Automobile braking system and braking method

Abstract

The embodiment of the invention provides an automobile brake system and an automobile brake method. The brake system comprises a brake pedal device and a front wheel end brake system. The brake pedal device is connected with the front wheel end brake system through an electrical and pressure pipeline; the front wheel end braking system comprises a mechanical backup device and a braking execution device; the mechanical backup device comprises an axial driving device; the axial driving device is movably connected with the brake execution device; and the axial driving device is connected with the brake pedal device through a pressure pipeline. The mechanical backup device is additionally arranged in the front wheel end brake system, when an automobile has electrical failure, the brake pedal device is used for generating brake pressure, and the brake pressure is transmitted to the mechanical backup device through the pressure pipeline, so that the mechanical backup device is driven, and electronic auxiliary brake control or mechanical brake control is achieved. Compared with the prior art, an electronic and mechanical dual-backup device is added, so that the robustness of automatic driving and brake-by-wire of the whole vehicle and the safety and reliability of the whole vehicle are greatly improved.

Description

Technical Field

[0001] The present application relates to the field of automobile braking, and in particular to an automobile braking system and a braking method. Background Art

[0002] In a car, the braking system is the most important safety system. Reliable braking of the vehicle can prevent or reduce vehicle accidents. With the acceleration of the electrification and intelligentization of automobiles, the demand for wire-controlled chassis is gradually increasing. EMB (Electromechanical Braking System) is the main development direction of wire-controlled braking. EMB distributes the braking power source on the four calipers of the vehicle to achieve one-to-one braking of a single machine on a single wheel, achieving faster braking response and more flexible and delicate braking control. EMB can better match more complex autonomous driving needs.

[0003] For the brake pedal of the EMB system, since the brake actuator is directly installed on the wheel-end caliper to apply braking force, this system also needs to be used in conjunction with a pedal simulation structure installed in front of the cockpit as a brake pedal. The function of this structure is to detect the position of the driver's pedal and feedback the simulated pedal force to the driver based on the braking performance. The existing adjustable simulated pedal feel includes direct drive by a linear motor or a combination of a permanent magnet and an electromagnet, but the identification of the pedal position still requires the use of a position sensor. For the actuator of the EMB system, the existing technology is that the motor and the reduction mechanism cooperate to directly apply braking force to the piston, and the braking control of each wheel is achieved by controlling the motors of each wheel. Since the braking force of the EMB system is completely applied by electronic components, the braking system of the vehicle will fail synchronously when the vehicle is out of power or the electrical system fails, so the safety of the vehicle using the EMB system is greatly reduced. Summary of the invention

[0004] In order to solve the above technical problems, the present application proposes an automobile braking system and a braking method.

[0005] On the one hand, an embodiment of the present application provides an automobile braking system, which includes a brake pedal device and a front wheel end braking system; the brake pedal device and the front wheel end braking system are connected through electrical and pressure pipelines;

[0006] The front wheel end brake system includes a mechanical backup device and a brake actuator; the mechanical backup device includes an axial drive device; the axial drive device is movably connected to the brake actuator; the axial drive device and the brake pedal device are connected through a pressure pipe;

[0007] When there is an electrical failure in the vehicle, the brake pedal device responds to the brake signal and generates brake pressure, which is transmitted to the axial drive device through the pressure pipe to cause the axial drive device to move axially, thereby driving the brake actuator to brake, so that the vehicle can achieve electronic assisted braking control or mechanical braking control.

[0008] Further, the brake pedal device includes a pedal master cylinder integrated device, a pedal feeling simulation position sensor device, and a pedal control unit;

[0009] The axial drive device is respectively connected to the pedal master cylinder integrated device and the pedal feeling simulation position sensor device through a pressure pipeline; the pedal control unit is respectively connected to the brake actuator and the pedal feeling simulation position sensor device through an electrical connection;

[0010] A pedal feeling simulation position sensor device is connected to a pedal master cylinder integrated device via a pressure pipe;

[0011] Through the pedal master cylinder integrated device, it responds to the brake signal and generates brake pressure, and transmits the brake pressure to the pedal feel simulation position sensor device through the pressure pipe, so that the pedal feel simulation position sensor device can operate and generate induced electricity; through the pedal control unit, the electrical parameters of the pedal feel simulation position sensor device are controlled, thereby controlling the electromagnetic damping effect of the pedal feel simulation position sensor device.

[0012] Further, the pedal feeling simulation position sensing device includes a piston, a motion state conversion structure, a ball screw nut, and an induction electricity generation structure;

[0013] The piston is arranged on one side of the motion state conversion structure, and the ball screw nut is fixedly connected to the piston; the induction electricity generating structure and the ball screw nut are wrapped on the surface of the motion state conversion structure, and the induction electricity generating structure is arranged on the side away from the piston.

[0014] Further, the brake actuator includes a caliper piston device, a brake caliper, a brake block and an electronic mechanical power-assisting structure;

[0015] The caliper piston device and the axial drive device are detachably arranged in the cavity of the brake caliper; the axial drive device is arranged on one side of the caliper piston device, and the brake pad is arranged on the other side of the caliper piston device; the electronic mechanical power assist structure is movably connected to the brake caliper and is arranged on the side away from the brake pad;

[0016] The pedal control unit and the electronic mechanical power assist structure are electrically connected.

[0017] Further, the brake pedal device also includes a first chamber circuit master cylinder isolation valve and a second chamber circuit master cylinder isolation valve, a right front wheel cylinder isolation valve, a left front wheel cylinder isolation valve and a pedal simulator isolation valve;

[0018] The first chamber circuit master cylinder isolation valve, the second chamber circuit master cylinder isolation valve, the right front wheel cylinder isolation valve and the left front wheel cylinder isolation valve are arranged on the pressure pipeline between the pedal master cylinder integrated device and the axial drive device;

[0019] The pedal simulator isolation valve is arranged on the pressure pipeline between the pedal feeling simulation position sensor device and the pedal master cylinder integrated device.

[0020] Further, the brake pedal device also includes a fluid storage device, a check isolation valve, a master cylinder pressure sensor, a left front wheel pressure sensor, and a right front wheel pressure sensor;

[0021] The fluid storage device and the pedal master cylinder integrated device are connected via a pressure pipeline;

[0022] Check the isolation valve, which is installed on the pressure pipe between the fluid reservoir and the pedal master cylinder integrated device;

[0023] The master cylinder pressure sensor, the left front wheel pressure sensor and the right front wheel pressure sensor are arranged on the pressure pipeline between the pedal master cylinder integrated device and the axial drive device.

[0024] Furthermore, the electronic mechanical power assist structure also includes a motor, a spur gear and a planetary gear set; the caliper piston device also includes a ball screw, a piston head and a ball bearing;

[0025] The motor and the spur gear are movably connected to the planetary gear set;

[0026] One end of the ball screw is movably connected to the spur gear and the planetary gear set, and the other end is movably connected to the piston head; one end of the ball bearing is movably connected to the ball screw, and the other end is movably connected to the axial drive device;

[0027] The other end of the piston head is movably connected to the brake block.

[0028] Furthermore, the automobile braking system also includes a rear wheel end braking system, and the rear wheel end braking system is electrically connected to the brake pedal device;

[0029] The rear wheel end brake system includes an electronic parking structure and a rear wheel brake actuator;

[0030] The electronic parking structure is movably connected to the rear wheel brake actuator;

[0031] The electronic parking structure includes a gear set, a double holding electromagnet, a ratchet pawl, and a ratchet wheel;

[0032] The gear set is connected with the double holding electromagnet and the ratchet respectively; the double holding electromagnet and the ratchet pawl are movably connected; the ratchet pawl and the ratchet cooperate with each other when the car is parked, so that the car can be parked.

[0033] On the other hand, the embodiment of the present application further provides a vehicle braking method, which is implemented using the above-mentioned vehicle braking system, and the method includes:

[0034] In response to the brake signal, determining an operating state of the vehicle;

[0035] When the running state indicates that the vehicle is in a normal operating state, a braking electric signal is generated through the brake pedal device to drive the brake actuator to brake, so that the vehicle can realize electronic mechanical brake control;

[0036] When the operating state indicates that the vehicle has an electrical failure, brake pressure is generated by the brake pedal device, which is transmitted to the axial drive device through a pressure pipe, driving the axial drive device to move axially, and then driving the brake actuator to brake, so that the vehicle can achieve electronic assisted braking control or mechanical braking control.

[0037] Furthermore, the brake pedal device includes a pedal master cylinder integrated device, a pedal feeling simulation position sensor device, and a pedal control unit; the method also includes:

[0038] In response to a brake signal, the control pedal master cylinder integrated device operates and generates brake pressure;

[0039] Based on the brake pressure, the actuation pedal senses the simulated position sensing device to operate and generate induced electricity;

[0040] Based on the pedal control unit, the electrical parameters of the pedal feel simulation position sensor device are controlled, thereby realizing the electromagnetic damping effect of controlling the pedal feel simulation position sensor device.

[0041] Furthermore, the brake pedal device further includes a left front wheel pressure sensor and a right front wheel pressure sensor. After the electronic mechanical power assist structure is controlled to operate in response to the pedal position, and the caliper piston device is driven to squeeze the brake pad, the method further includes:

[0042] Controlling the reaction force generated by the caliper piston device squeezing the brake pad to be applied to the axial drive device so as to increase the pressure of the internal pressure pipeline of the axial drive device;

[0043] The pressure of the internal pressure pipeline of the axial drive device is determined by the left front wheel pressure sensor and the right front wheel pressure sensor, thereby determining the real-time braking force of the left front wheel and the real-time braking force of the right front wheel.

[0044] Further, the brake actuator includes a caliper piston device, a brake pad and an electronic mechanical booster structure;

[0045] When the running state indicates that the vehicle is in a normal operating state, a brake electric signal is generated through the brake pedal device to drive the brake actuator to brake, so that the vehicle can achieve electronic mechanical brake control, including:

[0046] When the running state indicates that the vehicle is in a normal running state, the operation of controlling the pedal master cylinder integrated device to operate and generate brake pressure in response to the brake signal, and driving the pedal feel simulation position sensor device to operate and generate induced electricity based on the brake pressure;

[0047] Based on the pedal control unit, the pedal position is determined according to the magnitude of the induced electricity, and the pedal position is sent to the electronic mechanical power assist structure;

[0048] In response to the pedal position, the electronic mechanical power-assisting structure is controlled to operate, thereby driving the caliper piston device to squeeze the brake pad to achieve electronic mechanical brake control.

[0049] Furthermore, the brake pedal device further comprises a first chamber circuit master cylinder isolation valve and a second chamber circuit master cylinder isolation valve, a right front wheel cylinder isolation valve, and a left front wheel cylinder isolation valve; the brake actuator comprises a caliper piston device and a brake pad; the caliper piston device further comprises a ball screw and a ball bearing;

[0050] When the running state indicates that the vehicle has an electrical failure, the brake pressure is generated by the brake pedal device, and the brake pressure is transmitted to the axial drive device through the pressure pipeline, driving the axial drive device to move axially, and then driving the brake actuator to brake, so that the vehicle can achieve electronic auxiliary brake control or mechanical brake control, including:

[0051] When the running state indicates that there is a partial wheel-end electrical failure in the vehicle, the first chamber circuit master cylinder isolation valve, the second chamber circuit master cylinder isolation valve, the right front wheel cylinder isolation valve, and the left front wheel cylinder isolation valve are closed to energize the pedal simulator isolation valve and the pedal feel simulation position sensor device;

[0052] generating a brake pressure via a pedal feel simulation position sensing device in response to a brake signal;

[0053] The brake pressure is transmitted to the axial drive device through the pressure pipeline, driving the axial drive device to move axially, and then driving the caliper piston device to squeeze the brake pad, so that the car can achieve electronic assisted braking control.

[0054] Further, the brake actuating device includes a caliper piston device and a brake pad;

[0055] When the running state indicates that the vehicle has an electrical failure, the brake pressure is generated by the brake pedal device, and the brake pressure is transmitted to the axial drive device through the pressure pipeline, driving the axial drive device to move axially, and then driving the brake actuator to brake, so that the vehicle can achieve electronic auxiliary brake control or mechanical brake control, including:

[0056] When the operating state indicates that the vehicle has an electrical failure, in response to a brake signal, the pedal master cylinder integrated device is controlled to operate and generate brake pressure;

[0057] The brake pressure is transmitted through the pressure pipe to drive the axial drive device to move axially, and then drive the caliper piston device to squeeze the brake pad to achieve mechanical brake control of the vehicle.

[0058] Further, the brake pedal device also includes a first chamber circuit master cylinder isolation valve, a second chamber circuit master cylinder isolation valve, a right front wheel cylinder isolation valve, a left front wheel cylinder isolation valve, a pedal simulator isolation valve, a check isolation valve, a master cylinder pressure sensor, a left front wheel pressure sensor, and a right front wheel pressure sensor;

[0059] The above method further includes:

[0060] When the operating state represents a normal state, the control check isolation valve is activated, and the control pedal simulator isolation valve is activated;

[0061] Then, by respectively controlling the switch states of the master cylinder isolation valve of the first chamber circuit, the master cylinder isolation valve of the second chamber circuit, the right front wheel cylinder isolation valve, and the left front wheel cylinder isolation valve, based on the master cylinder pressure sensor, the left front wheel pressure sensor, and the right front wheel pressure sensor, it is determined whether there is a leak in the pressure pipeline, and a leak determination result is obtained;

[0062] Based on the leakage determination result, the effectiveness of the axial drive device is determined.

[0063] On the other hand, an embodiment of the present application further provides a vehicle, comprising the above-mentioned vehicle braking system.

[0064] The embodiment of the present application provides an automobile braking system and an automobile braking method, wherein the automobile braking system includes a brake pedal device and a front wheel end braking system; the brake pedal device and the front wheel end braking system are connected through electrical and pressure pipes; the front wheel end braking system includes a mechanical backup device and a brake actuator; the mechanical backup device includes an axial drive device; the axial drive device is movably connected to the brake actuator; the axial drive device and the brake pedal device are connected through a pressure pipe. By adding a mechanical backup device to the front wheel end braking system, when there is an electrical failure in the vehicle, the brake pedal device is used to generate braking pressure, which is transmitted to the mechanical backup device through a pressure pipe, thereby driving the mechanical backup device to achieve electronic auxiliary braking control or mechanical braking control. Compared with the prior art, the addition of electronic and mechanical dual backup devices solves the problem of low safety of the wheel end electronic mechanical wire control braking system, greatly improving the robustness of the vehicle's automatic driving and wire control braking and the safety and reliability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] In order to more clearly illustrate the technical solutions and advantages in the embodiments of the present application or the prior art, the drawings required for use in the embodiments or the prior art descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0066] Figure 1 is a schematic diagram showing a braking principle of a vehicle braking system according to an exemplary embodiment;

[0067] Figure 2 is a structural isometric diagram of a front wheel end brake system according to an exemplary embodiment;

[0068] Figure 3 is a structural cross-sectional view of a front wheel end brake system according to an exemplary embodiment;

[0069] Figure 4 is a structural exploded diagram of a front wheel end brake system according to an exemplary embodiment;

[0070] Figure 5 is a schematic diagram of a braking principle when a vehicle is in a normal operating state according to an exemplary embodiment;

[0071] Figure 6 is a schematic diagram of a braking principle when a part of the wheel end electrical failure is characterized in the running state of the vehicle according to an exemplary embodiment;

[0072] Figure 7 is a schematic diagram of a braking principle when a vehicle electrical failure is characterized in a running state of the vehicle according to an exemplary embodiment;

[0073] Figure 8 is a structural cross-sectional view of a pedal feel simulation position sensor device according to an exemplary embodiment;

[0074] Fig. 9 is a structural isometric diagram of a rear wheel end brake system according to an exemplary embodiment;

[0075] Fig.10 is a structural exploded diagram of a rear wheel end brake system according to an exemplary embodiment;

[0076] Fig.11 is a structural schematic diagram of an electronic parking structure according to an exemplary embodiment;

[0077] Fig.12 is a structural schematic diagram showing an electronic parking structure in a non-working state according to an exemplary embodiment;

[0078] Fig.13 is a structural schematic diagram showing an electronic parking structure in a working state according to an exemplary embodiment;

[0079] Fig.14 is a schematic diagram showing the principle of a vehicle braking system in a self-checking state according to an exemplary embodiment;

[0080] Fig.15 is a flow chart of a vehicle braking method according to an exemplary embodiment;

[0081] Fig.16 is a flow chart of a method for implementing an adjustable pedal feel according to an exemplary embodiment;

[0082] Fig.17 is a flow chart of a braking method when a vehicle is in a normal operating state according to an exemplary embodiment;

[0083] Fig.18 is a flow chart of a method for determining front wheel brake pressure according to an exemplary embodiment;

[0084] Fig.19 is a flow chart of a braking method when a part of the wheel end fails electrically according to an exemplary embodiment;

[0085] Fig. 20 is a flow chart of a braking method when an electrical failure occurs in a vehicle according to an exemplary embodiment;

[0086] Fig.21 The figure is a flow chart of a self-checking method of a vehicle braking system according to an exemplary embodiment.

[0087] Among them, the reference numerals in the figure correspond to:

[0088] 1000-brake pedal device; 1100-pedal master cylinder integrated device; 1200-liquid storage device; 1300-pedal feeling simulation position sensor device; 1301-cylinder body; 1302-piston; 1303-ball screw nut; 1304-motion state conversion structure; 1305-spring; 1306-permanent magnet; 1307-stator winding; 1308-bearing; 1309-sealing cover; 1310 induction power generation structure; 1401-check isolation valve; 1402-pedal simulator isolation valve; 1403-first chamber circuit master cylinder isolation valve; 1404-second chamber circuit master cylinder isolation valve; 1405-right front wheel cylinder isolation valve; 1406-left front wheel cylinder isolation valve; 1501-master cylinder pressure sensor; 1502-left front wheel pressure sensor; 1503-right front wheel pressure sensor; 1600-pedal control unit;

[0089] 2000-front wheel end brake system; 2001-brake actuator; 2100-electronic mechanical power structure; 2101-MGU cover; 2102-control circuit board; 2103-connector assembly; 2104-MGU housing; 2105-gear cover; 2106-spur and planetary gear set; 2107-motor; 2200-brake caliper; 2300-brake block; 2400-mechanical backup device; 2401-axial drive device; 2402-wave spring; 2403-sealing plug cover; 2500-caliper piston device; 2501-roller bearing; 2502-ball screw; 2503-piston head;

[0090] 3000-Rear wheel end brake system; 3100-Electronic parking structure; 3106-Gear set; 3107-Dual holding electromagnet; 3108-Ratchet pawl; 3109-Ratchet. DETAILED DESCRIPTION

[0091] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0092] It should be noted that the terms "first", "second", etc. in the specification and claims of the embodiment of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the embodiment of the present application described here can be implemented in an order other than those illustrated or described here. Thus, the features defined as "first" and "second" can expressly or implicitly include one or more of the features. In the description of the present embodiment, unless otherwise specified, the meaning of "multiple" is two or more. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or server comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0093] In a car, the braking system is the most important safety system. Reliable braking of the vehicle can prevent or reduce vehicle accidents. The braking system mainly includes the driver's braking intention collection and feedback (brake pedal) and the braking actuator (brake force application device).

[0094] The brake pedal is a key window for the driver to control the vehicle. On the one hand, the car recognizes the driver's braking needs and intentions through the displacement of the brake pedal. On the other hand, the driver understands the current braking performance of the vehicle through the feedback force of the brake pedal. The brake actuator is the guarantee of vehicle safety. It brakes the vehicle according to the driver's braking intention and the braking function request of the car computer. With the acceleration of the electrification and intelligentization of automobiles, the demand for wire-controlled chassis is gradually increasing. EMB (electromechanical braking system) is the main development direction of wire-controlled braking. EMB distributes the braking power source on the four calipers of the vehicle, realizing one-to-one braking of a single machine on a single wheel, achieving faster braking response and more flexible and delicate braking control. EMB can better match more complex autonomous driving needs.

[0095] For the brake pedal of the EMB system, since the brake actuator is directly installed on the wheel-end caliper to apply braking force, this system also needs to be used in conjunction with a pedal simulation structure installed in front of the cockpit as a brake pedal. The main responsibility of this structure is to detect the position of the driver's pedal and feedback the simulated pedal force to the driver based on the braking performance. Traditional pedal feel is mostly achieved by the cooperation of elastic elements such as springs and rubbers. The pedal force relative to the pedal stepping depth curve is fixed at the factory and cannot be adjusted according to user habits. Adjustable simulated pedal feel can compensate for aging pedal feel simulation systems or achieve more customized driving pedal feel requirements. Existing patented solutions for adjustable simulated pedal feel include direct drive by linear motors or cooperation between permanent magnets and electromagnets, but the identification of pedal position still requires the use of position sensors.

[0096] For the actuator of the EMB system, the current mainstream solution is that the motor and the reduction mechanism cooperate to directly apply the braking force to the piston, and the braking control of each wheel is achieved by controlling the motor of each wheel. Since the braking force of the EMB system is completely applied by electronic components, when the vehicle loses power or the electrical system fails, the braking system of the vehicle will fail synchronously, so the safety of the vehicle using the EMB system is greatly reduced.

[0097] Based on this, Figure 1 As shown, the embodiment of the present application provides a vehicle braking system, which includes a brake pedal device 1000 and a front wheel end braking system 2000; the brake pedal device 1000 and the front wheel end braking system 2000 are connected through electrical and pressure pipelines;

[0098] The front wheel end brake system 2000 includes a mechanical backup device 2400 and a brake actuator 2001; the mechanical backup device 2400 includes an axial drive device 2401; the axial drive device 2401 is movably connected to the brake actuator 2001; the axial drive device 2401 and the brake pedal device 1000 are connected through a pressure pipe;

[0099] When there is an electrical failure in the vehicle, the brake pedal device 1000 responds to the brake signal and generates brake pressure, and transmits the brake pressure to the axial drive device 2401 through the pressure pipe, so that the axial drive device 2401 moves axially, and then drives the brake actuator 2001 to brake, so that the vehicle can achieve electronic assisted braking control or mechanical braking control.

[0100] For example, Figure 1 As shown, the embodiment of the present application is an improvement on the existing EMB (electromechanical brake system), and the brake system mainly includes a brake pedal device 1000 and a front wheel end brake system 2000, and the brake pedal device 1000 and the front wheel end brake system 2000 are connected by electrical and pressure pipelines.

[0101] like Figure 2-Figure 4 As shown, the front wheel end brake system 2000 includes a mechanical backup device 2400 and a brake actuator 2001; the mechanical backup device 2400 includes an axial drive device 2401; the axial drive device 2401 is movably connected to the brake actuator 2001, and the axial drive device 2401 is used to drive the brake actuator 2401 to achieve brake control; Figure 1 As shown, the axial drive device 2401 and the brake pedal device 1000 are connected via a pressure line.

[0102] Electrical connection refers to communication between the two through electrical signals. Specifically, when there is no failure in the electrical system, the brake pedal device 1000 responds to the brake signal, the brake pedal device 1000 is operated, and then converts it into an electrical signal according to the position of the pedal, and sends it to the vehicle computer. The vehicle computer can be an electronic control unit (ECU). The ECU calculates the required braking force based on the signal, and the ECU sends instructions to the front wheel end brake system 2000. The brake actuator 2001 in the front wheel end brake system 2000 performs braking control according to the instructions of the ECU.

[0103] Pressure pipeline refers to a connecting medium that can transmit mechanical force or pressure, including but not limited to hydraulic oil circuits, pneumatic oil circuits, or transmitting mechanical force through colloids or solid components.

[0104] The axial drive device 2401 refers to a compressible ejection structure, such as Figure 5 As shown, when the brake system is working normally, that is, when there is no electrical failure, the pressure pipeline of the front wheel end control system is in a closed state, the axial drive device 2401 cannot be compressed, and the brake control is performed only by the brake actuator 2001 in the front wheel end brake system 2000. At the same time, the braking force can be calculated by detecting the pressure in the pressure pipeline on the side of the axial drive device 2401. Figure 6 and Figure 7 As shown, when there is an electrical failure in the braking system, the brake pedal device 1000 responds to the braking signal and outputs braking pressure, and transmits the braking pressure to the axial drive device 2401 based on the pressure pipeline, and then drives the brake actuator through the axial drive device 2401 to achieve electronic assisted braking or mechanical backup braking.

[0105] Optionally, the axial driving device 2401 may be a ring-type piston push rod 2401 .

[0106] Optionally, the braking signal includes but is not limited to the braking signal obtained by the driver pressing the brake pedal or based on an auxiliary driving system or an automatic driving system such as an automatic emergency braking system (AEB), adaptive cruise control (ACC), electronic stability program (ESP), that is, the braking signal of the present application includes both electronic braking signals and mechanical braking signals.

[0107] The automobile braking system provided in the embodiment of the present application includes a brake pedal device 1000 and a front wheel end braking system 2000; the brake pedal device 1000 and the front wheel end braking system 2000 are connected through electrical and pressure pipes; the front wheel end braking system 2000 includes a mechanical backup device 2400 and a brake actuator 2001; the mechanical backup device 2400 includes an axial drive device 2401; the axial drive device 2401 is movably connected to the brake actuator 2001; the axial drive device 2401 and the brake pedal device 1000 are connected through a pressure pipe. By adding the mechanical backup device 2400 to the front wheel end braking system 2000, when there is an electrical failure in the automobile, the brake pedal device 1000 is used to generate braking pressure, which is transmitted to the mechanical backup device 2400 through the pressure pipe, thereby driving the mechanical backup device 2400 to achieve electronic auxiliary braking control or mechanical braking control. Compared with the existing technology, the addition of electronic and mechanical dual backup devices solves the problem of low safety of the wheel-end electronic mechanical wire-controlled braking system, greatly improving the robustness of the vehicle's automatic driving and wire-controlled braking and the safety and reliability of the vehicle.

[0108] As an optional implementation, Figure 1 As shown, the brake pedal device 1000 includes a pedal master cylinder integrated device 1100, a pedal feeling simulation position sensor device 1300, and a pedal control unit 1600;

[0109] The axial drive device 2401 is respectively connected to the pedal master cylinder integrated device 1100 and the pedal feeling simulation position sensor device 1300 through a pressure pipeline; the pedal control unit 1600 is respectively connected to the brake actuator 2001 and the pedal feeling simulation position sensor device 1300 through an electrical connection;

[0110] The pedal feeling simulation position sensor device 1300 is connected to the pedal master cylinder integrated device 1100 through a pressure pipe;

[0111] Through the pedal master cylinder integrated device 1100, it responds to the brake signal and generates brake pressure, and transmits the brake pressure to the pedal feel simulation position sensor device 1300 through the pressure pipe, so that the pedal feel simulation position sensor device 1300 can operate and generate induced electricity; through the pedal control unit 1600, the electrical parameters of the pedal feel simulation position sensor device 1300 are controlled, and then the electromagnetic damping effect of the pedal feel simulation position sensor device 1300 is controlled.

[0112] For example, Figure 1 As shown, the brake pedal device 1000 mainly includes: a pedal master cylinder integrated device 1100, a pedal feeling simulation position sensor device 1300, and a pedal control unit 1600.

[0113] The pedal-master-cylinder integrated device 1100 may also be referred to as a pressure pedal and a dual-chamber master cylinder 1100. The pressure pedal refers to the mechanical brake pressure transmitted through the pressure pipe mentioned above. The dual-chamber master cylinder includes two independent pressure cylinders. Taking the pressure pipe as an example of a hydraulic oil circuit, the pedal-master-cylinder integrated device 1100 may be designed as a pressure pedal and a dual-chamber master cylinder 1100. The pedal-feeling simulation position sensor device 1300 may also be referred to as a pedal-feeling simulator and a pedal-position sensor integrated device. The pedal-feeling simulator and the pedal-position sensor are designed as an integrated device, which simplifies the structure and reduces the cost, and is conducive to reducing weight, improving the convenience of later maintenance, improving the response speed and improving the braking performance.

[0114] One side of the pedal master cylinder integrated device 1100 and the pedal feel simulation position sensor device 1300 are connected through a pressure pipe, so that the pressure pedal and the first chamber master cylinder of the dual-chamber master cylinder 1100 can be used to respond to the braking signal and generate braking pressure, and the braking pressure is transmitted to the pedal feel simulation position sensor device 1300 through the pressure pipe, so that the pedal feel simulation position sensor device 1300 can operate and generate induced electricity.

[0115] The pedal feel simulation position sensor device 1300 and the pedal control unit 1600 are electrically connected, so that the pedal control unit 1600 can collect the induced electrical changes in the pedal feel simulation position sensor device 1300, detect the pedal position through the changes in the induced electricity, and control the electrical parameters of the pedal feel simulation position sensor device 1300 to power on, thereby controlling the electromagnetic damping effect of the pedal feel simulation position sensor device 1300 to adjust different pedal feels.

[0116] The pedal control unit 1600 is also electrically connected to the brake actuator so that when there is no electrical failure, the pedal position is sent to the brake actuator in the front wheel end brake system 2000 based on the pedal control unit 1600. This sending is completed through the vehicle computer. The pedal control unit 1600 sends the pedal position to the vehicle computer, and the vehicle computer controls the brake actuator in the front wheel end brake system 2000 to brake according to the braking logic of the entire vehicle.

[0117] The other side of the pedal master cylinder integrated device 1100 is connected to the axial drive device 2401 in the front wheel end brake system 2000 through a pressure pipe. When there is no electrical failure, the pressure pipe between the second chamber master cylinder in the dual-chamber master cylinder and the front wheel end brake system 2000 is completely blocked, that is, the axial drive device 2401 will not operate.

[0118] The embodiment of the present application also optimizes the structure of the braking system, realizes the integration of the brake pedal position detection structure and the adjustable pedal simulation, and the integration of the pedal feel simulator and the electrical redundant booster. This structural optimization is conducive to reducing costs and weight, improving the convenience of later maintenance, improving response speed and improving braking performance.

[0119] The embodiment of the present application realizes a variable pedal feel function through structures such as the pedal feel simulation position sensor device 1300 and the pedal control unit 1600 in the braking device, and adjusts the electrical parameters in the pedal feel simulation position sensor device 1300, thereby enhancing the user experience and realizing more customized vehicle interaction functions; and by connecting the pedal feel simulation position sensor device 1300 and the pedal master cylinder integrated device 1100 with the axial drive device 2401, it is possible to control the axial drive device 2401 based on the pressure pipeline, thereby realizing the addition of electronic and mechanical dual backup devices, solving the problem of low safety of the wheel-end electronic mechanical brake-by-wire system, and greatly improving the robustness of the vehicle's automatic driving and brake-by-wire control and the safety and reliability of the vehicle.

[0120] As an optional implementation, Figure 8 As shown, the pedal feeling simulation position sensor device 1300 includes a piston 1302, a motion state conversion structure 1304, a ball screw nut 1303, and an induction power generation structure 1310;

[0121] The piston 1302 is arranged on one side of the motion state conversion structure 1304, and the ball nut 1303 is fixedly connected to the piston 1302; the induction electricity generating structure 1310 and the ball nut 1303 are wrapped on the surface of the motion state conversion structure 1304, and the induction electricity generating structure 1310 is arranged on the side away from the piston 1302.

[0122] Exemplarily, the pedal feel simulation position sensor device 1300 includes a piston 1302, a motion state conversion structure 1304, a ball screw 1303, and an induction electricity generating structure 1310, wherein the motion state conversion structure 1304 refers to a structure that converts linear motion into rotational motion; the induction electricity generating structure 1310 refers to a structure in the pedal feel simulation position sensor device 1300 that uses rotational motion to generate induced electricity.

[0123] The pedal feel simulation position sensing device 1300 further includes a cylinder 1301 , a spring 1305 , a bearing 1308 and a sealing cover 1309 .

[0124] Optionally, the motion state conversion structure 1304 may be one of a ball screw 1304, a gear rack fit, a worm gear fit, or a thread helical fit.

[0125] Optionally, the induction power generation structure 1310 may be a combination of a permanent magnet 1306 and a stator winding 1307 , or a combination of a coil or an electromagnetic brake.

[0126] like Figure 3 As shown, the structure of the pedal feeling simulation position sensor device 1300 is described by taking the motion state conversion structure 1304 as a ball screw 1304 and the induction power generation structure 1310 as a permanent magnet 1306 and a stator winding 1307 as an example.

[0127] The cylinder body 1301 includes a accommodating chamber, and the piston 1302, ball nut 1303, ball screw 1304, spring 1305, permanent magnet 1306, stator winding 1307, bearing 1308 and other structures are all arranged in the accommodating chamber of the cylinder body 1301. The sealing cover 1309 is arranged at the cavity opening of the accommodating chamber for sealing the entire structure. The piston 1302 is arranged at the innermost end of the accommodating chamber, the bearing is used to place the ball screw 2502 and is close to the sealing cover, the ball screw 1304 is arranged between the piston 1302 and the bearing, and the ball nut 1303 is fixedly connected to the piston 1302; the permanent magnet 1306, stator winding 1307 and ball nut 1303 are wrapped on the surface of the motion state conversion structure 1304, and the permanent magnet 1306 and stator winding 1307 are arranged on the side away from the piston 1302.

[0128] Taking the above structure as an example, and the pressure pipeline is a hydraulic oil circuit, the operating principle of the pedal feeling simulation position sensor device 1300 is explained:

[0129] When the driver steps on the brake pedal, the piston 1302 of the one-chamber master cylinder of the pedal master cylinder integrated device 1100 moves, and the movement of the piston 1302 is synchronized with the movement of the piston 1302 of the first-chamber master cylinder through the hydraulic oil circuit. As the brake pedal continues to be stepped on, the piston 1302 of the one-chamber master cylinder of the pedal master cylinder integrated device 1100 moves, pushing the piston 1302 to move. The pedal feel simulation position sensor device 1300 uses a ball screw 1304 structure to convert the linear motion of the nut connected to the piston 1302 into the rotational motion of the ball screw 1304. The permanent magnet 1306 on the ball screw 1304 rotates to generate induced electricity in the stator winding 1307. The pedal control unit 1600 detects the pedal position through the change of the induced electricity, and at the same time, by controlling the change of the electrical parameters of the stator winding 1307, the controllable electromagnetic damping effect on the rotation direction of the permanent magnet 1306 is realized to adjust different pedal feelings.

[0130] The controllable electromagnetic damping effect can be set in the human-computer interaction module of the car according to the user's personal feeling.

[0131] The embodiment of the present application cooperates with the motion state conversion structure 1304 and the induction power generation structure 1310. When the driver steps on the brake pedal, controllable electromagnetic damping, that is, adjustable pedal feel, is achieved by adjusting the parameters of the induction power generation structure 1310. While achieving the adjustable pedal feel, the permanent magnet 1306 rotates in the coil to generate induced electricity, converting the mechanical rotational motion into an electrical signal of the coil, thereby achieving real-time detection of the pedal position, and sending the pedal position to the front wheel end control system through the pedal control unit 1600 for electronic assisted braking. The above structure enhances the user experience and enables more customized vehicle interaction functions.

[0132] As an optional implementation method, the brake actuator includes a caliper piston device 2500, a brake caliper 2200, a brake block 2300 and an electronic mechanical power assist structure 2100;

[0133] The caliper piston device 2500 and the axial drive device 2401 are detachably arranged in the cavity of the brake caliper 2200; the axial drive device 2401 is arranged on one side of the caliper piston device 2500, and the brake block 2300 is arranged on the other side of the caliper piston device 2500; the electronic mechanical power assist structure 2100 is movably connected to the brake caliper 2200 and is arranged on a side away from the brake block 2300;

[0134] The pedal control unit 1600 and the electromechanical assist structure 2100 are electrically connected.

[0135] As an optional embodiment, the electronic mechanical power assist structure 2100 also includes a motor 2107, a spur gear and planetary gear set 2106; the caliper piston device 2500 also includes a ball screw 2502, a piston head 2503 and a ball bearing; the motor 2107 and the spur gear and planetary gear set 2106 are movably connected; one end of the ball screw 2502 is movably connected to the spur gear and planetary gear set 2106, and the other end is movably connected to the piston head 2503; one end of the ball bearing is movably connected to the ball screw 2502, and the other end is movably connected to the axial drive device 2401; the other end of the piston head 2503 is movably connected to the brake block 2300.

[0136] For example, Figures 2 to 4 As shown, the front wheel end brake system 2000 mainly includes two parts: a brake actuator and a mechanical backup. The brake actuator is used to perform brake control based on the brake electrical signal when the vehicle is in a normal state; the mechanical backup device 2400 is used to drive the brake actuator to brake when there is an electrical failure in the vehicle.

[0137] The brake actuator includes a caliper piston device 2500 , a brake caliper 2200 , a brake block 2300 and an electronic mechanical power-assisting structure 2100 .

[0138] The electronic mechanical power-assist structure MGU2100 refers to a unit that integrates the motor 2107, the deceleration mechanism and the transmission mechanism. When there is an electrical failure in the vehicle, the electronic mechanical power-assist structure MGU2100 will fail accordingly. The brake block 2300 is a key component in the vehicle braking system. It contacts the brake disc to generate friction, thereby achieving vehicle deceleration or stopping.

[0139] The positional relationship of the above-mentioned structures is as follows: the caliper piston device 2500 and the axial drive device 2401 are detachably arranged in the cavity of the brake caliper 2200; the axial drive device 2401 is arranged on one side of the caliper piston device 2500, and the brake pad 2300 is arranged on the other side of the caliper piston device 2500; the electronic mechanical power-assisting structure 2100 and the brake caliper 2200 are movably connected, and are arranged on the side away from the brake pad 2300; the mechanical backup device 2400 is arranged in the cavity of the caliper piston device 2500, and is movably connected to the brake caliper 2200.

[0140] The pedal control unit 1600 and the electromechanical power assist structure 2100 are electrically connected, so that the pedal position is sent to the electromechanical power assist structure 2100 through the pedal control unit 1600, and the electromechanical power assist structure 2100 operates according to the pedal position.

[0141] Specifically, Figure 4As shown, the electronic mechanical power assist structure 2100 includes: MGU upper cover 2101, control circuit board 2102, connector assembly 2013, MGU housing 2104, gear cover 2105, spur and planetary gear set 2106, motor 2107; the caliper piston device 2500 includes: roller bearing 2501, ball screw 2502, piston head 2503; the mechanical backup device 2400 includes: ring piston push rod 2401, wave spring 2402, sealing plug cover 2403.

[0142] Optionally, the wave spring 2402 may be replaced by a spring, rubber or other elastic body.

[0143] Taking the pressure pipeline as a hydraulic oil circuit as an example, the principle of the brake actuator is explained:

[0144] like Figure 5 As shown, when the vehicle is in normal condition, the mechanical backup device 2400 cannot be started, that is, the hydraulic oil circuit in the ring piston push rod 2401 is completely blocked, and the ring piston push rod 2401 cannot move axially. The pedal control unit 1600 feeds back the pedal position to the car computer, and the car computer controls the motor 2107 in the electronic mechanical power assist structure MGU2100 based on the pedal position to rotate and drive the spur gear and planetary gear set 2106 to reduce speed and increase torque. The spline on the ball screw 1304 transmits torque to rotate the ball screw 1304, and the ball screw 2502 converts the rotational motion into the linear motion of the piston head 2503 to squeeze the brake block 2300 for braking. The above braking process is the electronic mechanical braking process.

[0145] The automobile braking system provided in the embodiment of the present application operates according to the braking signal based on the electronic mechanical power-assisting structure 2100 when the whole vehicle is in normal condition, thereby driving the caliper piston device 2500 to press the brake block 2300 to achieve braking. Based on the above structure, braking in a normal state is achieved, and it is ensured that the mechanical backup device 2400 will not be started in a normal state. In addition, the pressure pipeline ensures that when the electronic system fails, the mechanical backup device 2400 can take over the braking task, thereby ensuring the safety of the vehicle.

[0146] As an optional embodiment, the brake pedal device 1000 further includes a first chamber circuit master cylinder isolation valve 1403 and a second chamber circuit master cylinder isolation valve 1404, a right front wheel cylinder isolation valve 1405, a left front wheel cylinder isolation valve 1406 and a pedal simulator isolation valve 1402;

[0147] The first chamber circuit master cylinder isolation valve 1403, the second chamber circuit master cylinder isolation valve 1404, the right front wheel cylinder isolation valve 1405 and the left front wheel cylinder isolation valve 1406 are arranged on the pressure pipeline between the pedal master cylinder integrated device 1100 and the axial drive device 2401;

[0148] The pedal simulator isolation valve 1402 is arranged on the pressure pipeline between the pedal feel simulation position sensor device 1300 and the pedal master cylinder integrated device 1100.

[0149] For example, Figure 1 and Figure 5-7 As shown, the brake pedal device 1000 also includes a first chamber circuit master cylinder isolation valve 1403, a second chamber circuit master cylinder isolation valve 1404, a right front wheel cylinder isolation valve 1405 and a left front wheel cylinder isolation valve 1406, which are all arranged on the pressure pipeline between the pedal master cylinder integrated device 1100 and the axial drive device 2401, and are used to keep the first chamber circuit master cylinder isolation valve 1403 and the second chamber circuit master cylinder isolation valve 1404 in an open state when the whole vehicle is in a normal state, so as to isolate the pressure pedal and the dual-chamber master cylinder 1100 from the front wheel end brake system 2000; and to use the pressure pipeline between the pressure pedal and the dual-chamber master cylinder 1100 and the front wheel end brake system 2000 to transmit the braking pressure when the electrical system of the whole vehicle fails, and to check the sealing of each section of the pressure pipeline between the pressure pedal and the dual-chamber master cylinder 1100 and the front wheel end brake system 2000.

[0150] The pedal simulator isolation valve 1402 is arranged on the pressure pipeline between the pedal feel simulation position sensor device 1300 and the pedal master cylinder integrated device 1100, and is used to check the sealing performance of the pressure pipeline between the pedal feel simulation position sensor device 1300 and the pedal master cylinder integrated device 1100.

[0151] It should be noted that, in the embodiment of the present application, the first-chamber circuit master cylinder isolation valve 1403 can also be called CSV1 one-chamber circuit master cylinder isolation valve 1403; the second-chamber circuit master cylinder isolation valve 1404 can also be called CSV2 two-chamber circuit master cylinder isolation valve 1404; the right front wheel cylinder isolation valve 1405 can also be called WSV-FR right front wheel cylinder isolation valve 1405; the left front wheel cylinder isolation valve 1406 can also be called WSV-FL left front wheel cylinder isolation valve 1406; the pedal simulator isolation valve 1402 can also be called SSV pedal simulator isolation valve 1402.

[0152] The embodiment of the present application is provided with an isolation valve on each section of the pressure pipeline, which can not only be used to check the sealing performance of each section of the pressure pipeline, but also determine the state of the isolation valve according to the operating state of the whole vehicle, and further determine whether to transmit the braking pressure through the pressure pipeline, thereby realizing that the axial drive device 2401 in the mechanical backup device 2400 decides whether to open according to the operating state of the vehicle, thereby realizing the addition of electronic and mechanical dual backup devices, solving the problem of low safety of the wheel-end electronic mechanical brake-by-wire system, and greatly improving the robustness of the vehicle's automatic driving and brake-by-wire and the safety and reliability of the vehicle.

[0153] As an optional implementation, the brake pedal device 1000 further includes a fluid storage device 1200, a check isolation valve 1401, a master cylinder pressure sensor 1501, a left front wheel pressure sensor 1502, and a right front wheel pressure sensor 1503;

[0154] The liquid storage device 1200 and the pedal master cylinder integrated device 1100 are connected via a pressure pipe;

[0155] Check the isolation valve 1401, which is provided on the pressure pipe between the liquid storage device 1200 and the pedal master cylinder integrated device 1100;

[0156] The master cylinder pressure sensor 1501 , the left front wheel pressure sensor 1502 and the right front wheel pressure sensor 1503 are arranged on the pressure pipe between the pedal master cylinder integrated device 1100 and the axial drive device 2401 .

[0157] For example, Figure 1 and Figure 5-7 As shown, the brake pedal device 1000 further includes a fluid storage device 1200 , a check isolation valve 1401 , a master cylinder pressure sensor 1501 , a left front wheel pressure sensor 1502 , and a right front wheel pressure sensor 1503 .

[0158] The master cylinder pressure sensor 1501 is used to monitor the master cylinder pressure in the pedal-master cylinder integrated device 1100, the left front wheel pressure sensor 1502 is used to monitor the braking force of the left front wheel, and the right front wheel pressure sensor 1503 is used to monitor the braking force of the right front wheel.

[0159] The inspection isolation valve 1401 is used to check the sealing performance of the pressure pipeline between the liquid storage device 1200 and the pedal master cylinder integrated device 1100, and the liquid storage device 1200 is used to cooperate in checking the sealing performance of the pressure pipeline of the pedal master cylinder integrated device 1100.

[0160] It should be noted that the above structure realizes the integration of the wheel end brake pressure sensor and the hydraulic pressure sensor. The check isolation valve 1401 can also be called TSV check isolation valve 1401, the master cylinder pressure sensor 1501 can also be called PS1 master cylinder pressure sensor 1501, the left front wheel pressure sensor 1502 can also be called PS2 left front wheel pressure sensor 1502 and the right front wheel pressure sensor 1503 can also be called PS3 right front wheel pressure sensor 1503.

[0161] Specifically, Fig.14 As shown, taking the pressure pipeline as a hydraulic oil circuit as an example, the monitoring method of the braking force of the left front wheel and the right front wheel is:

[0162] Taking the hydraulic oil circuit as an example, when the vehicle is in normal condition, the linear motion of the piston head 2503 squeezes the brake block 2300, and its reaction force is applied to the axial direction of the ring-type piston push rod 2401 through the roller bearing 2501, so that the pressure of the hydraulic oil circuit inside the ring-type piston push rod 2401 increases. By monitoring the liquid pressure values ​​of the PS2 left front wheel pressure sensor 1502 and the PS3 right front wheel pressure sensor 1503, the braking force of the left front wheel and the right front wheel can be monitored in real time.

[0163] The embodiment of the present application realizes monitoring of the front wheel braking force when the whole vehicle is in normal state through the left front wheel pressure sensor 1502 and the right front wheel pressure sensor 1503, and checks the sealing of the pressure pipeline through the liquid storage device 1200 and the inspection isolation valve 1401, thereby ensuring the effectiveness of the mechanical backup device 2400 and solving the problem of low safety of the wheel-end electronic mechanical wire control brake system when there is an electrical failure, greatly improving the robustness of the vehicle's automatic driving and wire control brakes and the safety and reliability of the vehicle.

[0164] As an optional implementation, the automobile braking system further includes a rear wheel end braking system 3000 , and the rear wheel end braking system 3000 is electrically connected to the brake pedal device 1000 .

[0165] As an optional implementation, the rear wheel end brake system 3000 includes an electronic parking structure 3100 and a rear wheel brake actuator 2001;

[0166] The electronic parking structure 3100 is movably connected to the rear wheel brake actuator;

[0167] The electronic parking structure 3100 includes a gear set 3106, a double holding electromagnet 3107, a ratchet pawl 3108, and a ratchet wheel 3109;

[0168] The gear set 3106 is connected to the double holding electromagnet 3107 and the ratchet 3109 respectively; the double holding electromagnet 3107 and the ratchet pawl 3108 are movably connected; the ratchet pawl 3108 and the ratchet 3109 cooperate with each other when the car is parked, so that the car can be parked.

[0169] For example, Fig. 9 and Fig.10 As shown, the automobile braking system also includes a rear wheel end wire control system. The structure of the rear wheel end wire control system is similar to that of the front wheel end control system. The difference is that the rear wheel end wire control system does not have a mechanical backup device 2400, but includes an electronic parking structure 3100 and a rear wheel brake actuator 2001.

[0170] The differences are: 1) There is a pressure sensor at the front end of the roller bearing 2501 to monitor the braking force; 2) Figure 10-13 As shown, the rear wheel end wire control brake system has an electronic parking structure 3100, which is composed of a gear set 3106, a double holding electromagnet 3107, a ratchet pawl 3108, and a ratchet 3109. Fig.12 and Fig.13 As shown, the ratchet 3109 structure can lock the gears when parking, thereby achieving mechanical retention of the rear wheel braking force for long-term parking.

[0171] The embodiment of the present application achieves braking control during parking by adding an electronic parking structure 3100 to the rear wheel end braking system 3000, thereby solving the problem of low safety of the wheel end electronic mechanical brake-by-wire system, and greatly improving the robustness of the vehicle's automatic driving and brake-by-wire as well as the safety and reliability of the vehicle.

[0172] It should be noted that the above-mentioned braking control is all implemented based on the front wheel end braking system 2000, and the braking control during parking is implemented based on the rear wheel end braking control system. The automobile braking system provided by the embodiment of the present application not only realizes the adjustable and controllable brake pedal feel at the brake pedal end, the individually controllable braking of each wheel end, the electrical redundancy when the wheel end of each wheel end fails, and the mechanical redundancy when the electrical failure of the whole vehicle occurs; it also realizes the simplification of the structure, including: the position detection structure of the brake pedal is integrated with the adjustable pedal simulation, the wheel end brake pressure sensor is integrated with the hydraulic sensor, and the pedal feeling simulator is integrated with the electrical redundant booster.

[0173] On the other hand, an embodiment of the present application further provides a vehicle braking method, which is implemented by the above-mentioned vehicle braking system, and is characterized in that the vehicle braking method includes:

[0174] S10: In response to the brake signal, determining the running state of the vehicle.

[0175] Exemplarily, when the driver steps on the brake pedal to output a mechanical brake signal, or an electronic brake signal is output based on an automatic driving system or an assisted driving system, the vehicle's braking system responds to the brake signal to determine the vehicle's operating status.

[0176] S20: When the operating state indicates that the vehicle is in a normal operating state, a braking electrical signal is generated through the brake pedal device 1000 to drive the brake actuator 2001 to brake, so that the vehicle can achieve electronic mechanical braking control; when the operating state indicates that there is an electrical failure in the vehicle, a braking pressure is generated through the brake pedal device 1000, and the braking pressure is transmitted to the axial drive device 2401 through a pressure pipe to drive the axial drive device 2401 to move axially, and then drive the brake actuator 2001 to brake, so that the vehicle can achieve electronic assisted braking control or mechanical braking control.

[0177] For example, Fig.15 As shown, when the operating state represents that the automobile is in a normal operating state, a braking electrical signal is generated by the brake pedal device 1000, and then the braking signal is transmitted to the automobile computer through the pedal control unit 1600. The automobile computer drives the braking actuator 2001 to brake according to the braking logic, so that the automobile can achieve electronic mechanical braking control.

[0178] When the operating state indicates that the vehicle has an electrical failure, in response to the brake signal, brake pressure is generated by the brake pedal device 1000, and the brake pressure is transmitted to the axial drive device 2401 in the front wheel end wire control brake system through the pressure pipe, driving the axial drive device 2401 to move axially, and then driving the brake actuator 2001 to brake, so that the vehicle can achieve electronic assisted braking control or mechanical braking control.

[0179] Optionally, when the electrical part fails, it is based on electronic assisted braking, and when the electrical part fails completely, it is based on mechanical braking control.

[0180] The embodiment of the present application determines different braking methods according to the running state of the automobile, thereby realizing that when there is an electrical failure in the automobile, the brake pedal device 1000 is used to generate brake pressure, which is transmitted to the mechanical backup device 2400 through the pressure pipe, thereby driving the mechanical backup device 2400 to realize electronic auxiliary brake control or mechanical brake control. Compared with the prior art, the brake control method corresponding to the electronic and mechanical dual backup devices is added, which solves the problem of low safety of the wheel-end electronic mechanical brake-by-wire system, and greatly improves the robustness of the vehicle's automatic driving and brake-by-wire control and the safety and reliability of the vehicle.

[0181] As an optional implementation, the brake pedal device 1000 includes a pedal master cylinder integrated device 1100, a pedal feeling simulation position sensor device 1300, and a pedal control unit 1600; the method further includes:

[0182] S01: In response to a brake signal, the pedal-master-cylinder integrated device 1100 is controlled to operate and generate brake pressure;

[0183] S02: transmitting the brake pressure to the pedal feel simulation position sensor device 1300 through the pressure pipe, driving the pedal feel simulation position sensor device 1300 to operate and generate induced electricity;

[0184] S03: Based on the pedal control unit 1600 , the electrical parameters of the pedal feel simulation position sensor device 1300 are controlled, thereby achieving the electromagnetic damping effect of the pedal feel simulation position sensor device 1300 .

[0185] For example, Fig.16As shown, the embodiment of the present application provides a control method for an adjustable pedal feel of a pedal feel simulation position sensor device 1300, specifically including:

[0186] S01: In response to a brake signal, the piston 1302 of the first chamber master cylinder in the pedal-master cylinder integrated device 1100 is controlled to move, i.e., brake pressure is generated;

[0187] S02: The brake pressure is transmitted to the pedal feel simulation position sensor device 1300 through the pressure pipe, the pedal feel simulation position sensor device 1300 is driven to operate, and induced electricity is generated, specifically including: the movement of the piston 1302 is synchronized with the movement of the piston 1302 of the first chamber master cylinder through the pressure pipe, and as the brake pedal continues to be depressed, the piston 1302 of the first chamber of the master cylinder moves, pushing the piston 1302 to move. The pedal feel simulation position sensor device 1300 uses a ball screw 1304 structure to convert the linear motion of the nut fixed to the piston 1302 into the rotational motion of the screw, and the permanent magnet 1306 on the ball screw 1304 rotates to generate induced electricity in the stator winding 1307;

[0188] S03: The pedal control unit 1600 detects the pedal position by inducing electrical changes, and at the same time controls the electrical parameter changes of the stator winding 1307 to realize controllable electromagnetic damping in the rotation direction of the permanent magnet 1306 to adjust different pedal feelings.

[0189] The embodiment of the present application realizes adjustable pedal feel by adjusting the electrical parameters of the pedal feel simulation position sensor device 1300. This method enhances the user experience and enables more customized vehicle interaction functions. As an optional implementation, the brake actuator 2001 includes a caliper piston device 2500, a brake block 2300 and an electronic mechanical assist structure 2100;

[0190] In the above step S20, when the above running state indicates that the automobile is in a normal running state, a braking electric signal is generated by the brake pedal device 1000 to drive the brake actuator 2001 to brake, so that the automobile realizes electronic mechanical braking control, including:

[0191] S201: when the running state indicates that the vehicle is in a normal running state, executing the operation of controlling the pedal master cylinder integrated device 1100 to operate and generate brake pressure in response to the brake signal, and driving the pedal feeling simulation position sensor device 1300 to operate and generate induced electricity based on the brake pressure;

[0192] S202: Based on the pedal control unit 1600, the pedal position is determined according to the magnitude of the induced electricity, and the pedal position is sent to the electronic mechanical power assist structure 2100;

[0193] S203: In response to the pedal position, the electronic mechanical power assist structure 2100 is controlled to operate, thereby driving the caliper piston device 2500 to squeeze the brake block 2300 to achieve electronic mechanical brake control.

[0194] For example, Figure 5 and Fig.17 As shown, the embodiment of the present application provides a braking control method when the vehicle is in a normal state, including:

[0195] S201: When the vehicle is in normal condition, all solenoid valves in the brake pedal device 1000 except the TSV inspection isolation valve 1401 are powered on and enter the working state, and the above steps S01-S03 are executed.

[0196] S202: Based on the pedal control unit 1600, the set pedal feeling is fed back and the pedal position at this time is recorded in real time. At this time, since the whole vehicle is in normal operation, the pressure pedal and the dual-chamber master cylinder 1100 and the front wheel end brake system 2000 are isolated due to the CSV1 one-chamber circuit master cylinder isolation valve 1403 and the CSV2 two-chamber circuit master cylinder isolation valve 1404. At this time, the pressure pedal and the master cylinder hydraulic pressure in the dual-chamber master cylinder 1000 have no effect on the hydraulic oil circuit after the isolation valve.

[0197] The pedal position is transmitted to the vehicle computer through the ECU of the brake pedal device 1000 , and the vehicle computer transmits an electrical signal corresponding to the pedal position to the electronic mechanical power assist structure 2100 .

[0198] S203: The motor 2107 in the electronic mechanical power-assisting structure MGU2100 rotates to drive the spur gear and planetary gear set 2106 to reduce speed and increase torque. The spline on the ball screw 2502 transmits torque to rotate the ball screw 1304. The ball screw 2502 converts the rotational motion into linear motion of the piston head 2503 to squeeze the brake block 2300 for braking.

[0199] The embodiment of the present application realizes electronic mechanical braking of the automobile through the above method, and can monitor the braking force at the same time, and ensures that the mechanical backup device 2400 will not be started under normal conditions. It also ensures through the pressure pipeline that when the electronic system fails, the mechanical backup device 2400 can take over the braking task, thereby ensuring the safety of the vehicle.

[0200] As an optional implementation, the brake pedal device further includes a left front wheel pressure sensor 1502 and a right front wheel pressure sensor 1503. After the above step S20, the above method further includes:

[0201] S40: Control the caliper piston device 2500 to squeeze the brake block 2300 to generate a reaction force, which is applied to the axial drive device 2401, so as to increase the pressure of the internal pressure pipeline of the axial drive device 2401;

[0202] S41: Determine the pressure of the internal pressure pipe of the axial drive device 2401 through the left front wheel pressure sensor 1502 and the right front wheel pressure sensor 1503, and then determine the real-time braking force of the left front wheel and the real-time braking force of the right front wheel.

[0203] For example, Fig.18 The method for determining the front wheel braking force when the vehicle is in a normal state is based on the left front wheel pressure sensor 1502 and the right front wheel pressure sensor 1503. Specifically, the monitoring of the braking force includes:

[0204] S40: When the vehicle is in a normal state, as described in steps S201-S203, after obtaining the braking signal, the braking process is finally realized by the linear motion of the piston top 2503 squeezing the brake block 2300. While the linear motion of the piston top 2503 squeezes the brake block 2300, its reaction force is applied to the axial direction of the ring-type piston top rod 2401 through the roller bearing 2501, so that the pressure of the pressure pipe inside the ring-type piston top rod 2401 increases;

[0205] S41: By monitoring the pressure values ​​of the PS2 left front wheel pressure sensor 1502 and the PS3 right front wheel pressure sensor 1503, the braking force of the left front wheel and the right front wheel can be monitored in real time, and the real-time braking force applied to the left front wheel and the right front wheel can be obtained.

[0206] The embodiment of the present application transmits the braking force to the internal pressure pipe of the axial drive device through the reaction force of the axial drive device squeezing the brake pad, and monitors it through the PS2 left front wheel pressure sensor 1502 and the PS3 right front wheel pressure sensor 1503, thereby realizing the optimization of the brake pressure sensor, and integrating the wheel-end brake pressure sensor with the pressure pipe sensor, which is beneficial to optimizing the structure of the braking system, improving the stability of the braking system, and greatly improving the robustness of the vehicle's automatic driving and wire control braking and the safety and reliability of the vehicle.

[0207] As an optional implementation, the brake pedal device 1000 further includes a first chamber circuit master cylinder isolation valve 1403 and a second chamber circuit master cylinder isolation valve 1404, a right front wheel cylinder isolation valve 1405, and a left front wheel cylinder isolation valve 1406; the brake actuator 2001 includes a caliper piston device 2500 and a brake block 2300; the caliper piston device 2500 also includes a ball screw 2502 and a ball bearing;

[0208] In the above step S20, when the running state indicates that the automobile has an electrical failure, the brake pressure is generated by the brake pedal device 1000, and the brake pressure is transmitted to the axial drive device 2401 through the pipeline, driving the axial drive device 2401 to move axially, and then driving the brake actuator 2001 to brake, so that the automobile can achieve electronic auxiliary brake control or mechanical brake control, including:

[0209] S2001: When the running state indicates that there is a partial wheel-end electrical failure in the vehicle, close the first chamber circuit master cylinder isolation valve 1403, the second chamber circuit master cylinder isolation valve 1404, the right front wheel cylinder isolation valve 1405, and the left front wheel cylinder isolation valve 1406 to energize the pedal simulator isolation valve 1402 and the pedal feel simulation position sensor device 1300;

[0210] S2002: generating brake pressure through the pedal feel simulation position sensor device 1300 in response to the brake signal;

[0211] S2003: The brake pressure is transmitted to the axial drive device 2401 through the pressure pipe, driving the axial drive device 2401 to move axially, and then driving the caliper piston device 2500 to squeeze the brake pad 2300, so that the vehicle can achieve electronic assisted braking control.

[0212] For example, Figure 6 and Fig.19 As shown, the embodiment of the present application provides a braking method when a part of the electrical system of an automobile fails, specifically comprising:

[0213] S2001: When there is an electrical failure in the front wheel brake system 2000 or the rear wheel wire control system, but the pedal control device is in normal working state, close the first chamber circuit master cylinder isolation valve 1403, the second chamber circuit master cylinder isolation valve 1404, the right front wheel cylinder isolation valve 1405, and the left front wheel cylinder isolation valve 1406, so that the pressure pipeline between the second chamber master cylinder in the pedal master cylinder integrated device 1100 and the front wheel brake system 2000 is blocked. At this time, only the pedal simulator isolation valve 1402 and the pedal feeling simulation position sensor device 1300 are energized.

[0214] S2002: In response to the brake signal, the pressure is built up and released through the pedal feel simulation position sensor device 1300, that is, the brake pressure is generated. The process of building pressure through the pedal feel simulation position sensor device 1300 includes: in response to the brake signal in steps S01 and S02, the piston 1302 of the first chamber master cylinder in the pedal master cylinder integrated device 1100 is controlled to move, that is, the brake pressure is generated; through the pressure pipeline, the movement of the piston 1302 is synchronized with the movement of the piston 1302 of the first chamber master cylinder, and as the brake pedal continues to be depressed, the piston 1302 of the first chamber master cylinder in the pedal master cylinder integrated device 1100 continues to move, pushing the piston 1302 to move.

[0215] S2003: The braking pressure is transmitted to the axial drive device 2401 through the pressure pipeline, driving the axial drive device 2401 to move axially, and then driving the axial drive device 2401 to press the roller bearing 2501 in the caliper piston device 2500, and the roller bearing 2501 squeezes the brake block 2300, so that the vehicle can achieve electronic assisted braking control.

[0216] It should be noted that in the above process, the pedal feel simulation position sensor device 1300 in the pedal control device is powered and can obtain mechanical brake signals, that is, signals when the driver steps on the brake pedal, and can also obtain electronic brake signals, so this process is electronically assisted brake control.

[0217] The embodiment of the present application controls the pedal feel simulation position sensor device 1300 to respond to the brake signal, generate brake pressure, and transmit the brake pressure based on the pressure pipeline to drive the axial drive device 2401, thereby realizing electronic assisted braking. The above method is used to realize brake control in the event of electrical failure of the vehicle wheel end, that is, electrical redundancy in the event of wheel end failure of each wheel end is realized, which greatly improves the robustness of the vehicle's automatic driving and wire control braking and the safety and reliability of the vehicle.

[0218] As an optional implementation, the brake actuator 2001 includes a caliper piston device 2500 and a brake block 2300;

[0219] In the above step S20, when the running state indicates that the automobile has an electrical failure, the brake pressure is generated by the brake pedal device 1000, and the brake pressure is transmitted to the axial drive device 2401 through the pressure pipeline, driving the axial drive device 2401 to move axially, and then driving the brake actuator 2001 to brake, so that the automobile can achieve electronic auxiliary brake control or mechanical brake control, including:

[0220] S20001: When the operating state indicates that the vehicle has an electrical failure, in response to a brake signal, the pedal master cylinder integrated device 1100 is controlled to operate and generate brake pressure;

[0221] S20002: The brake pressure is transmitted through the pressure pipe to drive the axial drive device 2401 to move axially, thereby driving the caliper piston device 2500 to squeeze the brake pad 2300, so that the vehicle can achieve mechanical brake control.

[0222] For example, Figure 7 and Fig. 20 As shown, the embodiment of the present application also provides a braking method when a vehicle fails, specifically including:

[0223] S20001: When the operating state indicates that the vehicle has an electrical failure, the electrical failure here includes partial electrical failure and complete vehicle electrical failure, that is, both failure states can be used to control the braking of the vehicle based on this braking method.

[0224] In response to a brake signal, the brake signal here refers to the driver stepping on the brake pedal, the piston 1302 of the second chamber master cylinder of the pedal master cylinder integrated device 1100 moves and generates brake pressure;

[0225] S20002: The brake pressure is transmitted to the axial drive device 2401 through the pressure pipe, driving the axial drive device 2401 to move axially, and then driving the axial drive device 2401 to press the roller bearing 2501 in the caliper piston device 2500, and the roller bearing 2501 squeezes the brake block 2300 to achieve mechanical braking control of the vehicle.

[0226] It should be noted that in the above-mentioned braking control process, the braking control completely relies on mechanical connection and mechanical force, so it is mechanical braking control.

[0227] In summary, the embodiments of the present application provide three braking control principles, namely:

[0228] (1) When the vehicle is in normal operation, electronic mechanical brake control is used;

[0229] (2) When the wheel-end electrical system fails, the pedal control device is powered and electronic auxiliary brake control is used;

[0230] (3) In case of wheel-end electrical failure or vehicle electrical / electrical failure, mechanical brake control is adopted.

[0231] The embodiment of the present application generates brake pressure by controlling the master cylinder pedal integrated device to respond to the brake signal, and drives the axial drive device 2401 based on the brake pressure transmitted through the pressure pipeline, thereby realizing mechanical braking. The above method is used to realize brake control when there is an electrical failure in the automobile, that is, mechanical redundancy in the event of electrical failure of the entire vehicle is realized, which greatly improves the robustness of the vehicle's automatic driving and wire control braking and the safety and reliability of the entire vehicle.

[0232] As an optional implementation, the brake pedal device 1000 further includes a first chamber circuit master cylinder isolation valve 1403, a second chamber circuit master cylinder isolation valve 1404, a right front wheel cylinder isolation valve 1405, a left front wheel cylinder isolation valve 1406, a pedal simulator isolation valve 1402, a check isolation valve 1401, a master cylinder pressure sensor 1501, a left front wheel pressure sensor 1502, and a right front wheel pressure sensor 1503;

[0233] The method also includes:

[0234] S301: When the operating state represents a normal state, the control check isolation valve 1401 is started, and the control pedal simulator isolation valve 1402 is started;

[0235] S302: Further, by respectively controlling the switch states of the first chamber circuit master cylinder isolation valve 1403, the second chamber circuit master cylinder isolation valve 1404, the right front wheel cylinder isolation valve 1405, and the left front wheel cylinder isolation valve 1406, based on the master cylinder pressure sensor 1501, the left front wheel pressure sensor 1502, and the right front wheel pressure sensor 1503, it is determined whether there is a leak in the pressure pipeline, and a leak determination result is obtained;

[0236] S303: Based on the leakage determination result, determine the effectiveness of the axial drive device 2401.

[0237] For example, Fig.14 and Fig.21 As shown, after the vehicle is powered on, the system will perform a self-inspection on the pressure pipes inside the system, mainly to check the sealing of the pressure pipes to prevent the failure of some pressure pipes from causing the failure of the mechanical backup.

[0238] Taking the hydraulic oil circuit as an example, the self-checking method is explained:

[0239] S301: The TSV inspection isolation valve 1401 is powered on, and the oil circuit of the second chamber master cylinder return liquid storage device 1200 in the master cylinder pedal integrated device is closed; the SSV pedal simulator isolation valve 1402 is powered on, the pedal feeling simulator and the pedal position sensor are powered on, and pressure is built up in the hydraulic oil circuit;

[0240] S302: By controlling the power-on and power-off states of the CSV1 single-chamber circuit master cylinder isolation valve 1403, the CSV2 two-chamber circuit master cylinder isolation valve 1404, the WSV-FR right front wheel cylinder isolation valve 1405, and the WSV-FL left front wheel cylinder isolation valve 1406, the conduction and closing of different oil circuits are achieved, and the hydraulic signals read by the PS1 master cylinder pressure sensor 1501, the PS2 left front wheel pressure sensor 1502, and the PS3 right front wheel pressure sensor 1503 are used to determine whether there are leaks in different oil circuits.

[0241] S303: When the readings of the PS1 master cylinder pressure sensor 1501, the PS2 left front wheel pressure sensor 1502, and the PS3 right front wheel pressure sensor 1503 (1503) are stable, it is determined that the sealing of each section of the pressure pipeline is intact and the mechanical backup device 2400 is effective. When the reading of any sensor among the PS1 master cylinder pressure sensor 1501, the PS2 left front wheel pressure sensor 1502, and the PS3 right front wheel pressure sensor 1503 is unstable, and the measured pressure value increases or decreases over time, it indicates that there is a leak in the pressure pipeline. At this time, the mechanical backup fails, and the pressure sensor will feed back the test results to the car computer, which will alarm and send out a maintenance prompt message.

[0242] The embodiment of the present application realizes the sealing inspection of each section of the pressure pipeline through the above method, thereby determining the effectiveness of the mechanical backup device, ensuring the robustness of automatic driving and wire control braking and the safety and reliability of the entire vehicle.

[0243] On the other hand, an embodiment of the present application also provides a car, including the above-mentioned braking control system.

[0244] The automobile provided in the embodiment of the present application can be an ordinary automobile or an autonomous driving automobile. The above automobile braking system solves the problems of low safety of the wheel-end electronic mechanical brake-by-wire system and the fixed design of the brake pedal feel of the whole vehicle at the factory, and realizes mechanical and electronic dual redundant wheel-end brake-by-wire with adjustable pedal feel. Not only can more customized vehicle interaction functions be realized; but also by adding electronic and mechanical dual backup devices on the basis of electronic mechanical brakes, the robustness of the whole vehicle's autonomous driving and brake-by-wire and the safety and reliability of the whole vehicle are greatly improved.

[0245] It should be noted that the above-mentioned sequence of the embodiments of the present application is for description only and does not represent the advantages and disadvantages of the embodiments. The above-mentioned specific embodiments of this specification are described. Other embodiments are within the scope of the attached claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the embodiments and still achieve the desired results. In addition, the processes depicted in the drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0246] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referenced to each other, and each embodiment focuses on the differences from other embodiments.

[0247] A person skilled in the art will understand that all or part of the steps to implement the above embodiments may be accomplished by hardware or by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a disk or an optical disk, etc.

[0248] The above are only preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1. An automobile braking system, characterized in that: The automobile braking system comprises a brake pedal device (1000) and a front wheel end braking system (2000); the brake pedal device (1000) and the front wheel end braking system (2000) are connected via electrical and pressure pipes; The front wheel end brake system (2000) comprises a mechanical backup device (2400) and a brake actuator (2001); the mechanical backup device (2400) comprises an axial drive device (2401); the axial drive device (2401) is movably connected to the brake actuator (2001); the axial drive device (2401) and the brake pedal device (1000) are connected via a pressure pipe; When an electrical failure occurs in the automobile, the brake pedal device (1000) responds to a brake signal and generates brake pressure, and transmits the brake pressure to the axial drive device (2401) through a pressure pipe, so that the axial drive device (2401) moves axially, thereby driving the brake actuator (2001) to brake, so that the automobile can achieve electronically assisted brake control or mechanical brake control.

2. The automobile braking system according to claim 1, characterized in that: The brake pedal device (1000) comprises a pedal master cylinder integrated device (1100), a pedal feeling simulation position sensor device (1300), and a pedal control unit (1600); The axial drive device (2401) is respectively connected to the pedal master cylinder integrated device (1100) and the pedal feeling simulation position sensor device (1300) through a pressure pipeline; the pedal control unit (1600) is respectively connected to the brake actuator (2001) and the pedal feeling simulation position sensor device (1300) through an electrical connection; The pedal feeling simulation position sensor device (1300) and the pedal master cylinder integrated device (1100) are connected via a pressure pipeline; The pedal master cylinder integrated device (1100) responds to the brake signal and generates the brake pressure, and transmits the brake pressure to the pedal feeling simulation position sensor device (1300) through a pressure pipe, so that the pedal feeling simulation position sensor device (1300) operates and generates induced electricity; The electrical parameters of the pedal feel simulation position sensor device (1300) are controlled by a pedal control unit (1600), thereby controlling the electromagnetic damping effect of the pedal feel simulation position sensor device (1300).

3. The automobile braking system according to claim 2, characterized in that: The pedal feeling simulation position sensor device (1300) comprises a piston, a motion state conversion structure (1304), a ball screw nut (1303), and an induction electricity generation structure (1303); The piston is arranged on one side of the motion state conversion structure (1304), and the ball nut (1303) is fixedly connected to the piston; the induction electricity generating structure (1303) and the ball nut (1303) are wrapped on the surface of the motion state conversion structure (1304), and the induction electricity generating structure (1303) is arranged on a side away from the piston.

4. The automobile braking system according to claim 2, characterized in that: The brake actuator comprises a caliper piston device (2500), a brake caliper (2200), a brake block (2300) and an electronic mechanical power-assisting structure (2100); The caliper piston device (2500) and the axial drive device (2401) are detachably arranged in the cavity of the brake caliper (2200); the axial drive device (2401) is arranged on one side of the caliper piston device (2500), and the brake block (2300) is arranged on the other side of the caliper piston device (2500); the electronic mechanical power-assisting structure (2100) is movably connected to the brake caliper (2200), and is arranged on a side away from the brake block (2300); The pedal control unit (1600) and the electronic mechanical power assist structure (2100) are electrically connected.

5. The automobile braking system according to claim 2, characterized in that: The brake pedal device (1000) further comprises a first chamber circuit master cylinder isolation valve (1403), a second chamber circuit master cylinder isolation valve (1404), a right front wheel cylinder isolation valve (1405), a left front wheel cylinder isolation valve (1406) and a pedal simulator isolation valve (1402); The first chamber circuit master cylinder isolation valve (1403), the second chamber circuit master cylinder isolation valve (1404), the right front wheel cylinder isolation valve (1405) and the left front wheel cylinder isolation valve (1406) are arranged on the pressure pipeline between the pedal master cylinder integrated device (1100) and the axial drive device (2401); The pedal simulator isolation valve (1402) is arranged on the pressure pipeline between the pedal feeling simulation position sensor device (1300) and the pedal master cylinder integrated device (1100).

6. The automobile braking system according to claim 2, characterized in that: The brake pedal device (1000) further comprises a fluid storage device (1200), a check isolation valve (1401), a master cylinder pressure sensor (1501), a left front wheel pressure sensor (1502) and a right front wheel pressure sensor (1503); The liquid storage device (1200) and the pedal master cylinder integrated device (1100) are connected via a pressure pipeline; The inspection isolation valve (1401) is arranged on the pressure pipeline between the liquid storage device (1200) and the pedal master cylinder integrated device (1100); The master cylinder pressure sensor (1501), the left front wheel pressure sensor (1502) and the right front wheel pressure sensor (1503) are arranged on the pressure pipeline between the pedal master cylinder integrated device (1100) and the axial drive device (2401).

7. The automobile braking system according to claim 4, characterized in that: The electronic mechanical power-assisting structure (2100) further includes a motor (2107), a spur gear and planetary gear set (2106); the caliper piston device (2500) further includes a ball screw (2502), a piston head (2503) and a ball bearing (2501); The motor (2107) is movably connected to the spur gear and planetary gear set (2106); One end of the ball screw (2502) is movably connected to the spur gear and planetary gear set (2106), and the other end is movably connected to the piston head (2503); one end of the ball bearing (2501) is movably connected to the ball screw (2502), and the other end is movably connected to the axial drive device (2401); The other end of the piston head (2503) is movably connected to the brake block (2300).

8. The automobile braking system according to claim 1, characterized in that: The automobile braking system further comprises a rear wheel end braking system (3000), wherein the rear wheel end braking system (3000) is electrically connected to the brake pedal device (1000); the rear wheel end braking system (3000) comprises an electronic parking structure (3100) and a rear wheel braking actuator; The electronic parking structure (3100) is movably connected to the rear wheel brake actuator; The electronic parking structure (3100) comprises a gear set (3106), a double holding electromagnet (3107), a ratchet pawl (3108), and a ratchet wheel (3109); The gear set (3106) is connected to the double holding electromagnet (3107) and the ratchet (3109) respectively; the double holding electromagnet (3107) and the ratchet pawl (3108) are movably connected; the ratchet pawl (3108) and the ratchet (3109) cooperate with each other when the automobile is parked, so that the automobile can be parked.

9. A vehicle braking method, the vehicle braking method being implemented by the vehicle braking system according to any one of claims 1 to 9, characterized in that: The automobile braking method comprises: In response to the brake signal, determining an operating state of the vehicle; When the operating state indicates that the automobile is in a normal operating state, a brake electric signal is generated by a brake pedal device (1000) to drive a brake actuator (2001) to brake, so that the automobile realizes electronic mechanical brake control; When the operating state indicates that the vehicle has an electrical failure, brake pressure is generated by the brake pedal device (1000), and the brake pressure is transmitted to the axial drive device (2401) through a pressure pipe, driving the axial drive device (2401) to move axially, and then driving the brake actuator (2001) to brake, so that the vehicle can achieve electronically assisted braking control or mechanical braking control.

10. The vehicle braking method according to claim 9, characterized in that: The brake pedal device comprises a pedal master cylinder integrated device (1100), a pedal feeling simulation position sensor device (1300), and a pedal control unit (1600); the method further comprises: In response to the brake signal, controlling the pedal master cylinder integrated device (1100) to operate and generate brake pressure; The brake pressure is transmitted to the pedal feeling simulation position sensor device (1300) through a pressure pipe, the pedal feeling simulation position sensor device (1300) is driven to operate, and induced electricity is generated; Based on the pedal control unit (1600), the electrical parameters of the pedal feel simulation position sensor device (1300) are controlled, thereby achieving the electromagnetic damping effect of controlling the pedal feel simulation position sensor device (1300).

11. The method according to claim 10, characterized in that The brake actuator (2001) comprises a caliper piston device (2500), a brake block (2300) and an electronic mechanical boosting structure (2100); When the operating state indicates that the automobile is in a normal operating state, a brake pedal device (1000) generates a brake electrical signal to drive a brake actuator (2001) to brake, so that the automobile realizes electronic mechanical brake control, including: When the operating state indicates that the automobile is in a normal operating state, the operation of controlling the pedal master cylinder integrated device (1100) to operate and generate brake pressure in response to the brake signal, and driving the pedal feeling simulation position sensor device (1300) to operate and generate induced electricity based on the brake pressure; Based on the pedal control unit (1600), the pedal position is determined according to the magnitude of the induced electricity, and the pedal position is sent to the electronic mechanical power assist structure (2100); In response to the pedal position, the electronic mechanical power assist structure (2100) is controlled to operate, thereby driving the caliper piston device (2500) to squeeze the brake block (2300) to achieve electronic mechanical braking control.

12. The method according to claim 11, characterized in that The brake pedal device further comprises a left front wheel pressure sensor (1502) and a right front wheel pressure sensor (1503). After the electronic mechanical power assist structure (2100) is controlled to operate in response to the pedal position, thereby driving the caliper piston device (2500) to squeeze the brake pad (2300), the method further comprises: Controlling the reaction force generated by the caliper piston device (2500) squeezing the brake block to apply it to the axial drive device (2401) so as to increase the pressure of the internal pressure pipeline of the axial drive device (2401); The pressure of the internal pressure pipe of the axial drive device (2401) is determined by the left front wheel pressure sensor (1502) and the right front wheel pressure sensor (1503), thereby determining the real-time braking force of the left front wheel and the real-time braking force of the right front wheel.

13. The method according to claim 10, characterized in that The brake pedal device further comprises a pedal simulator isolation valve (1402), a first chamber circuit master cylinder isolation valve (1403), a second chamber circuit master cylinder isolation valve (1404), a right front wheel cylinder isolation valve (1405), and a left front wheel cylinder isolation valve (1406); the brake actuator (2001) comprises a caliper piston device (2500) and a brake pad (2300); When the operating state indicates that the automobile has an electrical failure, a brake pressure is generated by a brake pedal device, and the brake pressure is transmitted to an axial drive device (2401) through a pressure pipe, so as to drive the axial drive device (2401) to move axially, thereby driving the brake actuator (2001) to brake, so that the automobile can achieve electronically assisted brake control or mechanical brake control, including: When the operating state indicates that the automobile has a partial wheel-end electrical failure, the first chamber circuit master cylinder isolation valve (1403), the second chamber circuit master cylinder isolation valve (1404), the right front wheel cylinder isolation valve (1405), and the left front wheel cylinder isolation valve (1406) are closed to energize the pedal simulator isolation valve (1402) and the pedal feel simulation position sensor device (1300); In response to the brake signal, generating the brake pressure through the pedal feel simulation position sensor device (1300); The brake pressure is transmitted to the axial drive device (2401) through a pressure pipe, driving the axial drive device (2401) to move axially, thereby driving the caliper piston device (2500) to squeeze the brake block (2300), so that the automobile can achieve electronically assisted braking control.

14. The method according to claim 10, characterized in that The brake actuator (2001) comprises a caliper piston device (2500) and a brake block (2300); When the operating state indicates that the automobile has an electrical failure, a brake pressure is generated by a brake pedal device (1000), and the brake pressure is transmitted to an axial drive device (2401) through a pressure pipe, so as to drive the axial drive device (2401) to move axially, thereby driving the brake actuator (2001) to brake, so that the automobile can achieve electronically assisted brake control or mechanical brake control, comprising: When the operating state indicates that the vehicle has an electrical failure, in response to the brake signal, the pedal master cylinder integrated device (1100) is controlled to operate and generate the brake pressure; The brake pressure is transmitted through a pressure pipe to drive the axial drive device (2401) to move axially, thereby driving the caliper piston device (2500) to squeeze the brake block (2300) so that the vehicle can achieve mechanical brake control.

15. The method according to claim 10, characterized in that The brake pedal device also includes a first chamber circuit master cylinder isolation valve (1403), a second chamber circuit master cylinder isolation valve (1404), a right front wheel cylinder isolation valve (1405), a left front wheel cylinder isolation valve (1406), a pedal simulator isolation valve, a check isolation valve, a master cylinder pressure sensor (1501), a left front wheel pressure sensor (1502), and a right front wheel pressure sensor (1503); The method further comprises: When the operating state represents a normal state, controlling the check isolation valve to start, and controlling the pedal simulator isolation valve to start; Then, by respectively controlling the switch states of the first chamber circuit master cylinder isolation valve (1403), the second chamber circuit master cylinder isolation valve (1404), the right front wheel cylinder isolation valve (1405), and the left front wheel cylinder isolation valve (1406), based on the master cylinder pressure sensor (1501), the left front wheel pressure sensor (1502), and the right front wheel pressure sensor (1503), it is determined whether there is a leak in the pressure pipeline, and a leak determination result is obtained; Based on the leakage determination result, the effectiveness of the axial drive device (2401) is determined.

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