes a brake pipeline other than the second brake pipeline <NUM> in the braking system, and the method further includes: The controller drives, by using a drive apparatus <NUM>, a piston <NUM> of the first hydraulic adjustment apparatus <NUM> to move forward along an inner wall of a hydraulic cylinder of the first hydraulic adjustment apparatus <NUM>, to provide brake force for the first group of wheels <NUM>, <NUM>; and the controller drives, by using the drive apparatus <NUM>, the piston <NUM> to move backward along the inner wall of the hydraulic cylinder, to provide brake force for the first group of wheels <NUM>, <NUM>.

In this embodiment of this invention, if the brake pipeline that is in the braking system and that provides brake force for the second group of wheels <NUM>, <NUM> includes a brake pipeline other than the second brake pipeline <NUM> in the braking system, when the brake pipeline that is in the braking system and that provides brake force for the second group of wheels <NUM>, <NUM> leaks, the driving apparatus <NUM> may control the piston <NUM> to move forward or backward along the inner wall of the hydraulic cylinder of the hydraulic adjustment apparatus <NUM>, to provide brake force for the first group of wheels <NUM>, <NUM>, so as to improve pressurization efficiency of the braking system.

In a possible implementation, a third control valve <NUM> is disposed on the first brake pipeline <NUM>, and the third control valve <NUM> is configured to control connection/disconnection of the first brake pipeline <NUM>; and the method further includes: If the first wheels <NUM>, <NUM> and/or the second wheels <NUM>, <NUM> need to be depressurized, the controller controls the third control valve <NUM> to be in an open state.

In this embodiment of this invention, the third control valve <NUM> is disposed on the first brake pipeline <NUM>, to control connection/disconnection of the first brake pipeline <NUM> by using the third control valve <NUM>, so as to cooperate with the first hydraulic adjustment apparatus <NUM> to depressurize the braking system.

In a possible implementation, a fourth control valve <NUM> is disposed on the second brake pipeline <NUM>, and the fourth control valve <NUM> is configured to control connection/disconnection of the second brake pipeline <NUM>; and the method further includes: If the first wheels <NUM>, <NUM> and/or the second wheels <NUM>, <NUM> need to be depressurized, the controller controls the fourth control valve <NUM> to be in an open state.

In this embodiment of this invention, the fourth control valve <NUM> is disposed on the second brake pipeline <NUM>, to control connection/disconnection of the second brake pipeline <NUM> by using the fourth control valve <NUM>, so as to cooperate with the first hydraulic adjustment apparatus <NUM> to depressurize the braking system.

According to a non-claimed fifth aspect, a control apparatus is provided, where the control apparatus includes a processing unit and a sending unit, the sending unit is configured to send a control instruction, and the processing unit is configured to generate the control instruction, so that the control apparatus performs the control method in any one of the possible implementations of the third aspect.

Optionally, the control apparatus may be an independent controller in a vehicle, or may be a chip that has a control function in a vehicle. The processing unit may be a processor, and the sending unit may be a communication interface.

Optionally, the control apparatus may further include a storage unit, the storage unit may be a memory in a controller, and the memory may be a storage unit (for example, a register or a cache) inside a chip, or may be a storage unit (for example, a read-only memory or a random access memory) that is outside a chip and that is in a vehicle.

It should be noted that the memory in the controller is coupled to the processor. That the memory is coupled to the processor may be understood as follows: The memory is located inside the processor, or the memory is located outside the processor, and therefore is independent of the processor.

According to a non-claimed sixth aspect, a computer program product is provided, where the computer program product includes computer program code, and when the computer program code is run on a computer, the computer is enabled to perform the method in the foregoing aspects.

It should be noted that all or a part of the foregoing computer program code may be stored on a first storage medium. The first storage medium may be encapsulated together with a processor, or may be encapsulated separately from a processor. This is not specifically limited in this embodiment of this invention.

According to a non-claimed seventh aspect, a computer readable medium is provided, where the computer readable medium stores program code, and when the computer program code is run on a computer, the computer is enabled to perform the method in the foregoing aspects.

The following describes technical solutions of this invention with reference to the accompanying drawings.

<FIG> is a schematic diagram of a conventional dual-loop braking system <NUM>. The dual-loop braking system <NUM> includes a first hydraulic adjustment apparatus <NUM> having a two-way pressurization function. Specifically, a hydraulic cylinder of the first hydraulic adjustment apparatus <NUM> is separated by a piston <NUM> into a first hydraulic cavity <NUM> and a second hydraulic cavity <NUM>. The first hydraulic cavity <NUM> is communicates with a first brake pipeline <NUM>, and the first brake pipeline <NUM> is communicates with a first brake loop <NUM> to provide brake force for a first group of wheels <NUM>, <NUM>. The second hydraulic cavity <NUM> is communicates with a second brake pipeline <NUM>, and the second brake pipeline <NUM> is communicates with a second brake loop <NUM> to provide brake force for a second group of wheels <NUM>, <NUM>.

In the dual-loop braking system <NUM>, the first brake pipeline <NUM> is communicates with the second brake pipeline <NUM> by using a control valve <NUM>. When the control valve <NUM> is in an open state, the first brake pipeline <NUM> communicates with the second brake pipeline <NUM>. When the control valve <NUM> is in a close state, the first brake pipeline <NUM> is disconnected from the second brake pipeline <NUM>.

In a forward pressurization process, a drive apparatus <NUM> drives the piston <NUM> to move leftward to compress space of the second hydraulic cavity <NUM>, to press, by using the second brake pipeline <NUM>, brake fluid in the second hydraulic cavity <NUM> into the brake loop <NUM> in which the second group of wheels <NUM>, <NUM> is located, so as to provide brake force for the second group of wheels <NUM>, <NUM>. When the control valve <NUM> is in an open state, a part of brake fluid in the second brake pipeline <NUM> also flows into the first brake pipeline <NUM>, and flows, by using the first brake pipeline <NUM>, into the brake loop <NUM> in which the first group of wheels <NUM>, <NUM> is located, to provide brake force for the first group of wheels <NUM>, <NUM>.

In a backward pressurization process, the drive apparatus <NUM> drives the piston <NUM> to move rightward to compress space of the first hydraulic cavity <NUM>, to press, by using the first brake pipeline <NUM>, brake fluid in the first hydraulic cavity <NUM> into the brake loop <NUM> in which the first group of wheels <NUM>, <NUM> is located, so as to provide brake force for the first group of wheels. When the control valve <NUM> is in an open state, a part of brake fluid in the first brake pipeline <NUM> also flows into the second brake pipeline <NUM>, and flows, by using the second brake pipeline <NUM>, into the brake loop <NUM> in which the second group of wheels <NUM>, <NUM> is located, to provide brake force for the second group of wheels <NUM>, <NUM>.

However, in the foregoing dual-loop braking system, after brake fluid in the brake loop <NUM> in which the first group of wheels is located or the brake loop <NUM> in which the second group of wheels is located leaks, the first hydraulic adjustment apparatus having a two-way pressurization function cannot provide, by using a two-way pressurization process, brake force for a brake loop that may normally work. This limits pressurization efficiency of the first hydraulic adjustment apparatus <NUM> having a two-way pressurization function for the brake loop that normally works.

It is assumed that the brake fluid in the brake loop <NUM> in which the first group of wheels <NUM>, <NUM> is located leaks, and the brake loop in which the second group of wheels <NUM>, <NUM> is located normally works. To ensure that the first hydraulic adjustment apparatus <NUM> may provide brake force for the second group of wheels <NUM>, <NUM>, the control valve <NUM> is controlled to be in a close state, and the drive apparatus <NUM> is controlled to drive the piston <NUM> to move leftward (that is, forward pressurization), to provide brake force for the second group of wheels <NUM>, <NUM>. In this case, the first hydraulic adjustment apparatus <NUM> cannot pressurize, by using the backward pressurization process, the brake loop in which the second group of wheels <NUM>, <NUM> is located.

It is assumed that the brake fluid in the brake loop <NUM> in which the second group of wheels <NUM>, <NUM> is located leaks, and the brake loop in which the first group of wheels <NUM>, <NUM> is located normally works. To ensure that the first hydraulic adjustment apparatus <NUM> may provide brake force for the first group of wheels <NUM>, <NUM>, the control valve <NUM> is controlled to be in a close state, and the drive apparatus <NUM> is controlled to drive the piston <NUM> to move rightward (that is, backward pressurization), to provide brake force for the first group of wheels <NUM>, <NUM>. In this case, the first hydraulic adjustment apparatus <NUM> cannot pressurize, by using the forward pressurization process, the brake loop in which the first group of wheels <NUM>, <NUM> is located.

Therefore, to avoid the foregoing problem, this invention provides a new hydraulic adjustment unit. A first control valve <NUM> is disposed on a third brake pipeline <NUM> on a first brake loop <NUM>, to control connection/disconnection of the third brake pipeline <NUM>. In addition, a second control valve <NUM> is disposed on a fourth brake pipeline <NUM> on a second brake loop <NUM>, to control connection/disconnection of the fourth brake pipeline <NUM>. The third brake pipeline <NUM> is a brake pipeline that is on the first brake loop <NUM> and that communicates with a first brake pipeline <NUM> and a second brake pipeline <NUM>, and the fourth brake pipeline <NUM> is a brake pipeline that is on the second brake loop <NUM> and that communicates with the first brake pipeline <NUM> and the second brake pipeline <NUM>.

The following describes a structure of the hydraulic adjustment unit in the embodiments of this invention with reference to <FIG> is a schematic diagram of a hydraulic adjustment unit <NUM> according to an embodiment of this invention. It should be understood that an element that is in a hydraulic adjustment unit <NUM> shown in <FIG> and that has a same function as an element in the braking system <NUM> uses a same number. For brevity, details are not described again below.

The first hydraulic adjustment unit <NUM> includes a first hydraulic adjustment apparatus <NUM> having a two-way pressurization function, a first brake pipeline <NUM>, a second brake pipeline <NUM>, a third brake pipeline <NUM>, a fourth brake pipeline <NUM>, a first control valve <NUM>, and a second control valve <NUM>. The first hydraulic adjustment apparatus <NUM> having a two-way pressurization function includes a first hydraulic cavity <NUM> and a second hydraulic cavity <NUM>. The first hydraulic cavity <NUM> communicates with the first brake pipeline <NUM>. The second hydraulic cavity <NUM> communicates with the second brake pipeline <NUM>. The first brake pipeline <NUM> and the second brake pipeline <NUM> communicate with each other by using a fifth brake pipeline <NUM>.

The first brake pipeline <NUM> communicates with the third brake pipeline <NUM>, the third brake pipeline <NUM> communicates with the fifth brake pipeline <NUM>, the second brake pipeline <NUM> communicates with the third brake pipeline <NUM> by using the fifth brake pipeline <NUM>, the third brake pipeline <NUM> provides brake force for a first group of wheels <NUM>, <NUM>, and the first control valve <NUM> is disposed on the third brake pipeline <NUM>, to control connection/disconnection of the third brake pipeline <NUM>.

The second brake pipeline <NUM> communicates with the fourth brake pipeline <NUM>, the fourth brake pipeline <NUM> communicates with the fifth brake pipeline <NUM>, the first brake pipeline <NUM> communicates with the fourth brake pipeline <NUM> by using the fifth brake pipeline <NUM>, the fourth brake pipeline <NUM> provides brake force for a second group of wheels <NUM>, <NUM>, and the second control valve <NUM> is disposed on the fourth brake pipeline <NUM>, to control connection/disconnection of the fourth brake pipeline <NUM>.

In other words, when the first control valve <NUM> is in a close state, brake fluid in the first brake pipeline <NUM> and the second brake pipeline <NUM> cannot flow through the third brake pipeline <NUM> to provide brake force for the first group of wheels <NUM>, <NUM>. When the second control valve <NUM> is in a close state, brake fluid in the first brake pipeline <NUM> and the second brake pipeline <NUM> cannot flow through the fourth brake pipeline <NUM> to provide brake force for the second group of wheels <NUM>, <NUM>.

It is assumed that a first brake loop <NUM> leaks and a second brake loop <NUM> may normally work. The first control valve <NUM> may be controlled to be in a close state, and the second control valve <NUM> may be controlled to be in an open state. In a forward pressurization process, brake fluid in the second hydraulic cavity <NUM> flows into the fourth brake pipeline <NUM> by using the second brake pipeline <NUM>, and provides brake force for the second group of wheels <NUM>, <NUM> by using the fourth brake pipeline <NUM>. In a backward pressurization process, brake fluid in the first hydraulic cavity <NUM> flows into the fourth brake pipeline <NUM> by using the first brake pipeline <NUM>, and provides brake force for the second group of wheels <NUM>, <NUM> by using the fourth brake pipeline <NUM>.

It is assumed that a second brake loop <NUM> leaks and a first brake loop <NUM> may normally work. The second control valve <NUM> may be controlled to be in a close state, and the first control valve <NUM> may be controlled to be in an open state. In a forward pressurization process, brake fluid in the second hydraulic cavity <NUM> flows into the third brake pipeline <NUM> by using the second brake pipeline <NUM>, and provides brake force for the first group of wheels <NUM>, <NUM> by using the third brake pipeline <NUM>. In a backward pressurization process, brake fluid in the first hydraulic cavity <NUM> flows into the third brake pipeline <NUM> by using the first brake pipeline <NUM>, and provides brake force for the first group of wheels <NUM>, <NUM> by using the third brake pipeline <NUM>.

Optionally, the first group of wheels <NUM>, <NUM> may include a right front wheel and a left front wheel of a vehicle, and the second group of wheels <NUM>, <NUM> may include a right rear wheel and a left rear wheel of the vehicle. In this case, the hydraulic adjustment unit may be understood as having H-shaped arrangement in the vehicle. Alternatively, the first group of wheels <NUM>, <NUM> may include a right front wheel and a left rear wheel of a vehicle, and the second group of wheels <NUM>, <NUM> may include a right rear wheel and a left front wheel of the vehicle. In this case, the hydraulic adjustment unit may be understood as having X-shaped arrangement in the vehicle.

It should be understood that <FIG> shows only a possible structure of the first hydraulic adjustment apparatus having a two-way pressurization function. In this embodiment of this invention, a first hydraulic adjustment apparatus having a two-way pressurization function and another structure may be used. This is not limited in this embodiment of this invention.

In a pressurization process of the first hydraulic adjustment apparatus <NUM>, regardless of whether the first hydraulic cavity <NUM> or the second hydraulic cavity <NUM> provides brake force, to reduce resistance existing when a piston moves, a hydraulic cavity that provides brake force needs to press a part of braking fluid into the other hydraulic cavity, to reduce a pressure difference between the two hydraulic cavities. Therefore, because the fifth brake pipeline <NUM> communicates with the first brake pipeline <NUM> and the second brake pipeline <NUM>, the pressure difference between the two hydraulic cavities may be further reduced.

Certainly, if the resistance existing when the piston moves does not need to be reduced, the first brake pipeline <NUM> and the second brake pipeline <NUM> may be two independent brake pipelines. With reference to <FIG>, the following specifically describes a solution of reducing the pressure difference between the first hydraulic cavity <NUM> and the second hydraulic cavity <NUM> in this embodiment of this invention.

Referring to <FIG>, in the forward pressurization process, a drive apparatus <NUM> drives the piston <NUM> to move leftward to compress a volume of the second hydraulic cavity <NUM> and increase a volume of the first hydraulic cavity <NUM>. In this case, brake fluid in the second hydraulic cavity <NUM> is pressed into the second brake pipeline <NUM>. A part of brake fluid in the second brake pipeline <NUM> flows into the fourth brake pipeline <NUM>, to provide brake force for the second group of wheels <NUM>, <NUM>. Another part of brake fluid in the second brake pipeline <NUM> flows into the fifth brake pipeline <NUM>. Correspondingly, a part of brake fluid in the fifth brake pipeline <NUM> flows into the first hydraulic cavity <NUM> by using the first brake pipeline <NUM>, and another part of brake fluid in the fifth brake pipeline <NUM> flows into the third brake pipeline <NUM>, to provide brake force for the first group of wheels <NUM>, <NUM>.

In the backward pressurization process, a drive apparatus <NUM> drives the piston <NUM> to move rightward to compress a volume of the first hydraulic cavity <NUM> and increase a volume of the second hydraulic cavity <NUM>. In this case, brake fluid in the first hydraulic cavity <NUM> is pressed into the first brake pipeline <NUM>. A part of brake fluid in the first brake pipeline <NUM> flows into the third brake pipeline <NUM>, to provide brake force for the first group of wheels <NUM>, <NUM>. Another part of brake fluid in the first brake pipeline <NUM> flows into the fifth brake pipeline <NUM>. Correspondingly, a part of brake fluid in the fifth brake pipeline <NUM> flows into the second hydraulic cavity <NUM> by using the second brake pipeline <NUM>, and another part of brake fluid in the fifth brake pipeline <NUM> flows into the fourth brake pipeline <NUM>, to provide brake force for the second group of wheels <NUM>, <NUM>.

It should be noted that, when leakage occurs in the first brake loop <NUM> or the second brake loop <NUM>, a manner of reducing the pressure difference between the first hydraulic cavity <NUM> and the second hydraulic cavity <NUM> is the same as the principle described above. For brevity, details are not described again below.

As described above, regardless of whether the first hydraulic cavity <NUM> or the second hydraulic cavity <NUM> provides brake force, the braking fluid in the hydraulic cavity cannot totally flow into the first group of wheels and/or the second group of wheels, and there is always a part of braking fluid used to compensate for the pressure difference between the two hydraulic cavities. In this case, efficiency of providing brake force by the first hydraulic adjustment apparatus <NUM> is reduced. Therefore, to improve pressurization efficiency of the first hydraulic adjustment apparatus <NUM>, a third control valve <NUM> may be disposed on the first brake pipeline to control connection/disconnection of the first brake pipeline <NUM>, and/or a fourth control valve <NUM> may be disposed on the second brake pipeline <NUM> to control connection/disconnection of the second brake pipeline <NUM>.

Generally, to prevent the first brake pipeline <NUM> from being disconnected because the third control valve <NUM> fails, a first one-way valve <NUM> may be connected in parallel with two ends of the third control valve <NUM>. The first one-way valve <NUM> allows brake fluid in the first hydraulic cavity <NUM> to flow into the fifth brake pipeline <NUM>, and blocks brake fluid in the fifth brake pipeline <NUM> from flowing into the first hydraulic cavity <NUM>. Similarly, to prevent the second brake pipeline <NUM> from being disconnected because the fourth control valve <NUM> fails, a second one-way valve <NUM> may be connected in parallel with two ends of the fourth control valve <NUM>. The second one-way valve <NUM> allows brake fluid in the second hydraulic cavity <NUM> to flow into the fifth brake pipeline <NUM>, and blocks brake fluid in the fifth brake pipeline <NUM> from flowing into the second hydraulic cavity <NUM>. With reference to <FIG>, the following describes a pressurization solution of a hydraulic adjustment unit <NUM> in this embodiment of this invention when the brake fluid in the hydraulic cavity is not used to compensate for the pressure difference between the two hydraulic cavities.

<FIG> is a schematic diagram of a hydraulic adjustment unit <NUM> according to an embodiment of this invention. It should be understood that an element that is in the hydraulic adjustment unit <NUM> and that has a same function as an element in the hydraulic adjustment unit <NUM> uses a same number. For brevity, details are not described again below.

In the forward pressurization process, the fourth control valve <NUM> is controlled to be in a close state, and the third control valve <NUM> is controlled to be in a close state. In this way, the drive apparatus <NUM> drives the piston <NUM> to move leftward to compress the volume of the second hydraulic cavity <NUM> and increase the volume of the first hydraulic cavity <NUM>. In this case, brake fluid in the second hydraulic cavity <NUM> is pressed into the second brake pipeline <NUM> by using the second one-way valve <NUM>. A part of brake fluid in the second brake pipeline <NUM> flows into the fourth brake pipeline <NUM>, to provide brake force for the second group of wheels <NUM>, <NUM>. Another part of brake fluid in the second brake pipeline <NUM> flows into the fifth brake pipeline <NUM>. Correspondingly, because the third control valve <NUM> is in a close state, the brake fluid in the fifth brake pipeline <NUM> cannot flow into the first hydraulic cavity <NUM> by using the first brake pipeline <NUM>. Therefore, the brake fluid in the fifth brake pipeline <NUM> flows into the third brake pipeline <NUM>, to provide brake force for the first group of wheels <NUM>, <NUM>.

In the backward pressurization process, the fourth control valve <NUM> is controlled to be in a close state, and the third control valve <NUM> is controlled to be in a close state. In this way, the drive apparatus <NUM> drives the piston <NUM> to move rightward to compress the volume of the first hydraulic cavity <NUM> and increase the volume of the second hydraulic cavity <NUM>. In this case, brake fluid in the first hydraulic cavity <NUM> is pressed into the first brake pipeline <NUM> by using the first one-way valve <NUM>. A part of brake fluid in the first brake pipeline <NUM> flows into the third brake pipeline <NUM>, to provide brake force for the first group of wheels <NUM>, <NUM>. Another part of brake fluid in the first brake pipeline <NUM> flows into the fifth brake pipeline <NUM>. Correspondingly, because the fourth control valve <NUM> is in a close state, the brake fluid in the fifth brake pipeline <NUM> cannot flow into the second hydraulic cavity <NUM> by using the second brake pipeline <NUM>. Therefore, all the brake fluid in the fifth brake pipeline <NUM> may flow into the fourth brake pipeline <NUM>, to provide brake force for the second group of wheels <NUM>, <NUM>.

It should be noted that the brake fluid required for compensating for the pressure difference between brake fluid in the two hydraulic cavities may be further provided by a liquid storage apparatus <NUM> in the braking system. For a specific connection manner between the liquid storage apparatus <NUM> and the hydraulic adjustment apparatus <NUM>, refer to the braking system shown in <FIG> below.

Generally, to improve safety of the braking system, a controller needs to obtain pressure of the brake fluid in the first brake pipeline <NUM> and the second brake pipeline <NUM>, to monitor whether the first hydraulic adjustment apparatus <NUM> can normally perform pressurization. Therefore, a pressure sensor needs to be disposed on each of the first brake pipeline <NUM> and the second brake pipeline <NUM>. However, in the method for disposing a pressure sensor, costs of the hydraulic adjustment unit <NUM> are increased.

Therefore, to reduce costs of the hydraulic adjustment unit <NUM>, a pressure sensor <NUM> (referring to <FIG>) may be disposed on the fifth brake pipeline <NUM> to detect pressure of the brake fluid in the fifth brake pipeline <NUM>. The first brake pipeline <NUM> and the second brake pipeline <NUM> communicate with each other by using the fifth brake pipeline <NUM>. In this case, the pressure of the brake fluid in the fifth brake pipeline <NUM> is the same as the pressure of the brake fluid in the first brake pipeline <NUM> and the second brake pipeline <NUM>. Therefore, the pressure sensor <NUM> may monitor the pressure of the brake fluid in both the first brake pipeline <NUM> and the second brake pipeline <NUM>.

To improve redundancy performance of the hydraulic adjustment unit, a second hydraulic adjustment apparatus <NUM> (referring to <FIG>) may be further disposed in the hydraulic adjustment unit. The second hydraulic adjustment apparatus <NUM> separately communicates with the third brake pipeline <NUM> and the fourth brake pipeline <NUM> by using the fifth brake pipeline <NUM>, to provide brake force for the first group of wheels <NUM>, <NUM> and the second group of wheels <NUM>, <NUM>.

The foregoing describes the connection manner between the first hydraulic adjustment apparatus <NUM> and the two brake loops <NUM> and <NUM> in the hydraulic adjustment unit in this embodiment of this invention with reference to <FIG>. The following describes a connection manner between the first hydraulic adjustment apparatus <NUM> and the liquid storage apparatus <NUM> with reference to <FIG>. It should be understood that any of the foregoing hydraulic adjustment units may be communicates with the liquid storage apparatus <NUM> based on <FIG>. Manners in which brake fluid flows between the hydraulic adjustment units and the liquid storage apparatus <NUM> are similar. Therefore, for brevity, a hydraulic adjustment unit <NUM> is used as an example for description below.

<FIG> is a schematic diagram of a connection manner between a liquid storage apparatus <NUM> and a first hydraulic adjustment apparatus <NUM> according to an embodiment of this invention. As shown in <FIG>, in a hydraulic adjustment unit <NUM>, a one-way valve <NUM> is disposed on a liquid inlet pipeline <NUM>. The one-way valve <NUM> allows brake fluid in the liquid inlet pipeline to flow from the liquid storage apparatus <NUM> to the second hydraulic cavity <NUM>. A control valve <NUM> is disposed on a second liquid inlet pipeline <NUM> to control connection/disconnection of the brake pipeline <NUM>, and a one-way valve <NUM> is connected in parallel with two ends of the control valve <NUM>. The one-way valve <NUM> allows brake fluid to flow from the liquid storage apparatus <NUM> to the first hydraulic cavity <NUM>, and blocks brake fluid from flowing from the first hydraulic cavity <NUM> to the liquid storage apparatus <NUM>.

The first hydraulic cavity <NUM> is communicates with the liquid storage apparatus <NUM> by using the second liquid inlet pipeline <NUM>. In the forward pressurization process, the control valve <NUM> may be controlled to be in a close state, so that the brake fluid in the liquid storage apparatus <NUM> flows into the first hydraulic cavity <NUM> by using the one-way valve <NUM>, to reduce the pressure difference between the brake fluid in the first hydraulic cavity <NUM> and the second hydraulic cavity <NUM>.

In the backward pressurization process, the control valve <NUM> may be controlled to be in a close state, so that the brake fluid in the liquid storage apparatus <NUM> flows into the first hydraulic cavity <NUM> by using the one-way valve <NUM>, to press the brake fluid into a brake wheel cylinder in the braking system by using the first hydraulic cavity <NUM>.

Optionally, if the control valve <NUM> is in an open state, the first hydraulic adjustment apparatus <NUM> may depressurize the wheels <NUM>, <NUM>, <NUM>, and <NUM>. For example, the third control valve <NUM> and the fourth control valve <NUM> are controlled to be in an open state, and the drive apparatus <NUM> drives the piston <NUM> to move leftward to compress the volume of the second hydraulic cavity <NUM> and increase the volume of the first hydraulic cavity <NUM>. In this case, because pressure in the first hydraulic cavity <NUM> is low, brake liquid applied on the wheels <NUM>, <NUM>, <NUM>, and <NUM> flows into the first hydraulic cavity <NUM>, and flows out of the first hydraulic cavity <NUM> by using the control valve <NUM>.

It should be noted that, the first hydraulic adjustment apparatus <NUM> and the liquid storage apparatus <NUM> may be connected in another manner. For example, the control valve <NUM> may be deleted on the basis of the hydraulic adjustment unit <NUM>. For another example, the one-way valve <NUM> may be deleted on the basis of the hydraulic adjustment unit <NUM>. This is not specifically limited in this embodiment of this invention.

The foregoing describes the hydraulic adjustment unit in this embodiment of this invention with reference to <FIG>. The following describes a braking system that includes the foregoing hydraulic adjustment unit. It should be understood that any of the foregoing hydraulic adjustment units may be separately applied to the braking system. Working manners of the hydraulic adjustment units in the braking system are similar. Therefore, for brevity, a braking system that includes the hydraulic adjustment unit <NUM> is as an example for description below.

<FIG> is a schematic diagram of a braking system according to an embodiment of this invention. A braking system <NUM> shown in <FIG> may support three braking modes: a manual braking mode, a brake-by-wire mode, and a self-driving mode. The first hydraulic adjustment apparatus <NUM> may participate in the brake-by-wire mode and the self-driving mode. A master cylinder pressurization adjustment unit <NUM> may participate in the manual braking mode and the brake-by-wire mode. A driver steps on a brake pedal <NUM> to enable, by using a brake pipeline in which a control valve <NUM> is located, brake fluid in a brake master cylinder <NUM> to flow into a pedal feel simulator <NUM>.

In the manual braking mode, liquid inlet valves <NUM>, <NUM>, <NUM>, and <NUM>, a control valve <NUM>, and a control valve <NUM> are in an open state, and liquid outlet valves <NUM>, <NUM>, <NUM>, and <NUM> and the control valve <NUM> are in a close state. The brake fluid provides brake force for the wheels <NUM>, <NUM>, <NUM>, and <NUM> by using a brake pipeline in which the control valve <NUM> is located and a brake pipeline in which the control valve <NUM> is located.

In the brake-by-wire mode, liquid outlet valves <NUM>, <NUM>, <NUM>, and <NUM>, a control valve <NUM>, and a control valve <NUM> are in a close state, and liquid inlet valves <NUM>, <NUM>, <NUM>, and <NUM> and the control valve <NUM> are in an open state. Correspondingly, the first hydraulic adjustment apparatus <NUM> provides brake force for the wheels <NUM>, <NUM>, <NUM>, and <NUM> based on a pedal stroke detected by a pedal stroke sensor.

In the self-driving mode, liquid outlet valves <NUM>, <NUM>, <NUM>, and <NUM>, the control valve <NUM>, a control valve <NUM>, and a control valve <NUM> are in a close state, and liquid inlet valves <NUM>, <NUM>, <NUM>, and <NUM> are in an open state. The first hydraulic adjustment apparatus <NUM> provides brake force for the wheels <NUM>, <NUM>, <NUM>, and <NUM> based on an instruction of the controller.

In the foregoing three modes, a working manner of the braking system in the manual braking mode is similar to a working manner of a conventional braking system. Working manners of the first hydraulic adjustment apparatus <NUM> in the brake-by-wire mode and the self-driving mode have been described when the working manner of the hydraulic adjustment unit is described above. For brevity, the following mainly describes working manners that are of the braking system and that exist when the first brake loop <NUM> leaks, the second brake loop <NUM> leaks, and the first hydraulic adjustment apparatus <NUM> is faulty in a braking mode in which the first hydraulic adjustment apparatus <NUM> participates. For the foregoing three working modes, details are not described.

It is assumed that the first brake loop <NUM> leaks and the second brake loop <NUM> may normally work, the control valve <NUM>, the control valve <NUM>, the first control valve <NUM>, and the liquid outlet valves <NUM>, <NUM>, <NUM>, and <NUM> are in a close state, and the second control valve <NUM>, the third control valve <NUM>, the fourth control valve <NUM>, and the liquid inlet valves <NUM> and <NUM> are in an open state. In this case, in the forward pressurization process, brake fluid in the second hydraulic cavity <NUM> flows into the fourth brake pipeline <NUM> by using the second brake pipeline <NUM>, and provides brake force for the second group of wheels <NUM>, <NUM> by using the fourth brake pipeline <NUM>. In the backward pressurization process, brake fluid in the first hydraulic cavity <NUM> flows into the fourth brake pipeline <NUM> by using the first brake pipeline <NUM>, and provides brake force for the second group of wheels <NUM>, <NUM> by using the fourth brake pipeline <NUM>.

It should be noted that, in the foregoing case, an open/close state of the control valve <NUM> may be determined based on a working mode of the braking system. For example, in the brake-by-wire mode, the control valve <NUM> is in an open state; or in the self-driving mode, the control valve <NUM> is in a close state.

It should be further noted that, in the foregoing case, an open/close state of the liquid inlet valves <NUM> and <NUM> does not affect working of the braking system. This is not limited in this embodiment of this invention.

It is assumed that the second brake loop <NUM> leaks and the first brake loop <NUM> may normally work, the control valve <NUM>, the control valve <NUM>, the second control valve <NUM>, and the liquid outlet valves <NUM>, <NUM>, <NUM>, and <NUM> are in a close state, and the second control valve <NUM>, the third control valve <NUM>, the fourth control valve <NUM>, and the liquid inlet valves <NUM> and <NUM> are in an open state. In this case, in the forward pressurization process, brake fluid in the second hydraulic cavity <NUM> flows into the third brake pipeline <NUM> by using the second brake pipeline <NUM>, and provides brake force for the first group of wheels <NUM>, <NUM> by using the third brake pipeline <NUM>. In the backward pressurization process, brake fluid in the first hydraulic cavity <NUM> flows into the third brake pipeline <NUM> by using the first brake pipeline <NUM>, and provides brake force for the first group of wheels <NUM>, <NUM> by using the third brake pipeline <NUM>.

It is assumed that the first hydraulic adjustment apparatus <NUM> is faulty, the control valve <NUM>, the control valve <NUM>, the liquid outlet valves <NUM>, <NUM>, <NUM>, and <NUM>, the third control valve <NUM>, and the fourth control valve <NUM> are in a close state, and the first control valve <NUM>, the second control valve <NUM>, and the liquid inlet valves <NUM>, <NUM>, <NUM>, and <NUM> are in an open state. In this case, in the pressurization process, brake fluid in the second hydraulic adjustment apparatus <NUM> flows into the third brake pipeline <NUM> and the fourth brake pipeline <NUM> by using the fifth brake pipeline <NUM>, provides brake force for the first group of wheels <NUM>, <NUM> by using the third brake pipeline <NUM>, and provides brake force for the second group of wheels <NUM>, <NUM> by using the fourth brake pipeline <NUM>.

Optionally, the fault of the first hydraulic adjustment apparatus may be determined by the controller based on feedback of the pressure sensor <NUM>. For example, in a scenario in which the first hydraulic adjustment apparatus <NUM> provides brake force, if pressure that is of the brake fluid in the fifth brake pipeline and that is detected by the pressure sensor <NUM> is less than a preset pressure value, the controller may determine that the first hydraulic adjustment apparatus <NUM> is faulty. For another example, in a scenario in which the first hydraulic adjustment apparatus <NUM> provides brake force, if a pressurization rate that is of the fifth brake pipeline and that is detected by the pressure sensor <NUM> is less than a preset pressurization rate, the controller may determine that the first hydraulic adjustment apparatus <NUM> is faulty.

The foregoing describes the hydraulic adjustment unit and the braking system in this embodiment of this invention with reference to <FIG>. With reference to <FIG>, the following describes a control method provided in an embodiment of this invention. It should be understood that a solution provided in this embodiment of this invention may be used in combination with any one of the foregoing hydraulic adjustment units, or the control method in this embodiment of this invention may be applied to a braking system that includes any one of the foregoing hydraulic adjustment units.

<FIG> is a schematic flowchart of a control method according to an embodiment of this invention. The method shown in <FIG> includes step <NUM> and step <NUM>.

A controller generates a control instruction, where the control instruction is used to control an open/close state of the first control valve <NUM> and/or the second control valve <NUM>.

The controller sends the control instruction to the first control valve <NUM> and/or the second control valve <NUM>.

Optionally, in an embodiment, the foregoing step <NUM> includes: The controller generates the control instruction, where the control instruction is used to control the first control valve <NUM> to be in a close state and the second control valve <NUM> to be in an open state, so that the first hydraulic cavity <NUM> presses brake fluid into the fourth brake pipeline <NUM> by using the first brake pipeline <NUM> and the fifth brake pipeline <NUM> that communicate with each other, to provide brake force for the second group of wheels <NUM>, <NUM>, and the second hydraulic cavity <NUM> provides brake force for the second group of wheels <NUM>, <NUM> by using the second brake pipeline <NUM> and the fourth brake pipeline <NUM> that communicate with each other.

Optionally, in an embodiment, the foregoing step <NUM> includes: If a brake pipeline that is in the braking system and that provides brake force for the first group of wheels <NUM>, <NUM> leaks, the controller generates the control instruction, where the control instruction is used to control the first control valve <NUM> to be in a close state and the second control valve <NUM> to be in an open state.

Optionally, in an embodiment, the brake pipeline that is in the braking system and that provides brake force for the first group of wheels <NUM>, <NUM> includes a brake pipeline other than the first brake pipeline <NUM> in the braking system, and the method further includes: The controller drives, by using a drive apparatus <NUM>, a piston <NUM> of the hydraulic adjustment apparatus <NUM> to move forward along an inner wall of a hydraulic cylinder of the hydraulic adjustment apparatus <NUM>, to provide brake force for the second group of wheels <NUM>, <NUM>; and the controller drives, by using the drive apparatus <NUM>, the piston <NUM> to move backward along the inner wall of the hydraulic cylinder, to provide brake force for the second group of wheels <NUM>, <NUM>.

Optionally, in an embodiment, the foregoing step <NUM> includes: The controller generates the control instruction, where the control instruction is used to control the second control valve <NUM> to be in a close state and the first control valve <NUM> to be in an open state, so that the second hydraulic cavity <NUM> presses brake fluid into the third brake pipeline <NUM> by using the second brake pipeline <NUM> and the fifth brake pipeline <NUM> that communicate with each other, to provide brake force for the first group of wheels <NUM>, <NUM>, and the first hydraulic cavity <NUM> provides brake force for the first group of wheels <NUM>, <NUM> by using the first brake pipeline <NUM> and the third brake pipeline <NUM> that communicate with each other.

Optionally, in an embodiment, the foregoing step <NUM> includes: If a brake pipeline that is in the braking system and that provides brake force for the second group of wheels <NUM>, <NUM> leaks, the controller generates the control instruction, where the control instruction is used to control the second control valve <NUM> to be in a close state and the first control valve <NUM> to be in an open state.

Optionally, in an embodiment, the brake pipeline that is in the braking system and that provides brake force for the second group of wheels <NUM>, <NUM> includes a brake pipeline other than the second brake pipeline <NUM> in the braking system, and the method further includes: The controller drives, by using a drive apparatus <NUM>, a piston <NUM> of the first hydraulic adjustment apparatus <NUM> to move forward along an inner wall of a hydraulic cylinder of the first hydraulic adjustment apparatus <NUM>, to provide brake force for the first group of wheels <NUM>, <NUM>; and the controller drives, by using the drive apparatus <NUM>, the piston <NUM> to move backward along the inner wall of the hydraulic cylinder, to provide brake force for the first group of wheels <NUM>, <NUM>.

Optionally, in an embodiment, a third control valve <NUM> is disposed on the first brake pipeline <NUM>, and the third control valve <NUM> is configured to control connection/disconnection of the first brake pipeline <NUM>; and the method further includes: If the first wheels <NUM>, <NUM> and/or the second wheels <NUM>, <NUM> need to be depressurized, the controller controls the third control valve <NUM> to be in an open state.

Optionally, in an embodiment, a fourth control valve <NUM> is disposed on the second brake pipeline <NUM>, and the fourth control valve <NUM> is configured to control connection/disconnection of the second brake pipeline <NUM>; and the method further includes: If the first wheels <NUM>, <NUM> and/or the second wheels <NUM>, <NUM> need to be depressurized, the controller controls the fourth control valve <NUM> to be in an open state.

The foregoing describes the method in this embodiment of this invention with reference to <FIG>. The following describes a control apparatus for performing the foregoing control method in this invention with reference to <FIG>. It should be noted that the apparatus in this embodiment of this invention may be applied to any one of the hydraulic adjustment units or braking systems described above to implement one or more steps of the control method described above. For brevity, details are not described herein again.

<FIG> is a schematic diagram of a control apparatus according to an embodiment of this invention. An apparatus <NUM> shown in <FIG> includes a processing unit <NUM> and a sending unit <NUM>.

The processing unit <NUM> is configured to generate a control instruction, where the control instruction is used to control an open/close state of the first control valve <NUM> and/or the second control valve <NUM>.

The sending unit <NUM> is configured to send the control instruction to the first control valve <NUM> and/or the second control valve <NUM>.

Optionally, in an embodiment, the processing unit <NUM> is further configured to generate the control instruction, where the control instruction is used to control the first control valve <NUM> to be in a close state and the second control valve <NUM> to be in an open state, so that the first hydraulic cavity <NUM> presses brake fluid into the fourth brake pipeline <NUM> by using the first brake pipeline <NUM> and the fifth brake pipeline <NUM> that communicate with each other, to provide brake force for the second group of wheels <NUM>, <NUM>, and the second hydraulic cavity <NUM> provides brake force for the second group of wheels <NUM>, <NUM> by using the second brake pipeline <NUM> and the fourth brake pipeline <NUM> that communicate with each other.

Optionally, in an embodiment, if a brake pipeline that is in the braking system and that provides brake force for the first group of wheels <NUM>, <NUM> leaks, the processing unit <NUM> is further configured to generate the control instruction, where the control instruction is used to control the first control valve <NUM> to be in a close state and the second control valve <NUM> to be in an open state.

Optionally, in an embodiment, the brake pipeline that is in the braking system and that provides brake force for the first group of wheels <NUM>, <NUM> includes a brake pipeline other than the first brake pipeline <NUM> in the braking system; the processing unit <NUM> is further configured to drive, by using a drive apparatus <NUM>, a piston <NUM> of the hydraulic adjustment apparatus <NUM> to move forward along an inner wall of a hydraulic cylinder of the first hydraulic adjustment apparatus <NUM>, to provide brake force for the second group of wheels <NUM>, <NUM>; and the processing unit <NUM> is further configured to drive, by using the drive apparatus <NUM>, the piston <NUM> to move backward along the inner wall of the hydraulic cylinder, to provide brake force for the second group of wheels <NUM>, <NUM>.

Optionally, in an embodiment, the processing unit <NUM> is further configured to generate the control instruction, where the control instruction is used to control the second control valve <NUM> to be in a close state and the first control valve <NUM> to be in an open state, so that the second hydraulic cavity <NUM> presses brake fluid into the third brake pipeline <NUM> by using the second brake pipeline <NUM> and the fifth brake pipeline <NUM> that communicate with each other, to provide brake force for the first group of wheels <NUM>, <NUM>, and the first hydraulic cavity <NUM> provides brake force for the first group of wheels <NUM>, <NUM> by using the first brake pipeline <NUM> and the third brake pipeline <NUM> that communicate with each other.

Optionally, in an embodiment, if a brake pipeline that is in the braking system and that provides brake force for the second group of wheels <NUM>, <NUM> leaks, the processing unit <NUM> is further configured to generate, the control instruction, where the control instruction is used to control the second control valve <NUM> to be in a close state and the first control valve <NUM> to be in an open state.

Optionally, in an embodiment, the brake pipeline that is in the braking system and that provides brake force for the second group of wheels <NUM>, <NUM> includes a brake pipeline other than the second brake pipeline <NUM> in the braking system; the processing unit <NUM> is further configured to drive, by using a drive apparatus <NUM>, a piston <NUM> of the hydraulic adjustment apparatus <NUM> to move forward along an inner wall of a hydraulic cylinder of the hydraulic adjustment apparatus <NUM>, to provide brake force for the first group of wheels <NUM>, <NUM>; and the processing unit <NUM> is further configured to drive, by using the drive apparatus <NUM>, the piston <NUM> to move backward along the inner wall of the hydraulic cylinder, to provide brake force for the first group of wheels <NUM>, <NUM>.

Optionally, in an embodiment, a third control valve <NUM> is disposed on the first brake pipeline <NUM>, and the third control valve <NUM> is configured to control connection/disconnection of the first brake pipeline <NUM>; and if the first wheels <NUM>, <NUM> and/or the second wheels <NUM>, <NUM> need to be depressurized, the processing unit <NUM> is further configured to control the third control valve <NUM> to be in an open state.

Optionally, in an embodiment, a fourth control valve <NUM> is disposed on the second brake pipeline <NUM>, and the fourth control valve <NUM> is configured to control connection/disconnection of the second brake pipeline <NUM>; and if the first wheels <NUM>, <NUM> and/or the second wheels <NUM>, <NUM> need to be depressurized, the processing unit <NUM> is further configured to control the fourth control valve <NUM> to be in an open state.

In an optional embodiment, the processing unit <NUM> may be a processor <NUM>, the sending unit <NUM> may be a communication interface <NUM>, and a specific structure of the controller is shown in <FIG>.

<FIG> is a schematic block diagram of a controller according to another embodiment of this invention. A controller <NUM> shown in <FIG> may include a memory <NUM>, a processor <NUM>, and a communication interface <NUM>. The memory <NUM>, the processor <NUM>, and the communication interface <NUM> are communicates with each other by using an internal connection path. The memory <NUM> is configured to store instructions. The processor <NUM> is configured to execute the instructions stored in the memory <NUM>, to control the communication interface <NUM> to receive/send information. Optionally, the memory <NUM> may be coupled to the processor <NUM> by using an interface, or may be integrated with the processor <NUM>.

It should be noted that the foregoing communication interface <NUM> uses an apparatus such as an input/output interface (input/output interface), to implement communication between the controller <NUM> and another device or a communication network.

In an implementation process, the steps in the foregoing method may be implemented by using a hardware integrated logical circuit in the processor <NUM>, or by using instructions in a form of software. The method disclosed with reference to embodiments of this invention may be directly performed by a hardware processor, or may be performed by using a combination of hardware in the processor and a software module. The software module may be located in a mature storage medium in the art, such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, an electrically erasable programmable memory, or a register. The storage medium is located in the memory <NUM>, and a processor <NUM> reads information in the memory <NUM> and completes the steps in the foregoing methods in combination with hardware of the processor. To avoid repetition, details are not described herein again.

It should be understood that, the processor in embodiments of this invention may be a central processing unit (central processing unit, CPU), or may be another general-purpose processor, a digital signal processor (digital signal processor, DSP), an application-specific integrated circuit (application-specific integrated circuit, ASIC), a field programmable gate array (field programmable gate array, FPGA) or another programmable logic device, a discrete gate or transistor logic device, a discrete hardware component, or the like. The general-purpose processor may be a microprocessor, or the processor may be any conventional processor or the like.

It should also be understood that in embodiments of this invention, the memory may include a read-only memory and a random access memory, and provide instructions and data for the processor. A part of the processor may further include a non-volatile random access memory. For example, the processor may further store information of a device type.

It should be noted that the "liquid outlet pipeline" and the "liquid inlet pipeline" in this invention may correspond to different brake pipelines, or may correspond to a same brake pipeline. The "liquid outlet pipeline" and the "liquid inlet pipeline" are differentiated only based on a function of a brake pipeline in the braking system. For example, when the "liquid outlet pipeline" and the "liquid inlet pipeline" correspond to a same brake pipeline <NUM>, it may be understood that, in a process of depressurizing the wheel of the vehicle, the brake pipeline <NUM> in the braking system is configured to transport brake fluid in the wheel to the liquid storage apparatus. In this case, the brake pipeline <NUM> may be referred to as a "liquid outlet pipeline". In a process of pressurizing the wheel of the vehicle, the brake pipeline <NUM> is configured to provide brake fluid for the wheel of the vehicle, to provide brake force for the wheel of the vehicle. In this case, the brake pipeline <NUM> may be referred to as a "liquid inlet pipeline".

In addition, the "liquid inlet valve", the "liquid outlet valve", and the "equalizing valve" in this invention are differentiated only based on a function of a control valve in the braking system. A control valve configured to control connection or disconnection of a liquid inlet pipeline may be referred to as a "liquid inlet valve" or a "pressurization valve". A control valve configured to control connection or disconnection of a liquid return pipeline may be referred to as a "liquid outlet valve" or a "depressurization valve". A control valve configured to isolate two levels of braking subsystem may be referred to as an "isolation valve". The foregoing control valve may be a valve frequently used in an existing braking system, for example, a solenoid valve. This is not specifically limited in the embodiments of this invention.

In addition, after the control valve is communicates with the brake pipeline, a connection port between the control valve and the brake pipeline may be represented by using a first end and a second end. This invention imposes no limitation on a flow direction of brake fluid between the first end and the second end. For example, when the control valve is in an open state, the brake fluid may flow from the first end of the control valve to the second end of the control valve; or when the control valve is in a close state, the brake fluid may flow from the second end of the control valve to the first end of the control valve.

In addition, the "first brake pipeline <NUM>", the "second brake pipeline <NUM>", the "third brake pipeline <NUM>", the "fourth brake pipeline <NUM>", and another brake pipeline in this invention may be understood as one or more segments of brake pipelines that implement a function. For example, the first brake pipeline <NUM> may include a plurality of segments of brake pipelines configured to connect the first hydraulic cavity <NUM> and the first control valve <NUM>.

In addition, in this invention, when architectures such as the braking system and the vehicle are described with reference to the accompanying drawings, two working state (close or open) that may be implemented by each control valve are schematically shown in the accompanying drawings, and a current working state of the control valve is not limited to that in the figure.

In addition, in this invention, when architectures such as the hydraulic adjustment unit, the braking system, and the vehicle are described with reference to the accompanying drawings, parts that have a same function in the accompanying drawings corresponding to the embodiments use a same number. For brevity, functions of the parts are not described in each embodiment. For details, refer to descriptions of the functions of the parts in this specification.

In addition, the hydraulic adjustment unit in this invention may be a unit that is in the braking system and that is configured to adjust pressure of brake fluid, and includes one or more of segments of the foregoing brake pipelines, and elements such as a control valve and a one-way valve on the brake pipeline. Optionally, the foregoing hydraulic adjustment unit may further include elements such as a hydraulic cylinder, a piston, and a push rod in the hydraulic adjustment apparatus. After the foregoing hydraulic adjustment unit is mounted in the braking system, the braking system may further include one or more elements in a brake wheel cylinder, a liquid storage apparatus, and a brake pedal.

In several embodiments provided in this invention, it should be understood that the disclosed system, apparatus, and method may be implemented in another manner. For example, division into the units is merely logical function division and may be other division in actual implementation. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections may be implemented through some interfaces. The indirect couplings or communication connections between the apparatuses or units may be implemented in electrical, mechanical, or another form.

In addition, functional units in embodiments of this invention may be integrated into one processing unit, each of the units may exist alone physically, or two or more units may be integrated into one unit.

Claim 1:
A hydraulic adjustment unit, comprising:
a first hydraulic adjustment apparatus (<NUM>) , wherein the first hydraulic adjustment apparatus (<NUM>) comprises a first hydraulic cavity (<NUM>) and a second hydraulic cavity (<NUM>), the first hydraulic cavity (<NUM>) communicates with a first brake pipeline (<NUM>), the second hydraulic cavity (<NUM>) communicates with a second brake pipeline (<NUM>), and the first brake pipeline (<NUM>) and the second brake pipeline (<NUM>) communicate with each other by using a fifth brake pipeline (<NUM>);
the first brake pipeline (<NUM>) communicates with a third brake pipeline (<NUM>), the third brake pipeline (<NUM>) communicates with the fifth brake pipeline (<NUM>), the second brake pipeline (<NUM>) communicates with the third brake pipeline (<NUM>) by using the fifth brake pipeline (<NUM>), the third brake pipeline (<NUM>) is configured to provide brake force for a first group of wheels (<NUM>, <NUM>), and a first control valve (<NUM>) is disposed on the third brake pipeline (<NUM>), to control connection/disconnection of the third brake pipeline (<NUM>); and
the second brake pipeline (<NUM>) communicates with a fourth brake pipeline (<NUM>), the fourth brake pipeline (<NUM>) communicates with the fifth brake pipeline (<NUM>), the first brake pipeline (<NUM>) communicates with the fourth brake pipeline (<NUM>) by using the fifth brake pipeline (<NUM>), the fourth brake pipeline (<NUM>) is configured to provide brake force for a second group of wheels (<NUM>, <NUM>), and a second control valve (<NUM>) is disposed on the fourth brake pipeline (<NUM>), to control connection/disconnection of the fourth brake pipeline (<NUM>),
characterized in that the first hydraulic adjustment apparatus (<NUM>) has a two-way pressurization function.