Transmission assembly, vehicle braking device, vehicle braking system and vehicle

Abstract

The utility model relates to a transmission assembly, a vehicle braking device, a vehicle braking system and a vehicle. A transmission assembly (100) for a vehicle brake system, the transmission assembly (100) comprising: a sleeve (20) comprising a guide slot arranged on an inner surface of the sleeve (20), a worm gear-worm mechanism (30), and a motion assembly (40) comprising: a main shaft (41) threaded to a worm gear (31) in the worm gear-worm mechanism (30), the main shaft (41) comprising a through hole (410) extending along a central axis of the main shaft (41); the utility model relates to a spindle assembly (10) comprising a sleeve (20), a spindle (41) having a through-hole (410), a push rod (42) partially received in the through-hole (410) of the spindle (41), an anti-rotation member (43) connected with the spindle (41) and slidably coupled with a guide slot of the sleeve (20).

Description

Technical Field

[0001] The utility model relates to a vehicle braking function, and more specifically, to a transmission component for a vehicle braking system, a vehicle braking device, a vehicle braking system and a vehicle. Background Art

[0002] The vehicle braking system is used to slow down or stop a moving vehicle, and to keep a stopped vehicle stationary. The vehicle braking system is a system that the user operates to reduce the speed of the vehicle. The sensitivity of the vehicle braking system is crucial to ensure the safety of vehicle driving. A new type of vehicle braking system is the electric braking system. The electric braking system can be used in fuel vehicles as well as new energy vehicles.

[0003] There is still a need to improve the design of electric brake systems. It is desirable to provide a transmission assembly for an electric brake system that is easy to produce and assemble and can improve the user's driving experience in the application. Summary of the invention

[0004] The present invention aims to solve one or more of the above problems and other problems described in this article that can be solved by the solutions provided by the present invention.

[0005] According to a first aspect, a transmission assembly for a vehicle brake system is provided. The transmission assembly includes a sleeve, a worm gear mechanism and a moving assembly. The sleeve includes a guide notch arranged on an inner surface of the sleeve. The moving assembly includes a spindle, a push rod and an anti-rotation member. The spindle is threadedly connected to a worm gear in the worm gear mechanism, and the spindle includes a through hole extending along a central axis of the spindle. The push rod is partially received in the through hole of the spindle. The anti-rotation member is connected to the spindle and is slidably coupled to the guide notch of the sleeve.

[0006] The transmission assembly provided by the present disclosure can be matched with the pipelines / lines of the existing electric brake system to form an electronic brake system. In addition, the transmission assembly provided by the present disclosure also allows the production tasks of various parts to be assigned to different suppliers, and the parts are assembled after the corresponding available parts are obtained. This can improve production efficiency. The transmission assembly provided by the present disclosure also allows manufacturing errors in the dimensions of the parts. These errors can be reduced or eliminated by adjusting the connection between the parts when assembling the transmission assembly. In addition, compared with the one-piece casting component, the transmission assembly provided by the present disclosure also allows damaged parts in the transmission assembly to be replaced.

[0007] According to one or more embodiments, the push rod comprises a push rod base and a tongue extending from the push rod base, the tongue abutting the anti-rotation member at the end of the tongue. In this way, the positioning of the anti-rotation member relative to the push rod can be facilitated. In addition, by means of such a configuration, it can be ensured that the force from the spindle is applied to the push rod via the anti-rotation member in the same direction.

[0008] In one or more embodiments, the worm wheel may include a worm wheel body and a first extension portion extending from the worm wheel body, the first extension portion being threadedly connected to the main shaft. The first extension portion of the worm wheel is also configured to abut against an anti-rotation member to limit the range of motion of the anti-rotation member. This can avoid the anti-rotation member from continuously translating relative to the sleeve due to the user continuously driving the worm-worm mechanism to rotate. The position of the first extension portion of the worm wheel when it abuts against the anti-rotation member can also be used to determine the position when the moving assembly does not trigger the master brake cylinder (i.e., does not generate output brake pressure) and still maintains contact with the piston of the master brake cylinder. This is practical in improving the rapid braking response of the electric brake system. In some cases, a return spring may also be arranged. The return spring can help the anti-rotation member move toward the worm wheel.

[0009] In one or more embodiments, the motion assembly may further include a support ring disposed on the outer surface of the spindle and abutting against a ledge protruding from the outer surface of the spindle at a first side of the support ring. The support ring may be used to transfer force from the spindle, thereby improving the force distribution of the anti-rotation mechanism. In addition, the support ring may be used to absorb and release the energy of the impact that occurs during the transmission of the spindle's force. This brings benefits in terms of improving the service life of the product.

[0010] In one or more embodiments, the support ring abuts the anti-rotation member at the second side of the support ring.

[0011] In one or more embodiments, the anti-rotation member is spaced apart from the first extension of the worm gear by a first distance, and the first distance is based on the size of the support ring in a direction parallel to the central axis of the main shaft. The first distance can vary according to the amount of deformation of the support ring / anti-rotation mechanism caused by the impact. In some cases, the value or range of the first distance can be selected based on the maximum impact that may be caused to the support ring / anti-rotation mechanism. The design of the first distance can prevent damage to the worm gear due to the impact.

[0012] In one or more embodiments, the motion assembly further comprises a support ring. The support ring comprises a first surface and a vertical first side surface proximate to the first surface. The first surface is inclined relative to the first side surface. The first surface is at least partially in contact with an inclined surface or a curved surface (e.g., a spherical surface) of the spindle at the first end of the spindle. The inclined surface or the curved surface (e.g., a spherical surface) of the spindle is oriented at a predetermined angle relative to the central axis of the spindle, and the first side surface is configured to abut against a first end surface of the spindle at the first end of the spindle due to the squeezing of the support ring by the anti-rotation member.

[0013] In one or more embodiments, the anti-rotation member may further include an annular groove. The annular groove is arranged on a side of the anti-rotation member adjacent to the support ring, and the support ring further includes a portion received by the annular groove of the anti-rotation member. In some embodiments, the cooperation between the annular groove and the support ring may be achieved in the following manner: one side of the annular groove is arranged as an inclined surface or a curved surface, the support ring has a corresponding inclined surface or a curved surface for matching with the inclined surface or the curved surface of the annular groove, and the side of the annular groove contacts the corresponding inclined surface or the curved surface of the support ring.

[0014] In one or more embodiments, the anti-rotation member may include a protrusion. The protrusion is located on a side of the anti-rotation member away from the main shaft and is configured to be received by the guide slot of the sleeve.

[0015] In one or more embodiments, the tongue includes a radial portion and an axial portion. The radial portion extends toward the outside in a direction perpendicular to the central axis of the push rod base. The axial portion extends from the radial portion in a direction parallel to the central axis of the push rod base.

[0016] In one or more embodiments, the transmission assembly may further include a limiting assembly. The limiting assembly includes a biasing component and a snap member connected to the push rod base by snap fit, and the biasing component is configured to bias against a second end of the main shaft opposite to the first end.

[0017] According to a second aspect, a vehicle braking device is provided. The vehicle braking device may include: a transmission assembly according to the first aspect and a brake master cylinder, such as a tandem master cylinder assembly.

[0018] According to one or more embodiments, the vehicle brake device may further include a motor, which is arranged outside the sleeve of the transmission assembly and is configured to be coupled with a worm in a worm gear mechanism.

[0019] According to a third aspect, a vehicle braking system is provided. The vehicle braking system comprises a transmission assembly according to the first aspect, a motor and a controller. The motor is arranged outside a sleeve of the transmission assembly and is configured to couple with a worm gear mechanism of the transmission assembly. The controller is electronically coupled to the motor and is configured to control the power of the motor in response to an input signal associated with a brake pedal of the vehicle.

[0020] According to a fourth aspect, a vehicle is provided, wherein the vehicle comprises the vehicle braking device according to the second aspect, or the vehicle braking system according to the third aspect.

[0021] These and other aspects will be apparent from and elucidated with reference to the embodiments described hereinafter. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Exemplary embodiments will now be described, by way of example only, with reference to the following drawings, in which:

[0023] Figure 1 is a cross-sectional view showing a vehicle brake device including a transmission assembly and a brake master cylinder connected to the transmission assembly according to a first embodiment of the present disclosure;

[0024] Figure 2 It shows Figure 1 An exploded view of the moving components in the transmission assembly shown;

[0025] Figure 3 It shows Figure 1 A perspective view of a moving component in a transmission assembly is shown;

[0026] Figure 4 yes Figure 1 A partial enlarged view showing the relative positions of the main shaft, the support ring and the anti-rotation member;

[0027] Figure 5 It shows Figure 1 An enlarged partial view of a variant of the vehicle brake device shown, showing the relative positions of the main shaft, the support ring and the anti-rotation member;

[0028] Figure 6 is a cross-sectional view showing a vehicle brake device including a transmission assembly and a brake master cylinder connected to the transmission assembly according to a second embodiment of the present disclosure,

[0029] Figure 7 yes Figure 6 A partial enlarged view showing the relative positions of the main shaft, the support ring and the anti-rotation member;

[0030] Figure 8 is a perspective view showing a biasing member in a stop assembly; and

[0031] Fig. 9 is a perspective view showing a buckle in a limiting assembly.

[0032] In general, the same reference numerals are used throughout the drawings and the accompanying specific embodiments to represent the same or similar parts. The drawings are not necessarily drawn to scale. The sizes of parts or regions may be exaggerated for illustration in the drawings. Although the drawings show regions with lines and boundaries, some or all of these lines and / or boundaries may be idealized. In practice, boundaries and / or lines may be unobservable and / or irregular. DETAILED DESCRIPTION

[0033] The directional terms such as up, down, left, right, front, back, front, back, top, bottom, etc. mentioned or may be mentioned in this specification are defined relative to the structures shown in the drawings. They are relative concepts and may change accordingly according to their different positions and different usage states. Therefore, these or other directional terms should not be interpreted as restrictive terms. In addition, the terms "first", "second", "third", etc. or similar expressions are only used for description and distinction purposes, and cannot be understood as indicating or implying the relative importance of the corresponding components.

[0034] The transmission assembly provided by the present disclosure can generate pressure by means of the rotation of a worm gear-worm mechanism connected to the output shaft of the motor to operate a brake master cylinder coupled to the transmission assembly. The brake master cylinder is also coupled to a pipeline connected to a wheel brake device (such as a brake caliper) of the vehicle. The pressure from the transmission assembly will cause the piston in the brake master cylinder to displace, and then the pressure can be transmitted from the brake master cylinder via the pipeline to actuate the wheel brake device, thereby achieving wheel braking.

[0035] Figure 1 A first embodiment of a vehicle brake device including a transmission assembly 100 and a brake master cylinder 200 is shown. Figure 1, the vehicle brake device can be configured to be coupled with a pipeline for a wheel brake device (such as a brake caliper) on the brake master cylinder 200 side. The brake master cylinder 200 may include a tandem master cylinder assembly. The vehicle brake device may also include a motor. The motor may be arranged on the outside of the transmission assembly 100 and assembled with the transmission assembly 100. As an example, the transmission assembly 100 may include a main body portion 10, a sleeve 20, a worm gear-worm mechanism 30 and a moving assembly 40. The sleeve 20 may be supported by the main body portion 10 and the sleeve 20 includes a guide notch arranged on the inner surface of the sleeve 20. The worm gear-worm mechanism 30 is arranged on the inner side of the sleeve 20 and includes a worm wheel 31 and a worm 32. The worm wheel 31 is rotatably coupled to the sleeve 20. The worm 32 may be coupled to the worm wheel 31 by a threaded connection and is configured to be coupled with an output shaft of the motor arranged on the outside of the sleeve 20 (outside of the transmission assembly 100). The moving assembly 40 includes a main shaft 41, a push rod 42 and an anti-rotation member 43. The moving assembly 40 can also be connected to a return spring 80. The return spring 80 helps the moving assembly 40 to reset.

[0036] refer to Figure 2 and Figure 3 And you can still refer to Figure 1 , the spindle 41 may be positioned inside the worm wheel 31 and threadedly connected to the worm wheel 31 in the worm gear mechanism 30. In particular, the worm wheel 31 includes a worm wheel body 310 and a first extension portion 311 extending from the worm wheel body 310. The first extension portion 311 is threadedly connected to the spindle 41. With the rotation of the worm wheel 31, the spindle 41 is synchronously driven. Specifically, the spindle 41 can be driven to translate relative to the worm wheel 31. In this way, the pressure applied to the brake master cylinder can be increased or decreased in a more controllable manner.

[0037] The spindle 41 may include a through hole 410 extending along the central axis of the spindle 41. The push rod 42 may be partially received in the through hole 410 of the spindle 41. The movement of the push rod 42 in a virtual plane perpendicular to the central axis of the spindle 41 may be limited by the through hole 410. With such an arrangement, the push rod 42 can be easily assembled to the spindle 41, and a strict match between the relative sizes of the spindle 41 and the push rod 42 is not required. This also reduces the requirements for manufacturing precision, which is conducive to improving production efficiency and reducing manufacturing costs.

[0038] In some examples, the push rod 42 includes a push rod base 420 and a tongue 425 extending from the push rod base 420. The tongue 425 can abut the anti-rotation member 43 at the end of the tongue, such as Figure 3The tongue 425 may include a radial portion extending toward the outside in a direction perpendicular to the central axis of the push rod base 420, and an axial portion extending from the radial portion in a direction parallel to the central axis of the push rod base 420. The larger radial portion promotes a more stable connection between the push rod 42 and the anti-rotation member 43.

[0039] Additionally, the axial portion of tongue 425 may include a rounded portion. This may be beneficial in reducing stress concentration at the interface between the axial portion and anti-rotation member 43.

[0040] refer to Figure 1-Figure 4 , the motion assembly 40 further includes a support ring 44. The support ring 44 is arranged on the outer surface of the main shaft 41 and abuts against a ledge 413 protruding from the outer surface of the main shaft 41 at a first side of the support ring 44. The support ring 44 abuts against the anti-rotation member 43 at a second side of the support ring 44.

[0041] Additionally or alternatively, reference Figure 5 , the anti-rotation member 43 is spaced apart from the first extension portion 311 of the worm wheel 31 by a first distance 45. The first distance 45 is based on the dimension of the support ring 44 in a direction parallel to the central axis of the main shaft 41. The support ring can be used to transmit the force from the main shaft, thereby improving the force distribution of the anti-rotation mechanism. In addition, the deformation amount of the support ring 44 allows the support ring 44 to absorb and release the energy of the impact that occurs during the transmission of the force of the main shaft.

[0042] Optionally, the inner diameter of the support ring 44 corresponds to the outer diameter (of the non-threaded section) of the main shaft 41. The outer diameter of the support ring 44 is dimensioned so that the height of the support ring 44 relative to the main shaft 41 is higher than the tongue 425, such as Figure 4-Figure 5 In this way, the portion of the anti-rotation member 43 in contact with the tongue 425 is supported by the support ring 44 , which is beneficial to improving the pressure bearing threshold of the portion of the anti-rotation member 43 in contact with the tongue 425 .

[0043] Figure 6 A second embodiment of a vehicle brake device including a transmission assembly 100 and a brake master cylinder 200 is shown. Figure 6 , and about Figure 1 Similar to the first embodiment of the vehicle brake device described above, the transmission assembly 100 may include a main body 10, a sleeve 20, a worm gear mechanism 30 and a moving assembly 40. The contents of the same parts are omitted here for the sake of brevity.

[0044] refer to Figure 7, the transmission assembly 100 may further include a support ring 44. The support ring 44 includes a first surface 441 and a vertical first side surface 442 adjacent to the first surface 441. The first surface 441 is inclined relative to the first side surface 442. In some examples, the first surface 441 is oriented to have an angle in the range of [30; 60] degrees relative to the first side surface 442. The first surface 441 of the support ring 44 is at least partially in contact with the inclined surface 414 of the main shaft 41 at the first end of the main shaft. The inclined surface 414 is oriented at a predetermined angle relative to the central axis of the main shaft 41. The predetermined angle is, for example, a complementary angle of the orientation angle of the first surface 441 relative to the first side surface 442. The first side surface 442 may be configured to abut against the first end surface 415 of the main shaft 41 at the first end of the main shaft due to the compression of the anti-rotation member 43 on the support ring 44. By enabling the support ring 44 to be elastically deformed relative to the inclined surface 414 of the main shaft 41, the impact of the main shaft 41 on the anti-rotation member 43 due to sudden movement can be further reduced. The amount of elastic deformation may be slight, but sufficient to cushion the impact. This is particularly useful in extending the service life of the transmission assembly. Optionally, the inclined surface 414 may be configured as a spherical surface, so that the first surface 441 is in more reliable contact with the inclined surface 414.

[0045] In some examples, the support ring 44 may include an elastomer. The arrangement of the elastomer allows the support ring to have an appropriate amount of deformation, for example, deformation along the circumferential direction of the support ring, such as expansion or contraction. In this way, the support ring 44 can slide more smoothly relative to the inclined surface 414 of the main shaft 41, and the deformation of the support ring 44 can be used to absorb impact.

[0046] The anti-rotation member 43 may further include an annular groove. The annular groove is arranged on one side of the anti-rotation member 43 adjacent to the support ring 44, and the support ring 44 further includes a portion received by the annular groove of the anti-rotation member 43.

[0047] In some embodiments, one side of the annular groove may also be arranged as an inclined surface or a curved surface. The support ring 44 may have a corresponding inclined surface or a curved surface for matching the inclined surface or the curved surface of the annular groove. The side of the annular groove contacts the corresponding inclined surface or the curved surface of the support ring. The inclined surface or the curved surface of the annular groove may vary within a certain angle or curvature range. This facilitates the positioning of the support ring 44 relative to the anti-rotation member 43. When the extrusion force that causes the first side surface 442 of the support ring 44 to abut against the first end surface 413 of the main shaft 41 is released, the support ring 44 may shrink by itself according to its elasticity, and then be able to be re-accepted by the annular groove of the anti-rotation member 43.

[0048] In the first and second embodiments of the vehicle brake device of the present disclosure, reference is made to Figure 1 and Figure 6The transmission assembly 100 may further include a stop assembly 60. The stop assembly 60 is mounted on a second end of the main shaft 41 opposite to the first end. Figure 8-Figure 9 And still available for reference Figure 1 and Figure 6 , the limit assembly 60 may include a biasing member 61 and a snap-fitting member 62 connected to the first section. The biasing member 61 is configured to bias against the second end of the main shaft 41. The snap-fitting member 62 may be coupled with an annular groove provided on the first section. As an example, the snap-fitting member 62 may be made of a flexible material. In particular, the snap-fitting member may include a spring washer. By providing the limit assembly 60, the relative displacement between the push rod 42 and the main shaft 41 may be limited. In addition, by means of the biasing of the main shaft 41 by the biasing member 61, the alignment between the central axis of the push rod 42 and the central axis of the main shaft 41 may be promoted. During the application of pressure to the piston of the master brake cylinder 200 by the push rod 42, this facilitates the pressure to be applied to the piston in a direction perpendicular to the surface of the piston, thereby utilizing the applied pressure with maximum efficiency.

[0049] The present disclosure also provides a vehicle braking system, which includes a transmission assembly, a motor and a controller according to the first and second embodiments of the vehicle braking device. The controller is coupled to the motor and can adjust the power of the motor using an input signal input by the user via a pedal. Depending on the power of the motor, the push rod in the transmission assembly is pushed forward or moved backward to enable or disable the braking function, or the push rod in the transmission assembly is moved faster or slower to achieve violent braking or slow braking. Thus, the user can control the driving speed of the vehicle and have a better driving experience. As an alternative, the controller can also be coupled to an automatic driving system. During the period when the automatic driving system takes over the user's manipulation of the vehicle, the automatic driving system can send an input signal to the controller to control the moving direction and speed of the push rod in the transmission assembly. This brings benefits to the sensitive control of the vehicle during automatic driving. A vehicle is also provided, which can apply the vehicle braking device or vehicle braking system described herein. Such a vehicle also enjoys the benefits described about the transmission assembly, vehicle braking device and vehicle braking system of the present disclosure. For the sake of simplicity, it will not be repeated here.

[0050] Although the subject matter has been described in language specific to structural features and / or methodological acts, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are disclosed as example forms of implementing the claims.

Claims

1. A transmission assembly (100) for a vehicle braking system, characterized in that: The transmission assembly (100) comprises: a sleeve (20), the sleeve (20) comprising a guide notch arranged on an inner surface of the sleeve (20), a worm gear mechanism (30), and A motion assembly (40) comprising: a main shaft (41), the main shaft (41) being threadedly connected to the worm wheel (31) in the worm gear mechanism (30), the main shaft (41) comprising a through hole (410) extending along a central axis of the main shaft (41); a push rod (42), the push rod (42) being partially received in the through hole (410) of the spindle (41), An anti-rotation member (43) is connected to the main shaft (41) and is slidably coupled to the guide slot of the sleeve (20).

2. The transmission assembly according to claim 1, characterized in that: The push rod (42) includes a push rod base (420) and a tongue (425) extending from the push rod base (420), the tongue (425) abutting the anti-rotation member (43) at a distal end of the tongue.

3. The transmission assembly according to claim 1, characterized in that: The worm wheel (31) comprises a worm wheel body (310) and a first extension portion (311) extending from the worm wheel body (310), wherein the first extension portion (311) is threadedly connected to the main shaft (41). The first extension portion (311) of the worm wheel (31) is further configured to abut against the anti-rotation member (43) to limit a range of motion of the anti-rotation member (43).

4. The transmission assembly according to any one of claims 1 to 3, characterized in that: The motion assembly (40) further comprises a support ring (44) which is arranged on the outer surface of the spindle (41) and abuts against a ledge (413) protruding from the outer surface of the spindle (41) at a first side of the support ring (44).

5. The transmission assembly according to claim 4, characterized in that: The support ring (44) abuts against the anti-rotation member (43) at a second side of the support ring (44).

6. The transmission assembly according to claim 2, characterized in that: The worm wheel (31) comprises a worm wheel body (310) and a first extension portion (311) extending from the worm wheel body (310), wherein the first extension portion (311) is threadedly connected to the main shaft (41). The motion assembly (40) further comprises a support ring (44), wherein the anti-rotation member (43) is spaced apart from the first extension portion (311) of the worm wheel (31) by a first distance, and The first distance is based on a dimension of the support ring (44) in a direction parallel to a central axis of the main shaft (41).

7. The transmission assembly according to any one of claims 1 to 3, characterized in that: The invention also includes a support ring (44), the support ring (44) including a first surface (441) and a vertical first side surface (442) adjacent to the first surface (441), the first surface (441) being inclined relative to the first side surface (442), the first surface (441) being in at least partial contact with an inclined surface (414) of the main shaft (41) at the first end of the main shaft, the inclined surface (414) being oriented at a predetermined angle relative to the central axis of the main shaft (41), and The first side surface (442) is configured to abut against a first end surface (415) of the main shaft (41) at the first end of the main shaft due to the compression of the anti-rotation member (43) on the support ring (44).

8. The transmission assembly according to claim 7, characterized in that: The anti-rotation member (43) further comprises an annular groove, which is arranged on one side of the anti-rotation member (43) adjacent to the support ring (44), and The support ring (44) also includes a portion received by the annular groove of the anti-rotation member (43).

9. The transmission assembly according to any one of claims 1 to 3, characterized in that: The anti-rotation member (43) includes a protrusion, which is located on a side of the anti-rotation member (43) away from the main shaft (41) and is configured to be received by the guide notch.

10. The transmission assembly according to claim 2, characterized in that: The tongue (425) includes a radial portion extending toward the outside in a direction perpendicular to the central axis of the push rod base (420), and an axial portion extending from the radial portion in a direction parallel to the central axis of the push rod base (420).

11. The transmission assembly according to any one of claims 2, 6 and 10, characterized in that: It also includes a limiting assembly (60), which includes a biasing component (61) and a snap-fitting member (62) connected to the push rod base (420), and the biasing component (61) is configured to bias against the second end of the main shaft (41).

12. A vehicle braking device, characterized in that: include: The transmission assembly (100) according to any one of claims 1 to 11; as well as Brake master cylinder (200).

13. The vehicle braking device according to claim 12, characterized in that: Also includes: A motor is arranged outside the sleeve (20) of the transmission assembly (100) and is configured to be coupled with the worm gear mechanism (30) of the transmission assembly (100).

14. A vehicle braking system, characterized in that: include: The transmission assembly according to any one of claims 1 to 11, a motor, the motor being arranged outside the sleeve (20) of the transmission assembly (100) and being configured to be coupled with the worm gear mechanism (30) of the transmission assembly (100); and A controller is electronically coupled to the motor and is configured to control power to the motor in response to an input signal associated with a brake pedal of the vehicle.

15. A vehicle, characterized in that: include: A vehicle braking device according to any one of claims 12 to 13, or The vehicle braking system of claim 14.

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