Brake assembly, brake system, vehicle and control method of a brake system

Abstract

A brake assembly (100), a brake system (200), a vehicle and a control method of the brake system (200). The brake assembly (100) comprises a cylinder (110), a piston (120), an elastic member (130) and a driving member. The piston (120) is installed in the inner cavity of the cylinder (110), so that the piston (120) and the inner cavity of the cylinder (110) form a containing cavity (170). The driving member is connected with the piston (120) through the elastic member (130). The driving member drives the piston (120) to move through the elastic member (130), so as to drive the brake (210) to brake.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a braking component, a braking system, a vehicle, and a control method for the braking system. Background Technology

[0002] Vehicles frequently require braking during use. Taking parking as an example, with technological advancements, an electronic parking brake (EPB) system has emerged. The user sends a command to the electronic control unit (ECU) via a control button, which then controls the braking components. These components drive the brake pads to clamp the brake disc, thus achieving parking. However, current EPB-based parking systems generate drag torque, increasing vehicle rolling resistance and causing the brakes to overheat. Summary of the Invention

[0003] This application provides a braking component, a braking system, a vehicle, and a control method for the braking system, enabling the brake friction pads to quickly separate from the brake disc, reducing drag torque, lowering vehicle rolling resistance, and enhancing fuel efficiency. Furthermore, this solution helps improve brake reliability and lifespan, thereby enhancing vehicle safety.

[0004] Firstly, this application provides a braking assembly. The braking assembly includes a cylinder, a piston, an elastic element, and a driving element. The piston is installed in the inner cavity of the cylinder and is movable along the inner cavity. The piston and the inner cavity of the cylinder form a receiving cavity. The driving element and the elastic element are disposed within the receiving cavity, and the driving element is connected to the piston via the elastic element; that is, both ends of the elastic element are fixedly connected to the driving element and the piston, respectively. The driving element is configured to drive the piston to move along the inner cavity of the cylinder. In actual use, the piston can be connected to a brake, thereby driving the brake to apply pressure. In this solution, when braking is required, the driving element can push the piston to move; when braking is to be released, the driving element can pull the piston to move. It is worth noting that when braking is performed using a hydraulic device, although the driving element does not move when braking is released, the elastic element is in a stretched state between the driving element and the piston, and can also pull the piston to move and reset. In summary, in the technical solution of this application, when braking is released, the elastic element can provide a pulling force to the piston, allowing the piston to reset relatively quickly. Therefore, this solution utilizes an elastic element to drive the piston to quickly return to its original position, thereby causing the friction block to disengage from the brake disc in a short time. This completely releases the brakes from braking, overcoming the problem of severe adhesion between the friction block and the brake disc caused by prolonged braking time or excessive braking force, and thus solving the problem of excessive vehicle drag torque. This solution reduces drag torque, lowers vehicle rolling resistance, and enhances fuel efficiency. Furthermore, this solution helps reduce heat generated by the brakes, improving brake reliability and lifespan, and enhancing vehicle safety.

[0005] The driving component in this application may specifically include a screw and a nut, which are connected by a thread. This means that rotation of the screw drives the nut to move axially along the screw. If the screw is connected to a motor assembly, the motor assembly can drive the screw to rotate, thereby driving the nut to move. The nut then drives a piston to move via an elastic element. This design, using a screw and nut as the driving component, offers high structural stability and low cost.

[0006] This application does not impose any restrictions on the specific structure of the elastic element in the above technical solution, as long as it has elasticity. For example, the elastic element can be a spring or a rubber elastic element.

[0007] Furthermore, this application does not limit the specific installation method of the elastic element in the above technical solution. For example, one end of the elastic element can be directly fixedly connected to the driving element, and the other end can be directly connected to the piston drive. Alternatively, it can be connected in conjunction with other structures. For example, the driving element has a first non-flat end face on the side facing the piston, and the piston has a second non-flat end face on the side facing the driving element, with the elastic element connected between the first non-flat end face and the second non-flat end face. Several specific connection methods for the elastic element are listed below.

[0008] The driving component can have a first limiting protrusion, with the elastic element sleeved on the outside of the first limiting protrusion. The first limiting protrusion improves the stability of the elastic element's installation and provides a guiding effect, preventing the elastic element from bending. Alternatively, the driving component can also have a first limiting groove, with the elastic element disposed within the first limiting groove. The first limiting groove further improves the stability of the elastic element's installation and provides a guiding effect, preventing the elastic element from bending. Similarly, one side of the piston can have a second limiting protrusion or a second limiting groove. When the piston has a second limiting protrusion, the elastic element sleeved on the outside of the second limiting protrusion improves the stability of the elastic element's installation and provides a guiding effect, preventing the elastic element from bending. When the piston has a second limiting groove, the elastic element disposed within the second limiting groove improves the stability of the elastic element's installation and provides a guiding effect, preventing the elastic element from bending.

[0009] In specific technical solutions, the driving component can have a first limiting protrusion, and the piston can have a second limiting protrusion. Alternatively, the driving component can have a first limiting groove, and the piston can have a second limiting groove. Or, the driving component can have a first limiting protrusion, and the piston can have a second limiting groove. In this case, when the elastic element contracts, the first limiting protrusion can extend into the second limiting groove, which helps to reduce the size of the elastic element, and thus the size of the entire braking assembly. Similarly, when the driving component has a first limiting groove and the piston has a second limiting protrusion, when the elastic element contracts, the second limiting protrusion can extend into the first limiting groove, which also helps to reduce the size of the elastic element, and thus the size of the entire braking assembly.

[0010] In other technical solutions, the driving component can be equipped with a first limiting member, which is pivotally mounted to the driving component. That is, the first limiting member can rotate relative to the driving component but cannot move. The piston is equipped with a second limiting member, which is pivotally mounted to the piston. Similarly, the second limiting member can rotate relative to the piston but cannot move. If an elastic member is positioned between the first and second limiting members, the elastic member can rotate relative to the piston and nut, which improves the flexibility of the elastic member and reduces potential torsional stress within it.

[0011] For mounting the first and second limiting members, the drive member may also have a first mounting boss, on which the first limiting member is pivotally mounted. The piston has a second mounting boss, on which the second limiting member is pivotally mounted.

[0012] Secondly, this application also provides a braking system, which includes a cylinder, a piston, an elastic element, a drive element, and a motor assembly. The piston is installed in the inner cavity of the cylinder, forming a receiving cavity with the cylinder. The drive element and the elastic element are disposed within the receiving cavity, and the drive element is connected to the piston via the elastic element. The motor assembly is drively connected to the drive element, meaning that the motor assembly can drive the drive element to move, thereby driving the piston to move via the elastic element. In practical use, the piston can be connected to a brake to drive the brake for braking. In this scheme, when the motor assembly rotates forward, it pushes the piston to move via the drive element for braking; when the motor assembly rotates in reverse, it pulls the piston to move via the drive element to cancel the braking. Of course, it is also possible to cancel the braking when the motor assembly rotates forward and to brake when the motor assembly rotates in reverse. It is worth noting that when using a hydraulic device for braking, although the drive element does not move when the braking is canceled, the elastic element is in a stretched state between the drive element and the piston, and can also pull the piston to move and reset. In summary, in the technical solution of this application, when the brakes are released, the elastic element can provide a pulling force to the piston, allowing the piston to return to its original position more quickly. Therefore, this solution can reduce drag torque, lower vehicle rolling resistance, and enhance the vehicle's fuel efficiency. Furthermore, this solution helps reduce heat generated by the brakes, improves the reliability and service life of the brakes, and enhances vehicle safety.

[0013] The driving component in this application's technical solution can specifically include a screw and a nut, which are connected by a thread. This means that rotation of the screw drives the nut to move along its axial direction. The screw is connected to a motor assembly, which in turn drives the screw to rotate, thereby moving the nut. The nut then drives a piston to move via an elastic element. This solution, using a screw and nut as the driving component, offers high structural stability and low cost.

[0014] This application does not impose any restrictions on the specific structure of the elastic element in the above technical solution, as long as it is elastic, for example, it can be a spring or a rubber elastic element.

[0015] Furthermore, this application does not limit the specific installation method of the elastic element in the above technical solution. For example, one end of the elastic element can be directly fixedly connected to the driving element, and the other end can be directly connected to the piston drive. Alternatively, it can be connected in conjunction with other structures. Several specific connection methods for the elastic element are listed below.

[0016] The driving component can have a first limiting protrusion, with the elastic element sleeved on the outside of the first limiting protrusion. The first limiting protrusion improves the stability of the elastic element's installation and provides a guiding effect, preventing the elastic element from bending. Alternatively, the driving component can also have a first limiting groove, with the elastic element disposed within the first limiting groove. The first limiting groove further improves the stability of the elastic element's installation and provides a guiding effect, preventing the elastic element from bending. Similarly, one side of the piston can have a second limiting protrusion or a second limiting groove. When the piston has a second limiting protrusion, the elastic element sleeved on the outside of the second limiting protrusion improves the stability of the elastic element's installation and provides a guiding effect, preventing the elastic element from bending. When the piston has a second limiting groove, the elastic element disposed within the second limiting groove improves the stability of the elastic element's installation and provides a guiding effect, preventing the elastic element from bending.

[0017] In specific technical solutions, the driving component can have a first limiting protrusion, and the piston can have a second limiting protrusion. Alternatively, the driving component can have a first limiting groove, and the piston can have a second limiting groove. Or, the driving component can have a first limiting protrusion, and the piston can have a second limiting groove. In this case, when the elastic element contracts, the first limiting protrusion can extend into the second limiting groove, which helps to reduce the size of the elastic element, and thus the size of the entire braking system. Similarly, when the driving component has a first limiting groove and the piston has a second limiting protrusion, when the elastic element contracts, the second limiting protrusion can extend into the first limiting groove, which also helps to reduce the size of the elastic element, and thus the size of the entire braking system.

[0018] In other technical solutions, the driving component can be equipped with a first limiting member, which is pivotally mounted to the driving component. That is, the first limiting member can rotate relative to the driving component but cannot move. The piston is equipped with a second limiting member, which is pivotally mounted to the piston. Similarly, the second limiting member can rotate relative to the piston but cannot move. If an elastic member is positioned between the first and second limiting members, the elastic member can rotate relative to the piston and nut, which improves the flexibility of the elastic member and reduces potential torsional stress within it.

[0019] For mounting the first and second limiting members, the drive member may also have a first mounting boss, on which the first limiting member is pivotally mounted. The piston has a second mounting boss, on which the second limiting member is pivotally mounted.

[0020] The aforementioned braking system may also include a brake. This brake is connected to a piston in the braking assembly. When the driving component moves the piston under the drive of the motor assembly, the motor assembly can apply electric motor power to the brake, driving it to apply the brake. Of course, taking the forward rotation of the motor assembly to drive the brake as an example, the reverse rotation of the motor assembly can drive the brake to release the braking. In this design, because the elastic element can drive the piston to quickly return to its original position when the brake is released, the braking system has a smaller drag torque, which can reduce vehicle rolling resistance and enhance the vehicle's fuel efficiency. Furthermore, this design helps improve the reliability and service life of the brake, thus improving vehicle safety.

[0021] In a specific technical solution, the aforementioned brake may include a brake disc, a first friction block, and a second friction block. The first and second friction blocks are connected by a transmission and can move simultaneously relative to each other or in opposite directions. That is, when the first friction block is driven to move, the second friction block moves simultaneously, and the directions of movement of the first and second friction blocks are opposite. Alternatively, when the second friction block is driven to move, the first friction block moves simultaneously, and the directions of movement of the first and second friction blocks are opposite. The brake disc is positioned between the first and second friction blocks, so during the movement of the first and second friction blocks, they may clamp or release the brake disc. Specifically, the first friction block is connected to a piston, so the driving member moves the piston to drive the first and second friction blocks to clamp or release the brake disc. When the brake is released, the driving member, through an elastic element, drives the piston to reset, and the piston causes the friction blocks to disengage from the brake disc, thus reducing the adhesion between the friction blocks and the brake disc.

[0022] The aforementioned braking system may also include a hydraulic device connected to a cavity formed by the cylinder and piston. The hydraulic device can fill or extract fluid into this cavity to drive the piston. In other words, the hydraulic device applies hydraulic braking force to the brake via the piston, driving the brake to apply pressure. This design allows for two braking methods, making it suitable for a wide range of applications. Furthermore, after braking with a hydraulic device, when the braking is released, the elastic element can still drive the piston to quickly return to its original position. This not only reduces drag torque but also minimizes the risk of the hydraulic pump jamming.

[0023] The aforementioned braking system may also include an electronic control unit (ECU), which is signal-connected to the motor assembly. The ECU controls the motor assembly to rotate forward, reverse, or stop rotating. In this design, the ECU can be used to control the vehicle's braking. Specifically, the ECU can be activated manually using a button to control the vehicle's braking. Alternatively, the ECU can be connected to a controller to intelligently determine the current vehicle status and initiate braking accordingly. This could be applied, for example, in autonomous driving modes.

[0024] The aforementioned electronic control unit can be applied to vehicle parking scenarios. The electronic control unit is used to: determine whether parking conditions meet parking requirements; when parking conditions meet parking requirements, determine the requested parking force based on the parking requirements; when parking conditions do not meet parking requirements, terminate control; after determining the requested parking force, calculate the target parking force based on the determined requested parking force and the vehicle state; apply a first parking force to the vehicle until the first parking force meets the target parking force. In this scheme, the target parking force can be determined first, which can prevent the parking force from being too large, thus reducing the probability of the friction pads sticking to the brake disc.

[0025] When the braking system also includes a hydraulic device, and the aforementioned electronic control unit is also signal-connected to the hydraulic device, a first parking force is applied to the vehicle, including: The system determines whether the hydraulic system participates in the parking brake. If the hydraulic system participates, it applies hydraulic braking force, and simultaneously controls the motor assembly to apply electric motor power. The combined force of the hydraulic braking force and the electric motor power constitutes the first parking force. In other words, the first parking force includes both hydraulic braking force and electric motor power. If the hydraulic system does not participate in the parking brake, the motor assembly applies electric motor power, which is also the first parking force. This scheme combines the braking forces provided by the hydraulic system and the motor assembly to control the first parking force on the brake to be the target parking force, preventing excessive parking force caused by separately controlling the hydraulic system and the motor assembly.

[0026] In the specific technical solution, the aforementioned parking requirements include external requirements and electronic parking requirements. The electronic control unit (ECU) determines whether the parking conditions meet the electronic parking requirements. If yes, it determines the first requested parking force of the electronic parking requirement as the requested parking force; otherwise, it determines whether the parking conditions meet the external requirements. If yes, it determines the second requested parking force of the external requirements as the requested parking force. In this solution, the vehicle may receive two parking requirements: an external requirement and an electronic parking requirement. When an electronic parking requirement exists, it responds to the electronic parking requirement. If there is no electronic parking requirement, it can respond to the external requirement. The external requirements include parking requests from components other than the ECU, and the electronic parking requirements include parking requests triggered by the driver through the ECU.

[0027] The aforementioned vehicle status may specifically include one or more of the following: the slope the vehicle is on, the vehicle's weight, whether the vehicle is towed, and the temperature of the brake discs. In other words, when the electronic control unit calculates the target parking force, it can do so based on the requested parking force, the slope the vehicle is on, the vehicle's weight, whether the vehicle is towed, and the temperature of the brake discs. This ensures reliable parking without excessive parking force.

[0028] Thirdly, this application also provides a vehicle including the braking assembly described in the first aspect, and a wheel connected to the braking assembly, wherein the braking assembly can brake the wheel. The braking assembly is connected to the wheel, either directly or through an intermediate structure, as long as the braking assembly can brake the wheel. In this solution, the braking assembly can drive the friction pads of the brake to quickly separate from the brake disc, reducing the drag torque, lowering vehicle rolling resistance, and enhancing the vehicle's fuel efficiency. Furthermore, this solution helps improve the reliability and service life of the brake, thus enhancing vehicle safety.

[0029] Fourthly, this application also provides a vehicle including the braking system described in the second aspect above, and wheels connected to the braking system, wherein the braking system can brake the wheels. The braking system is connected to the wheels, either directly or through an intermediate structure, as long as the braking system can brake the wheels. In this solution, the braking system can drive the friction blocks of the brake to quickly separate from the brake disc, reducing the drag torque generated, lowering vehicle rolling resistance, and enhancing the vehicle's fuel efficiency. Furthermore, this solution helps improve the reliability and service life of the brake, thus enhancing vehicle safety.

[0030] Fifthly, this application also provides a control method, which is specifically applied to the braking system described in the second aspect above. The control method specifically includes: when parking conditions meet parking requirements, determining a requested parking force based on the parking requirements; calculating a target parking force based on the determined requested parking force and the vehicle state; and applying a first parking force to the vehicle until the first parking force meets the target parking force.

[0031] When the braking system also includes a hydraulic device, the application of the first parking force to the vehicle specifically includes: determining whether the hydraulic device participates in parking braking; if the hydraulic device participates in parking braking, controlling the hydraulic device to apply hydraulic braking force and controlling the motor assembly to apply electric motor power; the resultant force of the hydraulic braking force and the electric motor power is the first parking force, that is, the first parking force includes both hydraulic braking force and electric motor power; if the hydraulic device does not participate in parking braking, controlling the motor assembly to apply electric motor power, the electric motor power is the first parking force. In other words, the first parking force on the brake can be controlled to be the target parking force by combining the braking forces provided by the hydraulic device and the motor assembly, preventing excessive parking force caused by separate control.

[0032] The aforementioned parking requirements specifically include external requirements and electronic parking requirements. When parking conditions meet the parking requirements, the requested parking force is determined based on these requirements. This includes: determining whether the parking conditions meet the electronic parking requirements; if so, determining the first requested parking force from the electronic parking requirements as the requested parking force; if not, determining whether the parking conditions meet the external requirements; if so, determining the second requested parking force from the external requirements as the requested parking force. In this scheme, the vehicle may receive two parking requirements: an external requirement and an electronic parking requirement. When an electronic parking requirement exists, the vehicle responds to the electronic parking requirement. If there is no electronic parking requirement, the vehicle can respond to the external requirement. The aforementioned external requirements include parking requests from components other than the electronic control unit, and electronic parking requirements include parking requests triggered by the driver through the electronic control unit.

[0033] The aforementioned vehicle status may specifically include one or more of the following: the slope the vehicle is on, the vehicle's weight, whether the vehicle is towed, and the temperature of the brake discs. In other words, when the electronic control unit calculates the target parking force, it can do so based on the requested parking force, the slope the vehicle is on, the vehicle's weight, whether the vehicle is towed, and the temperature of the brake discs. This ensures reliable parking without excessive parking force. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of a braking assembly in an embodiment of this application; Figure 2 This is a schematic diagram of another structure of the braking component in the embodiments of this application; Figure 3 This is a schematic diagram of another structure of the braking component in the embodiments of this application; Figure 4 This is a schematic diagram of another structure of the braking component in the embodiments of this application; Figure 5 This is a schematic diagram of another structure of the braking component in the embodiments of this application; Figure 6 This is a schematic diagram of another structure of the braking component in the embodiments of this application; Figure 7 This is a schematic diagram of another structure of the braking component in the embodiments of this application; Figure 8 This is a schematic diagram of a braking system in an embodiment of this application; Figure 9 This is another schematic diagram of the braking system in the embodiments of this application; Figure 10 This is another schematic diagram of the braking system in the embodiments of this application; Figure 11This is another schematic diagram of the braking system in the embodiments of this application; Figure 12 This is a control flowchart of a braking system in an embodiment of this application; Figure 13 This is a schematic diagram of the working conditions of the vehicle during the operation of the embodiments of this application; Figure 14 This is another control flowchart of the braking system in the embodiments of this application; Figure 15 This is a schematic diagram of the structure of a vehicle in one embodiment of this application; Figure 16 This is a schematic diagram of another vehicle structure in an embodiment of this application.

[0035] Figure label: 100 - Brake assembly; 110 - Cylinder block; 120 - Piston; 121 - Second limiting protrusion; 122 - Second limiting groove; 123 - Second limiting component; 124 - Second mounting boss; 130 - Elastic element; 140 - Nut; 141 - First limiting protrusion; 142 - First limiting groove; 143 - First limiting component; 144 - First mounting boss; 150 - Screw; 160 - Motor assembly; 170 - Receiving cavity; 200 - Braking system; 210 - Brake; 211-Brake disc; 212-First friction block; 213 - Second friction block; 300 - Hydraulic device; 400 - Electronic control unit; 500 - Wheel. Detailed Implementation

[0036] To facilitate understanding of the braking components, braking system, vehicle, and control method of the braking components provided in this application embodiment, their application scenarios are described below. The braking system is a crucial component of a vehicle, playing a vital role in its safety and performance. Currently, when a car brakes, the braking component drives friction pads to clamp the brake disc for braking. When braking stops, this can lead to the friction pads sticking to the brake disc. When the friction pads stick to the brake disc, the car remains in a braking state during operation, generating drag torque and increasing driving resistance. Furthermore, it can easily cause the brakes to overheat, reducing their reliability and lifespan, and posing a safety hazard to the vehicle.

[0037] The embodiments of this application will now be described in detail with reference to the accompanying drawings. The terminology used in the following embodiments is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. As used in the specification and appended claims of this application, the singular expressions “a,” “an,” “the,” “the,” “the,” and “this” are intended to also include expressions such as “one or more,” unless the context clearly indicates otherwise.

[0038] References to “an embodiment” or “a specific embodiment” as described in this specification mean that one or more embodiments of this application include a particular feature, structure, or characteristic described in connection with that embodiment. The terms “comprising,” “including,” “having,” and variations thereof mean “including, but not limited to,” unless otherwise specifically emphasized.

[0039] Figure 1 This is a schematic diagram of a braking assembly in an embodiment of this application, such as... Figure 1 As shown, the braking assembly 100 includes a cylinder 110, a piston 120, an elastic element 130, and a driving element. The piston 120 is mounted within the cavity of the cylinder 110, forming a receiving cavity 170. The driving element and the elastic element 130 are disposed within the receiving cavity 170. The driving element is connected to the piston 120 via the elastic element 130, thus the driving element is configured to drive the piston 120 to move within the cylinder 110. The driving element and piston 120 are connected via the elastic element 130; that is, the elastic element 130 connects the driving element and the piston 120, with one end connected to the driving element and the other end connected to the piston 120. When the braking assembly 100 applies brakes, the driving element pushes the piston 120 to move, first overcoming the elastic force of the elastic element 130, and then driving the piston 120 to move, thereby driving the friction block to clamp the brake disc for braking. When the braking assembly 100 releases the brakes, the drive component pulls the piston 120 back to its original position via the elastic element 130, allowing the piston 120 to return to its original position relatively quickly and causing the friction block to disengage from the brake disc. This solution utilizes the elastic element to drive the piston to return to its original position quickly, thereby causing the friction block to disengage from the brake disc in a short time, thus completely releasing the brakes. This overcomes the problem of severe adhesion between the friction block and the brake disc caused by long braking time or excessive braking force. It also addresses the issue of excessive vehicle drag torque. Therefore, this solution can reduce the generated drag torque, lower vehicle rolling resistance, and enhance fuel efficiency. Furthermore, this solution helps reduce the heat generated by the brakes, thereby improving the reliability and service life of the brakes and enhancing vehicle safety.

[0040] The aforementioned driving component may specifically include a nut 140 and a screw 150. The nut 140 is threadedly connected to the screw 150, so when the screw 150 rotates, it drives the nut 140 to move along the axial direction of the screw 150. The nut 140 is connected to the piston 120 through an elastic element 130, so the nut 140 can drive the piston 120 to move within the cylinder 110. In this scheme, the use of the screw 150 and nut 140 as the driving component results in high structural stability and low cost. In specific embodiments, the specific structure of the elastic element 130 is not limited. For example, the elastic element 130 can be a spring, such as a linear spring, a variable spring, or a leaf spring. Alternatively, the elastic element 130 can be any other elastic element, as long as it can achieve an elastic connection between the nut 140 and the piston 120. In an optional design, the elastic element 130 in this embodiment can achieve a tensile force F of approximately F = 10N~15N, where N is the unit of force, Newton. The deformation amount x of the elastic element 130 can be about 1mm. According to Hooke's law, the spring constant K of the linear spring satisfies: K=F / x=10000 N / m ~15000 N / m, which is conducive to the miniaturization of the braking component 100.

[0041] In the specific technical solution, the material of the aforementioned elastic element is compatible with the brake fluid of the hydraulic device connected to the braking assembly, thereby improving the service life of the elastic element.

[0042] In some possible implementations, when the piston 120 is installed with the cylinder 110, the outer circumferential surface of the piston 120 can be tightly fitted with the inner circumferential surface of the cylinder 110, forming a sealed cavity between the piston 120 and the cylinder. It is worth noting that this sealed cavity primarily refers to the sealed connection between the piston 120 and the cylinder 110, maintaining a sealed state during actual operation, while the cylinder itself may have an opening. For example, this sealed cavity may also be connected to a hydraulic device, allowing the hydraulic device's operation to enter the sealed cavity; in this case, the cylinder 110 must include an opening for connection to the hydraulic device. However, once the hydraulic device is connected to the sealed cavity, the sealed cavity between the piston 120 and the cylinder 110 is sealed. Alternatively, if the driving component is located within the sealed cavity, the cylinder 110 will also have a corresponding opening for installing the driving component; however, after the driving component is installed, the sealed cavity can remain sealed. This application will not elaborate on these specific implementations. Furthermore, to form the sealed cavity, a sealing component can also be provided between the piston 120 and the cylinder 110. More specifically, the sealing component can be disposed between the outer circumferential surface of the piston and the inner circumferential surface of the cylinder to provide a seal. In an optional embodiment, the sealing component may include multiple sealing rings arranged side by side on the circumferential surface of the piston to achieve a better sealing effect.

[0043] The two ends of the aforementioned elastic element 130 are fixedly connected to the driving element and the piston 120 respectively along the moving direction of the piston 120, but the specific connection structure is not limited. For example, one end of the elastic element can be directly fixedly connected to the driving element, and the other end can be directly driven to the piston. Alternatively, it can be connected in conjunction with other structures. For example, the driving element has a first non-flat end face on the side facing the piston, and the piston has a second non-flat end face on the side facing the driving element, with the aforementioned elastic element connected between the first non-flat end face and the second non-flat end face. Specifically, the driving element can have a first limiting protrusion 141 or a first limiting groove 142, and the elastic element 130 is fixedly connected to the first limiting protrusion 141 or the first limiting groove 142 of the driving element. Alternatively, the piston 120 has a second limiting protrusion 121 or a second limiting groove 122, and the elastic element 130 is fixedly connected to the second limiting protrusion 121 or the second limiting groove 122 of the piston 120. When a component "has" a certain structure, it means that the structure can be directly fabricated on the component. The structure and the component can be an integral part, such as a single molded structure, or they can be installed through fasteners. Taking a drive component with a first limiting protrusion as an example, the first limiting protrusion can be an integral molded structure with the drive component, or the first limiting protrusion can be fixedly connected to the drive component to form an integral structure through welding, screw connection, or bonding.

[0044] The following examples, using the drive components including nut 140 and screw 150, illustrate several embodiments and possible ways to implement the elastic element 130.

[0045] Figure 2 This is another structural schematic diagram of the braking component in the embodiments of this application, as shown below. Figure 2 As shown, in one embodiment, the nut 140 has a first limiting protrusion 141 located on the side of the nut 140 facing the piston 120. The piston 120 has a second limiting protrusion 121 located on the side of the piston 120 facing the nut 140. The two ends of the elastic member 130 are respectively sleeved on the outside of the first limiting protrusion 141 and the outside of the second limiting protrusion 121. In this design, the first limiting protrusion 141 and the second limiting protrusion 121 can limit the elastic member 130, improving its stability and preventing it from deforming along the axial direction of the screw 150, thus reducing the likelihood of bending. The axial direction of the screw 150 is also the direction of movement of the piston 120 and the nut 140.

[0046] It is worth noting that the specific form of the first limiting protrusion 141 is not limited, as long as the elastic element 130 can be fitted onto the outside of the first limiting protrusion. For example, Figure 2In the illustrated embodiment, the surface of the nut 140 facing the piston 120 has a protruding first limiting protrusion 141, meaning that the surface of the nut without the first limiting protrusion 141 is lower than the first limiting protrusion 141. Alternatively, the nut can have a gap around the first limiting protrusion 141, allowing the elastic element to extend into the gap. The specific form of the second limiting protrusion 121 is not limited, as long as the elastic element 130 can be fitted over the outside of the second limiting protrusion 121. For example, Figure 2 In the illustrated embodiment, the piston 120 has a protruding second limiting protrusion 121 on its surface facing the nut 140. That is, the surface of the piston 120 without the second limiting protrusion 121 is lower than the second limiting protrusion 121. Alternatively, the piston 120 may have a gap around the second limiting protrusion 121, allowing the elastic member 130 to extend into the gap.

[0047] Figure 3 This is another structural schematic diagram of the braking component in the embodiments of this application, as shown below. Figure 3 As shown, in one embodiment, the nut 140 has a first limiting protrusion 141 located on the side of the nut 140 facing the piston 120. The piston 120 has a second limiting groove 122 located on the side of the piston 120 facing the nut 140. One end of the elastic member 130 is sleeved on the outside of the first limiting protrusion 141, and the other end is located inside the second limiting groove 122. When the other end of the elastic member 130 is located in the second limiting groove 122, the second limiting groove 122 can limit the elastic member 130 from its circumference. In this solution, the first limiting protrusion 141 and the second limiting groove 122 can limit the elastic member 130, improve the stability of the elastic member 130, and make the elastic member 130 deform along the axial direction of the screw 150, without easily bending or other problems. The axial direction of the screw 150 is also the direction of movement of the piston 120 and the nut 140. In addition, in this scheme, when the nut 140 pushes the piston 120 to move, the nut 140 will approach the piston 120. At this time, the first limiting protrusion 141 can extend into the second limiting groove 122, so that the distance between the nut 140 and the piston 120 can be set to be shorter, which is conducive to the miniaturization of the braking assembly 100.

[0048] It is worth noting that the specific form of the aforementioned second limiting groove 122 is not limited; for example, as... Figure 3 In the illustrated embodiment, a protruding groove wall is formed on the surface of the piston 120 facing the nut 140 to create a second limiting groove 122. Alternatively, in other embodiments, the second limiting groove 122 can be formed by removing material from the surface of the piston 120 facing the nut 140.

[0049] Figure 4 This is another structural schematic diagram of the braking component in the embodiments of this application, as shown below. Figure 4 As shown, in one embodiment, the nut 140 has a first limiting groove 142 located on the side of the nut 140 facing the piston 120. The piston 120 has a second limiting protrusion 121 located on the side of the piston 120 facing the nut 140. One end of the elastic member 130 is fitted inside the first limiting groove 142, and the other end is fitted outside the second limiting protrusion 121. In this design, the first limiting groove 142 and the second limiting protrusion 121 can limit the elastic member 130, improving its stability and preventing it from deforming along the axial direction of the screw 150, thus reducing the likelihood of bending or other problems. The axial direction of the screw 150 is also the direction of movement of the piston 120 and the nut 140. In addition, in this scheme, when the nut 140 pushes the piston 120 to move, the nut 140 will approach the piston 120. At this time, the second limiting protrusion 121 can extend into the first limiting groove 142, thereby making the distance between the nut 140 and the piston 120 shorter, which is beneficial to the miniaturization of the braking assembly 100.

[0050] It is worth noting that the specific form of the first limiting groove 142 is not limited; for example, as... Figure 4 In the illustrated embodiment, a protruding groove wall is formed on the surface of the nut 140 facing the piston 120 to create a second limiting groove 122. Alternatively, in other embodiments, the second limiting groove 122 can be formed by removing material from the surface of the nut 140 facing the piston 120.

[0051] Figure 5 This is another structural schematic diagram of the braking component in the embodiments of this application, as shown below. Figure 5 As shown, in one embodiment, the nut 140 has a first limiting groove 142 located on the side of the nut 140 facing the piston 120. The piston 120 has a second limiting groove 122 located on the side of the piston 120 facing the nut 140. The two ends of the elastic member 130 are respectively disposed inside the first limiting groove 142 and the second limiting groove 122. In this design, the first limiting groove 142 and the second limiting groove 122 can limit the elastic member 130, improving its stability and preventing bending or other problems.

[0052] Figure 6 This is another structural schematic diagram of the braking component in the embodiments of this application, as shown below. Figure 6As shown, in one embodiment, the nut 140 is equipped with a first limiting member 143, which is located on the side of the nut 140 facing the piston 120. Furthermore, the first limiting member 143 is pivotally mounted to the nut 140, and the extension direction of this pivot is consistent with the extension direction of the elastic member 130, that is, consistent with the direction of the nut 140 towards the piston 120. Thus, the first limiting member 143 can rotate about the axial direction of the elastic member 130. The piston 120 has a second limiting member 123, which is located on the side of the piston 120 facing the nut 140. The second limiting member 123 is pivotally mounted to the piston 120, and the extension direction of this pivot is consistent with the extension direction of the elastic member 130, that is, consistent with the direction of the nut 140 towards the piston 120. Thus, the second limiting member 123 can rotate about the axial direction of the elastic member 130. The elastic member 130 is installed between the first limiting member 143 and the second limiting member 123. In this scheme, the first limiting member 143 and the second limiting member 123 are both rotatably mounted, so the elastic member 130 can rotate, thereby reducing the structural restrictions of the nut 140 and piston 120 along the circumferential direction of the screw 150, reducing the torsional stress that may be generated in the elastic member, and the elastic member has high flexibility.

[0053] It is worth noting that the nut 140 is equipped with a first limiting member 143, meaning that the first limiting member 143 is connected to the nut 140 by means of installation, specifically by means of pivoting. Similarly, the piston 120 is equipped with a second limiting member 123, meaning that the second limiting member 123 is connected to the piston 120 by means of installation, specifically by means of pivoting.

[0054] This application does not limit the specific installation method of the first limiting member 143 and the second limiting member 123 mentioned above. For example, Figure 7 This is another structural schematic diagram of the braking component in the embodiments of this application, as shown below. Figure 7 As shown, in another embodiment, the nut 140 has a first mounting boss 144, and the first limiting member 143 is pivotally mounted on the first mounting boss 144. The piston 120 has a second mounting boss 124, and the second limiting member 123 is pivotally mounted on the second mounting boss 124. Alternatively, only the nut 140 may have the first mounting boss 144, and the piston 120 may not have the second mounting boss 124. Alternatively, only the piston 120 may have the second mounting boss 124, and the nut 140 may not have the first mounting boss 144.

[0055] This application also provides a braking system. The following describes the braking system in the embodiments of this application with reference to the accompanying drawings. Figure 8 This is a schematic diagram of a braking system in an embodiment of this application, such as... Figure 8As shown, the braking system 200 includes a motor assembly 160 and a braking assembly 100 as described in any of the above embodiments. The motor assembly 160 is connected to a drive member, allowing the drive member to move the piston 120 within the cylinder 110 under the drive of the motor assembly 160. In other words, the motor assembly 160 drives the piston 120 to move within the cylinder 110. When the braking assembly 100 applies brakes, the motor assembly 160 starts and gradually reaches its rated speed. The motor assembly 160 operates at its rated speed for a period to eliminate free travel, and then drives the drive member to push the piston 120, first overcoming the elastic force of the elastic member 130, and then driving the piston 120 to move, thereby driving the friction block to clamp the brake disc for braking. When the braking assembly 100 releases the brakes, the nut 140 pulls the piston 120 back to its original position via the elastic member 130, allowing the piston 120 to return to its original position relatively quickly, thus disengaging the friction block from the brake disc. This reduces the drag torque, lowers vehicle resistance, and enhances the vehicle's fuel efficiency. In addition, this solution helps reduce the heat generated by the brakes, thereby improving the reliability and service life of the brakes and enhancing vehicle safety.

[0056] The aforementioned driving components may specifically include a nut 140 and a screw 150. A motor assembly 160 is connected to the screw 150 to drive its rotation. The nut 140 is threadedly connected to the screw 150, so when the screw 150 rotates, it drives the nut 140 to move axially along the screw 150. The nut 140 is connected to the piston 120 via an elastic element 130, allowing the nut 140 to move the piston 120 within the cylinder 110. In other words, the motor assembly 160 drives the piston 120 to move within the cylinder 110. This design, using the screw 150 and nut 140 as the driving components, offers high structural stability and low cost.

[0057] It is worth noting that the aforementioned transmission connection between the motor assembly 160 and the screw 150 means that the motor assembly 160 can transmit driving force to the screw 150, or it can be understood as the motor assembly 160 driving the screw to move through the transmission connection. Specifically, the screw 150 can be directly connected to the output shaft of the motor assembly 160, or the connection between the screw 150 and the motor assembly 160 can be achieved through an intermediate structure, such as a reducer or similar structure between the motor assembly 160 and the screw 150. Furthermore, it can be considered that when the motor assembly 160 rotates forward, it drives the nut through the screw to move the piston for braking; when the motor assembly 160 rotates in reverse, it drives the nut through the screw to pull the piston to release the brake. Alternatively, the braking can be released when the motor assembly 160 rotates forward and braked when it rotates in reverse. It is worth noting that when braking is used with a hydraulic device, although the nut does not move when the brake is released, the elastic element is under tension between the nut and the piston, which can still pull the piston to move.

[0058] Please continue to refer to this. Figure 8 In a specific embodiment, the braking system further includes a brake 210. The brake 210 is connected to the piston 120, so the motor assembly 160 can apply a motor driving force to the brake 210 through the piston 120 to drive the brake 210 for braking. Taking the forward rotation of the motor assembly 160 to drive the brake for braking as an example, the reverse rotation of the motor assembly 160 can drive the brake to cancel braking. Alternatively, the braking can be canceled when the motor assembly 160 rotates forward and braked when it rotates reverse. In this scheme, the braking system 200 has a smaller drag torque, which can reduce vehicle driving resistance and enhance the vehicle's energy-saving effect. Furthermore, this scheme helps improve the reliability and service life of the brake 210, and enhances vehicle safety.

[0059] Please continue to refer to this. Figure 8The aforementioned brake 210 specifically includes a brake disc 211, a first friction block 212, and a second friction block 213. The first friction block 212 is fixedly connected to a piston 120, which can drive the first friction block 212 to move. The first friction block 212 and the second friction block 213 are connected by a transmission connection and can move simultaneously relative to each other or in opposite directions. That is, when the piston 120 drives the first friction block 212 to move, the first friction block 212 can simultaneously drive the second friction block 213 to move, thereby achieving relative or in opposite directions movement of the first and second friction blocks 212 and 213. Therefore, when the piston 120 drives the first friction block 212 to move, the first friction block 212 and the second friction block 213 can move closer to or further away from each other. The brake disc 211 is positioned between the first friction block 212 and the second friction block 213. When the piston 120 moves the first friction block 212, it can drive the first friction block 212 and the second friction block 213 to clamp or release the brake disc 211. Specifically, when the piston 120 moves the first friction block 212 closer to the brake disc 211, the first friction block 212 and the second friction block 213 clamp the brake disc 211, performing braking. When braking is required, the piston 120 moves the first friction block 212 away from the brake disc 211, and the first friction block 212 and the second friction block 213 release the brake disc 211. At this time, the nut 140, driven by the motor assembly 160, moves away from the brake disc 211, and the elastic member 130 can drive the piston 120 to move away from the brake disc 211, thereby disengaging the first friction block 212 and the second friction block 213 from the brake disc 211 without sticking.

[0060] Figure 9 This is another schematic diagram of the braking system in the embodiments of this application, such as... Figure 9As shown, the braking system 200 in this embodiment may further include a hydraulic device 300, which is connected to the accommodating cavity 170 between the cylinder 110 and the piston 120. The hydraulic device 300 can fill or extract liquid into the accommodating cavity 170 to drive the piston 120 to move. The hydraulic device 300 uses the accommodating cavity 170 to apply hydraulic braking force to the brake 210 through the piston 120, thereby driving the brake 210 to brake. In specific applications of this braking system 200, the hydraulic device 300 can be used in conjunction with the motor assembly 160 to enrich the application scenarios of the braking system. In one specific embodiment, braking is performed using the hydraulic device 300 during vehicle operation. At this time, even if the position of the nut 140 does not change, the force of the hydraulic device 300 can counteract the force of the elastic element 130 to drive the piston 120 to move closer to the brake disc 211, at which point the elastic element 130 stores energy. When the brakes are released, the elastic element 130 releases energy, which can cause the friction block to release the brake disc 211 at a relatively fast speed. This embodiment not only reduces drag torque but also reduces the possibility of the hydraulic pump of the hydraulic device 300 jamming. Since the screw 150 and nut 140 can be self-locking, the motor assembly 160 can be used for parking when the vehicle is parked. During long-term parking, as long as the motor assembly 160 drives the nut 140 to move to the set position via the screw 150, the motor assembly 160 can be turned off, and the nut 140 will remain in the set position and will not reset. This solution has good energy-saving effects and helps to extend the service life of the braking system 200.

[0061] Figure 10 This is another schematic diagram of the braking system in the embodiments of this application, such as... Figure 10As shown, the braking system 200 in this embodiment may further include an Electronic Control Unit (ECU) 400, which is signal-connected to the motor assembly 160. Specifically, the signal connection between the ECU 400 and the motor assembly 160 means that signals can be transmitted between them. Specifically, the ECU 400 and the motor assembly 160 can be electrically connected to achieve signal transmission, or they can be wirelessly connected to achieve signal transmission; this application does not impose any limitations on this. The ECU 400 can control the motor assembly 160 to rotate forward, reverse, or stop rotating. The forward and reverse rotation of the motor assembly 160 are relative concepts. For example, when the motor assembly 160 rotates forward, the drive nut 140 drives the piston 120, which in turn drives the brake 210 to brake. When the motor assembly 160 rotates in reverse, the drive nut 140 can move the piston 120 in the opposite direction to drive the brake 210 to release the brake. Of course, when the motor assembly 160 stops rotating, since the nut 140 and the screw 150 can be self-locked, the nut 140 can be kept in its current position. The current position can be understood as the position of the nut 140 when the motor assembly stops rotating.

[0062] In the specific technical solution, the specific form of the aforementioned electronic control unit is not limited. For example, the aforementioned electronic control unit can be the control unit in an Electronic Park Brake (EPB). Alternatively, the aforementioned electronic control unit can also be the control unit in other systems, and this application does not limit this.

[0063] In practical use, the aforementioned electronic control unit 400 can be connected to a control button. The operator presses the control button to send control signals to the electronic control unit 400, causing the electronic control unit 400 to control the motor assembly 160 to rotate forward, reverse, or stop rotating according to the control signals. Alternatively, the electronic control unit 400 can also be connected to a controller. The controller sends control signals to the electronic control unit 400 based on the current vehicle operating status or other control signals, causing the electronic control unit 400 to control the motor assembly 160 to rotate forward, reverse, or stop rotating according to the control signals. Alternatively, the electronic control unit 400 itself can determine the current vehicle operating status or receive other control signals, thereby controlling the motor assembly 160 to rotate forward, reverse, or stop rotating.

[0064] Figure 11 This is another schematic diagram of the braking system in the embodiments of this application, such as... Figure 11As shown, in this embodiment of the application, when the braking system 200 includes a hydraulic device 300, the aforementioned electronic control unit 400 is also signal-connected to the hydraulic device 300. Specifically, the signal connection between the electronic control unit 400 and the hydraulic device 300 means that signals can be transmitted between them. That is, in this embodiment, the electronic control unit 400 and the hydraulic device 300 can be directly electrically connected or wirelessly connected to achieve signal transmission. In this scheme, the electronic control unit 400 simultaneously controls the hydraulic device 300 and the motor assembly 160, coordinating their cooperation to avoid both braking simultaneously, which would result in excessive total braking force and cause the friction pads to easily stick to the brake disc 211. Therefore, this scheme helps to reduce drag torque, achieve energy saving and emission reduction in the vehicle, improve the working reliability and service life of the braking system 200, and enhance vehicle safety.

[0065] Figure 12 This is a control flowchart of a braking system according to an embodiment of this application. Please refer to... Figure 1 and Figure 12 In a specific embodiment, the electronic control unit 400 is used to execute the following steps of the control method for the braking system 200: Step S101: Determine whether the parking conditions meet the parking requirements. If yes, proceed to step S102; otherwise, proceed to step S105.

[0066] In this step, the electronic control unit 400 first determines whether the vehicle can be parked. Parking can only proceed if the parking requirements are met, meaning the control process continues, and step S102 is executed. Otherwise, if the parking conditions are not met, the control process ends. In a specific embodiment, the parking conditions may include the presence of a parking request signal, as well as current vehicle speed, wheel speed, and accelerator pedal opening. Parking requirements may include a triggered parking request signal, vehicle speed below a set speed, wheel speed below a set wheel speed, and accelerator pedal opening greater than a set threshold. Step S102 will only continue to be executed when the parking conditions are met.

[0067] Step S102: Determine the requested parking force based on parking requirements; The aforementioned parking requirements may specifically include external requirements and electronic parking requirements. The external requirements request a first parking force, and the electronic parking requirements request a second parking force. When the parking conditions meet the external requirements, the requested parking force is determined to be the first parking force; when the parking conditions meet the electronic parking requirements, the requested parking force is determined to be the second parking force.

[0068] In some possible implementations, determining the requested parking force based on parking requirements may include: determining a start flag based on the parking requirements; and determining the requested parking force based on the determined start flag. The start flag at least indicates parking request information and corresponds to the requested parking force. Different parking requirements may correspond to different requested parking forces. Specifically, external requirements correspond to a first start flag, and electronic parking requirements correspond to a second start flag. When it is confirmed that parking conditions meet the external requirements, the first start flag can be confirmed as the aforementioned start flag, which corresponds to a first requested parking force, thus determining the first requested parking force as the aforementioned requested parking force. Similarly, when it is confirmed that parking conditions meet the electronic parking requirements, the second start flag can be confirmed as the aforementioned start flag, which corresponds to a second requested parking force, thus determining the second requested parking force as the aforementioned requested parking force. In other words, in one embodiment, the start flag can be determined before determining the requested parking force, thereby determining the requested parking force based on the start flag. In specific embodiments, the first and second parking forces requested above are independent of each other and may be the same or different; this application does not impose any restrictions.

[0069] Step S103: Calculate the target parking force based on the determined requested parking force and vehicle status.

[0070] The aforementioned vehicle status may include one or more of the following: the slope the vehicle is on, the vehicle's weight, whether the vehicle is towed, and the temperature of the brake disc 211. All of these factors have a certain impact on the target parking force. Since excessive parking force causes significant wear and tear on the braking system 200 and easily generates a large drag torque, the target parking force only needs to be sufficient to keep the vehicle parked stably, and does not need to be excessive.

[0071] In some possible implementations, steps S102 and S103 can also be replaced by the following steps: The starting position is determined based on the parking requirement; the target parking force is calculated based on the determined starting position and vehicle status. The parking requirement, starting position, and vehicle status are described above and will not be repeated here.

[0072] Step S104: Apply the first parking force to the vehicle.

[0073] Specifically, the braking system 200 can continuously apply a first parking force to the vehicle.

[0074] Step S105: Determine whether the first parking force meets the target parking force; if not, proceed to step S104; if yes, proceed to step S106.

[0075] Step S106: End control.

[0076] If the initial parking force does not meet the target parking force, continue applying the initial parking force to the vehicle until it meets the target parking force. When the initial parking force meets the target parking force, the vehicle is considered to be able to park stably, and at this point, applying the initial parking force to the vehicle can be stopped, and control can be terminated.

[0077] Please combine Figure 11 In another embodiment, the braking system 200 may further include a hydraulic device 300, and the electronic control unit 400 is also signal-connected to the hydraulic device 300. Similarly, in this embodiment, the electronic control unit 400 and the hydraulic device 300 may be directly electrically connected or wirelessly connected to achieve signal transmission. Step S103 specifically includes: The system determines whether the hydraulic device 300 participates in the parking brake. If the hydraulic device 300 participates in the parking brake, it controls the hydraulic device 300 to apply hydraulic braking force and controls the motor assembly 160 to apply electric motor power. The resultant force of the hydraulic braking force and the electric motor power is the first parking force. If the hydraulic device 300 does not participate in the parking brake, it controls the motor assembly 160 to apply electric motor power, which is the first parking force. In summary, in this embodiment, the braking force obtained by the vehicle meets the requirements.

[0078] Figure 13 This is a schematic diagram illustrating the working conditions of the vehicle during operation in an embodiment of this application, such as... Figure 13 As shown, in a specific embodiment, the hydraulic device 300 participates in the parking brake. Specifically, the hydraulic device 300 can be engaged in the parking brake by the operator pressing the brake pedal. In this condition, the operator activates the electronic parking brake program while pressing the brake pedal and gradually releases the brake pedal. During this process, as... Figure 13 As shown in (a), the motor starts when powered on, and its speed gradually increases until it reaches the rated speed. The rated speed is used to eliminate the free travel and the gap between the nut 140 and the piston 120. Then, the driving friction block gradually presses against the brake disc 211, causing the motor's power to gradually increase. Please refer to... Figure 13 In (b) of the above process, the elastic force of the elastic element 130 increases accordingly and gradually stabilizes to its maximum value. Please refer to [reference needed]. Figure 13 In (c), the target parking force is the sum of the hydraulic braking force and the electric braking force minus the elastic force of the elastic element. As the driver gradually releases the brake pedal, this target parking force remains constant. Please refer to the above process. Figure 13In step (d), as the electric motor's power gradually increases, the pressure of the hydraulic device 300 gradually decreases. When the pressure of the hydraulic device 300 reaches zero, and the electric motor's power minus the elastic force of the elastic element equals the target parking force, the entire braking system 200 stops working. At this time, the nut 140 and the screw 150 achieve self-locking, and the position of the nut 140 is fixed, ensuring that the electric motor power supplied by the motor assembly 160 to the brake 210 through the nut 140 remains constant. Therefore, even if the motor assembly 160 is not working, the braking system 200 can still control the vehicle parking with the target parking force. In this scheme, the coordination of the electric motor's power and the hydraulic braking force can be improved, ensuring that the braking force received by the vehicle is suitable for parking. It avoids both insufficient parking force leading to unstable parking and excessive parking force causing the friction block to stick to the brake disc. Of course, under the above braking system structure, even if the friction block sticks to the brake disc, it can still separate from the brake disc quickly when parking is canceled, reducing drag torque.

[0079] When only the motor assembly 160 is braking, the motor starts and gradually reaches its rated speed, using this speed to eliminate free travel and the gap between the nut 140 and the piston 120. The motor then drives the friction block to gradually press against the brake disc 211. The motor's power increases accordingly, and when it equals the target parking force, the entire braking system 200 stops working. At this point, the nut 140 is fixed in position, allowing for continuous supply of motor power to the brake 210. Therefore, even without the drive mechanism, the braking system 200 can control the vehicle to park using the target parking force.

[0080] The aforementioned electronic control unit has a Human Machine Interface (HMI) that can display information such as the current operating status of the brake, fault alarms, and insufficient parking force alarms. The operating status of the brake can be categorized as the first and second friction blocks clamping against the brake disc, clamping complete, releasing, and releasing complete. During braking using the motor assembly, the HMI displays the brake as clamping; when braking is complete, the HMI displays the brake as clamped complete. In other words, if the driver does not fully release the brake pedal and remains stationary, a certain hydraulic braking force remains. At this time, the vehicle's actual parking force meets the target parking force, and the HMI displays the brake as clamped complete. Afterward, when the driver releases the brake pedal, the motor assembly continues to apply motor parking force, and the HMI displays the brake as clamping.

[0081] The parking requirements in step S101 above include external requirements and electronic parking requirements. If either the external requirements or the electronic parking requirements are met, step S102 is executed. Figure 14 This is another control flowchart of the braking system in an embodiment of this application. Figure 14 As shown in the specific embodiment, when the electronic control unit 400 executes step S102, it further includes the following steps: Step S1021: Determine whether the parking conditions meet the requirements of electronic parking. If yes, proceed to step S1022; otherwise, proceed to step S1023. Step S1022: Determine the first requested parking force of the electronic parking brake demand request as the aforementioned requested parking force; Step S1023: Determine whether the parking conditions meet the external requirements. If yes, proceed to step S1024. Step S1024: Determine the second request parking force of the external demand request as the aforementioned request parking force.

[0082] In this scheme, external demand, also known as external parking demand, includes parking requests from components other than the electronic control unit 400. Specifically, this external demand can be a parking request sent to the electronic control unit 400 by other electronic control units capable of interacting with it. These other electronic control units can be electronic control units in the vehicle's autonomous driving system or the vehicle's overall electronic control unit. Electronic parking demand includes parking requests triggered by the driver through the electronic control unit. Furthermore, the aforementioned electronic parking demand can also include conditions such as the presence of an electronic parking signal, vehicle speed below a set speed, wheel speed below a set wheel speed, and accelerator pedal opening greater than a set threshold, indicating that the current vehicle state is suitable for parking. If these conditions satisfy the electronic parking demand, then the first requested parking force is determined to be the requested parking force. The parking conditions received by the electronic control unit 400 may include external demands. When the parking conditions do not satisfy the electronic parking demand, but satisfy the external demand, then the second requested parking force is determined to be the requested parking force. In other words, a vehicle may receive two parking requests: an external request and an electronic parking request. When an electronic parking request exists, the vehicle will respond to the electronic parking request. If there is no electronic parking request, the vehicle can respond to the external request.

[0083] In one embodiment, this application also provides a vehicle. Figure 15 This is a schematic diagram of the structure of a vehicle as described in an embodiment of this application. Figure 5As shown, the vehicle includes the braking assembly 100 from any of the aforementioned technical solutions, and the braking assembly 100 is connected to the wheel 500. It is worth noting that the connection between the braking assembly 100 and the wheel 500 means that the braking assembly 100 can drive the wheel 500 to stop rotating. Specifically, the braking assembly 100 and the wheel 500 can be connected through other auxiliary structures, such as the brake 210. In this solution, when the braking assembly 100 releases the brake, the nut 140 pulls the piston 120 to reset, allowing the piston 120 to reset relatively quickly, thereby disengaging the friction block from the brake disc 211. This reduces the drag torque, lowers vehicle rolling resistance, and enhances the vehicle's fuel efficiency. Furthermore, this solution helps improve the reliability and service life of the brake 210, enhancing vehicle safety.

[0084] In another embodiment, this application also provides a vehicle. Figure 16 This is a schematic diagram of another vehicle structure in an embodiment of this application. Figure 16 As shown, the vehicle includes a braking system 200 as described in any of the above technical solutions, which is connected to the wheel 500. Similarly, in this embodiment, when the braking system 200 is connected to the wheel 500, it can be directly connected to the wheel 500, or it can be connected to the wheel 500 through an intermediate structure. The key is that the braking system 200 can drive the wheel 500 to brake. In this solution, the drag torque generated during braking is relatively small, which can reduce vehicle rolling resistance and enhance the vehicle's fuel efficiency. Furthermore, this solution helps improve the reliability and service life of the brake 210, thus improving vehicle safety.

[0085] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the scope of protection of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A braking system, characterized in that, Includes cylinder block, piston, elastic element, drive element and motor assembly, wherein: The piston is installed in the inner cavity of the cylinder, and the piston and the inner cavity of the cylinder form a receiving cavity. The driving member and the elastic member are disposed in the receiving cavity. The piston is connected to the driving member through the elastic member. The motor assembly is drivenly connected to the driving member. The motor assembly is configured to drive the driving member to move the piston. The braking system also includes an electronic control unit, which is signal-connected to the motor assembly and controls the motor assembly to rotate forward, reverse, or stop rotating. The braking system is used for vehicle parking, and the electronic control unit is also used for: When the parking conditions meet the parking requirements, the requested parking force is determined based on the parking requirements. Calculate the target parking force based on the requested parking force and the vehicle status; A first parking force is applied to the vehicle until the first parking force meets the target parking force.

2. The braking system as described in claim 1, characterized in that, The driving member has a first limiting protrusion, and the elastic member is sleeved on the outside of the first limiting protrusion; or, the driving member has a first limiting groove, and the elastic member is disposed in the first limiting groove.

3. The braking system as described in claim 1 or 2, characterized in that, The piston has a second limiting protrusion, and the elastic element is sleeved on the outside of the second limiting protrusion; or, the piston has a second limiting groove, and the elastic element is disposed in the second limiting groove.

4. The braking system as described in claim 3, characterized in that, The drive member is equipped with a first limiting member, which is pivotally mounted on the drive member; the piston is equipped with a second limiting member, which is pivotally mounted on the piston; and the elastic member is installed between the first limiting member and the second limiting member.

5. The braking system as described in claim 4, characterized in that, The drive member has a first mounting boss, and the first limiting member is pivotally mounted on the first mounting boss; the piston has a second mounting boss, and the second limiting member is pivotally mounted on the second mounting boss.

6. The braking system as claimed in claim 1, characterized in that, It also includes a brake connected to the piston, and the motor assembly applies electric motor power to the brake through the piston, the electric motor power being used to drive the brake to perform braking.

7. The braking system as claimed in claim 6, characterized in that, The brake includes a brake disc, a first friction block, and a second friction block. The first friction block and the second friction block are connected in a transmission manner and can move relative to each other or in opposite directions. The brake disc is disposed between the first friction block and the second friction block. The first friction block is connected to the piston. The driving member drives the first friction block and the second friction block to clamp the brake disc or release the brake disc through the piston.

8. The braking system as described in claim 6 or 7, characterized in that, It also includes a hydraulic device connected to the accommodating cavity, which applies hydraulic braking force to the brake through the piston, and the hydraulic braking force is used to drive the brake to perform braking.

9. The braking system as described in claim 1 or 2, characterized in that, The braking system also includes a hydraulic device, and the electronic control unit is further connected to the hydraulic device via a signal connection. Applying a first parking force to the vehicle includes: Determine whether the hydraulic device participates in the parking brake. If the hydraulic device participates in the parking brake, control the hydraulic device to apply hydraulic braking force and control the motor assembly to apply electric motor power. The first parking force includes the hydraulic braking force and the electric motor power. If the hydraulic device does not participate in the parking brake, the motor assembly is controlled to apply the electric motor power, which is the first parking force.

10. The braking system as claimed in claim 1 or 2, characterized in that, The parking demand includes external demand and electronic parking demand. When the parking conditions meet the parking demand, determining the requested parking force based on the parking demand includes: If the parking conditions meet the electronic parking requirement, the first requested parking force of the electronic parking requirement is determined as the requested parking force. Alternatively, if the parking conditions do not meet the electronic parking requirements but meet the external requirements, the second requested parking force of the external requirements is determined as the requested parking force. The external demand includes parking requests from components other than the electronic control unit, and the electronic parking demand includes parking requests triggered by the driver through the electronic control unit.

11. The braking system as claimed in claim 1 or 2, characterized in that, The vehicle status includes one or more of the following: the slope the vehicle is on, the weight of the vehicle, and whether the vehicle is attached to a trailer.

12. A vehicle, characterized in that, It includes a wheel and a braking system as described in any one of claims 1 to 11, the braking system being connected to the wheel for driving the wheel to brake.

13. A control method, characterized in that, Applied to the braking system as described in any one of claims 1 to 11, comprising: When the parking conditions meet the parking requirements, the requested parking force is determined based on the parking requirements. Calculate the target parking force based on the requested parking force and the vehicle status; A first parking force is applied to the vehicle until the first parking force meets the target parking force.

14. The control method as described in claim 13, characterized in that, The braking system further includes a hydraulic device, and the application of the first parking force to the vehicle includes: Determine whether the hydraulic device participates in the parking brake. If the hydraulic device participates in the parking brake, control the hydraulic device to apply hydraulic braking force and control the motor assembly to apply electric motor power. The first parking force includes the hydraulic braking force and the electric motor power. If the hydraulic device does not participate in the parking brake, the motor assembly is controlled to apply the electric motor power, which is the first parking force.

15. The control method as described in claim 13 or 14, characterized in that, The parking demand includes external demand and electronic parking demand. When the parking conditions meet the parking demand, determining the requested parking force based on the parking demand includes: If the parking conditions meet the electronic parking requirement, the first requested parking force of the electronic parking requirement is determined as the requested parking force. Alternatively, if the parking conditions do not meet the electronic parking requirements but meet the external requirements, the second requested parking force of the external requirements is determined as the requested parking force. The external demand includes parking requests from components other than the electronic control unit, and the electronic parking demand includes parking requests triggered by the driver through the electronic control unit.

16. The control method according to any one of claims 13-14, characterized in that, The vehicle status includes one or more of the following: the slope the vehicle is on, the weight of the vehicle, and whether the vehicle is attached to a trailer.

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