Brake system, vehicle control method and vehicle

Abstract

The invention discloses a brake system, a vehicle control method and a vehicle. The brake system comprises a brake, a brake adjusting device and a drive-by-wire device. The brake adjusting device is connected with the brake, the drive-by-wire device is electrically connected with the brake adjusting device, and the brake adjusting device is provided with an oil inlet; the drive-by-wire device is provided with an oil outlet, and the oil outlet is communicated with the oil inlet; wherein at least one of the drive-by-wire device and the brake adjusting device is used for establishing brake pressure for brake operation. According to the brake system of the invention, the brake system has a drive-by-wire device and a brake control device, and at least one of the drive-by-wire device and the brake control device is used for establishing brake pressure for brake operation. Therefore, as long as at least one of the drive-by-wire device and the brake adjusting device works normally, the brake can generate braking force, braking of the vehicle is achieved, and the requirement for redundant drive-by-wire braking of the vehicle is met.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking, and in particular to a braking system, a control method for a vehicle, and a vehicle. Background Art

[0002] With the development of the automotive industry, intelligence, environmental protection, and energy conservation are the current technological pursuit directions and also the publicity points in the current automotive consumer market. The development of the brake-by-wire system makes the realization of these goals possible. In related technologies, the integrated hydraulic brake-by-wire system is a commonly used wire control system, which can achieve conventional braking and brake-by-wire, but cannot meet the requirements of redundant brake-by-wire. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. For this reason, an object of the present invention is to provide a braking system that meets the requirements of redundant brake-by-wire for vehicles, has a simple structure, and a low cost.

[0004] Another object of the present invention is to provide a control method for a vehicle using the above braking system.

[0005] A further object of the present invention is to provide a vehicle using the above braking system or the control method for a vehicle.

[0006] The braking system according to an embodiment of the first aspect of the present invention includes: a brake; a brake adjustment device, the brake adjustment device is connected to the brake, the brake adjustment device has an oil inlet; a wire control device, the wire control device is electrically connected to the brake adjustment device, the wire control device has an oil outlet, and the oil outlet is communicated with the oil inlet; wherein, at least one of the wire control device and the brake adjustment device is used to establish a braking pressure for the operation of the brake.

[0007] According to the braking system of the embodiment of the present invention, the braking system has a wire control device and a brake adjustment device, and at least one of the wire control device and the brake adjustment device is used to establish a braking pressure for the operation of the brake. Thus, as long as at least one of the wire control device and the brake adjustment device works normally, the brake can generate a braking force to realize the braking of the vehicle, meeting the requirements of redundant brake-by-wire for vehicles, and having a simple structure and a low cost.

[0008] According to some embodiments of the present invention, the brake adjustment device includes: a first oil supply passage for the brake, the first oil supply passage for the brake is respectively communicated with the oil inlet and the brake; a first pressure building component, the first pressure building component is arranged on the first oil supply passage for the brake, and the first pressure building component is used to establish a braking pressure for the operation of the brake.

[0009] According to some embodiments of the present invention, the first brake oil supply passage includes: a first sub-brake oil supply passage and a second sub-brake oil supply passage. Both ends of the first sub-brake oil supply passage and both ends of the second sub-brake oil supply passage are respectively connected to the oil inlet and the brake; the first pressure building assembly includes: a high-pressure valve provided on the first sub-brake oil supply passage; a pump body connected to the high-pressure valve and the second sub-brake oil supply passage respectively; a pressure boosting valve provided on the second sub-brake oil supply passage, and the pressure boosting valve is located between the pump body and the brake; wherein, the brake fluid builds a braking pressure for the brake through the wire control device, the high-pressure valve, the pump body and the pressure boosting valve.

[0010] According to some embodiments of the present invention, the first brake oil supply passage further includes: a third sub-brake oil supply passage, on which the pump body is provided; a first pressure reducing valve provided on the third sub-brake oil supply passage, and the first pressure reducing valve is located between the pump body and the brake; wherein, the pump body is connected in series with the first pressure reducing valve and then in parallel with the pressure boosting valve, and the pump body is in parallel with the high-pressure valve.

[0011] According to some embodiments of the present invention, the brake adjustment device has an oil return outlet, and the wire control device has an oil return inlet, and the oil return inlet is communicated with the oil return outlet; the brake adjustment device further includes: a brake oil return passage respectively connected to the oil return inlet and the second sub-brake oil supply passage; a second pressure reducing valve respectively connected to the brake oil return passage and the second sub-brake oil supply passage.

[0012] According to some embodiments of the present invention, the first pressure building assembly further includes: a control valve provided on the second sub-brake oil supply passage, and the control valve is located between the oil inlet and the pump body.

[0013] According to some embodiments of the present invention, both the control valve and the pressure boosting valve are normally open solenoid valves, and the high-pressure valve, the first pressure reducing valve and the second pressure reducing valve are all normally closed solenoid valves.

[0014] According to some embodiments of the present invention, the brake adjustment device further includes: an accumulator in the third sub-brake oil supply passage, and the accumulator is located between the first pressure reducing valve and the pump body.

[0015] According to some embodiments of the present invention, the brake system further includes: a first connecting wire respectively connected to the wire control device and the second pressure reducing valve; a second connecting wire respectively connected to the wire control device and the pressure boosting valve.

[0016] According to some embodiments of the present invention, the by-wire device includes: an oil pot, the oil pot is communicated with the oil outlet through a main oil supply passage, and the oil pot is communicated with the oil return inlet through a return oil passage; a second pressure building component, the second pressure building component is respectively communicated with the oil pot and the oil outlet, and the second pressure building component is used to build a braking pressure for the operation of the brake.

[0017] According to some embodiments of the present invention, the by-wire device further includes: a first oil passage of the electric cylinder, both ends of the first oil passage of the electric cylinder are respectively communicated with the electric cylinder and the oil outlet; a second oil passage of the electric cylinder, both ends of the second oil passage of the electric cylinder are respectively communicated with the electric cylinder and the oil outlet; a first valve, the first valve is arranged on the first oil passage of the electric cylinder; a second valve, the second valve is arranged on the second oil passage of the electric cylinder.

[0018] According to some embodiments of the present invention, the main oil supply passage includes a first oil passage section, a second oil passage section and a third oil passage section, one end of the first oil passage section is communicated with the oil pot, the other end of the first oil passage section is communicated with the second oil passage section and the third oil passage section, the second oil passage section is communicated with the first oil outlet, and the third oil passage section is communicated with the second oil outlet.

[0019] According to some embodiments of the present invention, the by-wire device further includes: a first one-way valve, the first one-way valve is arranged on the second oil passage section; a second one-way valve, the second one-way valve is arranged on the third oil passage section.

[0020] According to some embodiments of the present invention, the second pressure building component includes an electric cylinder and a driving motor, one end of the electric cylinder is communicated with the main oil supply passage through an oil supply passage of the electric cylinder, the other end of the electric cylinder is communicated with the oil outlet, and the driving motor is connected to the electric cylinder; the by-wire device further includes: an auxiliary oil passage, the auxiliary oil passage is respectively communicated with the first oil passage section and the electric cylinder.

[0021] According to some embodiments of the present invention, the by-wire device further includes: a first oil passage of the electric cylinder, both ends of the first oil passage of the electric cylinder are respectively communicated with the electric cylinder and the oil outlet; a second oil passage of the electric cylinder, both ends of the second oil passage of the electric cylinder are respectively communicated with the electric cylinder and the oil outlet; the second pressure building component further includes: a first valve, the first valve is arranged on the first oil passage of the electric cylinder; a second valve, the second valve is arranged on the second oil passage of the electric cylinder.

[0022] According to some embodiments of the present invention, the by-wire device further includes: a first control unit, the first control unit is used to control the driving motor and the brake adjusting device; a pedal feedback component, the pedal feedback component is used to feedback pedal braking information to the first control unit.

[0023] According to some embodiments of the present invention, the pedal feedback assembly includes: a master cylinder, the master cylinder is communicated with the oil pot through an oil inlet passage, and the master cylinder is communicated with the oil return inlet through an oil outlet passage; a third valve, the third valve is arranged on the oil outlet passage, and the third valve is electrically connected to the first control unit; a pedal feel simulator, the pedal feel simulator is arranged on the oil outlet passage, and the pedal feel simulator is located between the third valve and the communication with the oil return inlet.

[0024] According to some embodiments of the present invention, a diagnostic valve is arranged on the oil inlet passage, and the diagnostic valve is electrically connected to the first control unit.

[0025] According to some embodiments of the present invention, the master cylinder is communicated with the oil outlet through a master cylinder oil outlet passage, a fourth valve is arranged on the master cylinder oil outlet passage, and the fourth valve is electrically connected to the first control unit.

[0026] According to some embodiments of the present invention, the braking system further includes: an inertial measurement sensor, the inertial measurement sensor is electrically connected to the by-wire device; a wheel speed sensor, the wheel speed sensor has two chips, the two chips are independent of each other, and the two chips are respectively electrically connected to the by-wire device and the braking adjustment device.

[0027] A control method for a vehicle according to an embodiment of the second aspect of the present invention includes the following steps:

[0028] Determine the state of the braking system according to the information of the by-wire device and the information of the braking adjustment device, and the braking system is the braking system according to the above first aspect embodiment of the present invention;

[0029] According to the state of the braking system, control at least one of the by-wire device and the braking adjustment device to build braking pressure for the brake.

[0030] According to some embodiments of the present invention, judging the state of the braking system according to the information of the by-wire device and the information of the braking adjustment device specifically includes:

[0031] When the by-wire device is normal and the braking adjustment device is normal, determine that the braking system is in a first state;

[0032] When the by-wire device is abnormal and the braking adjustment device is normal, determine that the braking system is in a second state;

[0033] When the by-wire device is normal and the braking adjustment device is abnormal, determine that the braking system is in a third state;

[0034] When the by - wire device is abnormal and the brake adjustment device is abnormal, determine that the brake system is in the fourth state.

[0035] According to some embodiments of the present invention, controlling at least one of the by - wire device and the brake adjustment device to build a braking pressure for the brake according to the state of the brake system includes:

[0036] When the brake system is in the first state, control the brake system to execute a first action instruction;

[0037] The first action instruction includes controlling the by - wire device to build a braking pressure for the brake.

[0038] According to some embodiments of the present invention, controlling at least one of the by - wire device and the brake adjustment device to build a braking pressure for the brake according to the state of the brake system includes:

[0039] When the brake system is in the second state, control the brake system to execute a second action instruction;

[0040] The second action instruction includes controlling the brake adjustment device to build a braking pressure for the brake.

[0041] According to some embodiments of the present invention, controlling at least one of the by - wire device and the brake adjustment device to build a braking pressure for the brake according to the state of the brake system further includes:

[0042] When the brake system is in the third state, determine the action instruction of the brake system according to the solenoid valve information of the brake adjustment device;

[0043] Control the brake system to execute the action instruction.

[0044] According to some embodiments of the present invention, determining the action instruction of the brake system according to the solenoid valve information of the brake adjustment device includes:

[0045] When the solenoid valve is normal, determine that the action instruction of the brake system is the third action instruction;

[0046] When the solenoid valve is abnormal, determine that the action instruction of the brake system is the fourth action instruction;

[0047] Wherein, the third action instruction includes controlling the by - wire device to build a braking pressure for the brake, and the fourth action instruction includes controlling the by - wire device to build a braking pressure for the brake.

[0048] According to some embodiments of the present invention, controlling at least one of the by-wire device and the brake adjustment device to build a braking pressure for the brake according to the state of the braking system further includes:

[0049] When the braking system is in the fourth state, controlling the by-wire device to build pressure mechanically.

[0050] A vehicle according to an embodiment of the third aspect of the present invention includes a braking system according to the embodiment of the first aspect of the present invention above, or a control method of a vehicle according to the embodiment of the second aspect of the present invention above.

[0051] Additional aspects and advantages of the present invention will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present invention. Description of the Drawings

[0052] The above and / or additional aspects and advantages of the present invention will become apparent and be readily understood from the description of the embodiments in conjunction with the following drawings, where:

[0053] Figure 1 is a schematic diagram of a braking system according to an embodiment of the present invention;

[0054] Figure 2 is a schematic diagram of a by-wire device of a braking system according to an embodiment of the present invention;

[0055] Figure 3 is a schematic diagram of a brake adjustment device of a braking system according to an embodiment of the present invention;

[0056] Figure 4 is a partial schematic diagram of a braking system according to an embodiment of the present invention;

[0057] Figure 5 is a flowchart of a control method of a vehicle according to an embodiment of the present invention.

[0058] Reference Signs:

[0059] 100: Braking System;

[0060] 1: Brake; 11: First Brake; 12: Second Brake; 13: Third Brake; 14: Fourth Brake;

[0061] 2: Brake adjustment device; 21: Oil inlet; 211: First oil inlet; 212: Second oil inlet; 22: Oil return outlet; 23: First oil supply channel for the brake; 231: First sub - oil supply channel for the brake; 232: Second sub - oil supply channel for the brake; 233: First control valve; 234: Second control valve; 24: Brake oil return channel; 25: Second pressure reducing valve; 251: First sub - pressure reducing valve; 252: Second sub - pressure reducing valve; 253: Third sub - pressure reducing valve; 254: Fourth sub - pressure reducing valve; 26: Boost valve: 261: First boost valve: 262: Second boost valve: 263: Third boost valve: 264: Fourth boost valve: 27: Third sub - oil supply channel for the brake; 28: First pressure reducing valve; 281: Fifth sub - pressure reducing valve; 282: Sixth sub - pressure reducing valve; 283: Seventh sub - pressure reducing valve; 284: Eighth sub - pressure reducing valve; 29: Driving part; 30: Pump body; 301: First pump body; 302: Second pump body; 303: IMU sensor; 304: Oil channel pressure sensor: 305: First high - pressure valve; 306: Second high - pressure valve; 307: First accumulator; 308: Second accumulator: 309: Control module; 310: First one - way oil inlet valve; 320: Second one - way oil inlet valve;

[0062] 3: By - wire device; 31: Oil outlet: 311: First oil outlet; 312: Second oil outlet; 32: Oil return inlet; 33: Oil pot; 35: Electric cylinder; 36: Main oil supply channel; 361: First oil channel section; 362: Second oil channel section; 363: Third oil channel section; 37: Oil return channel; 38: Oil supply channel for the electric cylinder; 39: Driving motor; 391: Current sensor; 392: Motor position sensor; 393: Electric cylinder pressure sensor; 40: First oil channel for the electric cylinder; 41: Second oil channel for the electric cylinder; 42: First valve; 43: Second valve; 44: First one - way valve; 45: Second one - way valve; 46: Auxiliary oil channel; 47: First control unit; 48: Pedal feedback component; 481: Master cylinder; 4811: First chamber: 4812: Second chamber; 4813: Master cylinder pressure sensor; 482: Oil inlet channel; 4821: First oil inlet channel; 4822: Second oil inlet channel; 483: Third valve; 484: Oil outlet channel; 485: Pedal feel simulator; 49: Diagnostic valve; 50: Master cylinder oil outlet channel; 501: First master cylinder oil outlet channel; 502: Second master cylinder oil outlet channel; 51: Fourth valve; 52: Push rod; 53: Stroke sensor; 54: Third one - way valve; 55: Fourth one - way valve;

[0063] 4: First brake circuit pipe; 5: Second brake circuit pipe; 6: Brake oil return pipe;

[0064] 7: First connection line; 71: First sub-connection line; 72: Second sub-connection line; 73: Third sub-connection line; 74: Fourth sub-connection line; 8: Second connection line; 81: Fifth sub-connection line; 82: Sixth sub-connection line; 83: Seventh sub-connection line; 84: Eighth sub-connection line;

[0065] 9: Inertial measurement sensor; 10: Wheel speed sensor; 101: Brake pedal; 102: Twisted pair; 103: Signal transmission line; 104: Connection harness. Detailed implementation manner

[0066] The following refers to Figures 1-5 Describe the braking system 100 according to the embodiment of the first aspect of the present invention.

[0067] As Figures 1-4 shown, the braking system 100 according to the embodiment of the first aspect of the present invention includes: a brake 1, a braking adjustment device 2, and a by-wire device 3.

[0068] Specifically, the braking adjustment device 2 is connected to the brake 1, and the braking adjustment device 2 has an oil inlet 21. The by-wire device 3 and the braking adjustment device 2 are electrically connected, and the by-wire device 3 has an oil outlet 31, and the oil outlet 31 is communicated with the oil inlet 21.

[0069] For example, in Figures 1-3 the example, the by-wire device 3 and the braking adjustment device 2 can be connected through a signal transmission line 103. The signal transmission line 103 is a private communication line between the by-wire device 3 and the braking adjustment device 2 and can be a FlexRay bus. There are four brakes 1, and the four brakes 1 are the first brake 11, the second brake 12, the third brake 13, and the fourth brake 14 respectively, which are used to brake the four wheels of the vehicle. One end of the braking adjustment device 2 is respectively connected to the four brakes 1, and the other end of the braking adjustment device 2 has two oil inlets 21. The two oil inlets 21 are respectively the first oil inlet 211 and the second oil inlet 212. The first oil inlet 211 is used to supply oil to the first brake 11 and the fourth brake 14, and the second oil inlet 212 is used to supply oil to the second brake 12 and the third brake 13. The by-wire device 3 is connected to the brake pedal 101. The by-wire device 3 has two oil outlets 31. The two oil outlets 31 are respectively the first oil outlet 311 and the second oil outlet 312. The first oil outlet 311 and the first oil inlet 211 are communicated through a first brake circuit pipe 4, and the second oil outlet 312 and the second oil inlet 212 are communicated through a second brake circuit pipe 5.

[0070] Figures 1-3Two inlet ports 21 are shown for illustrative purposes, but those of ordinary skill in the art will clearly understand, after reading the technical solution of this application, that the solution can be applied to technical solutions with other numbers of inlet ports 21, which also fall within the protection scope of the present invention.

[0071] Among them, at least one of the by-wire device 3 and the brake adjustment device 2 is used to establish a braking pressure for the operation of the brake 1. For example, only the by-wire device 3 can be used to establish a braking pressure for the operation of the brake 1; or, only the brake adjustment device 2 can be used to establish a braking pressure for the operation of the brake 1; or, the by-wire device 3 and the brake adjustment device 2 can be used simultaneously to establish a braking pressure for the operation of the brake 1. When the brake 1 operates, it will contact the brake disc of the vehicle to generate a braking force. That is, when the user steps on the brake pedal 101, the brake fluid can flow through the first oil outlet 311, the first brake circuit pipe 4, and the first inlet port 211 to the first brake 11 and the fourth brake 14, causing the first brake 11 and the fourth brake 14 to generate a braking force. At the same time, the brake fluid can flow through the second oil outlet 312, the second brake circuit pipe 5, and the second inlet port 212 to the second brake 12 and the third brake 13, causing the second brake 12 and the third brake 13 to generate a braking force, realizing the braking of the vehicle.

[0072] In this way, even if one of the by-wire device 3 and the brake adjustment device 2 fails, the other of the by-wire device 3 and the brake adjustment device 2 can be used to establish a braking pressure for the operation of the brake 1, causing the brake 1 to generate a braking force, avoiding vehicle out of control, meeting the redundant by-wire braking requirements of the vehicle, and the structure of the braking system 100 is simple, so that the cost can be reduced.

[0073] According to the braking system 100 of the embodiment of the present invention, the braking system 100 has a by-wire device 3 and a brake adjustment device 2, and at least one of the by-wire device 3 and the brake adjustment device 2 is used to establish a braking pressure for the operation of the brake 1. Thus, as long as at least one of the by-wire device 3 and the brake adjustment device 2 works normally, the brake 1 can generate a braking force to realize the braking of the vehicle, meeting the redundant by-wire braking requirements of the vehicle, and the structure is simple and the cost is low.

[0074] According to some embodiments of the present invention, with reference to Figures 1-3, the brake adjustment device 2 includes a first brake oil supply passage 23 and a first pressure - building assembly. The first brake oil supply passage 23 is respectively connected to the oil inlet 21 and the brake 1. The first pressure - building assembly is arranged on the first brake oil supply passage 23 and is used to build the braking pressure for the operation of the brake 1. That is to say, when the brake adjustment device 2 works, the brake fluid can flow to the brake 1 through the first pressure - building assembly. The brake fluid accumulates in the brake 1 to generate the braking pressure, making the brake 1 contact the brake disc to achieve the braking of the vehicle. Thus, the structure of the brake adjustment device 2 is simple and convenient for layout in the vehicle.

[0075] Among them, there are two first brake oil supply passages 23. One end of one of the two first brake oil supply passages 23 is connected to the first oil inlet 211, and the other end is connected to the first brake 11 and the fourth brake 1; one end of the other of the two first brake oil supply passages 23 is connected to the second oil inlet 212, and the other end is connected to the second brake 12 and the third brake 13. Similarly, there are also two first pressure - building assemblies, and the two first pressure - building assemblies are respectively arranged on the two first brake oil supply passages 23.

[0076] Furthermore, referring to Figure 1 and Figure 3 , the first brake oil supply passage 23 includes a first sub - brake oil supply passage 231 and a second sub - brake oil supply passage 232. Both the first sub - brake oil supply passage 231 and the second sub - brake oil supply passage 232 are respectively connected to the oil inlet 21 and the brake 1. The first pressure - building assembly includes a high - pressure valve, a pump body 30, and a pressure - increasing valve 26. The high - pressure valve is arranged on the first sub - brake oil supply passage 231. The pump body 30 is respectively connected to the high - pressure valve and the second sub - brake oil supply passage 232. The pressure - increasing valve 26 is arranged on the second sub - brake oil supply passage 232, and the pressure - increasing valve 26 is located between the pump body 30 and the brake 1. The brake fluid passes through the by - wire device 3, the high - pressure valve, the pump body 30, and the pressure - increasing valve 26 to build the braking pressure for the brake 1.

[0077] As Figure 1 and Figure 3 shown, one end of both the first sub - brake oil supply passage 231 and the second sub - brake oil supply passage 232 is connected to the first oil inlet 211 or the second oil inlet 212, and the other end of both the first sub - brake oil supply passage 231 and the second sub - brake oil supply passage 232 is connected to the first brake 11 and the fourth brake 14.

[0078] There are two high-pressure valves and two pump bodies 30. The two high-pressure valves are the first high-pressure valve 305 and the second high-pressure valve 306 respectively, and the two pump bodies 30 are the first pump body 301 and the second pump body 302 respectively. Both pump bodies 30 are electrically connected to the driving member 29, and the driving member 29, such as a motor, is used to drive the first pump body 301 and the second pump body 302. There are four pressure-boosting valves 26, namely the first pressure-boosting valve 261, the second pressure-boosting valve 262, the third pressure-boosting valve 263 and the fourth pressure-boosting valve 264. The first pressure-boosting valve 261 and the fourth pressure-boosting valve 264 are in parallel. The first pressure-boosting valve 261 is connected to the first brake 11, and the fourth pressure-boosting valve 264 is connected to the fourth brake 14. The second pressure-boosting valve 262 and the third pressure-boosting valve 263 are in parallel. The second pressure-boosting valve 262 is connected to the second brake 12, and the third pressure-boosting valve 263 is connected to the third brake 13. One end of the first pump body 301 is connected to the first high-pressure valve 305, the other end of the first high-pressure valve 305 is connected to the first oil inlet 211, and the other end of the first pump body 30 is connected to the first pressure-boosting valve 261 and the fourth pressure-boosting valve 264. One end of the second pump body 302 is connected to the second high-pressure valve 306, the other end of the second high-pressure valve 306 is connected to the second oil inlet 212, and the other end of the second pump body 302 is connected to the second pressure-boosting valve 262 and the third pressure-boosting valve 263.

[0079] In this way, when the braking system 100 works, the brake fluid of the by-wire device 3 flows to the brake adjustment device 2, and the driving member 29 is controlled to drive the first pump body 301 and the second pump body 302 to build pressure. At this time, the brake fluid flowing through the first oil inlet 211 can flow to the first high-pressure valve 305 through the first sub-oil supply channel 231 of the brake, and then flow to the second sub-oil supply channel 232 of the brake through the first pump body 301. The brake fluid in the second sub-oil supply channel 232 of the brake flows to the first brake 11 and the fourth brake 14 through the first pressure-boosting valve 261 and the fourth pressure-boosting valve 264 respectively, so that the first brake 11 and the fourth brake 14 generate braking forces; similarly, the brake fluid flowing through the second oil inlet 212 can flow to the second control high-pressure valve 306 through the first sub-oil supply channel 231 of the brake, and then flow to the second sub-oil supply channel 232 of the brake through the second pump body 302. The brake fluid in the second sub-oil supply channel 232 of the brake flows to the second brake 12 and the third brake 13 through the second pressure-boosting valve 262 and the third pressure-boosting valve 263 respectively, so that the second brake 12 and the third brake 13 generate braking forces, realizing independent adjustment of the four brakes 1. Thus, when the brake adjustment device 2 can work normally, the vehicle can be braked, realizing redundant braking of the vehicle.

[0080] Furthermore, as Figure 1 and Figure 3As shown, the first brake oil supply passage 23 further includes a third sub-brake oil supply passage 27 and a first pressure reducing valve 28. A pump body 30 is provided on the third sub-brake oil supply passage 27, and the first pressure reducing valve 28 is provided on the third sub-brake oil supply passage 27. The first pressure reducing valve 28 is located between the pump body 30 and the brake 1. Among them, the pump body 30 is connected in series with the first pressure reducing valve 28 and is in parallel with the pressure boosting valve 26, and the pump body 30 is in parallel with the high-pressure valve.

[0081] For example, in Figure 1 and Figure 3 example, there are two third sub-brake oil supply passages 27. Both ends of the third sub-brake oil supply passage 27 are communicated with the second brake oil supply passage 232. The pressure boosting valve 26 is in parallel with the third sub-brake oil supply passage 27, and the pump body 30 is provided on the side of the first pressure reducing valve 28 away from the brake 1. There are four first pressure reducing valves 28, namely the fifth sub-pressure reducing valve 281, the sixth sub-pressure reducing valve 282, the seventh sub-pressure reducing valve 283, and the eighth sub-pressure reducing valve 284. One of the third sub-brake oil supply passages 27 is respectively communicated with one of the second brake oil supply passages 232 through the fifth sub-pressure reducing valve 281 and the eighth sub-pressure reducing valve 284, that is, the fifth sub-pressure reducing valve 281 and the eighth sub-pressure reducing valve 284 are in parallel, and the fifth sub-pressure reducing valve 281 and the eighth sub-pressure reducing valve 284 are connected in series with the first pump body 301. The other third sub-brake oil supply passage 27 is respectively communicated with the second brake oil supply passage 232 of the clothes drying rod brake through the seventh sub-pressure reducing valve 283 and the sixth sub-pressure reducing valve 282, that is, the seventh sub-pressure reducing valve 283 and the sixth sub-pressure reducing valve 282, and the sixth sub-pressure reducing valve 282 and the seventh sub-pressure reducing valve 283 are connected in series with the second pump body 302.

[0082] In this way, when the braking system 100 works, the brake fluid can flow through the first oil inlet 211 and the second brake oil supply passage 232 to one of the third sub-brake oil supply passages 27, then flow through the first pump body 301 to the fifth sub-pressure reducing valve 281 and the eighth sub-pressure reducing valve 284, and finally flow to the first brake 11 and the fourth brake 14; at the same time, the brake fluid can flow through the second oil inlet 212 and the second brake oil supply passage 232 to the other third sub-brake oil supply passage 27, then flow through the second pump body 302 to the seventh sub-pressure reducing valve 283 and the sixth sub-pressure reducing valve 282, and finally flow to the second brake 12 and the third brake 13.

[0083] With such a setting, the brake fluid can flow to the first brake 11, the second brake 12, the third brake 13, and the fourth brake 14 through the first pressure reducing valve 28, realizing pressure relief of the brake 1 to reduce the braking force of the brake 1, so that the vehicle ends braking and ensures that the vehicle can drive normally.

[0084] According to some embodiments of the present invention, referring to Figure 1 and Figure 3, the brake adjustment device 2 has an oil return outlet 22, and the by-wire device 3 has an oil return inlet 32. The oil return inlet 32 is communicated with the oil return outlet 22. For example, the oil return inlet 32 and the oil return outlet 22 are communicated through a brake oil return pipe 6. The redundant brake fluid in the brake 1 can flow back to the by-wire device 3 through the oil return outlet 22, the brake oil return pipe 6 and the oil return inlet 32, avoiding waste of brake fluid. The brake adjustment device 2 further includes a brake oil return passage 24 and a second pressure reducing valve 25. The brake oil return passage 24 is respectively communicated with the oil return inlet 32 and the second sub-oil supply passage 232 of the brake, and the second pressure reducing valve 25 is respectively communicated with the brake oil return passage 24 and the second sub-oil supply passage 232 of the brake.

[0085] Among them, there are four second pressure reducing valves 25, namely a first sub-pressure reducing valve 251, a second sub-pressure reducing valve 252, a third sub-pressure reducing valve 253 and a fourth sub-pressure reducing valve 254. Both ends of the first sub-pressure reducing valve 251 are respectively communicated with the first brake 11 and the brake oil return passage 24, and are used to make the redundant brake fluid in the first brake 11 flow back to the brake oil return passage 24. A check valve is arranged on one side of the first sub-pressure reducing valve 251 adjacent to the first brake 11; both ends of the second sub-pressure reducing valve 252 are respectively communicated with the second brake 12 and the brake oil return passage 24, and are used to make the redundant brake fluid in the second brake 12 flow back to the brake oil return passage 24. A check valve is arranged on one side of the second sub-pressure reducing valve 252 adjacent to the second brake 12; both ends of the third sub-pressure reducing valve 253 are respectively communicated with the third brake 13 and the brake oil return passage 24, and are used to make the redundant brake fluid in the third brake 13 flow back to the brake oil return passage 24. A check valve is arranged on one side of the third sub-pressure reducing valve 253 adjacent to the third brake 13; both ends of the fourth sub-pressure reducing valve 254 are respectively communicated with the fourth brake 14 and the brake oil return passage 24, and are used to make the redundant brake fluid in the fourth brake 14 flow back to the brake oil return passage 24. Among them, the check valve is used to prevent the brake fluid in the brake oil return passage 24 from flowing back to the first oil supply passage 23 of the brake.

[0086] In this way, the redundant brake fluid in the first brake 11 can flow through the first sub-pressure reducing valve 251 to the brake oil return passage 24; the redundant brake fluid in the second brake 12 can flow through the second sub-pressure reducing valve 252 to the brake oil return passage 24; the redundant brake fluid in the third brake 13 can flow through the third sub-pressure reducing valve 253 to the brake oil return passage 24; the redundant brake fluid in the fourth brake 14 can flow through the fourth sub-pressure reducing valve 254 to the brake oil return passage 24. Thus, the recovery of brake fluid is realized.

[0087] Optionally, the first pressure building component further includes a control valve. The control valve is arranged in the second sub-oil supply passage 232 of the brake, and the control valve is located between the oil inlet 21 and the pump body 30. For example, Figure 3In the example, there are two control valves, namely the first control valve 233 and the second control valve 234. The first control valve 233 is provided between the first pump body 301 and the first oil inlet 211, and the first control valve 233 is located on the side of the first booster valve 261 away from the brake 1. The second control valve 234 is provided between the second pump body 302 and the second oil inlet 212, and the second control valve 234 is located on the side of the second booster valve 262 away from the brake 1.

[0088] With such an arrangement, when the first high-pressure valve 305 and the second high-pressure valve 306 are damaged, the brake fluid can flow through the control valves (i.e., the first control valve 233 and the second control valve 234) to the booster valve 26, the first pressure reducing valve 28 or the second pressure reducing valve 25, realizing functions such as pressure building, pressure relief and pressure regulation of the brake 1, enabling the vehicle to operate normally, and further realizing redundant braking of the vehicle.

[0089] Among them, one end of the first sub-oil supply passage 231 of one brake, which is adjacent to the first oil inlet 211, is provided with a parallel-connected first inlet check valve 310 and a first control valve 233. The first inlet check valve 310 prevents the brake fluid from flowing back to the first oil inlet 211; one end of the second sub-oil supply passage 232 of the other brake, which is adjacent to the second oil inlet 212, is provided with a parallel-connected second inlet check valve 320 and a second control valve 234. The second inlet check valve 320 prevents the brake fluid from flowing back to the second oil inlet 212.

[0090] According to some embodiments of the present invention, the control valves (i.e., the first control valve 233 and the second control valve 234) and the booster valve 26 (i.e., the first booster valve 261, the second booster valve 262, the third booster valve 263 and the fourth booster valve 264) are all normally open solenoid valves, and the high-pressure valves (i.e., the first high-pressure valve 305 and the second high-pressure valve 306), the first pressure reducing valve 28 (the fifth sub-pressure reducing valve 281, the sixth sub-pressure reducing valve 282, the seventh sub-pressure reducing valve 283 and the eighth sub-pressure reducing valve 284) and the second pressure reducing valve 25 (i.e., the first sub-pressure reducing valve 251, the second sub-pressure reducing valve 252, the third sub-pressure reducing valve 253 and the fourth sub-pressure reducing valve 254) are all normally closed solenoid valves.

[0091] With such an arrangement, the brake 1 can generate braking force through the booster valve 26 to realize braking of the vehicle. The braking force of the brake 1 can be released through the first pressure reducing valve 28 to end the braking of the vehicle. Through the coordinated operation of the booster valve 26 and the second pressure reducing valve 25, the hydraulic regulation is improved, making the vehicle more comfortable during brake adjustment.

[0092] Optionally, the brake adjustment device 2 further includes an accumulator. The accumulator is in the third sub-oil supply passage 27 of the brake, and the accumulator is located between the first pressure reducing valve 28 and the pump body 30. For example, there are two accumulators, namely the first accumulator 307 and the second accumulator 308. The first accumulator 307 is located between the first pump body 301 and the fifth sub-pressure reducing valve 281, and the second accumulator 308 is arranged between the second pump body 302 and the sixth sub-pressure reducing valve 282. The accumulator can convert the energy in the braking system 100 into compressed energy or potential energy and store it at an appropriate time. When the braking system 100 needs it, the compressed energy or potential energy is converted back into hydraulic energy or pneumatic energy and released to replenish the braking system 100 again. When the instantaneous pressure of the braking system 100 increases, the accumulator can absorb this part of the energy to ensure the normal pressure of the entire braking system 100.

[0093] According to some embodiments of the present invention, the braking system 100 further includes a first connection line 7 and a second connection line 8. The first connection line 7 is respectively connected to the by-wire device 3 and the second pressure reducing valve 25, and the second connection line 8 is respectively connected to the by-wire device 3 and the pressure increasing valve 26. As Figure 4 shown, the by-wire device 3 includes a control module 309. Both the first connection line 7 and the second connection line 8 are four. The four first connection lines 7 are respectively the first sub-connection line 71, the second sub-connection line 72, the third sub-connection line 73, and the fourth sub-connection line 74. The two ends of the first sub-connection line 71 are respectively connected to the control module 309 and the first sub-pressure reducing valve 251, the two ends of the second sub-connection line 72 are respectively connected to the control module 309 and the second sub-pressure reducing valve 252, the two ends of the third sub-connection line 73 are respectively connected to the control module 309 and the third sub-pressure reducing valve 253, and the two ends of the fourth sub-connection line 74 are respectively connected to the control module 309 and the fourth sub-pressure reducing valve 254.

[0094] The four second connection lines 8 are respectively the fifth sub-connection line 81, the sixth sub-connection line 82, the seventh sub-connection line 83, and the eighth sub-connection line 84. The two ends of the fifth sub-connection line 81 are respectively connected to the by-wire device 3 and the first pressure increasing valve 261, the two ends of the sixth sub-connection line 82 are respectively connected to the by-wire device 3 and the second pressure increasing valve 262, the two ends of the seventh sub-connection line 83 are respectively connected to the by-wire device 3 and the third pressure increasing valve 263, and the two ends of the eighth sub-connection line 84 are respectively connected to the by-wire device 3 and the fourth pressure increasing valve 264. The by-wire device 3 is electrically connected to the control module 309. Among them, one of the by-wire device 3 and the control module 309 controls the pressure increasing valve 26. Thus, when the control module 309 is damaged, the by-wire device 3 can directly control the second pressure reducing valve 25 and the pressure increasing valve 26 to make the brake 1 generate braking force.

[0095] Furthermore, the brake adjustment device 2 further includes a driving member 29 and a pump body 30. The pump body 30 is electrically connected to the driving member 29. The pump body 30 is provided on the second oil supply passage 27 of the brake, and the pump body 30 is located between the first pressure reducing valve 28 and the oil inlet 21. As Figure 1 and Figure 3 shown, there are two pump bodies 30, namely a first pump body 301 and a second pump body 302,

[0096] Optionally, the brake adjustment device 2 further includes an oil passage pressure sensor 304 and an IMU (Inertial Measurement Unit) sensor 303. The oil passage pressure sensor 304 is used to detect the oil pressure at the oil inlet. The IMU sensor 303 is used to detect the accelerator and angular velocity of the vehicle, and provide an inertial signal of the vehicle to the control module 309. The driving member 29, the oil passage pressure sensor 304, the IMU sensor 303, the pressure increasing valve 26, the second pressure reducing valve 25 and the first pressure reducing valve 28 are all electrically connected to the control module 309. The control module 309 can process sensor signals (i.e., the oil passage pressure sensor 304 and the IMU sensor 303), perform data calculation, data storage, and output control signals to the solenoid valves (i.e., the pressure increasing valve 26, the second pressure reducing valve 25 or the first pressure reducing valve 28) and the driving member 29 as needed, so that the brake adjustment device 2 can independently control the brake 1.

[0097] According to some embodiments of the present invention, the by-wire device 3 includes an oil pot 33 and a second pressure building component. The oil pot 33 is communicated with the oil outlet 31 through the main oil supply passage 36, and the oil pot 33 is communicated with the oil return inlet 32 through the oil return passage 37. The second pressure building component is respectively communicated with the oil pot 33 and the oil outlet 31. The second pressure building component is used to build a braking pressure for the operation of the brake 1. For example, in Figure 1 and Figure 4 the example, one end of the main oil supply passage 36 is communicated with the oil pot 33, and the other end of the main oil supply passage 36 is respectively communicated with the first oil outlet 311 and the second oil outlet 312.

[0098] In this way, when the by-wire device 3 works, the brake fluid can flow to the brake 1 through the second pressure building component. The brake fluid accumulates in the brake 1 to generate a braking pressure, so that the brake 1 contacts the brake disc, realizing the braking of the vehicle. Thus, the structure of the by-wire device 3 is simple and convenient for layout in the vehicle.

[0099] According to some specific embodiments of the present invention, the oil outlet 31 includes a first oil outlet 311 and a second oil outlet 312. The main oil supply passage 36 includes a first oil passage section 361, a second oil passage section 362, and a third oil passage section 363. One end of the first oil passage section 361 is communicated with the oil pot 33, the other end of the first oil passage section 361 is communicated with the second oil passage section 362 and the third oil passage section 363, the second oil passage section 362 is communicated with the first oil outlet 311, and the third oil passage section 363 is communicated with the second oil outlet 312.

[0100] Wherein, the by-wire device 3 further includes a first one-way valve 44 and a second one-way valve 45. The first one-way valve 44 is arranged in the second oil passage section 362, and the second one-way valve 45 is arranged in the third oil passage section 363. The first one-way valve 44 and the second one-way valve 45 are used to prevent the brake fluid from flowing back to the oil pot 33. With such an arrangement, when the solenoid valve of the by-wire device 3 fails to work, the brake fluid in the oil pot 33 can flow to the first oil outlet 311 and the second oil outlet 312 respectively through the first one-way valve 44 and the second one-way valve 45, and finally flow to the four brakes 1 through the brake adjustment device 2 to control the brakes 1 to work when the brake adjustment device 2 is in operation, and replenish the brake adjustment device 2 to reduce the cylinder diameter of the master cylinder 481, thereby reducing the volume of the by-wire braking device and improving the convenience of the vehicle layout.

[0101] Further, referring to Figure 3 , the second pressure building assembly includes an electric cylinder 35 and a driving motor 39. One end of the electric cylinder 35 is communicated with the main oil supply passage 36 through an electric cylinder oil supply passage 38, the other end of the electric cylinder 35 is communicated with the oil outlet 31, and the driving motor 39 is connected to the electric cylinder 35. For example, the above-mentioned other end of the electric cylinder 35 is communicated with the first oil outlet 311 and the second oil outlet 312 respectively.

[0102] When the braking system 100 builds pressure (the brakes 1 generate braking force), the driving motor 39 drives the electric cylinder 35 to move until the electric cylinder oil supply passage 38 is closed and hydraulic pressure is built up. Then, the driving motor 39 drives the brake fluid to flow through the first oil inlet 211 and the second oil inlet 212 respectively, and finally reaches the fourth brake 14, the first brake 11, the second brake 12, and the third brake 13 of the brake adjustment device 2 to provide braking force for the vehicle.

[0103] When the braking system 100 releases pressure (the brakes 1 eliminate the braking force), the driving motor 39 drives the electric cylinder 35 to retreat, the electric cylinder oil supply passage 38 is opened, and the brake fluid flows back to the first oil inlet 211 and the second oil inlet 212 through the brakes 1 and the brake adjustment device 2, and then flows back to the oil pot 33 through the electric cylinder 35, the electric cylinder oil supply passage 38, and the main oil supply passage 36.

[0104] Wherein, the redundant brake fluid in the brakes 1 can flow back to the oil pot 33 through the brake oil return passage 24, the oil return outlet 22, the oil return inlet 32, and the return oil passage 37, realizing the recovery of the brake fluid and preventing the waste of the brake fluid.

[0105] The by - wire control device 3 further includes an auxiliary oil passage 46 which is respectively communicated with the first oil passage section 361 and the electric cylinder 35. The auxiliary oil passage 46 may also be provided with a fourth one - way valve 55 which does not allow the brake fluid to flow back from the electric cylinder 35 to the first oil passage section 361. When the electric cylinder 35 lacks fluid, the fourth one - way valve 55 opens, so that the brake fluid in the oil pot 33 flows to the electric cylinder 35 through the supplementary oil path.

[0106] According to some specific embodiments of the present invention, the by - wire control device 3 further includes an electric cylinder first oil passage 40, an electric cylinder second oil passage 41, a first valve 42 and a second valve 43. Two ends of the electric cylinder first oil passage 40 are respectively communicated with the electric cylinder 35 and the oil outlet 31, two ends of the electric cylinder second oil passage 41 are respectively communicated with the electric cylinder 35 and the oil outlet 31, the first valve 42 is arranged on the electric cylinder first oil passage 40, and the second valve 43 is arranged on the electric cylinder second oil passage 41. Referring to Figure 3 , the electric cylinder first oil passage 40 is communicated with the first oil outlet 311, and the electric cylinder second oil passage 41 is communicated with the second oil outlet 312. When the braking system 100 builds pressure, the brake fluid of the electric cylinder 35 flows to the first oil outlet 311 through the electric cylinder first oil passage 40 and the first valve 42, and the brake fluid of the electric cylinder 35 flows to the second oil outlet 312 through the electric cylinder second oil passage 41 and the second valve 43. When the braking system 100 relieves pressure, the brake fluid returns along the original path. Thus, the control of the brake 1 is realized through the by - wire control device 3, so that the brake 1 generates braking force.

[0107] Among them, the first valve 42 and the second valve 43 are normally - closed solenoid valves. The electric cylinder first oil passage 40 and the electric cylinder second oil passage 41 are provided with an electric cylinder pressure sensor 393 for detecting the pressure of the electric cylinder 35.

[0108] According to some embodiments of the present invention, the by - wire control device 3 further includes a first control unit 47 and a pedal feedback assembly 48. The first control unit 47 is used to control the driving motor 39 and the brake adjustment device 2, and the pedal feedback assembly 48 is used to feedback the pedal braking information to the first control unit 47. Among them, the first valve 42 and the second valve 43 are electrically connected to the first control unit 47, and the first control unit 47 can control the solenoid valves in the brake adjustment device 2 according to the pedal braking information, so that the brake 1 can generate braking force.

[0109] Further, referring to Figure 3 , the pedal feedback assembly 48 includes a master cylinder 481, a third valve 483 and a pedal feel simulator 485. The master cylinder 481 is communicated with the oil pot 33 through an oil inlet passage 482, the master cylinder 481 is communicated with the oil return inlet 32 through an oil outlet passage 484, the third valve 483 is arranged on the oil outlet passage 484, the third valve 483 is electrically connected to the first control unit 47, and the pedal feel simulator 485 is arranged on the oil outlet passage 484, and the pedal feel simulator 485 is located between the third valve 483 and the communication with the oil return inlet 32.

[0110] As shown Figure 3 in the figure, a push rod 52 is connected to the master cylinder 481. A stroke sensor 53 is provided on the push rod 52 to detect the stroke of the push rod 52, so as to feedback the braking force corresponding to the pedal stroke. The push rod 52 is connected to the brake pedal 101. The brake pedal 101 includes a brake switch for providing a brake flag signal to the by-wire device 3 and the brake adjustment device 2. A master cylinder pressure sensor 4813 for detecting its pressure is provided on the master cylinder 481. Both ends of the oil outlet passage 484 are communicated with the oil return passage 37 and the master cylinder 481 respectively. When the by-wire device 3 works, the brake fluid in the master cylinder 481 flows to the pedal feel simulator 485 through the third valve 483. The pressure in the master cylinder 481 and the pedal feel simulator 485 act together to provide a pedal feedback force. The first control unit 47 determines the braking demand of the user by synthesizing the pressure information feedback by the master cylinder pressure sensor 4813 and the stroke information feedback by the stroke sensor 53, so as to control the drive motor 39 and the brake adjustment device 2.

[0111] Among them, the third valve 483 is a normally closed solenoid valve.

[0112] Further, a diagnostic valve 49 is provided on the oil inlet passage 482. The diagnostic valve 49 is electrically connected to the first control unit 47. The diagnostic valve 49 is a normally open solenoid valve, so that the brake fluid in the oil pot 33 can flow to the master cylinder 481. When the oil pot 33 lacks fluid, the diagnostic valve 49 closes and feeds back a fluid lack signal to the first control unit 47 to prompt the user to add brake fluid to the oil pot 33 in time. Thus, it is ensured that the braking system 100 can generate sufficient braking force to meet the braking demand of the user.

[0113] Optionally, a third one-way valve 54 is provided on the oil inlet passage 482. The third one-way valve 54 is connected in parallel with the diagnostic valve 49. The third one-way valve 54 prevents the brake fluid in the master cylinder 481 from flowing back to the oil pot 33. With such a setting, the brake fluid in the oil pot 33 can flow to the master cylinder 481 through at least one of the diagnostic valve 49 and the third one-way valve 54, so as to ensure that the master cylinder 481 can always receive the brake fluid from the oil pot 33, thereby ensuring the normal operation of the braking system 100.

[0114] Further, as Figure 3As shown, the master cylinder 481 is connected to the oil outlet 31 through the master cylinder oil outlet passage 50. A fourth valve 51 is provided on the master cylinder oil outlet passage 50, and the fourth valve 51 is electrically connected to the first control unit 47. The master cylinder 481 includes a first chamber 4811 and a second chamber 4812. The first chamber 4811 is connected to the oil pot 33 through the first oil inlet passage 4821, and the second chamber 4812 is connected to the oil pot 33 through the second oil inlet passage 4822. Similarly, there are two master cylinder oil outlet passages 50, namely the first master cylinder oil outlet passage 501 and the second master cylinder oil outlet passage 502. The two ends of the first master cylinder oil outlet passage 501 are respectively connected to the first chamber 4811 and the first oil outlet 311, and the second master cylinder oil outlet passage 502 is respectively connected to the second chamber 4812 and the second oil outlet 312. There are two fourth solenoid valves. The two fourth valves 51 are respectively provided on the first master cylinder oil outlet passage 501 and the second master cylinder oil outlet passage 502. The fourth valve 51 is a normally open solenoid valve. The master cylinder pressure sensor 4813 is provided on the second master cylinder oil outlet passage 502.

[0115] Specifically, when the user steps on the brake pedal 101 downward, the stroke sensor 53 transmits the detected stroke information of the brake pedal 101 driving the push rod 52 to the first control unit 47. The first control unit 47 analyzes the user's demand, controls the two fourth valves 51 to close, and controls the first valve 42, the second valve 43, and the third valve 483 to conduct; the push rod 52 pushes the pistons of the first chamber 4811 and the second chamber 4812 to continue moving forward until the first oil inlet passage 4821 and the second oil inlet passage 4822 are closed in sequence, and pressure is established in the first chamber 4811 and the second chamber 4812, so as to pump out the brake fluid in the first chamber 4811 through the oil outlet passage 484 and the third valve 483 to reach the pedal feel simulator 485. Since the fourth valve 51 is closed, the pressure in the second chamber 4812 rises, and the combined pressure of the second chamber 4812 and the pedal feel simulator 485 provides the pedal feedback force for the user; the first control unit 47 comprehensively determines the user's braking demand based on the stroke information feedback by the stroke sensor 53 and the pressure information feedback by the master cylinder pressure sensor 4813, and combines the motor position information feedback by the motor position sensor 392 and the motor current information feedback by the current sensor 391 to comprehensively make a decision to control the driving motor 39 to drive the electric cylinder 35 to move until the hydraulic pressure is established when the electric cylinder oil supply passage 38 is closed, and drive the brake fluid to respectively pass through the first valve 42, the second valve 43 and the first oil inlet 211, the second oil inlet 212 of the brake adjustment device 2, and finally reach the fourth brake 14, the first brake 11, the second brake 12, and the third brake 13 to provide braking force for the vehicle.

[0116] According to some embodiments of the present invention, the braking system 100 further includes an inertial measurement sensor 9 and a wheel speed sensor 10. The inertial measurement sensor 9 is electrically connected to the by-wire device 3, and the wheel speed sensor 10 has two chips that are independent of each other. The two chips are respectively electrically connected to the by-wire device 3 and the brake adjustment device 2. As Figure 1 shown, the inertial measurement sensor 9 is electrically connected to the first control unit 47 through a connection wire harness 104 for providing an inertial signal of the vehicle to the by-wire device 3. The two chips of the wheel speed sensor 10 are respectively electrically connected to the first control unit 47 and the control module 309 through two twisted pairs 102. Each chip includes an induction module and a calculation module. Thus, the wheel speed signals received by the by-wire device 3 and the brake adjustment device 2 are independent of each other, so that when one of the by-wire device 3 and the brake adjustment device 2 does not work, the other can still control the brake 1 according to the wheel speed signal.

[0117] Thus, both the first control unit of the by-wire device 3 and the control module 309 of the brake adjustment device 2 are connected with independent wheel speed sensors 10, IMU sensors 303, and pressure sensors, and can independently determine the longitudinal and lateral states of the vehicle and make decisions on the target braking of the brake 1.

[0118] As Figure 5 shown, the vehicle control method according to the second aspect embodiment of the present invention includes the following steps:

[0119] Determine the state of the braking system 100 according to the information of the by-wire device 3 and the information of the brake adjustment device 2. The braking system 100 is the braking system 100 according to the first aspect embodiment of the present invention above;

[0120] According to the state of the braking system 100, control at least one of the by-wire device 3 and the brake adjustment device 2 to establish a braking pressure for the brake 1.

[0121] That is to say, according to the information of the by-wire device 3 and the information of the brake adjustment device 2, it can be determined that the by-wire device 3 and / or the brake adjustment device 2 can work normally. When the by-wire device 3 can work normally, the brake 1 is caused to establish a braking pressure through the by-wire device 3; when only the brake adjustment device 2 can work normally, the brake 1 is caused to establish a braking pressure through the brake adjustment device 2. Thus, the vehicle can meet the requirements of redundant braking and improve the practicability of the vehicle.

[0122] According to some embodiments of the present invention, determining the state of the braking system 100 according to the information of the by-wire device 3 and the information of the brake adjustment device 2 specifically includes:

[0123] S1. When the by-wire device 3 is normal and the brake adjustment device 2 is normal, determine that the braking system 100 is in the first state;

[0124] When the by - wire device 3 is abnormal and the brake adjustment device 2 is normal, determine that the braking system 100 is in the second state;

[0125] When the by - wire device 3 is normal and the brake adjustment device 2 is abnormal, determine that the braking system 100 is in the third state;

[0126] When the by - wire device 3 is abnormal and the brake adjustment device 2 is abnormal, determine that the braking system 100 is in the fourth state.

[0127] Thus, by judging whether the by - wire device 3 of the braking system 100 is normal and whether the brake adjustment device 2 is normal, the braking system 100 can be divided into four working states. According to different working states, it can be judged that the by - wire device 3 or the brake adjustment device 2 is used to build braking pressure for the brake 1, ensuring that the vehicle can achieve redundant braking.

[0128] Furthermore, according to the state of the braking system 100, controlling at least one of the by - wire device 3 and the brake adjustment device 2 to build braking pressure for the brake 1 includes:

[0129] When the braking system 100 is in the first state, control the braking system 100 to execute the first action instruction;

[0130] S1. The first action instruction includes controlling the by - wire device 3 to build braking pressure for the brake 1.

[0131] At this time, both the by - wire device 3 and the brake adjustment device 2 can work normally.

[0132] When the artificial driving mode is in the normal pressure building process, when the user steps on the brake pedal 101 downward, the stroke sensor 53 transmits the stroke information of stepping on the brake pedal 101 and driving the push rod 52 to the first control unit 47. The first control unit 47 analyzes the user's demand, controls the two fourth valves 51 to close, and controls the first valve 42, the second valve 43, and the third valve 483 to conduct; the push rod 52 pushes the pistons of the first chamber 4811 and the second chamber 4812 to continue to move forward until the first oil inlet passage 4821 and the second oil inlet passage 4822 are closed in sequence, and pressure is built up in the first chamber 4811 and the second chamber 4812, so as to pump out the brake fluid in the first chamber 4811. The brake fluid flows through the oil outlet passage 484 and the third valve 483 to the pedal feel simulator 485. The pressure in the second chamber 4812 rises due to the closing of the fourth valve 51. The combined action of the pressure in the second chamber 4812 and the pressure of the pedal feel simulator 485 provides the feedback force for the user on the brake pedal 101; the first control unit 47 comprehensively determines the user's braking demand based on the stroke information fed back by the stroke sensor 53 and the pressure information fed back by the master cylinder pressure sensor 4813, and combines the motor position information fed back by the motor position sensor 392 and the motor current information fed back by the current sensor 391 to comprehensively make a decision to control the driving motor 39 to drive the electric cylinder 35 to move until the hydraulic pressure is built up when the electric cylinder oil supply passage 38 is closed, and drive the brake fluid to flow through the first valve 42, the second valve 43, the first oil outlet 311, and the second oil outlet 312 to the first oil inlet 211 and the second oil inlet 212 of the brake adjustment device 2 respectively. The brake fluid at the first oil inlet 211 and the second oil inlet 212 passes through the first control valve 233, the second control valve 234, the fourth booster valve 264, the first booster valve 261, the second booster valve 262, and the third booster valve 263, and finally reaches the fourth brake 14, the first brake 11, the second brake 12, and the third brake 13 to provide braking force for the vehicle.

[0133] When relieving pressure, the brake pedal 101 retracts, and the first control unit 47 controls the driving motor 39 to drive the electric cylinder 35 to retract, and the brake fluid returns along the original path. When maintaining pressure on all four wheels, the first control unit 47 controls the first valve 42 and the second valve 43 to be in the closed state, and the states of other solenoid valves remain unchanged from the state in the normal pressure building mode, so that the brake fluid stays in the brake 1. Of course, by controlling the driving motor 39 to stall, the states of all solenoid valves can be maintained unchanged from the state in the normal pressure building mode.

[0134] In the pressure regulating mode, the solenoid valves of the electronic brake control device are the same as those in the conventional pressure building mode. The first control unit 47 controls the drive motor 39 to drive the electric cylinder 35 to build pressure according to the maximum hydraulic pressure target required for braking of the fourth brake 14, the first brake 11, the second brake 12, and the third brake 13. At the same time, the control module 309 is used to control the fourth sub-pressure reducing valve 254, the first sub-pressure reducing valve 251, the second sub-pressure reducing valve 252, the third sub-pressure reducing valve 253, the fourth pressure increasing valve 264, the first pressure increasing valve 261, the second pressure increasing valve 262, and the third pressure increasing valve 263 to achieve the adjustment of the specific braking pressure.

[0135] If it is desired to make the pressure of the fourth brake 14 the maximum, the pressure of the first brake 11 the second highest, the second brake 12 maintain pressure, and the pressure of the third brake 13 the minimum, then keep the fourth pressure increasing valve 264 always open and the first pressure increasing valve 261 open at a certain opening. The fourth sub-pressure reducing valve 254, the first sub-pressure reducing valve 251, and the second sub-pressure reducing valve 252 are normally closed. The second pressure increasing valve 262 and the third pressure increasing valve 263 are closed. The third sub-pressure reducing valve 253 is intermittently conducted at a certain frequency to allow part of the brake fluid to flow back to the oil pot 33 through the brake oil return passage 24, the brake oil return pipe 6, and the return oil passage 37. This can be achieved. There can be many pressure regulating targets at the same time. Only one example is given here. Among them, when actively building pressure, releasing pressure, maintaining pressure, and regulating pressure in response to external braking demands, except that the master cylinder 481 does not act and the third valve 483 remains in the normally closed state, the others are the same as the manual driving mode.

[0136] Thus, when both the electronic control device 3 and the brake regulating device 2 are normal, the first control unit 47 of the electronic control device 3 analyzes the braking demand, monitors the vehicle state, makes a decision on brake pressure regulation, and executes pressure building, and sends an action instruction for the valve to the control module 309 of the brake regulating device 2. The control module 309 then controls the corresponding valves to work to achieve pressure building, pressure release, pressure maintenance, and pressure regulation of the brake 1.

[0137] According to some embodiments of the present invention, according to the state of the braking system 100, controlling at least one of the electronic control device 3 and the brake regulating device 2 to build a braking pressure for the brake 1 includes:

[0138] In the case where the braking system 100 is in the second state, controlling the braking system 100 to execute a second action instruction;

[0139] S2. The second action instruction includes controlling the brake regulating device 2 to build a braking pressure for the brake 1.

[0140] Such as Figure 5As shown, at this time, the first control unit 47 of the wire control device 3 cannot work properly, while the control module 309 of the brake adjustment device 2 can work properly. At this time, the control module 309 of the brake adjustment device 2 performs brake demand analysis, vehicle state monitoring, brake pressure adjustment decision-making, and pressure building execution.

[0141] In the conventional pressure building mode, when the user steps on the brake pedal 101, the push rod 52 drives the pistons in the first chamber 4811 and the second chamber 4812 of the master cylinder 481 to move forward until the first oil inlet passage 4821 and the second oil inlet passage 4822 are closed in sequence, and pressure is built up in the first chamber 4811 and the second chamber 4812. The brake fluid in the first chamber 4811 enters the fourth brake 14 and the first brake 11 after passing through the first brake circuit pipe 4, the first oil inlet 211, the fourth pressure increasing valve 264, and the first pressure increasing valve 261. The brake fluid in the second chamber 4812 enters the second brake 12 and the third brake 13 after passing through the second brake circuit pipe 5, the second oil inlet 212, the second pressure increasing valve 262, and the third pressure increasing valve 263. After the control module 309 identifies the user's brake demand based on the circuit pressure information feedback by the oil passage pressure sensor 304 and the brake switch information feedback by the brake pedal 101, it controls the first control valve 233 and the second control valve 234 to close, controls the first high-pressure valve 305 and the second high-pressure valve 306 to open, and controls the driving member 29 to drive the first pump body 301 and the second pump body 302 to build pressure. The first pump body 301 sucks and pressurizes the brake fluid in the first chamber 4811 and the oil pot 33 through the main oil supply passage 36, the first one-way valve 44, and the first high-pressure valve 305, and then flows into the fourth brake 14 and the first brake 11 through the fourth pressure increasing valve 264 and the first pressure increasing valve 261 respectively to build pressure therein. The second pump body 302 sucks and pressurizes the brake fluid in the second chamber 4812 and the oil pot 33 through the main oil supply passage 36, the second one-way valve 45, and the second high-pressure valve 306, and then flows into the second brake 12 and the third brake 13 through the second pressure increasing valve 262 and the third pressure increasing valve 263 respectively to build pressure therein.

[0142] When relieving pressure, the control module 309 controls all solenoid valves to return to the default state and cancels the control of the driving member 29. The brake fluid of the brake 1 returns to the oil pot 33 through the first chamber 4811 and the second chamber 4812 respectively.

[0143] During the pressure holding period, the control module 309 cancels the control of the driving member 29 and controls the first control valve 233 and the second control valve 234 to close to achieve this. There are many types of pressure regulation objectives. Only one example is given here. For example, if it is desired that the pressure of the fourth brake 14 is the maximum and in the pressure increasing state, the pressure of the first brake 11 is the second and in the pressure decreasing state, the second brake 12 holds the pressure, and the pressure of the third brake 13 is the minimum and in the pressure decreasing state, the control module 309 needs to control the driving member 29 to drive the first pump body 301 and the second pump body 302 to be in the working state. Then, control the first control valve 233 to close and the first high-pressure valve 305 to open, and the fourth brake 14 can be continuously pressurized, and the flow direction of the brake fluid is the same as that in the conventional pressure building mode. At the same time, control the first pressure increasing valve 261 to close, and the fifth sub-pressure reducing valve 281 intermittently conducts at a specific frequency to make part of the brake fluid of the first brake 11 flow into the first accumulator 307, and then be sucked away by the first pump body 301 through the first one-way valve 44 to achieve the pressure building of the first brake 11. Control the second pressure increasing valve 262 to close to achieve the pressure holding of the second brake 12. Control the third pressure increasing valve 263 to close, and the seventh sub-pressure reducing valve 283 intermittently conducts at a specific frequency to make part of the brake fluid of the third brake 13 flow into the second accumulator 308, and then be sucked away by the second pump body 302 through the second one-way valve 45 and be pressed back into the second chamber 4812 through the second brake circuit pipe 5. The pressure building, pressure relief, pressure holding, and pressure regulation during the response to an external braking request are basically the same as those in the driver mode. The only difference is that the first chamber 4811 and the second chamber 4812 do not participate.

[0144] According to some embodiments of the present invention, according to the state of the braking system 100, at least one of the by-wire control device 3 and the braking adjustment device 2 is used to build a braking pressure for the brake 1, and further includes:

[0145] In the case where the braking system 100 is in the third state, determine the action instruction of the braking system 100 according to the solenoid valve information of the braking adjustment device 2;

[0146] Control the braking system 100 to execute the action instruction.

[0147] That is to say, in the case where the braking adjustment device 2 is abnormal, determine whether the solenoid valve of the braking adjustment device 2 can work normally, so that according to the actual situation of the braking adjustment device 2, the braking system 100 can execute an accurate action instruction to ensure that the vehicle can achieve braking.

[0148] Further, determining the action instruction of the braking system 100 according to the solenoid valve information of the braking adjustment device 2 includes:

[0149] S3. In the case where the solenoid valve is normal, determine the action instruction of the braking system 100 as the third action instruction;

[0150] S4. When the solenoid valve is abnormal, determine that the action instruction of the braking system 100 is the fourth action instruction;

[0151] Among them, the third action instruction includes controlling the wire control device 3 to build a braking pressure for the brake 1, and the fourth action instruction includes controlling the wire control device 3 to build a braking pressure for the brake 1. As Figure 5 shown, the wire control device 3 can work normally, but the control module 309 of the brake adjustment device 2 cannot work normally, while the normally open solenoid valve of the brake adjustment device 2 can work normally, that is, the action instruction of the braking system 100 is the third action instruction. At this time, the action of the valve and the action of the drive motor 39 are the same as those of the valve and the drive motor 39 when both the wire control device 3 and the brake adjustment device 2 work normally.

[0152] The only difference is that the first control unit 47 of the wire control device 3 directly controls the fourth sub-pressure reducing valve 254, the first sub-pressure reducing valve 251, the second sub-pressure reducing valve 252, the third sub-pressure reducing valve 253, the fourth pressure increasing valve 264, the first pressure increasing valve 261, the second pressure increasing valve 262 and the third pressure increasing valve 263 to achieve the adjustment of the specific braking force.

[0153] That is to say, when the control module 309 of the brake adjustment device 2 can work normally, the control module 309 controls the second pressure reducing valve 25 and the pressure increasing valve 26; when the control module 309 of the brake adjustment device 2 cannot work normally, the first control unit 47 of the wire control device 3 controls the second pressure reducing valve 25 and the pressure increasing valve 26, that is, the first control unit 47 of the wire control device 3 performs braking demand analysis, vehicle state monitoring, braking pressure adjustment decision-making and pressure building execution, and directly controls the second pressure reducing valve 25 and the pressure increasing valve 26 through the first connection line 7 or the second connection line 8. Thereby, the vehicle can meet the redundant braking demand and provide the driving safety of the vehicle.

[0154] As Figure 5 shown, the wire control device 3 can work normally, but both the control module 309 and the solenoid valve of the brake adjustment device 2 cannot work normally, that is, the action instruction of the braking system 100 is the fourth action instruction. At this time, the vehicle's active pressure building, pressure reduction and pressure holding in the driver mode and in response to external braking demands are the same as those when both the wire control device 3 and the brake adjustment device 2 work normally. However, since the solenoid valve of the brake adjustment device 2 cannot work, that is, all solenoid valves are in the default state, the brake adjustment device 2 cannot directly adjust the four brakes 1 and can only achieve the pressure adjustment of the circuit.

[0155] That is to say, the brake fluid in the electric cylinder 35 flows to the first brake 11 and the fourth brake 14 through the first valve 42, the first booster valve 261 and the fourth booster valve 264, and the brake fluid flows to the second brake 12 and the third brake 13 through the second valve 43, the second booster valve 262 and the third booster valve 263. That is, by controlling the closing of the first valve 42, the braking pressures of the first brake 11 and the fourth brake 14 rise and fall simultaneously, and by controlling the closing of the second valve 43, the braking pressures of the second brake 12 and the third brake 13 rise and fall simultaneously.

[0156] According to some embodiments of the present invention, according to the state of the braking system 100, at least one of the by-wire control device 3 and the braking adjustment device 2 is used to build braking pressure for the brake 1, and further includes:

[0157] In the case where the braking system 100 is in the fourth state, the by-wire control device 3 performs mechanical pressure building. At this time, both the first control unit 47 of the by-wire control device 3 and the control module 309 of the braking adjustment device 2 cannot work.

[0158] In this way, only the user's operation for pressure building is supported. When the user steps on the brake pedal 101, the pistons of the first chamber 4811 and the second chamber 4812 are driven to move forward through the push rod 52 until the first oil inlet passage 4821 and the second oil inlet passage 4822 are closed in sequence, and pressure is built in the first chamber 4811 and the second chamber 4812. The brake fluid in the first chamber 4811 enters the fourth brake 14 and the first brake 11 after passing through the first brake circuit pipe 4, the first oil inlet 211, the first control valve 233, the fourth booster valve 264 and the first booster valve 261. The brake fluid in the second chamber 4812 enters the second brake 12 and the third brake 13 after passing through the second brake circuit pipe 5, the second oil inlet 212, the second control valve 234, the second booster valve 262 and the third booster valve 263, thereby providing braking force for the whole vehicle.

[0159] In addition, when the first control unit 47 of the by-wire control device 3 and the controller module of the braking adjustment device 2 perform calculations on braking requirements and pressure regulation, when the first control unit 47 controls the drive motor 39 to reverse the liquid supply to the electric cylinder 35 and the brake 1 has a booster requirement, it is realized by the controller module controlling the drive member 29 to drive.

[0160] A vehicle (not shown in the figure) according to an embodiment of the third aspect of the present invention includes the braking system 100 according to the embodiment of the first aspect of the present invention, or the vehicle control method according to the embodiment of the second aspect of the present invention.

[0161] The vehicle according to the embodiment of the third aspect of the present invention can meet the redundant braking requirements of the vehicle and improve the market competitiveness of the vehicle by adopting the above braking system 100 or control method.

[0162] Other configurations and operations of the vehicle according to the embodiments of the present invention are known to those of ordinary skill in the art and will not be described in detail herein.

[0163] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present invention.

[0164] In the description of the present application, it should be noted that, unless otherwise clearly defined and limited, the terms "mounted", "connected" and "coupled" shall be construed broadly. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication between two elements inside. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0165] 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", etc. 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 invention. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example.

[0166] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present invention, and the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A braking system, characterized in that, Comprising: A brake; A brake adjustment device, which is connected to the brake, and the brake adjustment device has an oil inlet; A by-wire device, which is electrically connected to the brake adjustment device, the by-wire device has an oil outlet, and the oil outlet is communicated with the oil inlet; Wherein, at least one of the by-wire device and the brake adjustment device is used to establish a braking pressure for the operation of the brake.

2. The braking system according to claim 1, characterized in that, The brake adjustment device includes: A first brake oil supply passage, which is respectively communicated with the oil inlet and the brake; A first pressure building component, which is arranged on the first brake oil supply passage, and the first pressure building component is used to establish a braking pressure for the operation of the brake.

3. The braking system according to claim 1, characterized in that, The first brake oil supply passage includes: A first sub-brake oil supply passage and a second sub-brake oil supply passage, and both ends of the first sub-brake oil supply passage and both ends of the second sub-brake oil supply passage are respectively communicated with the oil inlet and the brake; The first pressure building component includes: A high-pressure valve, which is arranged on the first sub-brake oil supply passage; A pump body, which is respectively connected to the high-pressure valve and the second sub-brake oil supply passage; A pressure boosting valve, which is arranged on the second sub-brake oil supply passage, and the pressure boosting valve is located between the pump body and the brake; Wherein, the brake fluid establishes a braking pressure for the brake through the by-wire device, the high-pressure valve, the pump body and the pressure boosting valve.

4. The braking system according to claim 3, characterized in that, The first brake oil supply passage further includes: A third sub-brake oil supply passage, on which the pump body is arranged; A first pressure reducing valve, which is arranged on the third sub-brake oil supply passage, and the first pressure reducing valve is located between the pump body and the brake; Wherein, the pump body is connected in series with the first pressure reducing valve and then is connected in parallel with the pressure boosting valve, and the pump body is connected in parallel with the high-pressure valve.

5. The braking system according to claim 4, characterized in that, The brake adjustment device has an oil return outlet, the by-wire device has an oil return inlet, and the oil return inlet is communicated with the oil return outlet; The brake adjustment device further includes: [[ID=2 ​ 6. The braking system according to claim 5, wherein ​ ​ 7. The braking system according to claim 6, characterized in that ​ 8. The braking system according to claim 4, characterized in that, ​ ​ 9. The braking system according to claim 5, characterized in that, ​ ​ ​ 10. The braking system according to claim 5, characterized in that, ​ An oil pot, the oil pot is communicated with the oil outlet through a main oil supply channel, and the oil pot is communicated with the oil return inlet through a return oil channel; A second pressure building component, the second pressure building component is respectively communicated with the oil pot and the oil outlet, and the second pressure building component is used to build a braking pressure for the operation of the brake.

11. The braking system according to claim 10, characterized in that, The oil outlet includes a first oil outlet and a second oil outlet, The main oil supply channel includes a first oil channel section, a second oil channel section and a third oil channel section. One end of the first oil channel section is communicated with the oil pot, the other end of the first oil channel section is communicated with the second oil channel section and the third oil channel section, the second oil channel section is communicated with the first oil outlet, and the third oil channel section is communicated with the second oil outlet.

12. The braking system according to claim 11, characterized in that, The by-wire device further includes: A first one-way valve, the first one-way valve is arranged in the second oil channel section; A second one-way valve, the second one-way valve is arranged in the third oil channel section.

13. The braking system according to claim 10, characterized in that, The second pressure building component includes an electric cylinder and a driving motor. One end of the electric cylinder is communicated with the main oil supply channel through an electric cylinder oil supply, the other end of the electric cylinder is communicated with the oil outlet, and the driving motor is connected to the electric cylinder; The by-wire device further includes: An auxiliary oil channel, the auxiliary oil channel is respectively communicated with the first oil channel section and the electric cylinder.

14. The braking system according to claim 10, characterized in that, The by-wire device further includes: An electric cylinder first oil channel, both ends of the electric cylinder first oil channel are respectively communicated with the electric cylinder and the oil outlet; An electric cylinder second oil channel, both ends of the electric cylinder second oil channel are respectively communicated with the electric cylinder and the oil outlet; The second pressure building component further includes: A first valve, the first valve is arranged on the electric cylinder first oil channel; A second valve, the second valve is arranged on the electric cylinder second oil channel.

15. The braking system according to claim 14, wherein The by-wire device further includes: A first control unit, the first control unit is used to control the driving motor and the brake adjustment device; A pedal feedback component, the pedal feedback component is used to feedback pedal braking information to the first control unit.

16. The braking system according to claim 14, characterized in that, The pedal feedback component includes: A master cylinder, the master cylinder is communicated with the oil pot through an oil inlet channel, and the master cylinder is communicated with the oil return inlet through an oil outlet channel; A third valve, the third valve is arranged on the oil outlet channel, and the third valve is electrically connected to the first control unit; A pedal feel simulator, the pedal feel simulator is arranged on the oil outlet channel, and the pedal feel simulator is located between the third valve and the oil return inlet.

17. The braking system according to claim 16, characterized in that, A diagnostic valve is arranged on the oil inlet channel, and the diagnostic valve is electrically connected to the first control unit.

18. The braking system according to claim 17, characterized in that, The master cylinder is communicated with the oil outlet through a master cylinder oil outlet channel, and a fourth valve is arranged on the master cylinder oil outlet channel, and the fourth valve is electrically connected to the first control unit.

19. The braking system according to any one of claims 1-18, characterized in that, It further includes: An inertial measurement sensor, the inertial measurement sensor is electrically connected to the by-wire device; A wheel speed sensor, the wheel speed sensor has two chips, the two chips are independent of each other, and the two chips are respectively electrically connected to the by-wire device and the brake adjustment device.

20. A control method for a vehicle, characterized in that, Including the following steps: Determine the state of the braking system according to the information of the by-wire device and the information of the brake adjustment device, and the braking system is the braking system according to any one of claims 1-19; Control at least one of the by-wire device and the brake adjustment device to build a braking pressure for the brake according to the state of the braking system.

21. The control method according to claim 20, characterized in that, Judging the state of the braking system according to the information of the by-wire device and the information of the brake adjustment device specifically includes: When the by-wire device is normal and the brake adjustment device is normal, determine that the braking system is in the first state; When the by-wire device is abnormal and the brake adjustment device is normal, determine that the braking system is in the second state; When the by-wire device is normal and the brake adjustment device is abnormal, determine that the braking system is in the third state; When the by-wire device is abnormal and the brake adjustment device is abnormal, determine that the braking system is in the fourth state.

22. The control method according to claim 21, wherein Controlling at least one of the by-wire device and the brake adjustment device to build a braking pressure for the brake according to the state of the braking system includes: When the braking system is in the first state, control the braking system to execute a first action instruction; The first action instruction includes controlling the by-wire device to build a braking pressure for the brake.

23. The control method according to claim 21, characterized in that, Controlling at least one of the by-wire device and the brake adjustment device to build a braking pressure for the brake according to the state of the braking system includes: When the braking system is in the second state, control the braking system to execute a second action instruction; The second action instruction includes controlling the brake adjustment device to build a braking pressure for the brake.

24. The control method according to claim 21, wherein Controlling at least one of the by-wire device and the brake adjustment device to build a braking pressure for the brake according to the state of the braking system further includes: When the braking system is in the third state, determine the action instruction of the braking system according to the solenoid valve information of the brake adjustment device; Control the braking system to execute the action instruction.

25. The control method according to claim 24, wherein Determining the action instruction of the braking system according to the solenoid valve information of the brake adjustment device includes: When the solenoid valve is normal, determine that the action instruction of the braking system is a third action instruction; When the solenoid valve is abnormal, determine that the action instruction of the braking system is a fourth action instruction; Wherein, the third action instruction includes controlling the by-wire device to build a braking pressure for the brake, and the fourth action instruction includes controlling the by-wire device to build a braking pressure for the brake.

26. The control method according to claim 21, wherein Controlling at least one of the by-wire device and the brake adjustment device to build a braking pressure for the brake according to the state of the braking system further includes: When the braking system is in the fourth state, control the by-wire device to perform mechanical pressure building.

27. A vehicle, characterized in that, Including the braking system according to any one of claims 1-19, or the control method of the vehicle according to any one of claims 20-26.

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