Braking system and vehicle

Abstract

The embodiment of the present application provides a kind of brake system and vehicle.The brake system includes: liquid storage pot, hydraulic assembly, support wheel cylinder assembly and at least one first electromagnetic valve, first electromagnetic valve is connected to hydraulic assembly and liquid storage pot, first electromagnetic valve is also connected to support wheel cylinder assembly;Wherein, first electromagnetic valve at least has pressure building state, first pressure relief state and second pressure relief state, in pressure building state, first electromagnetic valve is communicated with hydraulic assembly and support wheel cylinder assembly, to carry out pressure building operation for wheel;In first pressure relief state, first electromagnetic valve is communicated with hydraulic assembly and support wheel cylinder assembly, to carry out first pressure relief operation for wheel;In second pressure relief state, first electromagnetic valve is communicated with support wheel cylinder assembly and liquid storage pot, to carry out second pressure relief operation for wheel.The control accuracy of brake system provided by the embodiment of the present application is higher, and cost is lower.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of vehicles, and particularly relates to a brake system and a vehicle. BACKGROUND

[0002] As one of core components of a vehicle, the brake system is a key component for ensuring safe operation and effective stopping of the vehicle.

[0003] The existing brake system is usually connected with multiple pressure relief valves and multiple pressure maintaining valves between a hydraulic assembly and a wheel, and the hydraulic assembly performs pressure building, pressure maintaining and other operations on the wheel through cooperation of the multiple pressure relief valves and the multiple pressure maintaining valves, so as to realize vehicle braking. However, due to a large number of valve bodies, real-time cooperation between the valve bodies is difficult to realize, thereby reducing the accuracy of brake system control and increasing the cost of the brake system. SUMMARY

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

[0005] To solve the above technical problems, the application is implemented as follows:

[0006] In a first aspect, the application discloses a brake system applied to a vehicle, which comprises:

[0007] a liquid storage pot configured to store liquid;

[0008] a hydraulic assembly configured to generate brake pressure;

[0009] a wheel cylinder assembly configured to be connected with a wheel of the vehicle;

[0010] and at least one first electromagnetic valve connected with the hydraulic assembly and the liquid storage pot, and further connected with the wheel cylinder assembly.

[0011] The first electromagnetic 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 electromagnetic valve is in communication with the hydraulic assembly and the wheel cylinder assembly to perform pressure building operation on the wheel. In the first pressure relief state, the first electromagnetic valve is in communication with the hydraulic assembly and the wheel cylinder assembly to perform first pressure relief operation on the wheel. In the second pressure relief state, the first electromagnetic valve is in communication with the wheel cylinder assembly and the liquid storage pot to perform second pressure relief operation on the wheel.

[0012] Optionally, the first electromagnetic 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 electromagnetic valve is connected to the reservoir, the first electromagnetic valve is switched between a first position and a second position, wherein in the first position, the first electromagnetic valve is in a pressure building state or a first pressure releasing state, in the second position, the first electromagnetic valve is in a second pressure releasing state.

[0013] Optionally, the first electromagnetic valve further has a third position, the first electromagnetic valve is switched between the first position, the second position and the third position, in the third position, the first electromagnetic valve is disconnected from the wheel cylinder assembly.

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

[0015] Optionally, the first electromagnetic valve is a plurality of, the third interface of each of the first electromagnetic valves is connected to each other, and the third interface of each of the first electromagnetic valves is connected to the reservoir.

[0016] Optionally, the wheel cylinder assembly includes four wheel cylinders, one of the wheel cylinders is used to be connected to one of the wheels, the first electromagnetic valve is four, each of the first electromagnetic valves is connected to the hydraulic assembly and the reservoir, and one of the first electromagnetic valves is connected to one of the wheel cylinders.

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

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

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

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

[0021] Optionally, the second electromagnetic valve comprises 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 electromagnetic valves, the second electromagnetic valve is switched between a first position and a second position, wherein in the first position, the second electromagnetic valve is in the first communication state, and in the second position, the second electromagnetic valve is in the second communication state.

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

[0023] Optionally, the master cylinder assembly comprises a master cylinder and a first piston arranged in the master cylinder, the first piston moves in the master cylinder to generate a brake signal and a brake signal.

[0024] Optionally, the hydraulic assembly comprises a drive motor, a booster cylinder and a second piston arranged in the booster cylinder, an output end of the drive motor is connected to the second piston, the booster cylinder is in communication with the liquid storage pot, the drive motor is in communication connection with the master cylinder assembly, and the drive motor is used to drive the second piston to move in the booster cylinder to generate a brake pressure according to the brake signal, wherein the drive motor is a double-winding motor.

[0025] Optionally, the brake system further comprises a third electromagnetic valve connected between the hydraulic assembly and the four first electromagnetic valves, the third electromagnetic valve is used to control the on-off between the hydraulic assembly and the four first electromagnetic valves.

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

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

[0028] Optionally, the first electromagnetic valve further has a pressure maintaining state, in the pressure maintaining state, the first electromagnetic valve is in communication with the wheel cylinder, the third electromagnetic valve is in the first position, and the hydraulic assembly is disconnected from the four first electromagnetic valves.

[0029] In a second aspect, the application also discloses a vehicle, comprising the brake system in any of the above aspects, and four wheels, one wheel cylinder of the brake system is connected to one of the wheels to brake the wheel.

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

[0031] Optionally, the vehicle further comprises a first shaft and a second shaft, the first shaft is arranged at the front of the vehicle, the second shaft is arranged at the rear of the vehicle, the vehicle wheels are arranged on both sides of the first shaft respectively, the vehicle wheels are arranged on both sides of the second shaft respectively, two electric machines are arranged on the first shaft and the second shaft respectively, and the electric machines are connected with the wheel cylinders of the vehicle wheels respectively, and the electric machines are used to provide feedback torque for the vehicle wheels.

[0032] In the embodiment of the application, since the brake system comprises at least one first electromagnetic valve, by changing the working state of the first electromagnetic valve, the pressure building operation and the pressure releasing operation on the vehicle wheels are realized, and then the first electromagnetic valve can replace the pressure releasing valve and the pressure maintaining valve, the number of valve bodies is reduced, the structure of the brake system is simplified, the cost of the brake system is reduced, and the real-time performance of the mutual cooperation between the valve bodies is improved due to the reduction of the number of valve bodies, and the accuracy of the brake system control is improved.

[0033] Additional aspects and advantages of the application will be described in the following description, will become part as apparent or will be learned by practice of the application. BRIEF DESCRIPTION OF DRAWINGS

[0034] The above and / or additional aspects and advantages of the application will become apparent and be readily understood by considering the following detailed description, including the accompanying drawings, in which:

[0035] Figure 1 is a structural schematic diagram of a brake system according to the embodiment of the application;

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

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

[0038] Figure 4 is a first pressure releasing state schematic diagram of a brake system according to the embodiment of the application;

[0039] Figure 5 is a second pressure releasing state schematic diagram of a brake system according to the embodiment of the application;

[0040] Figure 6 is a drive motor failure pressure building schematic diagram of a brake system according to the embodiment of the application;

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

[0042] Figure 8 is a build pressure logic diagram of a brake system according to an embodiment of the present application;

[0043] Figure 9 is a logic diagram of ABS activation of a third electromagnetic valve of a brake system according to an embodiment of the present application.

[0044] Reference signs: 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 - assist cylinder; 22 - second piston; 23 - rotary variable sensor; 30, 31, 32, 33 - first electromagnetic valve; 4 - wheel cylinder assembly, 40, 41, 42, 43 - wheel cylinder; FL, FR, RL, RR - wheel; 5 - simulator; 6 - second electromagnetic valve; 7 - third electromagnetic valve; 8 - liquid storage pot, 9 - pressure sensor. DETAILED DESCRIPTION

[0045] Embodiments of the present application will be described in detail below with reference to the drawings, in which like or similar components that are denoted by like reference numerals throughout the drawings. The embodiments described below are examples for explaining the present application, and should not be construed as limiting the present application. All other embodiments obtained by those skilled in the art based on the embodiments of the present application without creative work fall within the scope of the present application.

[0046] The terms "first", "second" in the specification and claims of the present application can explicitly or implicitly include one or more features. In the description of the present application, the meaning of "a plurality of" is two or more, unless otherwise specified. In addition, "and / or" in the specification and claims means at least one of the connected objects, and the character " / ", generally indicates that the front and rear associated objects are in an "or" relationship.

[0047] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0048] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connection", "linking" should be understood in a broad sense, for example, it can be fixed connection, or detachable connection, or integrally connected; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium, or internal communication of two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0049] The embodiment of the present application provides a brake system, which can be used on the wheels of a vehicle in practical application to realize the brake function of the wheels. The brake system in the embodiment of the present application will be described in detail below with reference to the drawings.

[0050] Reference Figure 1 - Figure 7 , a structure schematic diagram of a brake system according to the embodiment of the present application is shown, specifically, the brake system comprises: a liquid storage pot 8, the liquid storage pot 8 is used for storing liquid; a hydraulic assembly 2, the hydraulic assembly 2 is used for generating brake pressure; a support wheel cylinder assembly 4, the support wheel cylinder assembly 4 is used for connecting with the wheels of a vehicle; and at least one first electromagnetic valve 30, the first electromagnetic valve 30 is connected to the hydraulic assembly 2 and the liquid storage pot 8, and the first electromagnetic valve 30 is also connected to the support wheel cylinder assembly 4; wherein the first electromagnetic valve 30 at least has a pressure building state, a first pressure releasing state and a second pressure releasing state, in the pressure building state, the first electromagnetic valve 30 is communicated with the hydraulic assembly 2 and the support wheel cylinder assembly 4 to perform pressure building operation on the wheels; in the first pressure releasing state, the first electromagnetic valve 30 is communicated with the hydraulic assembly 2 and the support wheel cylinder assembly 4 to perform first pressure releasing operation on the wheels; in the second pressure releasing state, the first electromagnetic valve 30 is communicated with the support wheel cylinder assembly 4 and the liquid storage pot 8 to perform second pressure releasing operation on the wheels.

[0051] Specifically, the liquid storage pot 8 stores brake liquid, for example, hydraulic oil, or other types of brake liquid. The hydraulic assembly 2 is communicated with the liquid storage pot 8 through a pipeline, the hydraulic assembly 2 is communicated with the support wheel cylinder assembly 4 through a pipeline, the hydraulic assembly 2 compresses brake liquid to generate brake pressure, and the brake pressure is transmitted to the support wheel cylinder assembly 4, and the support wheel cylinder assembly 4 transmits the brake pressure to the wheels in the vehicle to realize pressure building, pressure releasing and other operations on the wheels.

[0052] It should be noted that the first electromagnetic valve can be 1, and can be multiple, such as 2, 3, etc. The first electromagnetic valve 30 can be 1, 2, 3, 4, etc. The first electromagnetic valve is connected to the hydraulic assembly 2 and the liquid storage pot 8, and is also connected to the support wheel cylinder assembly 4. Figure 1 - Figure 7The labels in the first electromagnetic valve are 30, 31, 32, and 33, respectively. When the first electromagnetic valve is one, the first electromagnetic valve can be any one of 30, 31, 32, and 33. When the first electromagnetic valve is multiple, the first electromagnetic valve can be any one of 30, 31, 32, and 33. The functions and structures of the multiple first electromagnetic valves are the same, and can be specifically selected according to actual conditions. Take the first electromagnetic valve 30 as an example for description.

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

[0054] Specifically, the first electromagnetic valve 30 at least includes a pressure building state, a first pressure relief state, and a second pressure relief state. Referring to Figure 2 , Figure 2 A pressure building state schematic diagram of a brake system described in an embodiment of the application is shown. Figure 2 - Figure 7 The black arrow in the figure points to the flow direction of the brake fluid, and the thick black line represents the connected pipeline. In the pressure building state, the first electromagnetic valve 30 is connected with the hydraulic assembly 2 and the support 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 to the support wheel cylinder assembly 4 through the first electromagnetic valve 30, so as to generate a pressure acting on the support wheel cylinder assembly 4. The support wheel cylinder assembly 4 clamps the wheels to make the vehicle generate a brake deceleration, until the vehicle stops moving.

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

[0056] Referring to Figure 9 , Figure 9 An ABS activation first electromagnetic valve 30 logic diagram of a brake system described in an embodiment of the application is shown. Referring to Figure 5 , Figure 5 A second pressure relief state schematic diagram of a brake system described in an embodiment of the application is shown. ABS refers to the anti-lock function, as Figure 9As shown, when the vehicle is running, the wheels will slip in special conditions such as rain and snow, and when the slip ratio of the wheels exceeds the preset slip ratio, the anti-lock function in the brake system will be triggered. Since the pressure of the brake fluid in the support wheel cylinder assembly 4 is greater than the pressure of the brake fluid at the end of the liquid storage pot 8, active pressure relief is required for the wheels. At this time, the first electromagnetic valve 30 is in the second pressure relief state, and the brake fluid flows back from the support wheel cylinder assembly 4 to the liquid storage pot 8, thereby achieving active pressure relief of the slipping wheels.

[0057] In the embodiments of the present application, since the brake system includes at least one first electromagnetic valve 30, by changing the working state of the first electromagnetic valve 30, the pressure building operation and pressure relief operation of the wheels in the vehicle can be realized, and then the first electromagnetic 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 brake system, and reducing the cost of the brake system. Moreover, the reduction in the number of valve bodies can improve the real-time performance of the mutual cooperation between the valve bodies and improve the accuracy of the brake system control.

[0058] Optionally, the first electromagnetic 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 support wheel cylinder assembly 4, and the third interface of the first electromagnetic valve 30 is connected to the liquid storage pot 8. The first electromagnetic valve 30 is switched between the first position and the second position, wherein in the first position, the first electromagnetic valve 30 is in the pressure building state or the first pressure relief state, and in the second position, the first electromagnetic valve 30 is in the second pressure relief state.

[0059] Specifically, when the first electromagnetic valve 30 is in the first position, the first interface and the second interface are in communication, and the first electromagnetic valve 30 is in communication with the hydraulic assembly 2 and the support wheel cylinder assembly 4. At this time, the first electromagnetic valve 30 can be in the pressure building state or the first pressure relief state. When the first electromagnetic valve 30 is in the second position, the third interface and the second interface are in communication, and the first electromagnetic valve 30 is in communication with the support wheel cylinder assembly 4 and the liquid storage pot 8. At this time, the first electromagnetic valve 30 is in the second pressure relief state. In actual application, the design of the three interfaces enables the first electromagnetic valve 30 to simultaneously connect the hydraulic assembly 2, the support wheel cylinder assembly 4 and the liquid storage pot 8, thereby reducing additional connecting pieces and pipelines, further simplifying the structure of the brake system and reducing costs. By switching the first electromagnetic valve 30 between the first position and the second position, the first electromagnetic valve 30 can quickly switch between different working states, thereby improving the response speed and control accuracy of the brake system.

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

[0061] Specifically, when the first electromagnetic valve 30 is in the third position, the first interface and the second interface and the third interface are all disconnected, at this time, the first electromagnetic valve 30 is disconnected with the support cylinder assembly 4, because a pressure building failure may occur in the brake system, the pressure building failure refers to a leakage in the brake pipeline, so that the brake pressure is reduced, the brake pressure provided by the hydraulic assembly 2 for the brake pipeline is insufficient, that is, the pressure building cannot be built through normal pressure building operation. At this time, the first electromagnetic valve 30 can be controlled to be placed in the third position, so that the first electromagnetic valve 30 is disconnected with the support cylinder assembly 4, and the brake pipeline is closed. In actual application, on the one hand, by switching the first electromagnetic valve 30 to the third position, other components in the system can be more easily checked and diagnosed, the maintenance efficiency is improved, and after switching to the third position, the motor in the vehicle can be called to provide a feedback torque for the brake system, the feedback torque compensates for the insufficient brake pressure in the brake pipeline, and the redundancy of the brake system is improved.

[0062] In some embodiments, the first electromagnetic valve 30 is a three-position three-way valve, which has three working positions, i.e. the first position, the second position and the third position, and three interfaces, i.e. 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, which is usually provided with a valve seat, a valve core, an electromagnetic coil and a return spring. The valve core moves in the valve seat to switch between the three working positions, and the communication state between the three interfaces can be switched. That is, in the first position: the first interface and the second interface are communicated, to realize the pressure building state or the first pressure relief state, in the second position: the second interface and the third interface are communicated, to realize the second pressure relief state. In the third position: the first electromagnetic valve 30 is disconnected with the support cylinder assembly 4, to realize the disconnected state. In actual application, 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 brake system, simplifies the system structure, and reduces the cost of the brake system.

[0063] In some optional embodiments, the first electromagnetic valve is a plurality of, the third interface of each of the first electromagnetic valve is connected to each other, and the third interface of each of the first electromagnetic valve is connected to the liquid storage pot 8.

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

[0065] In some optional embodiments, the wheel cylinder assembly 4 includes four wheel cylinders, one of which is used to connect with one of the wheels, and the first electromagnetic valve is four, each of which is connected between the hydraulic assembly 2 and the reservoir 8, and one of the first electromagnetic valves is connected with one of the wheel cylinders.

[0066] Specifically, as shown in the figure, Figure 1 - Figure 7 As shown, the vehicle generally includes four wheels, namely the front left wheel FL, the front right wheel FR, the rear left wheel RL, and the rear right wheel RR. The wheel cylinder assembly 4 includes four wheel cylinders, namely the front left wheel cylinder 40 connected with the front left wheel FL, the front right wheel cylinder 41 connected with the front right wheel FR, the rear left wheel cylinder 42 connected with the rear left wheel RL, and the rear right wheel cylinder 43 connected with the rear right wheel RR. The wheel cylinders 40, 41, 42, 43 can perform pressure building operation, pressure maintaining operation, first pressure relief operation, and second pressure relief operation on the wheels FL, FR, RL, and RR according to the brake pressure. The first electromagnetic valve is also four, the first port of the first electromagnetic valve 30, 31, 32, 33 is connected with the hydraulic assembly 2 through a pipeline, the second port is connected with the wheel cylinders 40, 41, 42, 43 through a pipeline, and the third port is connected with the reservoir 8 through a pipeline. The four first electromagnetic valves 30, 31, 32, 33 and the four wheel cylinders 40, 41, 42, 43 form four brake circuits. In actual application, since the brake system includes four first electromagnetic valves 30, 31, 32, 33, the braking effect of the vehicle can be achieved only by the four first electromagnetic valves 30, 31, 32, 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. Moreover, the four first electromagnetic valves 30, 31, 32, 33 can all be three-position three-way valves, and the cooperation between the four three-position three-way valves is easy, which can improve the real-time performance of the cooperation between the valve bodies and improve the accuracy of the brake system control.

[0067] Optionally, the brake system further comprises a master cylinder assembly 1, a simulator 5 and a second electromagnetic valve 6, wherein the master cylinder assembly 1 is configured to generate a brake signal and a brake pressure; the hydraulic assembly 2 is in communication with the master cylinder assembly 1, and the hydraulic assembly 2 is configured to generate the brake pressure according to the brake signal; the simulator 5 is connected to the liquid storage pot 8, and the master cylinder 10 is connected to the liquid storage pot 8; the second electromagnetic valve 6 is connected between the master cylinder assembly 1, the simulator 5 and the four first electromagnetic valves 30, 31, 32 and 33, wherein the second electromagnetic valve 6 has a first communication state and a second communication state, in the first communication state, the master cylinder assembly 1 is in communication with the four first electromagnetic valves; in the second communication state, the master cylinder 10 is in communication with the simulator 5.

[0068] Specifically, the master cylinder assembly 1 comprises a stroke sensor 14 and a pedal assembly 13, the master cylinder assembly 1 has a containing cavity therein, the liquid storage pot 8 is in communication with the master cylinder assembly 1, so that the brake fluid in the liquid storage pot 8 flows into the containing cavity of the master cylinder assembly 1, the output end of the pedal assembly 13 is connected to the master cylinder assembly 1, and the driver can compress the brake fluid in the master cylinder assembly 1 to generate the brake pressure through the pedal assembly 13, and the stroke sensor 14 can be arranged on the pedal assembly 13, which is configured to detect the stroke of the pedal assembly 13 and convert the information into an electrical signal, i.e., the brake signal, and transmit the brake signal to the hydraulic assembly 2, and the hydraulic assembly 2 generates the brake pressure according to the brake signal and acts on the wheel cylinders 40, 41, 42 and 43 through the first electromagnetic valves 30, 31, 32 and 33.

[0069] As shown in Figure 1 , the liquid storage pot 8, the simulator 5 and the master cylinder assembly 1 are connected through pipelines, the second electromagnetic valve 6 is connected between the master cylinder assembly 1 and the simulator 5, and the other end of the second electromagnetic valve 6 is connected to the first interfaces of the four first electromagnetic valves 30, 31, 32 and 33 through four pipelines respectively. Figure 2 As shown in , when the first electromagnetic valves 30, 31, 32 and 33 are in the pressure building state, the second electromagnetic valve 6 is in the second communication state, the master cylinder assembly 1 is in communication with the simulator 5, at this time, when the driver steps on the pedal assembly 13, the simulator 5 can provide corresponding foot feeling feedback, and through the pipeline connected with the liquid storage pot 8, the liquid leaked during the reciprocating movement of the simulator 5 piston can be returned to the liquid storage pot 8, preventing the accumulation of liquid in the simulator 5.

[0070] Figure 5As shown, when the second electromagnetic valve 6 is in the first communication state, the master cylinder assembly 1 is in communication with the four first electromagnetic valves 30, 31, 32, 33, and at the same time, the four first electromagnetic valves 30, 31, 32, 33 are all in the first position, at this time, the master cylinder assembly 1 can provide brake pressure for the four support wheel cylinders 40, 41, 42, 43, the brake system is mechanically backed up, increasing the redundancy of the brake system, ensuring the reliability of the brake system.

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

[0072] In some optional embodiments, the second electromagnetic 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 electromagnetic valves 30, 31, 32, 33, the second electromagnetic valve 6 is switched between a first position and a second position, wherein in the first position, the second electromagnetic valve 6 is in the first communication state, and in the second position, the second electromagnetic valve 6 is in the second communication state.

[0073] Specifically, in the first position of the second electromagnetic valve 6, the fourth interface and the sixth interface are in communication, at this time, the master cylinder assembly 1 is in communication with the four first electromagnetic valves 30, 31, 32, 33, and in the second position of the second electromagnetic valve 6, the fourth interface and the fifth interface are in communication, at this time, the master cylinder assembly 1 is in communication with the simulator 5. In actual application, the design of the three interfaces enables the second electromagnetic valve 6 to simultaneously connect the simulator 5, the master cylinder assembly 1, and the four first electromagnetic valves 30, 31, 32, 33, reducing additional connectors and pipelines, and further simplifying the structure of the brake system and reducing costs. By switching the second electromagnetic valve 6 between the first position and the second position, the second electromagnetic valve 6 can quickly switch between different working states, 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 arranged in the master cylinder 10, the first piston 11 moves in the master cylinder 10 to generate a brake signal and a brake signal.

[0075] Specifically, the second electromagnetic valve 6 is connected with the master cylinder 10 through a pipeline, and the master cylinder 10 is connected with the liquid storage pot 8 through a pipeline, so that the brake fluid can enter the master cylinder 10, and the movement of a first piston 11 in the master cylinder 10 generates a brake signal and a brake pressure, and the hydraulic assembly 2 generates a brake pressure according to the brake signal. In actual application, the brake system only needs to be provided with one master cylinder 10 and one piston, thereby reducing the number of parts in the master cylinder assembly 1, and further 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 electromagnetic valve 6 can be a two-position three-way valve, which has two working positions, i.e. a first position and a second position, and three interfaces, i.e. a fourth interface, a fifth interface and a sixth interface. The structure of the two-position three-way valve can refer to the prior art, which is usually provided with a valve seat, a valve core, an electromagnetic coil and a return spring. The valve core moves in the valve seat to switch between the two working positions, and can switch the communication state between the three interfaces. That is, in the first position, the fourth interface and the sixth interface are communicated, and the fourth interface and the sixth interface are communicated. At this time, the master cylinder assembly 1 is communicated with the four first electromagnetic valves 30, 31, 32 and 33, and in the second position, the fourth interface and the fifth interface are communicated. At this time, the master cylinder assembly 1 is communicated with the simulator 5. In actual application, 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 driving motor 20, a power cylinder 21 and a second piston 22 arranged in the power cylinder 21. The output end of the driving motor 20 is connected to the second piston 22. The power cylinder 21 is communicated with the liquid storage pot 8. The driving motor 20 is communicatively connected with the master cylinder assembly 1. The driving motor 20 is used to drive the second piston 22 to move in the power cylinder 21 to generate a brake pressure according to the brake signal. The driving motor 20 is a double-winding motor.

[0078] As 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 in communication with the brake fluid reservoir 8, and the second piston 22 moves in the booster cylinder 21 to compress the brake fluid to generate brake pressure. The drive motor 20 is a double-winding motor, i.e., 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, and the stator and the rotor cooperate. The first winding 201 and the second winding 202 can independently rotate the rotor. In actual application, since the double-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, improving the redundancy and reliability of the brake system.

[0079] Further, the hydraulic assembly 2 further includes a rotary variable sensor 23, which is mainly used to detect the position of the second piston 22 in the booster cylinder 21. The rotary variable 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 electromagnetic valve 7 connected between the hydraulic assembly 2 and the four first electromagnetic valves 30, 31, 32, and 33. The third electromagnetic valve 7 is used to control the on-off between the hydraulic assembly 2 and the four first electromagnetic valves 30, 31, 32, and 33. In actual application, the third electromagnetic valve 7 can control the on-off between the hydraulic assembly 2 and the four first electromagnetic valves 30, 31, 32, and 33, so that the brake system can flexibly adjust the brake pressure according to the actual situation.

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

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

[0083] Specifically, in the first position of the third electromagnetic valve 7, the seventh interface and the eighth interface are disconnected, and the hydraulic assembly 2 and the four first electromagnetic valves 30, 31, 32, 33 are disconnected, and in the second position, the seventh interface and the eighth interface are connected, and the hydraulic assembly 2 and the four first electromagnetic valves 30, 31, 32, 33 are connected. In practical applications, the third electromagnetic valve 7 is a normally closed valve, and in the state of not braking, the third electromagnetic valve 7 is always in the first position to make the master cylinder 10 and the four first electromagnetic valves 30, 31, 32, 33 connected, and the third electromagnetic valve 7 is always in the first position to make the booster cylinder 21 and the four first electromagnetic valves 30, 31, 32, 33 disconnected, so as to ensure the safety of the braking system.

[0084] Further, the third electromagnetic valve 7 can be a two-position two-way valve, which has two working positions, i.e. the first position and the second position, and two interfaces, i.e. the seventh interface and the eighth interface. The structure of the two-position two-way valve can refer to the prior art, which usually has a valve seat, a valve core, an electromagnetic 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, due to the simple structure of the two-position two-way valve, it is easy to manufacture and maintain, thereby reducing the complexity of the braking system and improving the overall reliability of the system.

[0085] Optionally, the first electromagnetic valve 30, 31, 32, 33 also has a pressure maintaining state, in which the first electromagnetic valve 30, 31, 32, 33 is connected to the support cylinder 40, 41, 42, 43, and the third electromagnetic valve 7 is in the first position.

[0086] Reference Figure 3 , Figure 3A pressure maintaining schematic diagram of the brake system is shown. When the first electromagnetic valves 30, 31, 32, 33 are in the pressure maintaining state, the pedal assembly 13 is in the process of maintaining after the actuation, the hydraulic assembly 2 drives the pressure building to be completed, the position is not changed, the third electromagnetic valve 7 jumps from the second position to the first position, so that the hydraulic assembly 2 is disconnected with the four first electromagnetic valves 30, 31, 32, 33, the four first electromagnetic valves 30, 31, 32, 33 are in the first position, so that the four first electromagnetic valves 30, 31, 32, 33 are communicated with the four support wheel cylinders 40, 41, 42, 43, the brake pressure of the support wheel cylinders 40, 41, 42, 43 is kept unchanged, so that the vehicle brake deceleration size maintains constant deceleration.

[0087] In summary, the motor described in the embodiments of the application can at least have the following advantages:

[0088] In the embodiments of the application, since the brake system includes at least one first electromagnetic valve 30, by changing the working state of the first electromagnetic valve 30, the pressure building operation and the pressure relief operation for the wheels of the vehicle are realized, and then the first electromagnetic 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 brake system, reducing the cost of the brake system, and the reduction of the number of valve bodies can improve the real-time performance of the cooperation between the valve bodies and improve the accuracy of the brake system control.

[0089] The embodiments of the application also disclose a vehicle, which comprises the brake system described in any of the above embodiments and four wheels, one support wheel cylinder of the brake system is connected to one of the wheels to brake the wheel.

[0090] It should be noted that in the embodiments of the application, the structure of the brake system is the same as that of the brake system in any of the above embodiments, and the beneficial effects are similar, which will not be repeated here.

[0091] Optionally, the vehicle further comprises a control device, the control device is electrically connected with the brake system, and the control device is used to control the working of the brake system.

[0092] Specifically, the control device can be an electronic controller ECU in the vehicle, which is used to control the starting of the brake system. The control device is electrically connected with the stroke sensor 14 in the master cylinder assembly 1, the driving motor 20 of the hydraulic assembly 2, the rotary variable sensor 23, the four first electromagnetic valves 30, 31, 32, 33, the second electromagnetic valve 6 and the third electromagnetic valve 7, respectively, the working of each component in the brake system is controlled by the control device, and the braking process of the vehicle is completed.

[0093] The working process of the brake system will be described in detail below with reference to the drawings:

[0094] Referring toFigure 2 , Figure 2 Fig. 1 shows a schematic diagram of a brake system according to an embodiment of the present application; Figure 8 Fig. 2 shows a control logic diagram of a brake system according to an embodiment of the present application, Figure 2 Figure 7 The black arrow in the middle indicates the flow of brake fluid, and the thick black line indicates the connected pipeline.

[0095] In the pressure building process, when the driver steps on the pedal assembly 13, the stroke sensor 14 signal triggers, and the control device detects that the brake system is powered 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 controls the brake system to start building pressure. The second electromagnetic valve 6 is controlled to jump from the first position to the second position, so that the master cylinder 10 is connected with the simulator 5, the master cylinder 10 is decoupled with the four brake circuits, and under the action of the pedal assembly 13, the brake fluid in the master cylinder 10 flows into the simulator 5 through the second electromagnetic valve 6, and further flows back into the liquid storage pot 8; At the same time, the third electromagnetic valve 7 is controlled to jump from the first position to the second position, the booster cylinder 21 is connected with the four first electromagnetic valves 30, 31, 32 and 33, the first electromagnetic valves 30, 31, 32 and 33 are controlled to be in the first position, the first electromagnetic valves 30, 31, 32 and 33 are connected with the four support wheel cylinders 40, 41, 42 and 43 respectively, and the driving motor 20 is controlled to build pressure under the control instruction of the control device. The second piston 22 is driven to move forward by the driving motor 20, so that the brake fluid flows and the pressure acts on the support wheel cylinders 40, 41, 42 and 43, the support wheel cylinders 40, 41, 42 and 43 clamp the wheels FL, FR, RL and RR to make the vehicle generate braking deceleration, so that the vehicle brakes and stops moving, and the pressure building process is completed.

[0096] Figure 3 Fig. 3 shows a pressure maintaining schematic diagram of a brake system according to an embodiment of the present application;

[0097] In the pressure maintaining process, that is, when the pedal assembly 13 is kept after being triggered by the stroke, the driving motor 20 drives the second piston 22 to complete the pressure building, the control device controls the driving motor 20 to keep the position unchanged, the third electromagnetic valve 7 jumps from the second position to the first position, the booster cylinder 21 is disconnected with the four first electromagnetic valves 30, 31, 32 and 33, the positions of the first electromagnetic valves 30, 31, 32 and 33 are controlled to be unchanged in the first position, the brake pressure of the support wheel cylinders 40, 41, 42 and 43 is kept unchanged, and the braking deceleration of the whole vehicle is kept constant.

[0098] Fig. 4 shows a first pressure relief schematic diagram of a brake system according to an embodiment of the present application; Figure 4 , Figure 4 Fig. 5 shows a second pressure relief schematic diagram of a brake system according to an embodiment of the present application; ​

[0099] In the pressure relief process, when the driver releases the pedal assembly 13, the control device controls the second electromagnetic 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 electromagnetic valve 6. At the same time, the control drives the motor 20 to rotate and drive the second piston 22 to move in the booster cylinder 21, and the brake oil of the support wheel cylinders 40, 41, 42 and 43 is pumped back to the booster cylinder 21. In this process, the third electromagnetic valve 7 is in the second position, and the first electromagnetic valves 30, 31, 32 and 33 are in the first position. When the pressure relief is completed, the third electromagnetic valve 7 becomes the first position, and the first pressure relief process is completed.

[0100] Referring to Figure 9 , Figure 9 The logic diagram of the ABS activation first electromagnetic valve of the brake system described in the embodiment of the application is shown. Referring to Figure 5 , Figure 5 The second pressure relief state diagram of the brake system described in the embodiment of the application is shown.

[0101] As Figure 9 shown, when the vehicle encounters special conditions such as rain and snow during driving, a certain wheel of the wheels FL, FR, RL and RR may slip, and when the slip rate of a certain wheel of the wheels FL, FR, RL and RR exceeds the preset slip rate, the anti-lock function in the brake system is triggered. At this time, the control device controls the first electromagnetic 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 liquid pot 8, the brake fluid flows back from the support wheel cylinder corresponding to the slipping wheel to the liquid pot 8, thereby realizing the second pressure relief process of the slipping wheel. When the slip rate of the slipping wheel decreases to within the preset value, the control device controls the corresponding first electromagnetic valve to be switched from the second position to the first position, and the brake pressure building process can be restarted.

[0102] It should be noted that Figure 5 only as an example, the case that all the four wheels FL, FR, RL and RR are slipping wheels is shown, and in actual application, the first electromagnetic valve corresponding to the slipping wheel can be selected according to actual conditions to control the recovery of the brake fluid in the support wheel cylinder.

[0103] Referring to Figure 6 and Figure 8 , Figure 6 The driving motor 20 failure pressure building diagram of the brake system described in the embodiment of the application is shown.

[0104] When the pedal assembly 13 is triggered, the control device detects that the brake system is abnormal, the piston is abnormal, the first winding 201 and the second winding 202 are abnormal, at this time the hydraulic assembly 2 fails, the second electromagnetic valve 6 is controlled to keep the first position and the first electromagnetic valves 30, 31, 32, 33 are communicated, the third electromagnetic valve 7 keeps the first position in the closed state, and the first electromagnetic valves 30, 31, 32, 33 are in the first position. At this time, the master cylinder 10 is communicated with the support wheel cylinders 40, 41, 42, 43, the brake pressure is generated by the force applied by the driver to the pedal assembly 13 to push the first piston 11 in the master cylinder 10 to advance, the support wheel cylinders 40, 41, 42, 43 brake the whole vehicle to generate deceleration, the brake system is mechanically backed up, and the redundancy of the system is improved. At the same time, the motor on the vehicle can also make the brake feedback torque provided by the support wheel cylinders 40, 41, 42, 43 become maximum, and assist in compensating for the mechanical backup braking to improve the stability of the brake system.

[0105] Optionally, the brake system is arranged in an H-shaped structure on the vehicle.

[0106] Specifically, the sixth interface of the second electromagnetic valve 6 in the brake system leads out four pipes, which are respectively connected to the first interfaces of the four first electromagnetic valves 30, 31, 32, 33, forming four brake circuits, one of which is connected to the support wheel cylinder 40 of the left front wheel FL, one of which is connected to the support wheel cylinder 41 of the right front wheel FR, one of which is connected to the support wheel cylinder 42 of the left rear wheel RL, and one of which is connected to the support wheel cylinder 43 of the right rear wheel RR. The four brake circuits are in an H-shaped structure, and the master cylinder assembly 1 can be located at the top of the H-shaped structure and arranged in the cab of the vehicle or near the cab.

[0107] Further, the vehicle further comprises a first shaft and a second shaft and two motors, the first shaft is arranged at the front of the vehicle, the second shaft is located at the rear of the vehicle, the two sides of the first shaft are respectively provided with the wheels, the two sides of the second shaft are respectively provided with the wheels, the two motors are respectively arranged on the first shaft and the second shaft, and the motors are respectively connected with the support wheel cylinders of the wheels, and the motors are used to provide feedback torque for the wheels.

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

[0109] Referring toFigure 7 and Figure 8 , Figure 7 A single brake circuit failure pressure building schematic diagram of a brake system is shown in the embodiments of the application;

[0110] Specifically, a pressure sensor 9 is arranged in the brake system, and the pressure sensor 9 is arranged on the pipeline between the third electromagnetic valve 7 and the first electromagnetic valves 30, 31, 32, 33. During brake pressure building, the pressure sensor 9 detects a pressure building failure, wherein the pressure building failure refers to a leakage occurring in a brake circuit in the brake system, and the brake pressure decreases. At this time, the control device controls the first electromagnetic valves 30, 31 to be placed in the third position, at which time the branch wheel cylinders 40, 41 in the two circuits are not communicated with the first electromagnetic valves 30, 31 and the hydraulic assembly 2. Then, the control device controls the driving 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 electromagnetic valves 30, 31, and the problem of insufficient brake force of the two circuits needs to be compensated by increasing the feedback torque of the corresponding motor. If the brake system pressure building is still abnormal after the control device controls the first electromagnetic valves 30, 31 to be placed in the third position, it indicates that there is a leakage point in the two brake circuits of the first electromagnetic valves 32, 33, and the control device needs to control the first electromagnetic valves 32, 33 to be placed in the third position, and control the first electromagnetic valves 30, 31 to be placed in the first position in the open state. The control device controls the driving motor 20 to drive the second piston 22 to continue to build pressure in the branch wheel cylinders 40, 41, and the feedback torque of the corresponding motor in the two brake circuits of the first electromagnetic valves 32, 33 needs to be increased to compensate for the problem of insufficient brake force of the two circuits, thereby realizing vehicle braking. In the embodiments of the application, since the brake system is arranged in an H shape, when a leakage occurs in a brake circuit, the first electromagnetic valve can be controlled to close the leakage brake circuit, and the motor feedback torque is used for braking the leakage brake circuit, and the hydraulic assembly 2 is used for braking the normal circuit, thereby increasing the redundancy of the brake system and improving the stability and reliability of the vehicle braking process.

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

[0112] While embodiments of the application have been shown and described, it is to be understood that the embodiments described are merely divergences of the principles and application of the present application and that numerous modifications, changes, substitutions, and alterations can be made thereto without departing from the spirit and scope of the present application, which is defined by the following claims and their equivalents.

Claims

1. A brake system applied to a vehicle, characterized by, The brake system comprises: a liquid storage pot for storing liquid; a hydraulic assembly for generating brake pressure; a wheel cylinder assembly for connecting with wheels of a vehicle; and at least one first electromagnetic valve connected between the hydraulic assembly and the liquid storage pot, and connected between the wheel cylinder assembly; wherein the first electromagnetic valve has at least a pressure building state, a first pressure releasing state and a second pressure releasing state, in the pressure building state, the first electromagnetic valve is in communication with the hydraulic assembly and the wheel cylinder assembly to perform pressure building operation for the wheels; in the first pressure releasing state, the first electromagnetic valve is in communication with the hydraulic assembly and the wheel cylinder assembly to perform first pressure releasing operation for the wheels; in the second pressure releasing state, the first electromagnetic valve is in communication with the wheel cylinder assembly and the liquid storage pot to perform second pressure releasing operation for the wheels.

2. The brake system of claim 1, wherein, The first electromagnetic valve has a first interface connected to the hydraulic assembly, a second interface connected to the wheel cylinder assembly, and a third interface connected to the liquid storage pot, and the first electromagnetic valve is switched between a first position and a second position, wherein in the first position, the first electromagnetic valve is in the pressure building state or the first pressure releasing state, and in the second position, the first electromagnetic valve is in the second pressure releasing state.

3. The brake system of claim 2, wherein, The first electromagnetic valve further has a third position, and the first electromagnetic valve is switched between the first position, the second position and the third position, and in the third position, the first electromagnetic valve is disconnected from the wheel cylinder assembly.

4. The brake system of claim 3, wherein, The first electromagnetic valve is a three-position three-way valve.

5. The brake system of claim 2, wherein, There are a plurality of first electromagnetic valves, the third interfaces of each of the first electromagnetic valves are connected to each other, and the third interfaces of each of the first electromagnetic valves are connected to the liquid storage pot.

6. The brake system according to any one of claims 1 to 4, characterized in that The wheel cylinder assembly comprises four wheel cylinders, one of which is used to connect with one of the wheels, and there are four first electromagnetic valves, each of which is connected between the hydraulic assembly and the liquid storage pot, and one of which is connected with one of the wheel cylinders.

7. The brake system of claim 6, wherein, The brake system further comprises a master cylinder assembly, a simulator and a second electromagnetic valve, the master cylinder assembly is used to generate brake signal and 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 liquid storage pot, and the master cylinder is connected to the liquid storage pot; the second electromagnetic valve is connected between the master cylinder assembly, the simulator and the four first electromagnetic valves, wherein the second electromagnetic valve has a first communication state and a second communication state, in the first communication state, the master cylinder assembly is in communication with the four first electromagnetic valves; in the second communication state, the master cylinder is in communication with the simulator.

8. The brake system of claim 7, wherein, The second electromagnetic valve comprises 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 electromagnetic valves. The second electromagnetic valve is switched between a first position and a second position, wherein, in the first position, the second electromagnetic valve is in the first communication state, and in the second position, the second electromagnetic valve is in the second communication state.

9. The brake system of claim 8, wherein, The second electromagnetic valve is a two-position three-way valve.

10. The brake system of claim 7, wherein, The master cylinder assembly comprises a master cylinder and a first piston arranged in the master cylinder. The first piston moves in the master cylinder to generate a brake signal and a brake signal.

11. The brake system of claim 7, wherein, The hydraulic assembly comprises a drive motor, a booster cylinder and a second piston arranged in the booster cylinder. The output end of the drive motor is connected to the second piston. The booster cylinder is in communication with the liquid storage pot. The drive motor is in communication connection with the master cylinder assembly. The drive motor is used to drive the second piston to move in the booster cylinder to generate a brake pressure according to the brake signal. The drive motor is a double-winding motor.

12. The brake system of claim 6, wherein, The brake system further comprises a third electromagnetic valve connected between the hydraulic assembly and the four first electromagnetic valves. The third electromagnetic valve is used to control the on-off between the hydraulic assembly and the four first electromagnetic valves.

13. The brake system of claim 12, wherein, The third electromagnetic valve comprises a seventh interface and an eighth interface. The seventh interface is connected to the hydraulic assembly, and the eighth interface is connected to the four first electromagnetic valves. The third electromagnetic valve is switched between a first position and a second position, wherein, in the first position, the hydraulic assembly and the four first electromagnetic valves are disconnected, and in the second position, the hydraulic assembly and the four first electromagnetic valves are in communication.

14. The brake system of claim 13, wherein, The third electromagnetic valve is a two-position three-way valve.

15. The brake system of claim 13, wherein, The first electromagnetic valve further has a pressure maintaining state. In the pressure maintaining state, the first electromagnetic valve is in communication with the wheel cylinder, the third electromagnetic valve is in the first position, and the hydraulic assembly is disconnected from the four first electromagnetic valves.

16. A vehicle characterized by comprising: The vehicle comprises the brake system of any one of claims 1-15 and four wheels. One wheel cylinder of the brake system is connected to one of the wheels to brake the wheel.

17. The vehicle of claim 16, wherein, The vehicle further comprises a control device electrically connected to the brake system. The control device is used to control the operation of the brake system.

18. The vehicle of claim 16, wherein, The brake system is arranged in an H-shaped manner in the vehicle.

19. The vehicle of claim 16, wherein, The vehicle further comprises a first shaft and a second shaft and two motors. The first shaft is arranged at the front of the vehicle, and the second shaft is arranged 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 arranged on the first shaft and the second shaft respectively, and the motors are connected to the wheel cylinders of the wheels respectively. The motors are used to provide feedback torque for the wheels.

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