Brake system and vehicle

Abstract

The embodiment of the invention provides a braking system and a vehicle. The braking system comprises a liquid storage pot, a hydraulic assembly, a wheel supporting cylinder assembly and at least one first electromagnetic valve, the first electromagnetic valve is connected to the hydraulic assembly and the liquid storage pot, and the first electromagnetic valve is further connected to the wheel supporting cylinder assembly; wherein the first electromagnetic valve at least has a pressure buildup state, a first pressure relief state and a second pressure relief state, and in the pressure buildup state, the first electromagnetic valve communicates with the hydraulic assembly and the wheel supporting cylinder assembly so as to conduct pressure buildup operation on wheels; in the first pressure relief state, the first electromagnetic valve is communicated with the hydraulic assembly and the wheel supporting cylinder assembly so as to perform first pressure relief operation on wheels; and in the second pressure relief state, the first electromagnetic valve is communicated with the wheel supporting cylinder assembly and the liquid storage pot so as to perform second pressure relief operation on the wheels. The brake system provided by the embodiment of the invention is high in control accuracy and low in cost.

Description

Technical Field

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

[0002] As one of the core components of a vehicle, the braking system is a key component to ensure safe operation and effective stopping of the vehicle.

[0003] The existing brake system usually connects multiple pressure relief valves and multiple pressure holding valves between the hydraulic assembly and the wheels, and controls the hydraulic assembly to build pressure and hold pressure on the wheels through the cooperation of multiple pressure holding valves and multiple pressure relief valves to achieve vehicle braking. However, due to the large number of valve bodies, it is difficult to achieve real-time cooperation between the valve bodies, which reduces the accuracy of brake system control and increases the cost of the brake system. Summary of the invention

[0004] The present application aims to provide a braking system and a vehicle to solve the problems of low control accuracy and high cost of existing braking systems.

[0005] In order to solve the above technical problems, this application is implemented as follows:

[0006] In a first aspect, the present application discloses a braking system, which is applied to a vehicle, and the braking system comprises:

[0007] A liquid storage pot, the liquid storage pot is used to store liquid;

[0008] A hydraulic assembly, the hydraulic assembly being used to generate brake pressure;

[0009] A wheel cylinder assembly, the wheel cylinder assembly being used to be connected to a wheel of a vehicle;

[0010] and at least one first solenoid valve, wherein the first solenoid valve is connected to the hydraulic assembly and the fluid reservoir, and the first solenoid valve is also connected to the wheel cylinder assembly;

[0011] Among them, the first solenoid valve has at least a pressure building state, a first pressure relief state and a second pressure relief state. In the pressure building state, the first solenoid valve is connected with the hydraulic assembly and the wheel cylinder assembly to perform a pressure building operation on the wheel; in the first pressure relief state, the first solenoid valve is connected with the hydraulic assembly and the wheel cylinder assembly to perform a first pressure relief operation on the wheel; in the second pressure relief state, the first solenoid valve is connected with the wheel cylinder assembly and the fluid storage pot to perform a second pressure relief operation on the wheel.

[0012] Optionally, the first solenoid valve has a first interface, a second interface and a third interface, the first interface is connected to the hydraulic assembly, the second interface is connected to the wheel cylinder assembly, the third interface of the first solenoid valve is connected to the liquid storage pot, and the first solenoid valve switches between a first position and a second position, wherein, in the first position, the first solenoid valve is in a pressure building state or a first pressure relief state, and in the second position, the first solenoid valve is in a second pressure relief state.

[0013] Optionally, the first solenoid valve further has a third position, and the first solenoid valve switches between the first position, the second position and the third position. In the third position, the first solenoid valve is disconnected from the wheel cylinder assembly.

[0014] Optionally, the first solenoid valve is a three-position three-way valve.

[0015] Optionally, there are multiple first solenoid valves, and the third interface of each first solenoid valve is connected to each other, and the third interface of each first solenoid valve is connected to the liquid storage pot.

[0016] Optionally, the wheel cylinder assembly includes 4 wheel cylinders, one wheel cylinder is used to connect to one wheel, there are 4 first solenoid valves, each of the first solenoid valves is connected to the hydraulic assembly and the fluid storage pot, and one first solenoid valve is connected to one wheel cylinder.

[0017] Optionally, the brake system further comprises a master cylinder assembly, a simulator and a second solenoid valve, wherein the master cylinder assembly is used to generate a brake signal and a brake pressure;

[0018] The hydraulic assembly is in communication with the master cylinder assembly, and the hydraulic assembly generates brake pressure according to the brake signal;

[0019] The simulator is connected to the fluid reservoir, and the master cylinder is connected to the fluid reservoir;

[0020] The second solenoid valve is connected between the master cylinder assembly, the simulator and the four first solenoid valves, wherein the second solenoid valve has a first connected state and a second connected state, in which the master cylinder assembly is connected to the four first solenoid valves; in the second connected state, the master cylinder is connected to the simulator.

[0021] Optionally, the second solenoid valve includes a fourth interface, a fifth interface and a sixth interface, the fourth interface is connected to the master cylinder assembly, the fifth interface is connected to the simulator, and the sixth interface is connected to the four first solenoid valves, and the second solenoid valve switches between a first position and a second position, wherein, in the first position, the second solenoid valve is in the first connected state, and in the second position, the second solenoid valve is in the second connected state.

[0022] Optionally, the second solenoid valve is a two-position three-way valve.

[0023] Optionally, the master cylinder assembly includes a master cylinder and a first piston disposed in the master cylinder, wherein the first piston moves in the master cylinder to generate a braking signal and a braking signal.

[0024] Optionally, the hydraulic assembly includes a drive motor, a power-boosting cylinder, and a second piston arranged in the power-boosting cylinder, the output end of the drive motor is connected to the second piston, the power-boosting cylinder is communicated with the fluid storage pot, the drive motor is communicatively connected with the master cylinder assembly, and the drive motor is used to drive the second piston to move in the power-boosting cylinder to generate braking pressure according to the braking signal, wherein the drive motor is a dual-winding motor.

[0025] Optionally, the braking system further includes a third solenoid valve, which is connected between the hydraulic assembly and the four first solenoid valves, and is used to control the on-off between the hydraulic assembly and the four first solenoid valves.

[0026] Optionally, the third solenoid valve includes a seventh interface and an eighth interface, the seventh interface is connected to the hydraulic assembly, the eighth interface is connected to the four first solenoid valves, and the third solenoid valve switches between a first position and a second position, wherein, in the first position, the hydraulic assembly and the four first solenoid valves are disconnected, and in the second position, the hydraulic assembly and the four first solenoid valves are connected.

[0027] Optionally, the third solenoid valve is a two-position three-way valve.

[0028] Optionally, the first solenoid valve also has a pressure maintaining state, in which the first solenoid valve is connected to the wheel cylinder, the third solenoid valve is in a first position, and the hydraulic assembly is disconnected from the four first solenoid valves.

[0029] In a second aspect, the present application further discloses a vehicle, comprising: a braking system as described in any one of the above items, and four wheels, wherein a wheel cylinder of the braking system is connected to one of the wheels to brake the wheel.

[0030] Optionally, the braking system is arranged in an H shape on the vehicle.

[0031] Optionally, the vehicle also includes a first shaft, a second shaft and two motors, the first shaft is arranged in front of the vehicle, the second shaft is located at the rear of the vehicle, the wheels are arranged on both sides of the first shaft, and the wheels are arranged on both sides of the second shaft. The two motors are respectively arranged on the first shaft and the second shaft, and the motors are respectively connected to the wheel cylinders of the wheels, and the motors are used to provide feedback torque for the wheels.

[0032] In the embodiment of the present application, since the braking system includes at least one first solenoid valve, the pressure building operation and the pressure relief operation for the wheels in the vehicle are realized by changing the working state of the first solenoid valve, and the pressure relief valve and the pressure maintaining valve can be replaced by the first solenoid valve, thereby reducing the number of valve bodies, simplifying the structure of the braking system, and reducing the cost of the braking system. In addition, the reduction in the number of valve bodies can improve the real-time coordination between the valve bodies and improve the accuracy of the braking system control.

[0033] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0035] Figure 1 is a structural schematic diagram of a braking system described in an embodiment of the present application;

[0036] Figure 2 is a schematic diagram of a pressure building state of a braking system according to an embodiment of the present application;

[0037] Figure 3 is a schematic diagram of a pressure-maintaining state of a braking system according to an embodiment of the present application;

[0038] Figure 4 is a schematic diagram of a first pressure relief state of a braking system according to an embodiment of the present application;

[0039] Figure 5 is a schematic diagram of a second pressure relief state of a braking system according to an embodiment of the present application;

[0040] Figure 6 This is a schematic diagram of pressure building when a driving motor of a braking system described in an embodiment of the present application fails;

[0041] Figure 7 This is a schematic diagram of a single brake circuit failure pressure building of a brake system according to an embodiment of the present application;

[0042] Figure 8 is a pressure building logic diagram of a braking system described in an embodiment of the present application;

[0043] Fig. 9 It is a logic diagram of ABS activating the third solenoid valve of a braking system described in an embodiment of the present application.

[0044] Figure numerals: 1-master cylinder assembly; 10-master cylinder; 11-first piston; 13-pedal assembly; 14-stroke sensor; 2-hydraulic assembly; 20-drive motor; 201-first winding; 202-second winding; 21-boost cylinder; 22-second piston; 23-rotor sensor; 30, 31, 32, 33-first solenoid valve; 4-wheel cylinder assembly, 40, 41, 42, 43-wheel cylinder; FL, FR, RL, RR-wheels; 5-simulator; 6-second solenoid valve; 7-third solenoid valve; 8-liquid reservoir, 9-pressure sensor. DETAILED DESCRIPTION

[0045] Embodiments of the present invention will be described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0046] The term "first" or "second" in the specification and claims of the present application may include one or more of the features explicitly or implicitly. In the description of the present invention, unless otherwise specified, "plurality" means two or more. In addition, "and / or" in the specification and claims means at least one of the connected objects, and the character " / " generally means that the objects connected before and after are in an "or" relationship.

[0047] In the description of the present invention, it is to be understood that 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., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0048] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0049] The embodiment of the present application provides a braking system. In practical applications, the braking system can be used on wheels of a vehicle to achieve the braking function of the wheels. The braking system in the embodiment of the present application is described in detail below in conjunction with the accompanying drawings.

[0050] Reference Figure 1 - Figure 7 , shows a schematic structural diagram of a braking system described in an embodiment of the present application, specifically, the braking system includes: a liquid reservoir 8, the liquid reservoir 8 is used to store liquid; a hydraulic assembly 2, the hydraulic assembly 2 is used to generate braking pressure; a wheel cylinder assembly 4, the wheel cylinder assembly 4 is used to connect to the wheel of the vehicle; and at least one first solenoid valve 30, the first solenoid valve 30 is connected to the hydraulic assembly 2 and the liquid reservoir 8, and the first solenoid valve 30 is also connected to the wheel cylinder assembly 4; wherein the first solenoid valve 30 has at least a pressure building state, a first pressure relief state and a second pressure relief state, in the pressure building state, the first solenoid valve 30 is connected with the hydraulic assembly 2 and the wheel cylinder assembly 4 to perform a pressure building operation on the wheel; in the first pressure relief state, the first solenoid valve 30 is connected with the hydraulic assembly 2 and the wheel cylinder assembly 4 to perform a first pressure relief operation on the wheel; in the second pressure relief state, the first solenoid valve 30 is connected with the wheel cylinder assembly 4 and the liquid reservoir 8 to perform a second pressure relief operation on the wheel.

[0051] Specifically, brake fluid, such as hydraulic oil, or other types of brake fluid is stored in the fluid reservoir 8. The hydraulic assembly 2 is connected to the fluid reservoir 8 through a pipeline, and the hydraulic assembly 2 is connected to the wheel cylinder assembly 4 through a pipeline. The hydraulic assembly 2 compresses the brake fluid to generate brake pressure, and transmits the brake pressure to the wheel cylinder assembly 4. The wheel cylinder assembly 4 transmits the brake pressure to the wheels in the vehicle to achieve pressure building and pressure relief operations on the wheels.

[0052] It should be noted that the first solenoid valve may be one or more, such as two or three. The first solenoid valve 30 may be one, two, three, four, etc. The first solenoid valve is Figure 1 - Figure 7The marks in are 30, 31, 32, and 33 respectively. When there is one first solenoid valve, the first solenoid valve can be any one of 30, 31, 32, and 33. When there are multiple first solenoid valves, the first solenoid valve can be any one of 30, 31, 32, and 33. The functions and structures of the multiple first solenoid valves are the same, and specific selection can be made according to actual conditions. Take the first solenoid valve 30 as an example for description.

[0053] The first solenoid valve 30 is arranged between the wheel cylinder assembly 4, the hydraulic assembly 2 and the liquid storage pot 8. The first solenoid valve 30 can control the connection and disconnection between the wheel cylinder assembly 4, the hydraulic assembly 2 and the liquid storage pot 8 by changing its own state.

[0054] Specifically, the first solenoid valve 30 includes at least a pressure-building state, a first pressure-releasing state, and a second pressure-releasing state. Figure 2 , Figure 2 A schematic diagram of a pressure building state of a braking system described in an embodiment of the present application is shown. Figure 2 - Figure 7 The black arrow in the middle points to the flow direction of the brake fluid, and the bold black line indicates the connected pipeline. In the pressure-building state, the first solenoid valve 30 is connected with the hydraulic assembly 2 and the wheel cylinder assembly 4. At this time, the hydraulic assembly 2 compresses the brake fluid, and the high-pressure brake fluid flows from the hydraulic assembly 2 through the first solenoid valve 30 to the wheel cylinder assembly 4 to generate pressure to act on the wheel cylinder assembly 4. The wheel cylinder assembly 4 clamps the wheel to cause the vehicle to generate braking deceleration until the vehicle stops moving.

[0055] Reference Figure 4 , Figure 4 A schematic diagram of a first pressure relief state of a brake system according to an embodiment of the present application is shown. In the first pressure relief state, the first solenoid valve 30 is connected with the hydraulic assembly 2 and the wheel cylinder assembly 4. At this time, under the action of the hydraulic assembly 2, the brake fluid in the wheel cylinder assembly 4 will be drawn back into the hydraulic assembly 2, completing the first pressure relief operation for the wheel.

[0056] Reference Fig. 9 , Fig. 9 FIG. 2 shows a logic diagram of activating the first solenoid valve 30 of an ABS braking system according to an embodiment of the present application. Figure 5 , Figure 5 FIG. 1 is a schematic diagram of a second pressure relief state of a braking system according to an embodiment of the present application. ABS refers to an anti-lock braking function, such as Fig. 9As shown, when the vehicle encounters special conditions such as rainy and snowy weather during driving, the wheels will slip. When the slip rate of the wheels exceeds the preset slip rate, the anti-lock function in the braking system will be triggered. Since the pressure of the brake fluid in the wheel cylinder assembly 4 is greater than the pressure of the brake fluid at the end of the reservoir 8, the wheel needs to be actively depressurized. At this time, the first solenoid valve 30 is in the second depressurization state, and the brake fluid flows back from the wheel cylinder assembly 4 to the reservoir 8, thereby realizing active depressurization of the slipping wheel.

[0057] In the embodiment of the present application, since the braking system includes at least one first solenoid valve 30, the pressure building operation and the pressure relief operation for the wheels in the vehicle are realized by changing the working state of the first solenoid valve 30, and the first solenoid valve 30 can replace the pressure relief valve and the pressure maintaining valve, thereby reducing the number of valve bodies, simplifying the structure of the braking system, and reducing the cost of the braking system. In addition, the reduction in the number of valve bodies can improve the real-time coordination between the valve bodies and improve the accuracy of the braking system control.

[0058] Optionally, the first solenoid valve 30 has a first interface, a second interface and a third interface, the first interface is connected to the hydraulic assembly 2, the second interface is connected to the wheel cylinder assembly 4, the third interface of the first solenoid valve 30 is connected to the liquid storage pot 8, and the first solenoid valve 30 switches between a first position and a second position, wherein, in the first position, the first solenoid valve 30 is in a pressure building state or a first pressure relief state, and in the second position, the first solenoid valve 30 is in a second pressure relief state.

[0059] Specifically, when the first solenoid valve 30 is in the first position, the first interface is connected to the second interface, and the first solenoid valve 30 is connected to the hydraulic assembly 2 and the wheel cylinder assembly 4. At this time, the first solenoid valve 30 can be in a pressure building state or a first pressure relief state. When it is in the second position, the third interface is connected to the second interface, and the first solenoid valve 30 is connected to the wheel cylinder assembly 4 and the fluid reservoir 8. At this time, the first solenoid valve 30 is in the second pressure relief state. In actual applications, the design of the three interfaces enables the first solenoid valve 30 to be connected to the hydraulic assembly 2, the wheel cylinder assembly 4 and the fluid reservoir 8 at the same time, reducing additional connectors and pipelines, further simplifying the brake system structure, and reducing costs. By switching the first solenoid valve 30 between the first position and the second position, the first solenoid valve 30 can be quickly switched between different working states, thereby improving the response speed and control accuracy of the brake system.

[0060] In some optional embodiments, the first solenoid valve 30 also has a third position, and the first solenoid valve 30 switches between the first position, the second position and the third position. In the third position, the first solenoid valve 30 is disconnected from the wheel cylinder assembly 4.

[0061] Specifically, when the first solenoid valve 30 is in the third position, the first interface, the second interface and the third interface are all disconnected. At this time, the first solenoid valve 30 is disconnected from the wheel cylinder assembly 4. This is because a pressure building failure may occur in the brake system. The pressure building failure refers to a leak in the brake line, which reduces the brake pressure. The brake pressure provided by the hydraulic assembly 2 to the brake line is insufficient, that is, it is impossible to build pressure through normal pressure building operations. At this time, the first solenoid valve 30 can be controlled to be placed in the third position, so that the first solenoid valve 30 is disconnected from the wheel cylinder assembly 4 and the brake line is closed. In actual applications, on the one hand, by switching the first solenoid valve 30 to the third position, it is easier to check and diagnose other components in the system, thereby improving maintenance efficiency. After switching to the third position, the motor in the vehicle can be called to provide feedback torque for the brake system, and the feedback torque can be used to compensate for the lack of brake pressure in the brake line, thereby improving the redundancy of the brake system.

[0062] In some embodiments, the first solenoid valve 30 is a three-position three-way valve, which has three working positions, namely the first position, the second position and the third position, and three interfaces, namely the first interface, the second interface and the third interface. The structure of the three-position three-way valve can refer to the prior art, and is usually provided with a valve seat, a valve core, an electromagnetic coil and a reset spring. The valve core moves in the valve seat to switch between the three working positions, and can switch the connection state between the three interfaces. That is, in the first position: the first interface and the second interface are connected to achieve the pressure building state or the first pressure relief state, and in the second position: the second interface and the third interface are connected to achieve the second pressure relief state. In the third position: the first solenoid valve 30 is disconnected from the wheel cylinder assembly 4 to achieve the disconnected state. In practical applications, since the three-position three-way valve has three positions and three interfaces, it integrates multiple control functions, further reduces the number of valve bodies in the braking system, simplifies the system structure, and reduces the cost of the braking system.

[0063] In some optional embodiments, there are multiple first solenoid valves, and the third interface of each first solenoid valve is connected to each other, and the third interface of each first solenoid valve is connected to the liquid storage pot 8.

[0064] Specifically, the first solenoid valve can be any of 30, 31, 32, and 33, such as Figure 1 - Figure 7 As shown, the third interfaces of the first solenoid valves 30, 31, 32, and 33 are connected through pipelines, and then connected to the liquid storage pot 8 through the same pipeline. Figure 5As shown, when the first solenoid valves 30, 31, 32, and 33 are in the second pressure relief state, the brake fluid in the wheel cylinder assembly 4 can flow out to the third interface through the second interface of the first solenoid valves 30, 31, 32, and 33, and be discharged from the third interface to the fluid reservoir 8, thereby completing the second pressure relief operation. In actual applications, the third interfaces of the first solenoid valves 30, 31, 32, and 33 are connected through pipelines, and then connected to the fluid reservoir 8 through the same pipeline, which can reduce the number of pipelines in the braking system, thereby simplifying the structure of the braking system and reducing the cost of the braking system.

[0065] In some optional embodiments, the wheel cylinder assembly 4 includes four wheel cylinders, one wheel cylinder is used to connect to one wheel, there are four first solenoid valves, each of the first solenoid valves is connected to the hydraulic assembly 2 and the liquid storage pot 8, and one first solenoid valve is connected to one wheel cylinder.

[0066] Specifically, if Figure 1 - Figure 7 As shown, the vehicle usually includes four wheels, namely a left front wheel FL, a right front wheel FR, a left rear wheel RL and a right rear wheel RR. The wheel cylinder assembly 4 includes four wheel cylinders, namely a left front wheel cylinder 40 connected to the left front wheel FL, a right front wheel cylinder 41 connected to the right front wheel FR, a left rear wheel cylinder 42 connected to the left rear wheel RL, and a right rear wheel cylinder 43 connected to the right rear wheel RR. Wheel cylinders 40, 41, 42, 43 can perform pressure building operation, pressure maintaining operation, first pressure relief operation and second pressure relief operation on wheels FL, FR, RL, RR according to the braking pressure. There are also four first solenoid valves. The first interfaces of the first solenoid valves 30, 31, 32, and 33 are respectively connected to the hydraulic assembly 2 through pipelines, the second interfaces are respectively connected to the wheel cylinders 40, 41, 42, and 43 through pipelines, and the third interfaces are respectively connected to the liquid storage pot 8 through pipelines. The four first solenoid valves 30, 31, 32, and 33 form four brake circuits with the four wheel cylinders 40, 41, 42, and 43. In actual applications, since the brake system includes four first solenoid valves 30, 31, 32, and 33, the braking effect of the vehicle can be achieved only through the four first solenoid valves 30, 31, 32, and 33, which further reduces the number of components in the brake system, makes the structure of the brake system simpler, reduces the volume of the brake system, and reduces the cost of the brake system. In addition, the four first solenoid valves 30, 31, 32, and 33 can all be three-position three-way valves. The four three-position three-way valves are easy to cooperate with each other, which can improve the real-time cooperation between multiple valve bodies and improve the accuracy of brake system control.

[0067] Optionally, the braking system also includes a master cylinder assembly 1, a simulator 5 and a second solenoid valve 6, wherein the master cylinder assembly 1 is used to generate a braking signal and a braking pressure; the hydraulic assembly 2 is communicatively connected to the master cylinder assembly 1, and the hydraulic assembly 2 generates a braking pressure according to the braking signal; the simulator 5 is connected to the fluid reservoir 8, and the master cylinder 10 is connected to the fluid reservoir 8; the second solenoid valve 6 is connected between the master cylinder assembly 1, the simulator 5 and the four first solenoid valves 30, 31, 32, and 33, wherein the second solenoid valve 6 has a first connected state and a second connected state, in the first connected state, the master cylinder assembly 1 is connected to the four first solenoid valves; in the second connected state, the master cylinder 10 is connected to the simulator 5.

[0068] Specifically, the master cylinder assembly 1 includes a stroke sensor 14 and a pedal assembly 13. The master cylinder assembly 1 has a accommodating chamber. The fluid reservoir 8 is connected to the master cylinder assembly 1 so that the brake fluid in the fluid reservoir 8 flows into the accommodating chamber of the master cylinder assembly 1. The output end of the pedal assembly 13 is connected to the master cylinder assembly 1. The driver can use the pedal assembly 13 to make the master cylinder assembly 1 compress the brake fluid to generate braking pressure. The stroke sensor 14 can be arranged on the pedal assembly 13, which is used to detect the stroke of the pedal assembly 13 and convert this information into an electrical signal, that is, a braking signal, and transmit it to the hydraulic assembly 2. The hydraulic assembly 2 generates braking pressure according to the braking signal, and acts on the wheel cylinders 40, 41, 42, 43 through the first solenoid valves 30, 31, 32, 33.

[0069] like Figure 1 As shown, the liquid storage pot 8 is connected to the simulator 5 and the master cylinder assembly 1 through a pipeline, the master cylinder assembly 1 and the simulator 5 are connected to the second solenoid valve 6, and the other end of the second solenoid valve 6 is connected to the first interfaces of the four first solenoid valves 30, 31, 32, and 33 through four pipelines. Figure 2 As shown, when the first solenoid valves 30, 31, 32, and 33 are in the pressure-building state, the second solenoid valve 6 is in the second connected state, and the master cylinder assembly 1 is connected to the simulator 5. At this time, when the driver steps on the pedal assembly 13, the simulator 5 can provide corresponding foot feedback, and through the pipeline connected to the liquid storage pot 8, the liquid leaked during the reciprocating motion of the simulator 5 piston can be returned to the liquid storage pot 8 to prevent the accumulation of liquid inside the simulator 5.

[0070] like Figure 5As shown, when the second solenoid valve 6 is in the first connected state, the master cylinder assembly 1 is connected to the four first solenoid valves 30, 31, 32, and 33. At the same time, the four first solenoid valves 30, 31, 32, and 33 are all in the first position. At this time, the master cylinder assembly 1 can provide braking pressure for the four wheel cylinders 40, 41, 42, and 43. The braking system works as a mechanical backup, which increases the redundancy of the braking system and ensures the reliability of the braking system.

[0071] In this embodiment, the on-off connection between the master cylinder assembly 1 and the simulator 5, as well as the on-off connection between the master cylinder assembly 1 and the four first solenoid valves 30, 31, 32, and 33 can be controlled by only one second solenoid valve 6, thereby further reducing the number of valve bodies in the braking system and the pipeline layout in the braking system, reducing the cost and volume of the braking system, and improving the accuracy of the braking system control.

[0072] In some optional embodiments, the second solenoid valve 6 includes a fourth interface, a fifth interface and a sixth interface, the fourth interface is connected to the master cylinder assembly 1, the fifth interface is connected to the simulator 5, and the sixth interface is connected to the first interfaces of the four first solenoid valves 30, 31, 32, and 33, and the second solenoid valve 6 switches between a first position and a second position, wherein, in the first position, the second solenoid valve 6 is in the first connected state, and in the second position, the second solenoid valve 6 is in the second connected state.

[0073] Specifically, in the first position of the second solenoid valve 6, the fourth interface is connected to the sixth interface, at which time the master cylinder assembly 1 is connected to the four first solenoid valves 30, 31, 32, 33; in the second position of the second solenoid valve 6, the fourth interface is connected to the fifth interface, at which time the master cylinder assembly 1 is connected to the simulator 5. In practical applications, the design of the three interfaces enables the second solenoid valve 6 to simultaneously connect the simulator 5, the master cylinder assembly 1 and the four first solenoid valves 30, 31, 32, 33, reducing additional connectors and pipelines, further simplifying the brake system structure and reducing costs. By switching the second solenoid valve 6 between the first position and the second position, the second solenoid valve 6 can be quickly switched between different working states, thereby improving the response speed and control accuracy of the brake system.

[0074] In some optional embodiments, the master cylinder assembly 1 further includes a master cylinder 10 and a first piston 11 disposed in the master cylinder 10 , wherein the first piston 11 moves in the master cylinder 10 to generate a braking signal and a braking signal.

[0075] Specifically, the second solenoid valve 6 is connected to the master cylinder 10 through a pipeline, and the master cylinder 10 is connected to the fluid reservoir 8 through a pipeline, so that the brake fluid can enter the master cylinder 10. The movement of a first piston 11 in the master cylinder 10 generates a brake signal and a brake pressure. The hydraulic assembly 2 generates a brake pressure according to the brake signal. In actual applications, the brake system only needs to be provided with a master cylinder 10 and a piston, which reduces the number of components in the master cylinder assembly 1, thereby reducing the number of parts in the brake system, simplifying the structure of the brake system, and reducing the volume of the brake system.

[0076] Further, the second solenoid valve 6 can be a two-position three-way valve, which has two working positions, namely the first position and the second position, and three interfaces, namely the fourth interface, the fifth interface and the sixth interface. The structure of the two-position three-way valve can refer to the prior art, and is usually provided with a valve seat, a valve core, an electromagnetic coil and a reset spring. The valve core moves in the valve seat to switch between the two working positions, and the connection state between the three interfaces can be switched. That is, in the first position, the fourth interface is connected to the sixth interface, and the fourth interface is connected to the sixth interface. At this time, the master cylinder assembly 1 is connected to the four first solenoid valves 30, 31, 32, and 33. In the second position, the fourth interface is connected to the fifth interface. At this time, the master cylinder assembly 1 is connected to the simulator 5. In practical applications, since the two-position three-way valve has two positions and three interfaces, it integrates multiple control functions, further reduces the number of valve bodies in the brake system, simplifies the system structure, and reduces the cost of the brake system.

[0077] Optionally, the hydraulic assembly 2 includes a drive motor 20, a power-boosting cylinder 21, and a second piston 22 arranged in the power-boosting cylinder 21, the output end of the drive motor 20 is connected to the second piston 22, the power-boosting cylinder 21 is connected to the liquid storage pot 8, the drive motor 20 is communicatively connected to the master cylinder assembly 1, and the drive motor 20 is used to drive the second piston 22 to move in the power-boosting cylinder 21 according to the braking signal to generate braking pressure, wherein the drive motor 20 is a dual-winding motor.

[0078] like Figure 1 - Figure 7As shown, when the driver steps on the pedal assembly 13, the first piston 11 in the master cylinder assembly 1 moves, generating a brake signal. This brake signal is transmitted to the drive motor 20, and the drive motor 20 drives the second piston 22 to move in the booster cylinder 21 according to the brake signal. The booster cylinder 21 is connected to the fluid storage pot 8. There is brake fluid and the second piston 22 in the accommodating chamber of the booster cylinder 21. The second piston 22 moves in the booster cylinder 21, compressing the brake fluid to generate brake pressure. The drive motor 20 is a dual-winding motor, that is, the drive motor 20 includes a first winding 201 and a second winding 202 as well as a stator and a rotor (not shown in the figure). The first winding 201 and the second winding 202 are arranged on the stator. The stator and the rotor cooperate, and the first winding 201 and the second winding 202 can independently rotate the rotor. In actual applications, since the dual-winding motor has two independent first windings 201 and second windings 202, even if one of the windings fails, the other winding can still continue to work, thereby improving the redundancy and reliability of the braking system.

[0079] Furthermore, the hydraulic assembly 2 also includes a resolver sensor 23, which is mainly used to detect the position of the second piston 22 in the booster cylinder 21. The resolver sensor 23 determines the specific position of the second piston 22 in the booster cylinder 21 by monitoring the rotation angle of the second piston 22. These position data are transmitted to the control device of the brake system, and the control device accurately controls the output of the drive motor 20 according to these data to ensure the accuracy and stability of the brake pressure.

[0080] Optionally, the brake system further includes a third solenoid valve 7, which is connected between the hydraulic assembly 2 and the four first solenoid valves 30, 31, 32, 33, and is used to control the on-off between the hydraulic assembly 2 and the four first solenoid valves 30, 31, 32, 33. In practical applications, the on-off between the hydraulic assembly 2 and the four first solenoid valves 30, 31, 32, 33 can be controlled by the third solenoid valve 7, so that the brake system can flexibly adjust the brake pressure according to actual conditions.

[0081] In some embodiments, the third solenoid valve 7 includes a seventh interface and an eighth interface, the seventh interface is connected to the power cylinder 21 of the hydraulic assembly 2, and the eighth interface is connected to the first interfaces of the four first solenoid valves 30, 31, 32, and 33 through four pipelines. The third solenoid valve 7 switches between a first position and a second position, wherein in the first position, the hydraulic assembly 2 and the four first solenoid valves 30, 31, 32, and 33 are disconnected, and in the second position, the hydraulic assembly 2 and the four first solenoid valves are connected.

[0082] In order to reduce the number of pipelines, the four connecting pipelines between the sixth interface of the second solenoid valve 6 and the first interfaces of the four first solenoid valves 30, 31, 32, and 33 and the connecting pipelines between the eighth interface of the third solenoid valve 7 and the first interfaces of the four first solenoid valves 30, 31, 32, and 33 can be four connecting pipelines, which can be the same four connecting pipelines.

[0083] Specifically, in the first position of the third solenoid valve 7, the seventh interface and the eighth interface are disconnected, and the hydraulic assembly 2 and the four first solenoid valves 30, 31, 32, 33 are disconnected. In the second position, the seventh interface and the eighth interface are connected, and the hydraulic assembly 2 and the four first solenoid valves 30, 31, 32, 33 are connected. In actual application, the third solenoid valve 7 is a normally closed valve. In the state of no braking, the third solenoid valve 7 is often in the first position, so that the master cylinder 10 is connected with the first solenoid valves 30, 31, 32, 33. The third solenoid valve 7 is always in the first position, so that the booster cylinder 21 is disconnected from the four first solenoid valves 30, 31, 32, 33, so as to ensure the safety of the braking system.

[0084] Furthermore, the third solenoid valve 7 can be a two-position two-way valve, which has two working positions, namely the first position and the second position, and two interfaces, namely the seventh interface and the eighth interface. The structure of the two-position three-way valve can refer to the prior art, and is usually provided with a valve seat, a valve core, a solenoid coil and a return spring. The valve core moves in the valve seat to switch between the two working positions, and can switch the connection state between the two interfaces. In practical applications, the two-position two-way valve has a simple structure, is easy to manufacture and maintain, and thus reduces the complexity of the brake system and improves the overall reliability of the system.

[0085] Optionally, the first solenoid valves 30, 31, 32, 33 also have a pressure-maintaining state. In the pressure-maintaining state, the first solenoid valves 30, 31, 32, 33 are connected to the wheel cylinders 40, 41, 42, 43, and the third solenoid valve 7 is in the first position.

[0086] Reference Figure 3 , Figure 3A schematic diagram of pressure maintenance of a braking system described in an embodiment of the present application is shown; when the first solenoid valves 30, 31, 32, and 33 are in a pressure maintenance state, the pedal assembly 13 is in a holding process after being triggered, and after the hydraulic assembly 2 drives the pressure building to be completed, the holding position does not change, and the third solenoid valve 7 jumps from the second position to the first position, so that the hydraulic assembly 2 is disconnected from the four first solenoid valves 30, 31, 32, and 33, and the four first solenoid valves 30, 31, 32, and 33 are in the first position, so that the four first solenoid valves 30, 31, 32, and 33 are connected to the four wheel cylinders 40, 41, 42, and 43, and the braking pressure of the wheel cylinders 40, 41, 42, and 43 remains unchanged, so that the braking deceleration of the whole vehicle maintains a constant deceleration.

[0087] In summary, the motor described in the embodiment of the present application may at least include the following advantages:

[0088] In the embodiment of the present application, since the braking system includes at least one first solenoid valve 30, the pressure building operation and the pressure relief operation for the wheels in the vehicle are realized by changing the working state of the first solenoid valve 30, and the first solenoid valve 30 can replace the pressure relief valve and the pressure maintaining valve, thereby reducing the number of valve bodies, simplifying the structure of the braking system, and reducing the cost of the braking system. In addition, the reduction in the number of valve bodies can improve the real-time coordination between the valve bodies and improve the accuracy of the braking system control.

[0089] An embodiment of the present application also discloses a vehicle, comprising: the braking system described in any of the above embodiments, and four wheels, wherein a wheel cylinder of the braking system is connected to one of the wheels to brake the wheel.

[0090] It should be noted that in the embodiment of the present application, the structure of the braking system is the same as the structure of the braking system in any of the above embodiments, and its beneficial effects are also similar, which will not be described in detail here.

[0091] Optionally, the vehicle further comprises a control device, wherein the control device is electrically connected to the braking system, and the control device is used to control the operation of the braking system.

[0092] Specifically, the control device can be an electronic controller ECU in the vehicle, which is used to control the start of the brake system. The control device is electrically connected to the stroke sensor 14 in the master cylinder assembly 1, the drive motor 20 of the hydraulic assembly 2, the resolver sensor 23, the four first solenoid valves 30, 31, 32, 33, the second solenoid valve 6 and the third solenoid valve 7, respectively, and the control device controls the operation of each component in the brake system to complete the braking process of the vehicle.

[0093] The working process of the braking system is described in detail below with reference to the accompanying drawings:

[0094] Reference Figure 2 , Figure 2 A schematic diagram of pressure building of a braking system according to an embodiment of the present application is shown; Figure 8 , shows a control logic diagram of a braking system according to an embodiment of the present application, Figure 2 - Figure 7 The black arrow in the middle points to the flow process of the brake fluid, and the bold black lines indicate the connected pipes.

[0095] During the pressure building process, when the driver steps on the pedal assembly 13, the signal of the travel sensor 14 is triggered, and the control device detects that the brake system is powered on normally, the piston is normal, the first winding 201 is normal, or the first winding 201 fails and the second winding 202 is normal, and then controls the brake system to start building pressure. The second solenoid valve 6 is controlled to jump from the first position to the second position, so that the master cylinder 10 is connected to the simulator 5, and the master cylinder 10 is decoupled from the four brake circuits. Under the action of the pedal assembly 13, the brake fluid in the master cylinder 10 flows into the simulator 5 through the second solenoid valve 6, and further flows back into the reservoir 8; at the same time, the third solenoid valve 7 is controlled to jump from the first position to the second position, and the booster cylinder 21 is connected to the four first solenoid valves 30, 31, 32, 33. The first solenoid valves 30, 31, 32, 33 are controlled to be in the first position, and the second solenoid valves 30, 31, 32, 33 are controlled to be in the first position. A solenoid valve 30, 31, 32, 33 is connected to the four wheel cylinders 40, 41, 42, 43 respectively. At the same time, the drive motor 20 receives the control command of the control device to build up pressure. The second piston 22 is driven forward by the rotation of the drive motor 20, so that the brake fluid flows and generates pressure to act on the wheel cylinders 40, 41, 42, 43. The wheel cylinders 40, 41, 42, 43 clamp the wheels FL, FR, RL, RR to cause the vehicle to generate braking deceleration, so that the vehicle brakes and stops moving, completing the pressure building process.

[0096] Figure 3 A schematic diagram of maintaining pressure of a braking system according to an embodiment of the present application is shown;

[0097] During the pressure maintaining process, that is, the pedal assembly 13 is maintaining the pressure after being triggered, after the drive motor 20 drives the second piston 22 to build up pressure, the control device controls the drive motor 20 to maintain the position unchanged, and the third solenoid valve 7 jumps from the second position to the first position, so that the power cylinder 21 is disconnected from the four first solenoid valves 30, 31, 32, and 33, and the positions of the first solenoid valves 30, 31, 32, and 33 are controlled to be in the first position without changing, so that the braking pressure of the wheel cylinders 40, 41, 42, and 43 remains unchanged, so that the braking deceleration of the whole vehicle maintains a constant deceleration.

[0098] Reference Figure 4 , Figure 4 A first pressure relief schematic diagram of a braking system according to an embodiment of the present application is shown;

[0099] During the pressure relief process, when the driver releases the pedal assembly 13, the control device controls the second solenoid valve 6 to be in the second position, and the brake fluid in the simulator 5 flows back to the master cylinder 10 through the second solenoid valve 6. At the same time, the drive motor 20 is controlled to rotate and drive the second piston 22 to move in the booster cylinder 21, and the brake fluid in the wheel cylinders 40, 41, 42, 43 is pumped back to the booster cylinder 21. During this process, the third solenoid valve 7 is in the second position, and the first solenoid valves 30, 31, 32, 33 are in the first position. When the pressure relief is completed, the third solenoid valve 7 changes to the first position, completing the first pressure relief process.

[0100] Reference Fig. 9 , Fig. 9 The following is a logic diagram of activating the first solenoid valve of the ABS of a braking system according to an embodiment of the present application. Figure 5 , Figure 5 It shows a schematic diagram of a second pressure relief state of a braking system according to an embodiment of the present application;

[0101] like Fig. 9 As shown, when the vehicle encounters special conditions such as rain and snow during driving, one of the wheels FL, FR, RL, and RR may slip. When the slip rate of one of the wheels FL, FR, RL, and RR exceeds the preset slip rate, the anti-lock function in the braking system will be triggered. At this time, the control device controls the first solenoid valve corresponding to the slipping wheel to be switched from the first position to the second position. Since the pressure of the brake fluid in the support wheel cylinder corresponding to the slipping wheel is greater than the pressure of the brake fluid at the end of the reservoir 8, the brake fluid flows back from the support wheel cylinder corresponding to the slipping wheel to the reservoir 8, thereby realizing the second pressure relief process of the slipping wheel. When the slip rate of the slipping wheel drops to within the preset value, the control device controls the corresponding first solenoid valve to be switched from the second position to the first position, and the braking pressure building process can be restarted.

[0102] When explanation is needed, Figure 5 The figure is only used as an example, showing the situation that the four wheels FL, FR, RL, RR are all slipping wheels. In actual application, the first solenoid valve corresponding to the slipping wheel can be specifically selected according to the actual situation to individually control the recovery of the brake fluid in the wheel cylinder.

[0103] Reference Figure 6 and Figure 8 , Figure 6 A schematic diagram of pressure building when a driving motor 20 of a braking system according to an embodiment of the present application fails is shown;

[0104] When the pedal assembly 13 is triggered, the control device detects that the brake system is powered on abnormally, the piston is abnormal, and the first winding 201 and the second winding 202 are abnormal. At this time, the hydraulic assembly 2 fails, and the second solenoid valve 6 is controlled to maintain the first position and communicate with the first solenoid valves 30, 31, 32, and 33. The third solenoid valve 7 maintains the first position closed state, and the first solenoid valves 30, 31, 32, and 33 are in the first position. At this time, the master cylinder 10 is connected with the wheel cylinders 40, 41, 42, and 43. The force applied by the driver to the pedal assembly 13 pushes the first piston 11 in the master cylinder 10 forward to generate braking pressure, so that the wheel cylinders 40, 41, 42, and 43 brake the entire vehicle to generate deceleration. The braking system works as a mechanical backup to improve the redundancy of the system. At the same time, the braking feedback torque provided by the motor on the vehicle to the wheel cylinders 40, 41, 42, and 43 can be maximized to assist in compensating for the mechanical backup braking and improve the stability of the braking system.

[0105] Optionally, the braking system is arranged in an H shape on the vehicle.

[0106] Specifically, four pipes are led out from the sixth interface of the second solenoid valve 6 in the braking system and are respectively connected to the first interfaces of the four first solenoid valves 30, 31, 32, and 33 to form four braking circuits. Among the four braking circuits, one is connected to the wheel cylinder 40 of the left front wheel FL, one is connected to the wheel cylinder 41 of the right front wheel FR, one is connected to the wheel cylinder 42 of the left rear wheel RL, and one is connected to the wheel cylinder 43 of the right rear wheel RR. The four braking circuits have an H-shaped structure. The master cylinder assembly 1 can be located at the top of the H-shaped structure and be set in the vehicle's cab or near the cab.

[0107] Furthermore, the vehicle also includes a first shaft, a second shaft and two motors, the first shaft is arranged in front of the vehicle, the second shaft is located at the rear of the vehicle, the wheels are arranged on both sides of the first shaft, and the wheels are arranged on both sides of the second shaft. The two motors are respectively arranged on the first shaft and the second shaft, and the motors are respectively connected to the wheel cylinders of the wheels, and the motors are used to provide feedback torque for the wheels.

[0108] Specifically, the wheels on both sides of the first axle are the left front wheel FL and the right front wheel FR, and the wheels on both sides of the second axle are the left rear wheel RL and the right rear wheel RR. Two motors are respectively arranged on the first axle and the second axle, and one motor is connected to the wheel cylinder 40 of the left front wheel FL and the wheel cylinder 41 of the right front wheel FR, and the other motor is connected to the wheel cylinder 42 of the left rear wheel RL and the wheel cylinder 43 of the right rear wheel RR. Since the braking circuit is arranged in an H shape, the corresponding motor can be used to provide feedback torque for the corresponding wheel, and the feedback torque is used for braking.

[0109] Reference Figure 7 and Figure 8 , Figure 7 A schematic diagram of a single brake circuit failure pressure building of a brake system according to an embodiment of the present application is shown;

[0110] Specifically, a pressure sensor 9 is provided in the braking system. The pressure sensor 9 is arranged on the pipeline between the third solenoid valve 7 and the first solenoid valves 30, 31, 32, and 33. During the process of brake pressure building, the pressure sensor 9 detects a pressure building failure, wherein the pressure building failure refers to a leakage in a brake circuit in the braking system, and the brake pressure is reduced. At this time, the control device controls the first solenoid valves 30 and 31 to be placed in the third position. At this time, the wheel cylinders 40 and 41 in these two circuits are not connected with the first solenoid valves 30 and 31 and the hydraulic assembly 2. Afterwards, the control device controls the drive motor 20 to drive the second piston 22 to build pressure again. The pressure sensor detects that the brake pressure is normal, indicating that there is a leakage in the two brake circuits of the first solenoid valves 30 and 31, and it is necessary to compensate for the insufficient braking force of these two circuits by increasing the feedback torque of the motors corresponding to these two circuits. If the control device controls the first solenoid valves 30 and 31 to be placed in the third position, and there is still an abnormality in the pressure building of the brake system, then it means that there is a leak in the two brake circuits where the first solenoid valves 32 and 33 are located. It is necessary to control the first solenoid valves 32 and 33 to be placed in the third position, and control the first solenoid valves 30 and 31 to be placed in the first position and open. The control device controls the drive motor 20 to drive the second piston 22 to continue to build pressure on the wheel cylinders 40 and 41. It is necessary to increase the feedback torque of the corresponding motor in the two brake circuits where the first solenoid valves 32 and 33 are located to compensate for the problem of insufficient braking force in these two circuits, thereby achieving vehicle braking. In the embodiment of the present application, since the brake system is arranged in an H-shape, when a leak occurs in a brake circuit, the leaking brake circuit can be closed by controlling the first solenoid valve, and the motor feedback torque is used to brake the leaking brake circuit, and the normal circuit is braked by the hydraulic assembly 2, thereby increasing the redundancy of the brake system, thereby improving the stability and reliability of the vehicle braking process.

[0111] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0112] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A braking system, applied to a vehicle, characterized in that: The braking system comprises: A liquid storage pot, the liquid storage pot is used to store liquid; A hydraulic assembly, the hydraulic assembly being used to generate brake pressure; A wheel cylinder assembly, the wheel cylinder assembly being used to be connected to a wheel of a vehicle; and at least one first solenoid valve, wherein the first solenoid valve is connected to the hydraulic assembly and the fluid reservoir, and the first solenoid valve is also connected to the wheel cylinder assembly; Among them, the first solenoid valve has at least a pressure building state, a first pressure relief state and a second pressure relief state. In the pressure building state, the first solenoid valve is connected with the hydraulic assembly and the wheel cylinder assembly to perform a pressure building operation on the wheel; in the first pressure relief state, the first solenoid valve is connected with the hydraulic assembly and the wheel cylinder assembly to perform a first pressure relief operation on the wheel; in the second pressure relief state, the first solenoid valve is connected with the wheel cylinder assembly and the fluid storage pot to perform a second pressure relief operation on the wheel.

2. The braking system according to claim 1, characterized in that: The first solenoid valve has a first interface, a second interface and a third interface, the first interface is connected to the hydraulic assembly, the second interface is connected to the wheel cylinder assembly, the third interface of the first solenoid valve is connected to the liquid storage pot, and the first solenoid valve switches between a first position and a second position, wherein in the first position, the first solenoid valve is in a pressure building state or a first pressure relief state, and in the second position, the first solenoid valve is in a second pressure relief state.

3. The braking system according to claim 2, characterized in that: The first solenoid valve also has a third position. The first solenoid valve switches between the first position, the second position and the third position. In the third position, the first solenoid valve is disconnected from the wheel cylinder assembly.

4. The braking system according to claim 3, characterized in that: The first solenoid valve is a three-position three-way valve.

5. The braking system according to claim 2, characterized in that: There are multiple first solenoid valves, and the third interfaces of each of the first solenoid valves are connected to each other, and the third interface of each of the first solenoid valves is connected to the liquid storage pot.

6. The braking system according to any one of claims 1 to 4, characterized in that: The wheel cylinder assembly includes four wheel cylinders, one wheel cylinder is used to connect to one wheel, there are four first solenoid valves, each of the first solenoid valves is connected to the hydraulic assembly and the fluid storage pot, and one first solenoid valve is connected to one wheel cylinder.

7. The braking system according to claim 6, characterized in that: The brake system further comprises a master cylinder assembly, a simulator and a second solenoid valve, wherein the master cylinder assembly is used to generate a brake signal and a brake pressure; The hydraulic assembly is in communication with the master cylinder assembly, and the hydraulic assembly generates brake pressure according to the brake signal; The simulator is connected to the fluid reservoir, and the master cylinder is connected to the fluid reservoir; The second solenoid valve is connected between the master cylinder assembly, the simulator and the four first solenoid valves, wherein the second solenoid valve has a first connected state and a second connected state, in which the master cylinder assembly is connected to the four first solenoid valves; in the second connected state, the master cylinder is connected to the simulator.

8. The braking system according to claim 7, characterized in that: The second solenoid valve includes a fourth interface, a fifth interface and a sixth interface, the fourth interface is connected to the master cylinder assembly, the fifth interface is connected to the simulator, and the sixth interface is connected to the four first solenoid valves. The second solenoid valve switches between a first position and a second position, wherein in the first position, the second solenoid valve is in the first connected state, and in the second position, the second solenoid valve is in the second connected state.

9. The braking system according to claim 8, characterized in that: The second solenoid valve is a two-position three-way valve.

10. The braking system according to claim 7, characterized in that: The master cylinder assembly includes a master cylinder and a first piston disposed in the master cylinder, wherein the first piston moves in the master cylinder to generate a braking signal and a brake signal.

11. The brake system according to claim 7, characterized in that: The hydraulic assembly includes a drive motor, a power-boosting cylinder, and a second piston disposed in the power-boosting cylinder. The output end of the drive motor is connected to the second piston. The power-boosting cylinder is communicated with the fluid storage pot. The drive motor is communicatively connected with the master cylinder assembly. The drive motor is used to drive the second piston to move in the power-boosting cylinder to generate braking pressure according to the braking signal, wherein the drive motor is a dual-winding motor.

12. The braking system according to claim 6, characterized in that: The brake system further includes a third solenoid valve, which is connected between the hydraulic assembly and the four first solenoid valves, and is used to control the on-off between the hydraulic assembly and the four first solenoid valves.

13. The braking system according to claim 12, characterized in that: The third solenoid valve includes a seventh interface and an eighth interface, the seventh interface is connected to the hydraulic assembly, the eighth interface is connected to the four first solenoid valves, and the third solenoid valve switches between a first position and a second position, wherein in the first position, the hydraulic assembly and the four first solenoid valves are disconnected, and in the second position, the hydraulic assembly and the four first solenoid valves are connected.

14. The braking system according to claim 13, characterized in that: The third solenoid valve is a two-position three-way valve.

15. The braking system according to claim 13, characterized in that: The first solenoid valve also has a pressure-maintaining state. In the pressure-maintaining state, the first solenoid valve is connected to the wheel cylinder, the third solenoid valve is in a first position, and the hydraulic assembly is disconnected from the four first solenoid valves.

16. A vehicle, characterized in that: The vehicle comprises: a braking system as described in any one of claims 1 to 15 above, and four wheels, wherein a wheel cylinder of the braking system is connected to one of the wheels to brake the wheel.

17. The vehicle according to claim 16, characterized in that The vehicle further comprises a control device, which is electrically connected to the braking system and is used to control the operation of the braking system.

18. The vehicle according to claim 16, characterized in that The brake system is arranged in an H shape on the vehicle.

19. The vehicle according to claim 16, characterized in that The vehicle also includes a first shaft, a second shaft and two motors, the first shaft is arranged in front of the vehicle, the second shaft is located at the rear of the vehicle, the wheels are arranged on both sides of the first shaft, and the wheels are arranged on both sides of the second shaft. The two motors are respectively arranged on the first shaft and the second shaft, and the motors are respectively connected to the wheel cylinders of the wheels. The motors are used to provide feedback torque for the wheels.

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