Vehicle braking system, vehicle braking method and vehicle

Abstract

The invention relates to a braking system of a vehicle, a braking method of the vehicle and the vehicle. The brake system comprises a plurality of brakes, a brake pedal assembly and a first controller, each brake comprises a hydraulic driver and two brake shoes, at least one brake is a double-promotion brake, the double-promotion brake further comprises an electric driver, the hydraulic driver is connected with the first ends of the two brake shoes, and the electric driver is connected with the second ends of the two brake shoes. The electric driver is connected with the second ends of the two brake shoes; the brake pedal assembly is provided with a first oil outlet, the hydraulic driver is provided with a first oil inlet, and the first oil outlet is communicated with the first oil inlet, so that the brake pedal assembly can drive the first ends of the two brake shoes to move towards the sides away from each other by means of the hydraulic driver. And the first controller is electrically connected with the double-promotion brake so as to control the electric driver of the double-promotion brake to drive the second ends of the two brake shoes to move towards one side far away from each other under the condition that the vehicle is in a preset condition, so that the braking efficiency of the vehicle can be improved.

Description

Technical Field

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

[0002] Service braking is usually performed by applying the foot brake (brake pedal) to slow down the vehicle while driving. Parking braking is usually performed by applying the hand brake (such as manually pressing the parking brake switch) to slow down the vehicle. However, the traditional braking system has the problem of low service braking efficiency. Summary of the invention

[0003] Based on this, it is necessary to provide a vehicle braking system, a vehicle braking method and a vehicle to improve the driving braking efficiency in response to the above technical problems.

[0004] According to a first aspect of the present application, a braking system for a vehicle is provided, the braking system comprising:

[0005] A plurality of brakes, arranged corresponding to the plurality of wheels of the vehicle, each of the brakes comprising a hydraulic actuator and two brake shoes, at least one of the brakes being a double-actuated brake, the double-actuated brake further comprising an electric actuator, each of the brake shoes having a first end and a second end arranged oppositely, the hydraulic actuator being connected to the first ends of the two brake shoes, and the electric actuator being connected to the second ends of the two brake shoes;

[0006] a brake pedal assembly having a first oil outlet, the hydraulic driver having a first oil inlet, the first oil outlet being in communication with the first oil inlet, so that the brake pedal assembly can drive the first ends of the two brake shoes to move away from each other by means of the hydraulic driver to brake the vehicle; and

[0007] The first controller is electrically connected to the double-actuated brake to control the electric driver of the double-actuated brake to drive the second ends of the two brake shoes to move away from each other under preset conditions to brake the vehicle.

[0008] In one of the embodiments, the preset condition includes that the vehicle is in an emergency braking state and the wheels of the vehicle are in a rolling state;

[0009] The brake system further includes a booster pipeline and a booster sensor disposed on the booster pipeline, and the brake pedal assembly includes an air pressure booster chamber communicated with the booster pipeline;

[0010] The power-assisting sensor is used to detect the pressure value of the gas in the power-assisting pipeline and is electrically connected to the first controller;

[0011] When the pressure value of the gas in the power-assisting pipeline is less than a first preset value, the vehicle is in the emergency braking state.

[0012] In one of the embodiments, the preset condition includes that the vehicle is in an emergency braking state and the wheels of the vehicle are in a rolling state;

[0013] The brake system further comprises an anti-lock brake device and a hydraulic sensor, wherein the anti-lock brake device comprises a hydraulic pump, wherein the hydraulic pump has a second oil inlet communicated with the first oil outlet, and a plurality of second oil outlets corresponding to the brake, wherein the second oil inlet is respectively communicated with the plurality of second oil outlets; and the second oil outlet is communicated with the first oil inlet of the hydraulic driver of the corresponding brake;

[0014] The hydraulic sensor is disposed on the connecting pipeline between the first oil outlet and the second oil inlet and is electrically connected to the first controller, and the hydraulic sensor is used to detect the pressure value of the hydraulic oil flowing out of the first oil outlet;

[0015] When the pressure value of the hydraulic oil flowing out of the first oil outlet is greater than or equal to a second preset value, the vehicle is in the emergency braking state.

[0016] In one of the embodiments, the first controller is integrated with the anti-lock braking device.

[0017] In one embodiment, the braking system further comprises an electronic hydraulic braking system, and the electronic hydraulic braking system is integrated with the brake pedal assembly;

[0018] The brake pedal assembly includes a brake master cylinder, the first oil outlet is provided at the brake master cylinder, and the electronic hydraulic brake system is connected to a piston rod of the brake master cylinder;

[0019] The electronic hydraulic brake system is electrically connected to the first controller, and the first controller is used to control the electronic hydraulic brake system to drive the piston rod of the brake master cylinder to move along the axial direction of the brake master cylinder to brake the vehicle.

[0020] In one embodiment, the braking system also includes a parking brake switch electrically connected to the first controller, and the first controller is used to control the electric drive of the dual-actuated brake to drive the second ends of the two brake shoes to move toward a side away from each other when the parking brake switch is in an on state.

[0021] In one embodiment, the parking brake switch is integrated with the first controller.

[0022] In one of the embodiments, the braking system further comprises a force sensor on the dual-actuated brake, wherein the force sensor is used to detect the braking force of the dual-actuated brake and is electrically connected to the first controller.

[0023] According to a second aspect of the present application, a vehicle braking method is provided, which is a method for braking using the vehicle braking system of any of the above embodiments, and the vehicle braking method includes:

[0024] The hydraulic driver controlling the brake drives the first ends of the two brake shoes to move away from each other, so that the vehicle is in a service braking state;

[0025] When the vehicle is in an emergency braking state or an emergency braking state, judging whether the wheels of the vehicle are in a rolling state according to the slip rate data of the wheels of the vehicle;

[0026] When the wheels of the vehicle are in a rolling state, the electric driver controlling the double-actuated brake drives the second ends of the two brake shoes to move toward a side away from each other.

[0027] In one embodiment, the brake pedal assembly includes a brake pedal and a service brake switch disposed on the brake pedal, and when the vehicle is in an emergency braking state or an emergency braking state, before determining whether the wheels of the vehicle are in a rolling state according to the slip rate data of the wheels of the vehicle, the braking method of the vehicle further includes:

[0028] Determine whether the vehicle is in a service braking state;

[0029] When the service brake signal from the service brake switch is received, it is determined that the vehicle is in a service brake state.

[0030] In one embodiment, the braking system further includes a booster pipeline and a booster sensor disposed on the booster pipeline, and the brake pedal assembly includes a pneumatic booster chamber communicated with the booster pipeline; when the vehicle is in an emergency braking state or an emergency braking state, before determining whether the wheels of the vehicle are in a rolling state based on the slip rate data of the wheels of the vehicle, the braking method of the vehicle further includes:

[0031] Whether the vehicle is in an emergency braking state is determined according to a magnitude relationship between the pressure value of the gas in the power-assisting pipeline and a first preset value.

[0032] In one embodiment, when the vehicle is in an emergency braking state or an emergency braking state, before determining whether the wheels of the vehicle are in a rolling state according to the slip rate data of the wheels of the vehicle, the braking method of the vehicle further includes:

[0033] Whether the vehicle is in an emergency braking state is determined based on the magnitude relationship between the pressure value of the hydraulic oil flowing out of the first oil outlet and a second preset value.

[0034] In one embodiment, after the electric drive controlling the dual-actuated brake drives the second ends of the two brake shoes to move toward a side away from each other, the braking method of the vehicle further comprises:

[0035] It is determined whether the slip rate data of the wheel of the vehicle reaches a third preset value, and if so, the output of the electric driver of the dual-actuation brake is stopped.

[0036] In one embodiment, after stopping the output of the electric drive of the dual-actuation brake, the vehicle braking method further includes:

[0037] Determine whether the slip rate data of the wheel of the vehicle is greater than the third preset value. If so, control the electric drive of the dual-actuation brake to rotate in the reverse direction until the slip rate data of the wheel of the vehicle is reduced to the third preset value.

[0038] In one embodiment, the electric drive controlling the dual-actuated brake rotates in the reverse direction until the slip rate data of the wheel of the vehicle decreases to the third preset value, and the braking method of the vehicle further includes:

[0039] It is determined whether the slip rate data of the wheel of the vehicle reaches the third preset value, and if so, the output of the electric driver of the dual-actuation brake is stopped.

[0040] In one embodiment, the vehicle braking method further includes:

[0041] When the slip rate data of the wheel of the vehicle reaches the third preset value, it is determined whether the vehicle is in a parking brake release state, and if so, the process returns to determine whether the vehicle is in an emergency braking state or an emergency braking state.

[0042] In one embodiment, the vehicle braking method further includes:

[0043] It is determined whether the vehicle is in a parking brake release state, and if not, the process returns to executing the step of determining whether the slip rate data of the wheels of the vehicle is greater than the third preset value.

[0044] In one embodiment, the vehicle braking method further includes:

[0045] Whether the vehicle is in a parking brake released state is determined based on a magnitude relationship between the braking force of the dual-actuation brake and a fourth preset value.

[0046] According to a third aspect of the present application, a vehicle is provided, comprising a braking system of the vehicle according to any one of the above embodiments.

[0047] In the technical solution of the present application, during the driving process of the vehicle, after the service brakes are applied by stepping on the brake pedal of the brake pedal assembly, if the vehicle presents insufficient braking force, for example, the vehicle is in an emergency braking state and the wheels of the vehicle are in a rolling state or the vehicle is in an emergency braking state and the wheels of the vehicle are in a rolling state, the electric drive can be controlled by the first controller to drive the second ends of the two brake shoes to move toward the side away from each other, and the vehicle can be braked. When the first ends of the two brake shoes expand outward at the same time, the second ends of the two brake shoes can be expanded outward at the same time to contact the working surface of the brake drum, thereby generating a superimposed braking force. In this way, the braking efficiency of the vehicle can be improved, and the braking force can be automatically superimposed with the help of the first controller, and the manual operation step of distracted parking brake operation (handbrake or manual parking brake switch) can be omitted, thereby improving driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 A schematic structural diagram of the braking system in the first embodiment of the present application is shown.

[0049] Figure 2 A schematic structural diagram of the braking system in the second embodiment of the present application is shown.

[0050] Figure 3 A schematic structural diagram of the braking system in the third embodiment of the present application is shown.

[0051] Figure 4 A schematic structural diagram of the braking system in the fourth embodiment of the present application is shown.

[0052] Figure 5 A schematic structural diagram of the braking system in the fifth embodiment of the present application is shown.

[0053] Figure 6 A schematic structural diagram of the braking system in the sixth embodiment of the present application is shown.

[0054] Figure 7 A schematic structural diagram of a dual-actuation brake according to an embodiment of the present application is shown.

[0055] Figure 8 A schematic flow chart of a vehicle braking method according to an embodiment of the present application is shown.

[0056] Figure numerals: 10, brake system; 100, brake; 110, hydraulic actuator; 120, brake shoe; 121, first end; 122, second end; 130, electric actuator; 140, push rod; 150, screw nut; 151, screw rod; 152, nut; 101, front brake; 102, rear brake; 200, brake pedal assembly; 210, brake pedal; 220, brake master cylinder; 201, brake pedal integrated system; 230, booster; 300, first controller; 30 1. Controller assembly; 410. Power-assisting pipeline; 420. Power-assisting sensor; 430. Air compressor; 440. Air dryer; 450. Multi-circuit protection valve; 460. Air storage cylinder; 470. Vacuum pump; 480. One-way valve; 490. Vacuum cylinder; 510. Anti-lock braking device; 511. Hydraulic pump; 520. Hydraulic sensor; Q. Air pressure power-assisting chamber; k1. First oil outlet; k2. First oil inlet; k3. Second oil inlet; k4. Second oil outlet; 600. Parking brake switch. DETAILED DESCRIPTION

[0057] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0058] In the description of the present application, it should be understood that if the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. appear, the orientation or position relationship indicated by these terms is based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0059] In addition, if the terms "first" or "second" appear, these terms are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, if the term "plurality" appears, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0060] In this application, unless otherwise clearly specified and limited, if the terms "installed", "connected", "connected", "fixed" and the like appear, these terms should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0061] In the present application, unless otherwise clearly specified and limited, if there is a description that a first feature is "above" or "below" a second feature, etc., or similar descriptions appear, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "above" and "above" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. The first feature being "below", "below" and "below" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0062] It should be noted that if an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. If an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. If any, the terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in this application are for illustrative purposes only and do not represent the only implementation method.

[0063] Service braking is usually performed by applying the foot brake (brake pedal) to slow down the vehicle while driving. Parking braking is usually performed by applying the hand brake (such as manually pressing the parking brake switch) to slow down the vehicle. However, the traditional braking system has the problem of low service braking efficiency.

[0064] After research, it was found that in order to solve the problem of low service braking efficiency of the traditional braking system, the parking brake force can be superimposed to improve the braking efficiency of the whole vehicle when the vehicle is overloaded or the service braking force is declining or emergency braking is required. However, in the traditional braking system, when the parking brake force is superimposed, the driver needs to maintain foot movement (applying the foot brake) and hold the steering wheel tightly while distractedly operating the parking control mechanism (such as the parking brake switch), which will affect driving safety.

[0065] In order to solve at least one of the above technical problems, the present application designs a vehicle braking system, a vehicle braking method and a vehicle, which can automatically superimpose the parking braking force when the vehicle is overloaded or the driving braking force is weakened or emergency braking is required, thereby improving the braking efficiency while improving driving safety.

[0066] Figure 1-Figure 6 Schematic diagrams of the structures of the brake system 10 in different embodiments of the present application are shown.

[0067] See also Figure 1-Figure 6 An embodiment of the present application provides a vehicle braking system 10 , including a plurality of brakes 100 , a brake pedal assembly 200 and a first controller 300 .

[0068] Multiple brakes 100 are arranged corresponding to multiple wheels of the vehicle, and the brakes 100 are arranged one-to-one with the multiple wheels of the vehicle, and the brakes 100 are used to brake the corresponding wheels. The specific installation method of the brakes 100 on the corresponding wheels can refer to the existing installation method of the brakes 100, which will not be repeated here.

[0069] Each brake 100 includes a hydraulic actuator 110 and two brake shoes 120. At least one brake 100 is a double-actuated brake, which further includes an electric actuator 130. Each brake shoe 120 has a first end 121 and a second end 122 that are oppositely disposed. The hydraulic actuator 110 is connected to the first ends 121 of the two brake shoes 120. The electric actuator 130 is connected to the second ends 122 of the two brake shoes 120 to drive the second ends 122 of the two brake shoes 120 to move toward a side away from each other to brake the vehicle.

[0070] The hydraulic actuator 110 may be a wheel cylinder or a hydraulic wheel pump.

[0071] The electric drive 130 may be an electric motor.

[0072] The brake pedal assembly 200 has a first oil outlet k1, and the hydraulic driver 110 has a first oil inlet k2. The first oil outlet k1 is connected to the first oil inlet k2, so that the brake pedal assembly 200 can drive the first ends 121 of the two brake shoes 120 to move away from each other with the help of the hydraulic driver 110 to brake the vehicle.

[0073] It can be understood that when the vehicle is driving, the brake pedal 210 of the brake pedal assembly 200 can be stepped on, thereby driving the hydraulic driver 110 with the help of high-pressure air or vacuum air pressure, and then driving the hydraulic driver 110 to drive the first ends 121 of the two brake shoes 120 to move toward the side away from each other, thereby braking the vehicle. Taking the hydraulic driver 110 as an example of a hydraulic slave pump, the brake pedal 210 of the brake pedal assembly 200 can be stepped on to drive the piston of the hydraulic slave pump, thereby pushing the brake shoes 120 to expand outward until they contact the working surface of the brake drum, thereby generating braking force.

[0074] The first controller 300 is electrically connected to the dual-actuated brake to control the electric driver 130 of the dual-actuated brake to drive the second ends 122 of the two brake shoes 120 to move away from each other to brake the vehicle under a preset condition.

[0075] In this way, during the driving process of the vehicle, after the service brake is applied by stepping on the brake pedal 210 of the brake pedal assembly 200, if the vehicle presents the preset condition of insufficient braking force, such as the vehicle is in an emergency braking state and the vehicle's wheels are in a rolling state or the vehicle is in an emergency braking state and the vehicle's wheels are in a rolling state, the first controller 300 can control the electric driver 130 to drive the second ends 122 of the two brake shoes 120 to move toward the side away from each other, and brake the vehicle. When the first ends 121 of the two brake shoes 120 expand outward at the same time, the second ends 122 of the two brake shoes 120 can expand outward at the same time to contact the working surface of the brake drum, thereby generating a superimposed braking force. In this way, the braking efficiency of the vehicle can be improved, and with the help of the first controller 300, the braking force can be automatically superimposed, and the manual operation step of distracted parking brake (handbrake or manual parking brake switch 600) can be omitted, thereby improving driving safety.

[0076] In addition, since the type of the double-actuated brake changes from a leading-following shoe type to a double-leading-shoe type when the braking force is superimposed, it not only improves the braking efficiency but also prevents overload, effectively improving driving safety.

[0077] Optionally, the hydraulic driver 110 is hinged to the first end 121 of the brake shoe 120, and the electric driver 130 is hinged to the second end 122 of the brake shoe 120. In this way, it is convenient to reasonably arrange the hydraulic driver 110 and the electric driver 130, and it is also convenient that during the movement of one of the first end 121 and the second end 122 of the brake shoe 120, the other of the first end 121 and the second end 122 can become a fulcrum, which can improve the reliability and stability of the braking system.

[0078] The hydraulic driver 110 may be a double-rod cylinder, so as to drive the first ends 121 of the two brake shoes 120 simultaneously.

[0079] Optionally, the dual-actuated brake also includes two push rods 140 and two lead screw nuts 150. The electric drive 130 is an electric motor. The output end of the electric drive 130 is connected to the lead screw nut 150. One lead screw nut 150 is connected to the second end 122 of one of the brake shoes 120 through a push rod 140, and the other lead screw nut 150 is connected to the second end 122 of the other brake shoe 120 through another push rod 140. The lead screw nut 150 includes a lead screw 151 and a nut 152 matched with the lead screw 151. The spiral directions of the lead screws 151 of the two lead screw nuts 150 are opposite. In this way, the rotational motion of the output end of the electric motor can be converted into the linear motion of the push rod 140, and the second ends 122 of the two brake shoes 120 can be moved toward the side away from each other, so that the second ends 122 of the two brake shoes 120 expand outward at the same time and contact with the working surface of the brake drum, thereby generating a corresponding braking force.

[0080] Optionally, the electric driver 130 may be a dual-output electric motor to facilitate driving the second ends 122 of the two brake shoes 120 at the same time.

[0081] In some embodiments, the preset condition includes that the vehicle is in an emergency braking state and the wheels of the vehicle are in a rolling state. The braking system 10 also includes a booster pipeline 410 and a booster sensor 420 disposed on the booster pipeline 410. The brake pedal assembly 200 has an air pressure booster chamber Q connected to the booster pipeline 410. The booster sensor 420 is used to detect the pressure value of the gas in the booster pipeline 410 and is electrically connected to the first controller 300. When the pressure value of the gas in the booster pipeline 410 is less than the first preset value, the vehicle is in an emergency braking state. In this way, the magnitude of the driving braking force input to the air pressure booster chamber Q can be monitored by the booster sensor 420, and then it can be monitored whether the vehicle is insufficient in braking force. If the pressure value of the gas in the booster pipeline 410 is less than the first preset value, it means that the gas pressure in the input air pressure booster chamber Q is too small, which means that there is a high probability that the booster is too small or the booster fails. The state of the vehicle at this time can be defined as an emergency braking state.

[0082] Among them, the first preset value is the pressure value of the gas in the power-assisting pipeline 410 when the power-assisting pressure is too low or the power-assisting fails, so as to improve the monitoring reliability of the power-assisting sensor 420.

[0083] The boost sensor 420 may be an air pressure sensor or a vacuum sensor. Figure 1 In the embodiment shown, the assist sensor 420 is an air pressure sensor; Figure 2 In the illustrated embodiment, the assist sensor 420 is a vacuum sensor.

[0084] In some embodiments, Figure 1 As shown, the brake system 10 further includes an air compressor 430 , an air dryer 440 , a multi-circuit protection valve 450 and an air reservoir 460 .

[0085] The air compressor 430 is used to provide compressed air and is connected to the air inlet of the air dryer 440. The air compressor 430 can be a mechanical transmission air compressor integrated on the engine of the vehicle, or an independent electric air compressor, which is not specifically limited here.

[0086] The air dryer 440 is used to filter impurities and moisture in the high-pressure air, and the air outlet of the air dryer 440 is connected to the air inlet of the multi-circuit protection valve 450. The air dryer 440 can use the air filter connected to the air inlet end of the engine of the vehicle, or can use an independent air filter, which is not specifically limited here.

[0087] The multi-circuit protection valve 450 has an air inlet and multiple air outlets. One of the air outlets of the multi-circuit protection valve 450 is connected to the air storage cylinder 460, and the air storage cylinder 460 is also connected to the air pressure boosting chamber Q through the boosting pipeline 410.

[0088] Specific to Figure 1 In the illustrated embodiment, during the operation of the vehicle, the air compressor 430 converts the air in the environment into high-pressure air, which is filtered for impurities and moisture by the air dryer 440 and then input into the multi-circuit protection valve 450. The high-pressure air is then divided into multiple outputs, the first of which enters the air storage cylinder 460 and the air pressure booster chamber Q of the brake pedal assembly 200.

[0089] When service braking is required, the brake pedal 210 of the brake pedal assembly 200 is actuated. With the assistance of high-pressure air, the brake master cylinder 220 of the brake pedal assembly 200 outputs high-pressure hydraulic oil through the two first oil outlets k1. The high-pressure hydraulic oil enters the hydraulic driver 110 (such as a hydraulic slave pump) of the brake 100 through the anti-lock braking device 510, and can drive the piston of the hydraulic driver 110 (such as a hydraulic slave pump), thereby pushing the brake shoe 120 to expand outward until it contacts the working surface of the brake drum, thereby generating braking force.

[0090] Specifically, the brake pedal assembly 200 includes a booster 230, which defines an air pressure boosting chamber Q. The brake pedal 210 drives the piston rod of the brake master cylinder 220 to move with the help of the booster 230, so that the hydraulic oil in the brake master cylinder 220 flows to the first oil inlet k2 of the hydraulic driver 110 through the first oil outlet k1.

[0091] The connection relationship between the brake pedal 210, the brake master cylinder 220 and the booster 230 of the brake pedal assembly 200 can be referred to the relevant records of the prior art, and will not be described in detail here.

[0092] The multi-circuit protection valve 450 may be a double-circuit protection valve, a triple-circuit protection valve, a quad-circuit protection valve or a six-circuit protection valve.

[0093] The multi-circuit protection valve 450, except for the outlet connected to the air storage cylinder 460, can be used to supply auxiliary air, such as air horns, air seats, urea gas drive, pneumatic power take-offs, clutch gas assist or transmission shift assist, etc.

[0094] The air dryer 440 and the multi-circuit protection valve 450 may be replaced by an air handling unit. The air handling unit integrates the functions of the air dryer 440 and the multi-circuit protection valve 450. The air handling unit may include a mechanical air handling unit and an electronically controlled air handling unit.

[0095] In addition to the interface connected to the multi-circuit protection valve 450 and the air pressure boosting chamber Q, the air cylinder 460 may also have an interface for setting a drain valve, and may also have an interface for connecting an air pressure alarm, an air pressure sensor or a detection connector. The air pressure sensor is used to detect the air pressure in the air cylinder 460, and the air pressure alarm is used to alarm when the air pressure in the air cylinder 460 is lower than a threshold value. The detection connector can be connected to an external air pressure testing device, and air can also be taken from the detection connector to inflate or blow off the tires of the vehicle's wheels.

[0096] In other embodiments, Figure 2 As shown, the driving brake can also adopt a vacuum booster type, and the booster sensor 420 is a vacuum sensor. In this embodiment, the brake system 10 also includes a vacuum pump 470, a one-way valve 480 and a vacuum cylinder 490. The vacuum pump 470 can be connected to the vacuum cylinder 490 by means of the one-way valve 480, and the vacuum cylinder 490 is also connected to the air pressure booster chamber Q through the booster pipeline 410.

[0097] In some embodiments, the preset condition includes that the vehicle is in an emergency braking state and the wheels of the vehicle are in a rolling state. The braking system 10 further includes an anti-lock braking device 510 and a hydraulic sensor 520. The anti-lock braking device 510 includes a hydraulic pump 511. The hydraulic pump 511 has a second oil inlet k3 connected to the first oil outlet k1, and a plurality of second oil outlets k4 corresponding to the brake 100. The second oil inlet k3 is respectively connected to the plurality of second oil outlets k4; the second oil outlet k4 is connected to the first oil inlet k2 of the hydraulic driver 110 of the corresponding brake 100. The hydraulic sensor 520 is provided on the connecting pipeline between the first oil outlet k1 and the second oil inlet k3, and is electrically connected to the first controller 300. The hydraulic sensor 520 is used to detect the pressure value of the hydraulic oil flowing out of the first oil outlet k1. When the pressure value of the hydraulic oil flowing out of the first oil outlet k1 is greater than or equal to the second preset value, the vehicle is in an emergency braking state.

[0098] In this embodiment, the hydraulic pump 511 of the anti-lock braking device 510 has two mutually independent second oil inlets k3 and four mutually independent second oil outlets k4. The anti-lock braking device 510 and the four brakes 100 are connected through an oil circuit, and the four second oil outlets k4 are connected to the first oil inlets k2 on the hydraulic cylinders of the four brakes 100 in a one-to-one correspondence. The master cylinder 220 of the brake pedal assembly 200 has two mutually independent oil outlets, and the two first oil outlets k1 of the master cylinder 220 are connected to the two second oil inlets k3 of the anti-lock braking device 510 in a one-to-one correspondence.

[0099] The hydraulic sensor 520 is installed in one of the hydraulic circuits of the brake pedal assembly 200 and the anti-lock braking device 510, that is, the hydraulic sensor 520 is arranged on the connecting pipeline between one of the first oil outlets k1 and one of the second oil inlets k3. According to the pressure value of the hydraulic oil flowing out of the first oil outlet k1 detected by the hydraulic sensor 520, the hydraulic sensor 520 can monitor the pipeline pressure in real time and send a corresponding electrical signal to the first controller 300. Under normal conditions, the user steps on the brake pedal 210 of the brake pedal assembly 200 with normal pedaling force. At this time, the pressure value of the hydraulic oil flowing out of the first oil outlet k1 detected by the hydraulic sensor 520 is within the normal range, so the second preset value can be a value that is not easy to reach under normal conditions, that is, much greater than the normal range of the pressure value of the hydraulic oil flowing out of the first oil outlet k1.

[0100] When the pressure value of the hydraulic oil flowing out of the first oil outlet k1 detected by the hydraulic sensor 520 is greater than or equal to the second preset value, it means that the user is likely to use a greater pedaling force to step on the brake pedal 210 of the brake pedal assembly 200 due to an emergency situation. Therefore, at this time, the vehicle is in an emergency braking state. Based on this, when the vehicle is in an emergency braking state and the wheels of the vehicle are in a rolling state, the first controller 300 can control the electric drive 130 to drive the second ends 122 of the two brake shoes 120 to move toward the side away from each other, thereby automatically superimposing the braking force to improve driving safety.

[0101] Normally, when the user determines that the vehicle is overloaded or the driving braking force is declining, the user is likely to use a larger pedal force to step on the brake pedal 210 of the brake pedal assembly 200. At this time, the state of the vehicle can also be determined as an emergency braking state.

[0102] In some embodiments, the anti-lock braking device 510 also includes a solenoid valve (not shown in the figure), which can be arranged on the connecting pipeline between the second oil outlet k4 of the hydraulic pump 511 and the corresponding first oil inlet k2. The anti-lock braking device 510 also includes a second controller electrically connected to the first controller 300 and the solenoid valve respectively. The second controller is used to control the on and off of the solenoid valve, thereby improving the safety of the vehicle.

[0103] In some embodiments, the anti-lock braking device 510 further includes a wheel speed sensor electrically connected to the second controller, the wheel speed sensor is used to detect the rolling angular velocity, vehicle speed and wheel speed of the vehicle's wheels, and the second controller is used to calculate the wheel slip rate data according to the wheel rolling angular velocity, vehicle speed and wheel speed of the wheels, thereby determining whether the vehicle's wheels are in a rolling state. The anti-lock braking device 510 can be electrically connected to the first controller 300, and the anti-lock braking device 510 can send the wheel slip rate data to the first controller 300.

[0104] Normally, when the wheel slip rate data is 0, the vehicle's wheel is in a pure rolling state; when the wheel slip rate data is 100%, the vehicle's wheel is in a pure sliding state; when the wheel slip rate data is greater than or equal to 0 and less than the third preset value described below, it is determined that the vehicle's wheel is in a rolling state.

[0105] In some embodiments, the anti-lock braking device 510 may be replaced by an electronic stability control unit (ESC).

[0106] In some embodiments, the vehicle includes four wheels, the four wheels include two front wheels and two rear wheels, the four brakes 100 include two front brakes 101 correspondingly arranged on the two front wheels, and two rear brakes 102 correspondingly arranged on the two rear wheels, which can be, for example, Figure 4As shown, both front brakes 101 are double-actuated brakes, or they can be, for example, Figure 3 As shown, the two rear brakes 102 are double-actuated brakes; it can also be, as Figure 5 As shown, the two front brakes 101 and the two rear brakes 102 are both double-actuated brakes.

[0107] In some embodiments, Figure 3-Figure 6 As shown, the braking system also includes an electronic hydraulic braking system, which is integrated with the brake pedal assembly 200; the brake pedal assembly 200 includes a brake master cylinder 220, a first oil outlet k1 is provided at the brake master cylinder 220, and the electronic hydraulic braking system is connected to the piston rod of the brake master cylinder 220; the electronic hydraulic braking system is electrically connected to the first controller 300, and the first controller 300 is used to control the electronic hydraulic braking system to drive the piston rod of the brake master cylinder 220 to move along the axial direction of the brake master cylinder 220, thereby braking the vehicle.

[0108] The service brake is implemented by the electronic hydraulic brake system. The electronic hydraulic brake system (Electro-HydraulicBrake, EHB) uses the motor as the power source. The motor of the electronic hydraulic brake system transmits the output power of the motor to the brake master cylinder 220 through the transmission mechanism of the electronic hydraulic brake system, thereby implementing the service brake. The specific structure of the electronic hydraulic brake system can refer to the existing technology and will not be repeated here. It should be supplemented that the power-assist failure signal at this time is issued by the electronic hydraulic brake system. For example, the output power of the motor can be detected by a torque sensor set on the motor of the electronic hydraulic brake system. The electronic hydraulic brake system is used to issue a power-assist failure signal when the output power of the motor detected by the torque sensor is lower than the threshold value, thereby also determining that the vehicle is in an emergency braking state.

[0109] For distinguishing purposes, the electronic hydraulic brake system and the brake pedal assembly 200 are integrated into a brake pedal integrated system 201 .

[0110] In some embodiments, Figure 6 As shown, the first controller 300 is integrated with the anti-lock braking device 510. In order to distinguish the marks, the first controller 300 and the anti-lock braking device 510 are integrated into a controller assembly 301.

[0111] Optionally, the first controller 300 may be integrated with the second controller.

[0112] In this way, the number of modules of the brake system 10 can be reduced, the integrity of the brake system 10 can be improved, and the convenience of disassembly and assembly of the brake system 10 can also be improved.

[0113] In some embodiments, the braking system 10 also includes a parking brake switch 600 electrically connected to the first controller 300, and the first controller 300 is used to control the electric driver 130 of the dual-actuated brake to drive the second ends 122 of the two brake shoes 120 to move toward a side away from each other when the parking brake switch 600 is in an on state.

[0114] In this way, when the parking brake needs to be applied, the parking brake switch 600 can be actuated to make the parking brake switch 600 output an electrical signal indicating that the parking brake switch 600 is turned on. The first controller 300 can receive the electrical signal indicating that the parking brake switch 600 is turned on, and then control the electric driver 130 of the dual-actuated brake to drive the second ends 122 of the two brake shoes 120 to move toward the side away from each other, thereby applying an actuating force to the dual-actuated brake, thereby achieving parking braking.

[0115] When the parking brake needs to be released, the parking brake switch 600 can be actuated to make the parking brake switch 600 output an electrical signal that the parking brake switch 600 is closed. The first controller 300 receives the electrical signal that the parking brake switch 600 is closed, and then controls the electric driver 130 of the dual-actuated brake to reverse, thereby releasing the parking brake.

[0116] The parking brake switch 600 has an on position and a off position. The parking brake switch 600 can linearly output an electrical signal when it is switched from one position to another. For example, the parking brake switch 600 can output a first voltage value when it is switched from the off position to the on position. At this time, the first controller 300 receives the first voltage value and obtains an electrical signal indicating that the parking brake switch 600 is on. The parking brake switch 600 can output a second voltage value when it is switched from the on position to the off position. At this time, the first controller 300 receives the first voltage value and obtains an electrical signal indicating that the parking brake switch 600 is off.

[0117] In some embodiments, the braking system 10 further includes a force sensor (not shown in the figure) on the dual-actuated brake, which is used to detect the braking force of the dual-actuated brake and is electrically connected to the first controller 300 .

[0118] Specifically, in the process of implementing or releasing the parking brake, the force sensor is used to detect the braking force of the dual-actuated brake and send a corresponding electrical signal to the first controller 300. The first controller 300 is used to analyze the electrical signals output by the parking brake switch 600 and the force sensor. When the braking force detected by the force sensor reaches the preset braking force, the output power of the dual-actuated brake is stopped from being increased, so that the actuation force is maintained at the current state, thereby achieving parking braking. In some embodiments, the parking brake switch 600 is integrated with the first controller 300, which is convenient for operation and also conducive to the modularization of the braking system.

[0119] Figure 8 A schematic flow chart of a vehicle braking method according to an embodiment of the present application is shown.

[0120] See also Figure 8 An embodiment of the present application further provides a vehicle braking method, a method for braking using the vehicle braking system of any of the above embodiments, the vehicle braking method comprising:

[0121] S10, the hydraulic driver 110 of the control brake 100 drives the first ends 121 of the two brake shoes 120 to move away from each other, so that the vehicle is in a service braking state, that is, by implementing service braking, the vehicle can be put in a service braking state.

[0122] Optionally, the brake pedal assembly 200 includes a brake pedal 210 and a service brake switch (not shown) disposed on the brake pedal 210, and the vehicle braking method further includes:

[0123] Before step S20, the vehicle braking method further includes: S11, determining whether the vehicle is in a service braking state.

[0124] S12. When receiving the service brake signal from the service brake switch, it is determined that the vehicle is in the service brake state, and the following step S20 can be performed accordingly. In this way, it can be more accurately determined whether the vehicle is in the service brake state, so as to perform the following steps.

[0125] The vehicle braking method also includes: determining whether the vehicle is in a service braking state, and if not, entering an end step.

[0126] S20. When the vehicle is in an emergency braking state or an emergency braking state, determine whether the wheels of the vehicle are in a rolling state according to the slip rate data of the wheels of the vehicle.

[0127] S31 . When the wheels of the vehicle are in a rolling state, the electric driver 130 of the dual-actuation brake is controlled to drive the second ends 122 of the two brake shoes 120 to move toward a side away from each other.

[0128] In this way, when the vehicle is in an emergency braking state or an emergency braking state, if the wheels are in a rolling state, it means that the driving braking force is insufficient and a superimposed braking force is required. The following single braking control cycle can be started, thereby improving the braking efficiency of the vehicle and eliminating the manual operation steps of distracted parking brake (handbrake or manual parking brake switch 600), thereby improving driving safety. And because the type of the double-actuated brake changes from a leading shoe type to a double leading shoe type when the braking force is superimposed, it not only improves the braking efficiency, but also prevents overload, effectively improving driving safety.

[0129] In some embodiments, before step S20, the vehicle braking method further includes:

[0130] S13. Determine whether the vehicle is in an emergency braking state according to the magnitude relationship between the pressure value of the gas in the power-assisting pipeline 410 and the first preset value.

[0131] Specifically, step S13 specifically includes: determining whether the pressure value of the gas in the power-assisting pipeline 410 is less than a first preset value.

[0132] If the pressure value of the gas in the power-boosting pipeline 410 is less than the first preset value, it means that the gas pressure in the input air pressure power-boosting chamber Q is too small, and there is a high possibility that the power-boosting is too small or fails. At this time, the vehicle is in an emergency braking state. A single braking control cycle can be implemented when the vehicle is in an emergency braking state to implement superimposed braking force, thereby improving the braking efficiency of the vehicle.

[0133] In some embodiments, before step S20, the vehicle braking method further includes:

[0134] S14. Determine whether the vehicle is in an emergency braking state according to a magnitude relationship between the pressure value of the hydraulic oil flowing out of the first oil outlet k1 and a second preset value.

[0135] Specifically, step S14 specifically includes: determining whether the pressure value of the hydraulic oil flowing out of the first oil outlet k1 is greater than or equal to a second preset value.

[0136] As mentioned above, when the pressure value of the hydraulic oil flowing out of the first oil outlet k1 is greater than or equal to the second preset value, it means that it is very likely that a larger pedaling force is used to step on the brake pedal 210 of the brake pedal assembly 200 due to an emergency situation. At this time, it can be determined that the vehicle is in an emergency braking state, and a single braking control cycle can be implemented when the vehicle is in an emergency braking state to implement superimposed braking force, thereby improving the braking efficiency of the vehicle.

[0137] Optionally, step S14 may be located after S13, for example, to determine whether the vehicle is in an emergency braking state. If not, step S14 is executed. Of course, the present application is not limited thereto, and step S14 may also be located before S13.

[0138] In some embodiments, after step S31, the vehicle braking method further includes:

[0139] S32, judging whether the slip rate data of the wheels of the vehicle reaches the third preset value, and if so, stopping the output of the electric driver 130 of the dual-actuated brake. After step S31, the braking efficiency can be increased, and the slip rate data of the wheels of the vehicle can be increased. By judging whether the slip rate data of the wheels of the vehicle reaches the third preset value, and if so, stopping the output of the electric driver 130 of the dual-actuated brake, the dual-actuated brake can be kept in the current state, and the braking efficiency can be kept unchanged.

[0140] Among them, the third preset value is set to a wheel slip ratio value that is smaller than the wheel slip ratio value that triggers the anti-lock braking device 510 to work. Since the anti-lock braking device 510 will quickly adjust the braking force when working and affect the stability of the vehicle, the third preset value is set to a wheel slip ratio value that is smaller than the wheel slip ratio value that triggers the anti-lock braking device 510 to work. This can reduce the possibility of triggering the anti-lock braking device 510 and improve the reliability of the vehicle's braking method.

[0141] Normally, when the difference between the wheel slip value that triggers the anti-lock braking device 510 and 20% is less than or equal to the preset range value (ie, the wheel slip value that triggers the anti-lock braking device 510 is around 20%), the third preset value is less than 20%.

[0142] The vehicle braking method further includes: determining whether the slip rate data of the vehicle wheel reaches a third preset value, and if not, returning to step S31. When the slip rate data of the vehicle wheel is less than the third preset value, the electric drive 130 can continue to be driven to work, thereby increasing the braking efficiency and increasing the slip rate data of the wheel.

[0143] In some embodiments, after step S32, the vehicle braking method further includes:

[0144] S33, determining whether the slip rate data of the vehicle's wheels is greater than a third preset value, and if so, controlling the electric driver 130 of the dual-actuation brake to rotate in the reverse direction until the slip rate data of the vehicle's wheels decreases to the third preset value.

[0145] When the slip rate data of the vehicle's wheels is greater than the third preset value, the first controller 300 controls the electric driver 130 of the dual-actuation brake to rotate in the opposite direction, so that the vehicle's braking efficiency is reduced, thereby reducing the slip rate data of the vehicle's wheels.

[0146] Optionally, the vehicle braking method further includes: determining whether the slip rate data of the vehicle wheel is greater than a third preset value, and if not, returning to step S31. When the slip rate data of the vehicle wheel is less than the third preset value, the electric drive 130 can continue to be driven to work, thereby increasing the braking efficiency and increasing the slip rate data of the wheel.

[0147] In some embodiments, after step S33, the vehicle braking method further includes:

[0148] S34, determining whether the slip rate data of the wheels of the vehicle reaches a third preset value, and if so, stopping the output of the electric driver 130 of the dual-actuation brake.

[0149] In this way, the slip rate data of the wheels of the vehicle can be controlled to be near the third preset value, thereby improving the reliability of the braking method of the vehicle.

[0150] Optionally, the vehicle braking method further includes: determining whether the slip rate data of the vehicle's wheels reaches a third preset value, and if not, returning to the step of controlling the electric driver 130 of the dual-actuation brake to rotate in the reverse direction.

[0151] In some embodiments, after step S34, the vehicle braking method further includes:

[0152] S35. When the slip rate data of the vehicle wheels reaches a third preset value, determine whether the vehicle is in a parking brake release state. If so, return to determine whether the vehicle is in an emergency braking state or an emergency braking state.

[0153] When the vehicle is in a parking brake release state, a single brake control cycle can be ended, and then it can be determined again whether the vehicle is in an emergency braking state or an emergency braking state, so as to improve the reliability of the vehicle's braking method.

[0154] In some embodiments, the vehicle braking method also includes: S36, when the slip rate data of the vehicle's wheels reaches a third preset value, determining whether the vehicle is in a parking brake release state, and if not, returning to execute determining whether the slip rate data of the vehicle's wheels is greater than the third preset value.

[0155] Specifically, determining whether the vehicle is in a parking brake released state specifically includes: comparing the magnitude relationship between the braking force of the dual-actuation brake detected by the force sensor and a fourth preset value to determine whether the vehicle is in a parking brake released state.

[0156] The fourth preset value is set as a calibration value of the braking force when the parking state is released.

[0157] When the vehicle is not in the parking brake release state, it can return to enter a single braking control cycle again to improve the reliability of the vehicle's braking method.

[0158] Specifically, a single braking control cycle includes steps S31 to S36. When the vehicle is in an emergency braking state, the vehicle's braking method includes steps S31 to S36. When the vehicle is in an emergency braking state, the vehicle's braking method also includes steps S31 to S36. Then, when the vehicle is in an emergency braking state or an emergency braking state, a single braking control cycle can be entered.

[0159] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0160] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be construed as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent application shall be subject to the attached claims.

Claims

1. A braking system for a vehicle, characterized in that: The braking system comprises: A plurality of brakes, arranged corresponding to the plurality of wheels of the vehicle, each of the brakes comprising a hydraulic actuator and two brake shoes, at least one of the brakes being a double-actuated brake, the double-actuated brake further comprising an electric actuator, each of the brake shoes having a first end and a second end arranged oppositely, the hydraulic actuator being connected to the first ends of the two brake shoes, and the electric actuator being connected to the second ends of the two brake shoes; a brake pedal assembly having a first oil outlet, the hydraulic driver having a first oil inlet, the first oil outlet being in communication with the first oil inlet, so that the brake pedal assembly can drive the first ends of the two brake shoes to move away from each other by means of the hydraulic driver to brake the vehicle; and The first controller is electrically connected to the double-actuated brake to control the electric driver of the double-actuated brake to drive the second ends of the two brake shoes to move away from each other under preset conditions to brake the vehicle.

2. The vehicle braking system according to claim 1, characterized in that: The preset conditions include that the vehicle is in an emergency braking state and the wheels of the vehicle are in a rolling state; The brake system further includes a booster pipeline and a booster sensor disposed on the booster pipeline, and the brake pedal assembly includes an air pressure booster chamber communicated with the booster pipeline; The power-assisting sensor is used to detect the pressure value of the gas in the power-assisting pipeline and is electrically connected to the first controller; When the pressure value of the gas in the power-assisting pipeline is less than a first preset value, the vehicle is in the emergency braking state.

3. The vehicle braking system according to claim 1, characterized in that: The preset conditions include that the vehicle is in an emergency braking state and the wheels of the vehicle are in a rolling state; The brake system further comprises an anti-lock brake device and a hydraulic sensor, wherein the anti-lock brake device comprises a hydraulic pump, wherein the hydraulic pump has a second oil inlet communicated with the first oil outlet, and a plurality of second oil outlets corresponding to the brake, wherein the second oil inlet is respectively communicated with the plurality of second oil outlets; and the second oil outlet is communicated with the first oil inlet of the hydraulic driver of the corresponding brake; The hydraulic sensor is disposed on the connecting pipeline between the first oil outlet and the second oil inlet and is electrically connected to the first controller, and the hydraulic sensor is used to detect the pressure value of the hydraulic oil flowing out of the first oil outlet; When the pressure value of the hydraulic oil flowing out of the first oil outlet is greater than or equal to a second preset value, the vehicle is in the emergency braking state.

4. The vehicle braking system according to claim 3, characterized in that: The first controller is integrated with the anti-lock braking device.

5. The vehicle braking system according to claim 1, characterized in that: The brake system further comprises an electronic hydraulic brake system, and the electronic hydraulic brake system is integrated with the brake pedal assembly; The brake pedal assembly includes a brake master cylinder, the first oil outlet is provided at the brake master cylinder, and the electronic hydraulic brake system is connected to a piston rod of the brake master cylinder; The electronic hydraulic brake system is electrically connected to the first controller, and the first controller is used to control the electronic hydraulic brake system to drive the piston rod of the brake master cylinder to move along the axial direction of the brake master cylinder to brake the vehicle.

6. The vehicle braking system according to claim 1, characterized in that: The braking system also includes a parking brake switch electrically connected to the first controller, and the first controller is used to control the electric driver of the double-actuated brake to drive the second ends of the two brake shoes to move away from each other when the parking brake switch is in an on state.

7. The vehicle braking system according to claim 6, characterized in that: The parking brake switch is integrated with the first controller.

8. The vehicle braking system according to claim 1, characterized in that: The braking system further comprises a force sensor on the dual-actuated brake, wherein the force sensor is used to detect the braking force of the dual-actuated brake and is electrically connected to the first controller.

9. A vehicle braking method, characterized in that: A method for braking using the braking system of a vehicle according to any one of claims 1 to 8, the braking method of the vehicle comprising: The hydraulic driver controlling the brake drives the first ends of the two brake shoes to move away from each other, so that the vehicle is in a service braking state; When the vehicle is in an emergency braking state or an emergency braking state, judging whether the wheels of the vehicle are in a rolling state according to the slip rate data of the wheels of the vehicle; When the wheel of the vehicle is in a rolling state, the electric driver controlling the double-actuated brake drives the second ends of the two brake shoes to move toward a side away from each other.

10. The vehicle braking method according to claim 9, characterized in that: The brake pedal assembly includes a brake pedal and a service brake switch disposed on the brake pedal. When the vehicle is in an emergency braking state or an emergency braking state, before judging whether the wheels of the vehicle are in a rolling state according to the slip rate data of the wheels of the vehicle, the braking method of the vehicle further includes: Determine whether the vehicle is in a service braking state; When the service brake signal from the service brake switch is received, it is determined that the vehicle is in a service brake state.

11. The vehicle braking method according to claim 9, characterized in that: The braking system further includes a booster pipeline and a booster sensor disposed on the booster pipeline, and the brake pedal assembly includes a pneumatic booster chamber communicated with the booster pipeline; before determining whether the wheels of the vehicle are in a rolling state based on the slip rate data of the wheels of the vehicle when the vehicle is in an emergency braking state or an emergency braking state, the braking method of the vehicle further includes: Whether the vehicle is in an emergency braking state is determined according to a magnitude relationship between the pressure value of the gas in the power-assisting pipeline and a first preset value.

12. The vehicle braking method according to claim 9, characterized in that: When the vehicle is in an emergency braking state or an urgent braking state, before determining whether the wheels of the vehicle are in a rolling state according to the slip rate data of the wheels of the vehicle, the braking method of the vehicle further includes: Whether the vehicle is in an emergency braking state is determined based on the magnitude relationship between the pressure value of the hydraulic oil flowing out of the first oil outlet and a second preset value.

13. The vehicle braking method according to claim 9, characterized in that: After the electric driver controlling the dual-actuated brake drives the second ends of the two brake shoes to move toward a side away from each other, the vehicle braking method further includes: It is determined whether the slip rate data of the wheel of the vehicle reaches a third preset value, and if so, the output of the electric driver of the dual-actuation brake is stopped.

14. The vehicle braking method according to claim 13, characterized in that: After stopping the output of the electric drive of the dual-actuation brake, the vehicle braking method further includes: Determine whether the slip rate data of the wheel of the vehicle is greater than the third preset value. If so, control the electric drive of the dual-actuation brake to rotate in the reverse direction until the slip rate data of the wheel of the vehicle is reduced to the third preset value.

15. The vehicle braking method according to claim 14, characterized in that: After the electric driver controlling the dual-actuation brake rotates in the reverse direction until the slip rate data of the wheel of the vehicle decreases to the third preset value, the braking method of the vehicle further includes: It is determined whether the slip rate data of the wheel of the vehicle reaches the third preset value, and if so, the output of the electric driver of the dual-actuation brake is stopped.

16. The vehicle braking method according to claim 15, characterized in that: The vehicle braking method further includes: When the slip rate data of the wheel of the vehicle reaches the third preset value, it is determined whether the vehicle is in a parking brake release state, and if so, the process returns to determine whether the vehicle is in an emergency braking state or an emergency braking state.

17. The vehicle braking method according to claim 16, characterized in that: The vehicle braking method further includes: It is determined whether the vehicle is in a parking brake release state, and if not, the process returns to executing the step of determining whether the slip rate data of the wheels of the vehicle is greater than the third preset value.

18. The vehicle braking method according to claim 16, characterized in that: The vehicle braking method further includes: Whether the vehicle is in a parking brake released state is determined based on a magnitude relationship between the braking force of the dual-actuation brake and a fourth preset value.

19. A vehicle, characterized in that: A braking system for a vehicle comprising the vehicle according to any one of claims 1-8.

Images