Braking system, braking method of vehicle, computer readable storage medium, controller and vehicle

Abstract

The invention discloses a braking system, a braking method of a vehicle, a computer readable storage medium, a controller and the vehicle. The main cylinder comprises a cylinder body and a piston assembly, the piston assembly is connected with the pedal module, the piston assembly is movably arranged in the cylinder body to form a first cavity and a second cavity in the cylinder body, and the second cavity is located on the side, away from the pedal module, of the first cavity; the liquid storage pot selectively communicates with the second cavity through the first oil way so that at least part of the brake fluid in the second cavity can be guided into the liquid storage pot. According to the brake system disclosed by the embodiment of the invention, the second cavity is communicated with the liquid storage kettle, and the pressure of the second cavity is relieved, so that the brake liquid in the second cavity can enter the liquid storage kettle, the resistance borne by the piston assembly and the pedal module during movement is reduced, and the brake stroke of the pedal module is further increased; and the device is suitable for braking the vehicle under special conditions, so that a driver can realize sufficient braking of the vehicle without applying too large pedaling force.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking, and in particular to a braking system and a vehicle braking method, a computer-readable storage medium, a controller, and a vehicle. Background Art

[0002] Existing vehicle braking systems rely on brake fluid for deceleration. However, under certain operating conditions, such as low temperatures or abnormal brake fluid levels, the driver may experience a stiff pedal sensation, making it difficult to fully depress the pedal. This can lead to the vehicle not being able to stop in time, impacting the driving experience and potentially endangering personal safety in emergency braking situations. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides a braking system that connects a second chamber with a fluid reservoir, relieves pressure in the second chamber, and allows brake fluid in the second chamber to enter the fluid reservoir. This reduces the resistance experienced by the piston assembly and pedal module during movement, thereby increasing the braking travel of the pedal module. This system adapts to vehicle braking in special circumstances and enables the driver to achieve sufficient braking without applying excessive pedal force.

[0004] The present invention also provides a vehicle braking method.

[0005] The present invention also provides a computer-readable storage medium.

[0006] The present invention also provides a controller.

[0007] The present invention also provides a vehicle.

[0008] According to an embodiment of the first aspect of the present invention, the braking system includes: a pedal module; a master cylinder, the master cylinder including a cylinder body and a piston assembly, the piston assembly is connected to the pedal module, and the piston assembly is movably arranged in the cylinder body to form a first cavity and a second cavity in the cylinder body, the second cavity is located on the side of the first cavity away from the pedal module; a fluid reservoir, the fluid reservoir is selectively connected to the second cavity through a first oil circuit to introduce at least part of the brake fluid in the second cavity into the fluid reservoir.

[0009] According to the braking system of an embodiment of the present invention, the second cavity is connected to the fluid reservoir, and the pressure in the second cavity is relieved, so that the brake fluid in the second cavity can enter the fluid reservoir, thereby reducing the resistance encountered by the piston assembly and the pedal module during movement, thereby increasing the braking stroke of the pedal module, adapting to the braking of the vehicle in special circumstances, and enabling the driver to achieve sufficient braking of the vehicle without applying excessive pedal force.

[0010] In addition, the braking system according to the above embodiment of the present invention may also have the following additional technical features:

[0011] According to some embodiments of the present invention, the first oil circuit is provided with a first control valve for controlling the on-off of the first oil circuit.

[0012] According to some optional embodiments of the present invention, the braking system further includes a first one-way valve connected in parallel with the first control valve, and the first one-way valve guides fluid in a unidirectional direction from the fluid reservoir to the second cavity.

[0013] According to some optional embodiments of the present invention, the first control valve is a normally closed solenoid valve.

[0014] According to some embodiments of the present invention, the braking system further includes: a piston cylinder and a drive motor, the piston cylinder being connected to the fluid reservoir via a second oil circuit, the piston cylinder being connected to the brake member via a third oil circuit, the piston rod of the piston cylinder being connected to the drive motor, and the drive motor driving the piston rod to move to drive the brake fluid to flow to the brake member.

[0015] According to some optional embodiments of the present invention, the braking system further includes: a first detection member, which is used to detect the pressure of the second cavity; a control module, which is electrically connected to the first detection member and the drive motor respectively, and the control module is configured to obtain a target torque based on the detection result of the first detection member, and the control module controls the drive motor to operate according to the target torque.

[0016] According to some specific embodiments of the present invention, the control module is electrically connected to the first detection member, the pedal module and the drive motor, respectively. The control module is configured to confirm the actual pedaling force based on the actual ambient temperature, the detection pressure of the first detection member and the braking stroke feedback from the pedal module, and determine the target torque based on the actual pedaling force. The control module controls the drive motor to operate according to the target torque.

[0017] In some embodiments, the pedal module includes: a pedal connected to the piston assembly to drive the piston assembly to move; and a displacement sensor for detecting a braking stroke of the pedal.

[0018] According to a second aspect of the present invention, a vehicle braking method is proposed. The vehicle braking method adopts the braking system described in the first aspect of the present invention. The braking method includes: when the braking system state is in a target state, controlling the first oil circuit to conduct the liquid storage pot and the second cavity.

[0019] According to the vehicle braking method of an embodiment of the present invention, the second cavity and the fluid reservoir are connected, the second cavity is depressurized, and the brake fluid in the second cavity can enter the fluid reservoir, thereby reducing the resistance encountered by the piston assembly and the pedal module during movement, thereby increasing the braking stroke of the pedal module, adapting to the braking of the vehicle in special circumstances, and enabling the driver to achieve sufficient braking of the vehicle without applying excessive pedal force.

[0020] According to some embodiments of the present invention, it also includes: determining whether the braking system is in the target state, wherein, when the ambient temperature is lower than a first preset temperature, the braking system is in the target state; or, when the temperature of the second cavity is lower than a second preset temperature, the braking system is in the target state; or, when the brake fluid viscosity is higher than a first preset viscosity, the braking system is in the target state.

[0021] According to some embodiments of the present invention, the braking method includes: determining a target torque according to the pressure of the second cavity; and controlling the drive motor to operate according to the target torque.

[0022] According to some embodiments of the present invention, the braking method includes: determining that the braking system is in the target state; confirming the actual pedaling force based on the braking stroke of the pedal module and the pressure of the second chamber; obtaining the target torque based on the actual pedaling force; and controlling the drive motor to operate according to the target torque.

[0023] According to some embodiments of the present invention, the braking method includes: determining a target torque based on the pressure of the first cavity and the brake fluid flow; and controlling the drive motor to operate according to the target torque.

[0024] According to an embodiment of a third aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored. The computer program is characterized in that when executed by a processor, the control method according to the embodiment of the second aspect of the present invention is implemented.

[0025] According to an embodiment of a fourth aspect of the present invention, a controller is provided. The controller includes a memory and a processor. A computer program is stored in the memory. When the computer program is executed by the processor, the control method according to the embodiment of the second aspect of the present invention is implemented.

[0026] According to an embodiment of a fifth aspect of the present invention, a vehicle is proposed, which includes the braking system described in an embodiment of the first aspect of the present invention; or executes the braking method described in an embodiment of the second aspect of the present invention; or includes the computer-readable storage medium described in an embodiment of the third aspect of the present invention; or includes the controller described in an embodiment of the fourth aspect of the present invention.

[0027] According to the vehicle of the embodiment of the present invention, by connecting the second cavity and the fluid reservoir, the second cavity is depressurized, so that the brake fluid in the second cavity can enter the fluid reservoir, thereby reducing the resistance encountered by the piston assembly and the pedal module during movement, thereby increasing the braking stroke of the pedal module, adapting to the braking of the vehicle in special circumstances, and enabling the driver to achieve sufficient braking of the vehicle without applying excessive pedal force.

[0028] According to some embodiments of the present invention, the vehicle further comprises: wheels, and the braking system is adapted to direct the brake fluid to brake members at wheel ends of the wheels.

[0029] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0031] Figure 1 is a schematic structural diagram of a braking system according to an embodiment of the present invention;

[0032] Figure 2 2. PV curve diagram of the present invention under normal temperature and low temperature conditions;

[0033] Figure 3 is a flow chart of a braking method when the braking system is in the first mode according to an embodiment of the present invention;

[0034] Figure 4 is a flow chart of determining a target torque in a braking method according to an embodiment of the present invention;

[0035] Figure 5 is a flowchart of a braking method when the braking system is in the second mode according to an embodiment of the present invention.

[0036] Reference numerals: 1. Braking system;

[0037] 11. Cylinder; 111. First cavity; 112. Second cavity; 12. Piston assembly; 121. First piston; 122. Second piston;

[0038] 21. Pedal module; 211. Pedal; 212. Displacement sensor; 213. Pedal displacement generator; 22. Drive motor;

[0039] 30. Piston cylinder; 31. Piston rod; 41. Liquid storage pot;

[0040] 51, first flow channel; 52, second flow channel; 53, third flow channel; 54, fourth flow channel;

[0041] 71. First test piece; 72. Pedal simulator; 73. Second test piece;

[0042] 81. First control valve; 82. First one-way valve,

[0043] 92. Second control valve; 93. Third control valve. DETAILED DESCRIPTION

[0044] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0045] Hereinafter, a brake system 1 according to an embodiment of the present invention will be described with reference to the accompanying drawings.

[0046] like Figure 1 As shown, the brake system 1 according to the embodiment of the present invention includes a pedal module 21 , a master cylinder and a fluid reservoir 41 .

[0047] The master cylinder includes a cylinder body 11 and a piston assembly 12. The piston assembly 12 is connected to the pedal module 21. The piston assembly 12 is movably arranged in the cylinder body 11 to form a first cavity 111 and a second cavity 112 in the cylinder body 11. The second cavity 112 is located on the side of the first cavity 111 away from the pedal module 21.

[0048] The fluid reservoir 41 can be selectively connected to the second cavity 112 through the first oil circuit to introduce at least part of the brake fluid in the second cavity 112 into the fluid reservoir 41. In this way, the second cavity 112 can be depressurized to reduce the resistance of the piston assembly 12 and the pedal module 21, thereby increasing the braking stroke of the pedal module 21. By increasing the braking stroke of the pedal module 21, the braking requirements of the vehicle in special circumstances can be met.

[0049] For example, in a low-temperature environment, when the driver feels the pedal module 21 is hard, the driver can achieve sufficient braking without applying excessive pedal force. Or, in an emergency braking situation, the brake fluid in the second chamber 112 can quickly flow into the fluid reservoir 41, enabling the driver to achieve emergency and rapid braking.

[0050] Among them, the piston assembly 12 is connected to the pedal module 21 so as to be driven to move by the pedal module 21. Under normal circumstances, when the driver steps on the pedal module 21, the pedal module 21 can drive the piston assembly 12 to move. At this time, part of the brake fluid in the cylinder 11 flows out of the cylinder 11. By sensing the braking stroke of the pedal module 21, it is possible to determine the braking force that the driver wants to provide to the vehicle, thereby causing the vehicle to decelerate at the expected deceleration.

[0051] However, as a fluid medium, the viscosity characteristics of brake fluid vary significantly with temperature. The shortcomings of the existing technology are: in a low-temperature environment, especially when the temperature drops below zero, the viscosity of the brake fluid increases sharply, resulting in an increase in fluid resistance. Compared with a normal temperature environment, when the driver steps on the pedal module 21 with the same force, the distance moved by the piston assembly 12 is smaller. In this case, in order to achieve the same deceleration, the driver needs to apply a greater foot force to the pedal module 21 to overcome the fluid resistance. Therefore, in low-temperature areas such as the north, the driver may feel that the braking force is insufficient, which not only affects the driving experience, but may also endanger personal safety in emergency braking situations.

[0052] In order to overcome the problem of insufficient braking force of the vehicle in a low temperature environment, the present invention connects the second cavity 112 and the fluid reservoir 41, relieves the pressure of the second cavity 112, and allows the brake fluid in the second cavity 112 to enter the fluid reservoir 41, thereby reducing the resistance encountered by the piston assembly 12 and the pedal module 21 during movement, thereby increasing the braking stroke of the pedal module 21.

[0053] By increasing the braking stroke of the pedal module 21 , the braking demand of the vehicle is met to adapt to the braking of the vehicle in a low temperature environment, so that the driver can achieve sufficient braking of the vehicle without applying excessive pedal force.

[0054] In addition, no matter in a normal temperature environment or a low temperature environment, the connection between the second cavity 112 and the liquid storage pot 41 can be utilized to achieve rapid braking of the vehicle.

[0055] Specifically, in the case of emergency braking, when a large pedal force is applied to the pedal module 21, causing the piston assembly 12 to move directly to the end of the second cavity 112, it is not easy to move the piston assembly 12 to the end of the second cavity 112 due to the presence of brake fluid in the first cavity 111 and the second cavity 112. At this time, the second cavity 112 and the fluid reservoir 41 can be connected, so that the brake fluid in the second cavity 112 can quickly enter the fluid reservoir 41, thereby realizing the driver's emergency and rapid braking.

[0056] Therefore, the braking system 1 according to the embodiment of the present invention relieves the pressure of the second cavity 112 by connecting the second cavity 112 and the fluid reservoir 41, so that the brake fluid in the second cavity 112 can enter the fluid reservoir 41, thereby reducing the resistance encountered by the piston assembly 12 and the pedal module 21 during movement, thereby increasing the braking stroke of the pedal module 21, adapting to the braking of the vehicle under special circumstances, and enabling the driver to achieve sufficient braking of the vehicle without applying excessive pedal force.

[0057] The following describes a brake system 1 according to a specific embodiment of the present invention with reference to the accompanying drawings.

[0058] In some specific embodiments of the present invention, Figure 1 As shown, the brake system 1 includes a pedal module 21 , a master cylinder and a fluid reservoir 41 .

[0059] In some embodiments of the present invention, Figure 1 As shown, the piston assembly 12 includes a first piston 121 and a second piston 122 arranged at intervals, and the first piston 121 and the second piston 122 are connected by an elastic member, wherein the first cavity 111 is located at the first piston 121 and the second piston 122, and the second cavity 122 is located on the side of the second piston 122 away from the first piston 121, that is, on the side of the first cavity 111 away from the pedal module 21.

[0060] In some embodiments of the present invention, the first oil circuit is provided with a first control valve 81 for controlling the on-off of the first oil circuit.

[0061] When the second chamber 112 needs to be depressurized to increase the braking stroke of the pedal module 21, such as when the ambient temperature falls below a set value or when emergency braking of the vehicle is required, the first control valve 81 connects the first oil circuit to the fluid reservoir 41. This depressurizes the second chamber 112 and increases the braking stroke of the pedal module 21, thereby meeting the vehicle's braking requirements.

[0062] When there is no need to relieve the pressure of the second chamber 112 , for example, when the brake system 1 is at room temperature and emergency braking of the vehicle is not required, the first control valve 81 disconnects the first oil circuit and the fluid reservoir 41 .

[0063] In some optional embodiments of the present invention, the braking system 1 also includes a first one-way valve 82 connected in parallel with the first control valve 81, and the first one-way valve 82 guides fluid in a unidirectional direction from the fluid reservoir 41 to the second cavity 112, so that when the first control valve 81 is forced to close and the driver releases the pedal force on the pedal module 21, the brake fluid in the fluid reservoir 41 can flow into the second cavity 112 through the first one-way valve 82, thereby enabling the piston assembly 12 to reset.

[0064] Specifically, when the pedal module 21 is fully depressed, the brake fluid in the second cavity 112 will all flow into the fluid reservoir 41. At this time, if the brake system 1 is powered off, the first control valve 81 will be closed, resulting in a vacuum state in the second cavity 112, which will prevent the piston assembly 12 from resetting normally, and ultimately cause the problem of single-circuit failure. In order to effectively solve this potential fault, a first one-way valve 82 is added. In this way, when facing the above-mentioned extreme situation, the brake fluid in the fluid reservoir 41 can flow smoothly back to the second cavity 112 through the first one-way valve 82, thereby ensuring that the piston assembly 12 can return to its position smoothly, fundamentally avoiding the risk of directly entering a single-circuit failure.

[0065] In some optional embodiments of the present invention, the first control valve 81 is a normally closed solenoid valve.

[0066] What needs to be explained here is that the normally closed solenoid valve means that when the solenoid valve coil is not energized, the solenoid valve is in a closed state and the oil circuit is disconnected. When the coil is energized, the solenoid valve opens and the oil circuit is connected.

[0067] When there is no need to relieve the pressure of the second chamber 112 , the first control valve 81 disconnects the second chamber 11 and the liquid storage pot 41 .

[0068] By adding the first control valve 81, the second chamber 112 can be depressurized. For example, when the ambient temperature falls below a set value or emergency braking is required, the coil is energized, opening the first control valve 81 and connecting the second chamber 11 and the fluid reservoir 41. This allows the brake fluid in the second chamber 112 to be quickly discharged, reducing the resistance experienced by the piston assembly 12 and the pedal module 21. This increases the stroke of the piston assembly 12 and enables the pedal module 21 to achieve a greater displacement under the same conditions, thus meeting the vehicle's braking requirements.

[0069] Specifically, a first control valve 81 is provided in the first oil circuit, which remains closed under normal conditions to ensure the normal operation of the braking system 1. When the vehicle detects a braking demand, the braking system 1 immediately triggers a control signal to quickly open the first control valve 81. Once the first control valve 81 opens, the brake fluid in the second chamber 112 is rapidly released, causing the piston assembly 12 to displace. This displacement is further transmitted to the pedal module 21, enabling the pedal module 21 to produce a greater braking stroke under the same temperature conditions. The increased displacement of the piston assembly 12 and pedal module 21 can meet the vehicle's greater braking demand, thereby improving braking efficiency.

[0070] Through the above steps, the braking system 1 can quickly transfer the compensation amount to the wheels, compensate for the deceleration lost due to low temperature, ensure that the vehicle can achieve the expected deceleration, and thus improve the braking performance and vehicle safety.

[0071] In some embodiments of the present invention, Figure 1 As shown, the braking system 1 also includes a piston cylinder 30 and a drive motor 22. The piston cylinder 30 is connected to the fluid reservoir 41 through a second oil circuit. The piston cylinder 30 is connected to the brake component through a third oil circuit. The piston rod 31 of the piston cylinder 30 is connected to the drive motor 22. The drive motor 22 drives the piston rod 31 to move to drive the brake fluid to flow to the brake component.

[0072] The drive motor 22 determines the moving distance of the piston rod 31 through the braking stroke of the pedal module 21, and then drives the brake fluid corresponding to the braking stroke of the pedal module 21 to flow to the brake component, thereby achieving the expected deceleration of the vehicle.

[0073] Specifically, the harder the driver steps on the pedal module 21, the greater the deceleration of the vehicle that the driver expects. At this time, the drive motor 22 will drive the piston rod 31 to move a longer distance to drive more brake fluid in the piston cylinder 30 to flow to the brake part, and then use the brake part to decelerate the wheel end of the vehicle.

[0074] In some embodiments, as Figure 1 As shown, the third oil circuit includes four flow channels to drive the brake fluid in the piston cylinder 30 to the brake members at the four wheel ends of the vehicle respectively, thereby decelerating the four wheel ends of the vehicle.

[0075] Among them, the four flow channels are the first flow channel 51, the second flow channel 52, the third flow channel 53 and the fourth flow channel 54, wherein the first flow channel 51 and the second flow channel 52 are connected to the piston cylinder 30 through the second control valve 92, and the third flow channel 53 and the fourth flow channel 54 are connected to the piston cylinder 30 through the third control valve 93.

[0076] Specifically, the first flow channel 51 is used to guide the brake fluid to the front right wheel of the vehicle, the second flow channel 52 is used to guide the brake fluid to the rear left wheel of the vehicle, the third flow channel 53 is used to guide the brake fluid to the rear right wheel of the vehicle, and the fourth flow channel 54 is used to guide the brake fluid to the front left wheel of the vehicle.

[0077] In some embodiments, the second control valve 92 and the third control valve 93 are normally closed solenoid valves, and the first flow channel 51, the second flow channel 52, the third flow channel 53 and the fourth flow channel 54 are all provided with normally closed solenoid valves. When the drive motor 22 drives the piston rod 31 to move, the second control valve 92, the third control valve 93 and the normally closed solenoid valves on the first flow channel 51, the second flow channel 52, the third flow channel 53 and the fourth flow channel 54 are in a conducting state. At this time, the brake fluid in the piston cylinder 30 flows through the first flow channel 51, the second flow channel 52, the third flow channel 53 and the fourth flow channel 54 to the brake parts of the front right wheel, the rear left wheel, the rear right wheel and the front left wheel respectively, so as to provide deceleration for the vehicle and realize deceleration and stopping of the vehicle.

[0078] In addition, one-way valves corresponding to the normally closed solenoid valves are provided on the first flow channel 51, the second flow channel 52, the third flow channel 53 and the fourth flow channel 54. When the drive motor 22 drives the piston rod 31 to reset, the normally closed solenoid valves on the first flow channel 51, the second flow channel 52, the third flow channel 53 and the fourth flow channel 54 are closed, and part of the brake fluid can flow to the piston cylinder 30 through the one-way valve.

[0079] In some embodiments, the first flow channel 51, the second flow channel 52, the third flow channel 53 and the fourth flow channel 54 are also connected to the fluid reservoir 41 and a normally open solenoid valve is provided between the fluid reservoir 41. When the drive motor 22 drives the piston rod 31 to reset, the brake fluid at the front right wheel, the rear left wheel, the rear right wheel and the front left wheel can flow to the fluid reservoir 41 through the normally open solenoid valve to realize the recovery of the brake fluid.

[0080] In some examples, the first cavity 111 is in communication with the first flow channel 51 and the second flow channel 52 via a normally open solenoid valve, and the second cavity 112 is in communication with the third flow channel 53 and the fourth flow channel 54 via a normally open solenoid valve.

[0081] When the drive motor 22 is able to normally drive the brake fluid to the brake components, the two normally open solenoid valves are closed. When the drive motor 22 is unable to normally drive the brake fluid to the brake components, the two normally open solenoid valves are opened, allowing the brake fluid in the first cavity 111 and the second cavity 112 to flow to the brake components, thereby providing deceleration for the vehicle.

[0082] It's important to explain that a normally closed solenoid valve is closed and the oil circuit is disconnected when the solenoid valve coil is not energized. When the coil is energized, the solenoid valve opens and the oil circuit is connected. A normally open solenoid valve is open and the oil circuit is connected when the solenoid valve coil is not energized. When the coil is energized, the solenoid valve closes and the oil circuit is disconnected.

[0083] In some optional embodiments of the present invention, Figure 1 As shown, the braking system 1 further includes a first detection component 71 and a control module.

[0084] The first detection member 71 is used to detect the pressure of the second cavity 112. The control module is electrically connected to the first detection member 71 and the drive motor 22 respectively. The control module is configured to obtain the target torque of the drive motor 22 based on the detection result of the first detection member 71, so as to enable the drive motor 22 to drive a corresponding amount of brake fluid to flow to the brake member according to the actual pedaling force of the driver, thereby achieving the expected deceleration of the vehicle.

[0085] Normally, when the driver steps on the pedal module 21, the pedal module 21 can drive the piston assembly 12 to move. At this time, part of the brake fluid in the second cavity 112 flows out of the second cavity 112. By sensing the braking stroke fed back by the pedal module 21, it is possible to determine the braking force that the driver wants to provide to the vehicle, thereby causing the vehicle to decelerate at the expected deceleration rate.

[0086] However, as a fluid medium, brake fluid's viscosity changes significantly with temperature. In low-temperature environments, particularly below zero, brake fluid viscosity increases dramatically, leading to increased fluid resistance. This results in the piston assembly 12 moving less distance when the driver applies the same force to the pedal module 21. In this situation, to achieve the same deceleration, the driver needs to apply greater pedal force to the pedal module 21 to overcome the fluid resistance.

[0087] In order to improve the relationship between pedaling force and deceleration in a low temperature environment, the present application determines the target torque of the drive motor 22 through the detection result of the first detection component 71, instead of determining the target torque of the drive motor 22 according to the braking stroke of the pedal module 21, to ensure that the same pedaling force can obtain the same deceleration at different temperatures.

[0088] Specifically, it was found through testing that, whether in a low temperature environment or a normal temperature environment, when the driver applies the same pedal force to the pedal module 21 , the difference between the data detected by the first detection member 71 is small.

[0089] That is to say, the data detected by the first detection member 71 can ignore the factor of ambient temperature, so that the actual pedaling force applied by the driver to the pedal module 21 can be determined based on the data detected by the first detection member 71, and then the target torque of the drive motor 22 can be determined based on the actual pedaling force applied by the driver to the pedal module 21, so that the drive motor 22 drives the target amount of brake fluid to the brake part, so that the vehicle obtains the same deceleration, thereby ensuring that at different temperatures, the driver obtains the same deceleration when applying the same pedaling force to the pedal module 21.

[0090] In some optional embodiments of the present invention, the control module is electrically connected to the first detection member 71, the pedal module 21 and the drive motor 22, respectively. The control module is configured to confirm the actual pedaling force based on the actual ambient temperature, the detection pressure of the first detection member 71 and the braking stroke feedback from the pedal module 21, and determine the target torque based on the actual pedaling force. The control module controls the drive motor 22 to operate according to the target torque.

[0091] Compared with the above-mentioned embodiment, the control module is constructed to obtain the target torque of the drive motor 22 based on the detection result of the first detection component 71, so that the control module is constructed to confirm the actual pedaling force based on the actual ambient temperature, the detection pressure of the first detection component 71 and the braking stroke feedback from the pedal module 21, and determine the target torque based on the actual pedaling force, so as to obtain a more accurate target torque.

[0092] Among them, by comparing the ambient temperature, the detection pressure of the first detection part 71 and the braking stroke feedback by the pedal module 21, it can be ensured that at different temperatures, when the same pedal force is applied, the drive motor 22 can drive the same amount of brake fluid to flow to the brake part and to the wheel end of the vehicle, so that when the driver applies the same pedal force to the pedal module 21, the drive motor 22 can drive the same amount of brake fluid to flow to the brake part, thereby making the vehicle achieve the same deceleration.

[0093] This can improve the relationship between pedaling force and deceleration in low temperature environments, ensuring that the same pedaling force can achieve the same deceleration at different temperatures.

[0094] Specifically, at different temperatures, when the driver applies the same pedal force to the pedal module 21, the pressure detected by the first detection member 71 is different. After determining the temperature and the pressure detected by the first detection member 71, it is possible to determine how much pedal force the driver has applied to the pedal module 21 at this temperature, and then directly determine how much brake fluid the drive motor 22 should drive to the brake component based on the pedal force applied by the driver to the pedal, so that when the driver applies the same pedal force to the pedal module 21, the drive motor 22 can drive the same amount of brake fluid to the brake component, thereby making the vehicle achieve the same deceleration.

[0095] In some specific embodiments of the present invention, the pedal module 21 includes a pedal 211 and a displacement sensor 212. The pedal 211 is connected to the piston assembly 12 to drive the piston assembly 12 to move. The displacement sensor 212 is used to detect the braking stroke of the pedal 211, so as to confirm the actual foot force through the braking stroke of the pedal 211, the actual ambient temperature, and the detection pressure of the first detection member 71, so as to obtain a more accurate target torque.

[0096] In some specific embodiments, at different temperatures, when the driver applies the same pedal force to the pedal 211, the displacement distance of the pedal 211 detected by the displacement sensor 212 is different, and the pressure of the second cavity 112 is also different. By comparing more data, it is easier to obtain an accurate target torque.

[0097] In some embodiments, as Figure 2As shown, M1 is the PV curve at normal temperature, and M2 is the PV curve at low temperature, wherein P refers to the pressure in the second cavity 112 detected by the first detection member 71, V refers to the amount of brake fluid flowing out of the cylinder 11, and V is the product of the displacement of the piston assembly 12 and the cross-sectional area of the cylinder 11, and the cross-sectional area of the cylinder 11 is π*(cylinder diameter)2 / 4.

[0098] Specifically, the cross-sectional area of the cylinder 11 is fixed, and the displacement of the piston assembly 12 can be detected by the displacement sensor 212, thereby obtaining the relationship between P and V at a specified temperature.

[0099] Among them, when the pedal force applied by the driver to the pedal module 21 is different, P and V are also different. That is to say, after obtaining the values of P and V respectively through the first detection member 71 and the displacement sensor 212, the pedal force applied by the driver to the pedal module 21 can be determined, and then the target torque of the drive motor 22 can be determined.

[0100] Specifically, for different temperatures, corresponding to different PV curves, when the driver applies different pedal forces to the pedal module 21, the corresponding P values and V values are also different. Therefore, after obtaining the P and V values respectively through the first detection component 71 and the displacement sensor 212, the pedal force applied by the driver to the pedal module 21 can be determined, and then according to the actual pedal force applied by the driver to the pedal module 21, the drive motor 22 can output the target torque, so that a preset amount of brake fluid flows to the brake component, thereby enabling the vehicle to obtain a preset deceleration.

[0101] Furthermore, accurate compensation can be achieved by pre-setting the PV curve at various temperatures in the vehicle's control module and dynamically comparing the difference in liquid requirements between the current temperature and normal temperature conditions.

[0102] First, the system has a built-in database of PV curves at different temperatures, which contains the corresponding relationship between brake fluid volume and pressure in the second chamber 112. After the vehicle is started, the control module receives real-time signals from the ambient temperature sensor and the first detection element 71. Based on the current ambient temperature, the PV curve corresponding to the temperature is extracted from the database and compared with a reference PV curve at room temperature. When the driver presses the pedal 211, the system maps the real-time collected pressure data of the second chamber 112 to the PV curve at the current temperature and calculates the difference in fluid volume required.

[0103] The control module then transmits the calculated fluid volume difference to the drive motor 22. This adjusts the target torque based on the command, compensating for fluid flow to the brake components and eliminating pressure loss caused by increased brake fluid viscosity and fluid resistance due to low temperatures. Ultimately, wheel-end pressure returns to normal, ensuring the vehicle's braking force output meets driving requirements, thereby improving deceleration in low-temperature environments.

[0104] Through dynamic adjustment of the temperature-pressure-volume curve and precise control of the drive motor 22, not only the real-time and accuracy of the fluid volume compensation are improved, but also the braking performance of the vehicle in low-temperature environments is significantly improved, ensuring that the driver can obtain a braking experience and safety guarantee consistent with normal temperature environments.

[0105] In addition, the control module determines the driver's braking intention through the stroke detected by the displacement sensor 212 and the pressure detected by the first detection member 71 , and thus can also indirectly compensate for the deceleration by compensating for the pedal stroke.

[0106] In some examples, the ambient temperature can be obtained through a temperature sensor to obtain the vehicle's external temperature and brake fluid temperature, and input into the control module to achieve precise fluid requirement compensation.

[0107] In some optional embodiments of the present invention, the braking system 1 also includes a control module, a pedal simulator 72 and a second detection component 73. The pedal simulator 72 is used to detect the amount of brake fluid flowing from the first cavity 111 to the pedal simulator 72. The pedal simulator 72 is connected to the first cavity 111. The second detection component 73 is used to detect the pressure of the first cavity 111. The control module is electrically connected to the pedal simulator 72 and the second detection component 73, respectively. The control module is configured to obtain a target torque based on the detection results of the pedal simulator 72 and the detection results of the second detection component 73, so that the drive motor 22 drives a preset amount of brake fluid to the brake component, thereby enabling the vehicle to obtain a preset deceleration.

[0108] Among them, under normal temperature, after the driver applies a certain pedal force to the pedal module 21, the brake fluid in the first cavity 111 flows to the pedal simulator 72, and the pressure in the first cavity 111 changes. Through the detection results of the pedal simulator 72, the driver's pedal force on the brake component can be determined, and then the drive motor 22 obtains the target torque to drive a preset amount of brake fluid to flow to the brake component.

[0109] However, since the brake fluid in the first cavity 111 needs to pass through a long and tortuous pipeline when flowing to the pedal simulator 72, this causes a portion of the brake fluid to be lost in the flow path, causing the measurement result of the pedal simulator 72 to have a certain error. Therefore, by setting a second detection component 73, when detecting changes in the pressure in the first cavity 111, the detection error of the pedal simulator 72 can be compensated, thereby obtaining a more accurate detection result, so that the drive motor 22 can obtain a more accurate target torque.

[0110] Furthermore, the control module is configured to determine a target torque based on the actual ambient temperature, the detection pressure of the second detection member 73 and the braking stroke fed back by the pedal module 21 , and the control module controls the drive motor 22 to operate according to the target torque.

[0111] Among them, by comparing the ambient temperature and the detection pressure of the second detection part 73, it can be ensured that at different temperatures, when the same pedaling force is applied, the drive motor 22 can drive the same amount of brake fluid to flow to the brake part and to the wheel end of the vehicle, so that when the driver applies the same pedaling force to the pedal module 21, the drive motor 22 can drive the same amount of brake fluid to flow to the brake part, thereby making the vehicle achieve the same deceleration.

[0112] Specifically, at different temperatures, when the driver applies the same pedaling force to the pedal module 21, the pressure detected by the second detection member 73 is different. After determining the temperature and the pressure detected by the second detection member 73, it is possible to determine how much pedaling force the driver has applied to the pedal module 21 at this temperature, and then directly determine how much brake fluid the drive motor 22 should drive to the brake component based on the actual pedaling force applied by the driver to the pedal, so that when the driver applies the same pedaling force to the pedal module 21, the drive motor 22 can drive the same amount of brake fluid to the brake component, thereby making the vehicle achieve the same deceleration.

[0113] In some embodiments, the ambient temperature can be obtained through a temperature sensor to obtain the vehicle's external temperature and brake fluid temperature, and input into the control module to achieve accurate fluid volume compensation.

[0114] In some specific embodiments of the present invention, Figure 2 As shown, when the vehicle's ambient temperature sensor senses that the ambient temperature has reached a set low temperature, the viscosity of the low-temperature brake fluid increases, increasing the flow resistance of the brake fluid in the pipeline. The pedal module 21 becomes stiff, making it difficult to push the brake fluid in the first chamber 111 to flow. The pressure in the first chamber 111 is high, while the brake fluid inflow at the pedal simulator 72 is low, resulting in a low pressure difference. The pressure data of the second chamber 112 collected by the first detection element 71 and the pressure data of the first chamber 111 collected by the second detection element 73 are compared with the pressure value of the pedal simulator 72. If the pressure at the pedal simulator 72 is lower than the pressure in the first chamber 111, and the pressure difference is greater than a predetermined value, the brake system 1 determines that the braking deceleration is likely to be too low and compensates the wheel with brake fluid. The specific amount of compensation is controlled based on the difference between the pressure in the first chamber 111 and the pressure at the pedal simulator 72. The greater the pressure difference, the more fluid the drive motor 22 pumps from the fluid reservoir 41 to the brake components, achieving pressure control compensation at the wheel.

[0115] In some specific embodiments of the present invention, the effects of different brake fluid viscosities at different temperatures on the resistance of the pedal are calculated, thereby accurately compensating for the required fluid volume.

[0116] The control module self-learns the amount of brake fluid compensated for different temperatures and brake pressures under low temperature conditions, records the ambient temperature each time the pedal module 21 is pressed, imports the brake fluid viscosity and temperature change curve, records the pressure value measured at the pedal simulator 72, and compares it with the pressure value at the pedal simulator 72 under normal temperature conditions, and obtains the pressure change value at the pedal simulator 72 under normal temperature conditions and low temperature conditions, thereby obtaining the influence of temperature changes on the pedal resistance caused by changes in the viscosity of the brake fluid, and records the oil change amount of the brake system 1 for wheel-end pressure compensation when the pressure at the pedal simulator 72 is different at different temperatures. After self-learning, an ambient temperature and compensated oil amount curve and a pedal simulator 72 pressure and oil compensation amount curve are formed. According to the measured ambient temperature value and the pressure value at the pedal simulator 72 each time the pedal module 21 is pressed, the required oil compensation amount is calculated to achieve rapid and accurate compensation of the brake parts.

[0117] By collecting and analyzing ambient temperature and pressure data in real time, a dynamic curve is generated between the pressure in the pedal simulator 72 and the amount of compensation fluid. The brake system 1 automatically updates this curve after each compensation operation and optimizes the compensation logic based on historical data. When the driver depresses the pedal module 21, the brake system 1 quickly calculates the required amount of compensation fluid and precisely delivers it to the brake components via the drive motor 22.

[0118] Generating dynamic curves not only improves the accuracy of the compensation strategy, but also makes the braking system 1 more adaptable to environmental changes and provides data support for subsequent maintenance and upgrades. This data-driven compensation strategy significantly improves the performance stability and safety of the vehicle's braking system 1 in low-temperature environments.

[0119] In some optional embodiments of the present invention, Figure 1 As shown, the pedal module 21 further includes a pedal displacement generator 213 , which is connected to the piston assembly 12 to drive the piston assembly 12 to move and output a braking stroke to achieve automatic braking of the vehicle.

[0120] Specifically, when the vehicle is automatically driving or the vehicle control module presets that the vehicle needs to brake, the pedal displacement generator 213 automatically drives the piston assembly 12 to move to achieve automatic braking of the vehicle.

[0121] The following describes a braking method for a vehicle according to an embodiment of the present invention. A vehicle employs the braking system 1 according to the above embodiment of the present invention.

[0122] Braking methods include:

[0123] When the brake system 1 is in the target state, the first oil circuit is controlled to communicate with the fluid reservoir 41 and the second cavity 112 .

[0124] The brake system 1 includes multiple states. The state of the brake system 1 is first determined to determine whether the second chamber 112 needs to be depressurized.

[0125] When the braking system 1 is in the target state and the second chamber 112 needs to be depressurized, the first oil circuit connects the fluid reservoir 41 and the second chamber 112 to adapt to the braking of the vehicle under special circumstances, so that the driver can achieve sufficient braking of the vehicle without applying excessive pedal force.

[0126] In some embodiments, when the brake system 1 is in a low temperature environment, the state of the brake system 1 is a target state.

[0127] When the brake system 1 is in a low-temperature environment, especially when the temperature drops below zero, the viscosity of the brake fluid increases sharply, resulting in increased fluid resistance. Compared to a normal temperature environment, when the driver presses the pedal module 21 with the same force, the piston assembly 12 moves a smaller distance.

[0128] At this time, when the first oil circuit is connected to the fluid reservoir 41 and the second cavity 112, the second cavity 112 can be depressurized, so that the brake fluid in the second cavity 112 can enter the fluid reservoir 41, reducing the resistance encountered by the piston assembly 12 and the pedal module 21 during movement, thereby increasing the braking stroke of the pedal module 21 to adapt to the braking of the vehicle in a low temperature environment, so that the driver can achieve sufficient braking of the vehicle without applying excessive pedal force.

[0129] In some embodiments, when the braking system 1 is in an emergency braking state, the state of the braking system 1 is a target state.

[0130] At this time, when the first oil circuit is connected to the fluid reservoir 41 and the second cavity 112, the pressure of the second cavity 112 can be relieved, so that the brake fluid in the second cavity 112 can quickly enter the fluid reservoir 41, realizing emergency and rapid braking by the driver.

[0131] According to the braking method of a vehicle in an embodiment of the present invention, by utilizing the braking system 1 according to the above-mentioned embodiment of the present invention, the second cavity 112 and the fluid reservoir 41 are connected, and the pressure of the second cavity 112 is relieved, so that the brake fluid in the second cavity 112 can enter the fluid reservoir 41, thereby reducing the resistance encountered by the piston assembly 12 and the pedal module 21 during movement, thereby increasing the braking stroke of the pedal module 21, adapting to the braking of the vehicle in special circumstances, and enabling the driver to achieve sufficient braking of the vehicle without applying excessive pedal force.

[0132] In some embodiments of the present invention, the vehicle braking method further includes: determining whether the braking system 1 is in a target state.

[0133] In some embodiments, when the ambient temperature is lower than a first preset temperature, the braking system is in the target state.

[0134] In some embodiments, when the temperature of the second cavity 112 is lower than a second preset temperature, the braking system is in the target state.

[0135] In some embodiments, when the brake fluid viscosity is higher than a first preset viscosity, the brake system is in the target state.

[0136] Specifically, by detecting the ambient temperature, detecting the temperature of the second cavity 112 or detecting the viscosity of the brake fluid, it can be determined whether the brake system 1 is in the target state.

[0137] Specifically, by detecting the environment or directly detecting the viscosity of the brake fluid, it is possible to determine whether the viscosity of the brake fluid is too high at this time, and to determine whether the second chamber 112 needs to be depressurized at this time.

[0138] When the braking system 1 is in the target state, the first oil circuit connects the fluid reservoir 41 and the second cavity 112 to relieve the pressure in the second cavity 112, so that the brake fluid in the second cavity 112 can enter the fluid reservoir 41, reducing the resistance encountered by the piston assembly 12 and the pedal module 21 during movement, thereby increasing the braking stroke of the pedal module 21 to adapt to the braking of the vehicle in a low temperature environment, so that the driver can achieve sufficient braking of the vehicle without applying excessive pedal force.

[0139] In some embodiments of the present invention, Figure 3 , braking methods include:

[0140] S31: Determine the target torque according to the pressure of the second cavity 112;

[0141] S32: Control the drive motor 22 to operate according to the target torque.

[0142] The brake system 1 includes a drive motor 22 , which is used to drive the brake fluid to flow toward the brake components.

[0143] When the braking system is in the target state, that is, when the ambient temperature of the braking system 1 is lower than the first preset temperature, or the temperature of the second cavity 112 is lower than the first preset temperature, or the viscosity of the brake fluid is greater than the first preset viscosity, the vehicle executes the above-mentioned braking method. At this time, the braking system 1 is in the first mode to replenish the fluid to the brake parts so that the driver can obtain the same deceleration when applying the same foot force to the pedal module 21.

[0144] Specifically, it was found through experiments that, regardless of whether it is a low temperature environment or a normal temperature environment, when the driver applies the same pedal force to the pedal module 21 , the change in the pressure of the second cavity 112 is almost the same.

[0145] That is to say, the change in the pressure of the second cavity 112 has nothing to do with the ambient temperature, so that the actual pedaling force applied by the driver to the pedal module 21 can be determined based on the change in the pressure of the second cavity 112, and then the target torque of the drive motor 22 can be determined based on the actual pedaling force applied by the driver to the pedal module 21, and then the drive motor 22 can drive the target amount of brake fluid to the brake parts, so that the vehicle obtains the same deceleration, thereby ensuring that at different temperatures, the driver obtains the same deceleration when applying the same pedaling force to the pedal module 21.

[0146] In some embodiments of the present invention, Figure 4 As shown, the braking method includes:

[0147] S1: Determine that the braking system is in the target state;

[0148] S41: confirming the actual pedaling force based on the braking stroke of the pedal module 21 and the pressure of the second cavity 112;

[0149] S42: Obtaining target torque according to actual pedaling force;

[0150] S43: Control the drive motor 22 to operate according to the target torque.

[0151] Specifically, the state of the brake system 1 can be determined according to the temperature of the environment in which the brake system 1 is located or the viscosity of the brake fluid. When the temperature of the environment in which the brake system 1 is located is low or the viscosity of the brake fluid is greater than a preset value, the brake system 1 continues to implement step S41.

[0152] Among them, when the ambient temperature of the braking system 1 is different or the viscosity of the brake fluid is different, when the driver applies the same pedal force to the pedal module 21, the braking stroke of the pedal module 21 is different, and the pressure of the second cavity 112 is also slightly different. By comparing the braking stroke of the pedal module 21 and the pressure of the second cavity 112, the actual pedal force of the driver can be obtained, and then the target torque is obtained according to the actual pedal force, and the drive motor 22 is controlled to operate according to the target torque, so that at different temperatures, when the driver applies the same pedal force to the pedal module 21, the drive motor 22 can drive the same amount of brake fluid to flow to the brake parts, thereby making the vehicle achieve the same deceleration.

[0153] In some embodiments, the brake stroke and pressure confirmation of actual pedal force includes:

[0154] The braking system 1 is preset with a correspondence between the braking system 1 state, braking stroke, pressure and pedal force;

[0155] The actual state of the braking system 1 , the braking stroke fed back by the pedal module 21 and the pressure of the second chamber 112 are obtained to determine the actual pedaling force.

[0156] The preset state of the braking system 1 includes the ambient temperature of the preset braking system 1 or the viscosity of the brake fluid.

[0157] For example, the preset state of the braking system 1 is the ambient temperature of the preset braking system 1, and the actual temperature of the braking system 1, the braking stroke fed back by the pedal module 21 and the pressure of the second cavity 112 are obtained to determine the actual pedal force.

[0158] Among them, the vehicle's control module will set the PV curve at each temperature in advance, such as Figure 2 As shown, M1 is the PV curve at normal temperature, and M2 is the PV curve at low temperature, wherein P refers to the pressure in the second cavity 112, V refers to the amount of brake fluid flowing out of the cylinder 11, and V is the product of the displacement of the piston assembly 12 and the cross-sectional area of the cylinder 11.

[0159] The cross-sectional area of the cylinder 11 is fixed, and the displacement of the piston assembly 12 can be obtained through the braking stroke of the pedal module 21, thereby obtaining the values of P and V at a specified temperature.

[0160] Among them, P and V are different when the pedal force applied by the driver to the pedal module 21 is different. That is to say, at a specific temperature, by comparing the values of P and V, the pedal force applied by the driver to the pedal module 21 can be determined, and then the target torque of the drive motor 22 can be determined.

[0161] In some specific embodiments of the present invention, the brake system 1 further includes a first detection member 71 and a control module. The first detection member 71 is used to detect the pressure of the second cavity 112. The control module is electrically connected to the first detection member 71, the pedal module 21, and the drive motor 22. The control module is configured to determine the actual pedal force based on the actual ambient temperature, the detection pressure of the first detection member 71, and the braking stroke fed back by the pedal module 21, and to determine the target torque based on the actual pedal force. The control module then controls the drive motor 22 to operate according to the target torque.

[0162] The pedal module 21 includes a pedal 211 and a displacement sensor 212. The pedal 211 is connected to the piston assembly 12 to drive the piston assembly 12 to move. The displacement sensor 212 is used to detect the braking stroke of the pedal 211.

[0163] The PV curve is obtained by using the braking stroke fed back by the pedal module 21 and the pressure in the second cavity 112 , and the PV curves at low temperature and normal temperature are compared to adjust and compensate the required fluid volume.

[0164] The principle diagram of this function control method is as follows Figure 1 As shown, the control module of the brake system 1 collects the displacement stroke of the piston assembly 12 through the displacement sensor 212, obtains the volume data of the brake fluid according to the displacement stroke of the piston assembly 12 and the cylinder diameter of the cylinder 11, and obtains the PV curve at this time by detecting the pressure data at the second cavity 112 measured by the first detection member 71. The PV curve obtained by the data collected under normal vehicle conditions at room temperature is compared with the PV curve data at this time, as shown in FIG. Figure 2 If both the P value and the V value are lower than the normal state values at room temperature, and the change values of the two PV curves exceed the preset change values, the control module sends a command to the drive motor 22, and the piston rod 31 pushes forward, so that the oil in the liquid reservoir 41 enters the brake part through the second flow path subsystem, increasing the wheel end hydraulic pressure and thus increasing the braking force.

[0165] By monitoring the impact of changes in brake fluid viscosity under low-temperature conditions on the brake system 1 and comparing the PV curve under normal temperature conditions, when the deviation value of the two curves exceeds the preset range, the brake system 1 identifies the problem of insufficient fluid required at the same pressure due to increased flow resistance, and compensates the brake fluid to the brake parts through the cylinder body 11 to make up for the attenuation of braking force caused by low temperature.

[0166] At the same time, by dynamically adjusting the amount of fluid used for compensation, braking performance in low-temperature conditions is maintained close to that at normal temperatures, improving the phenomenon of poor braking performance in low-temperature conditions. This technology not only improves the real-time and accuracy of fluid compensation, but also effectively ensures driver safety and comfort.

[0167] In some embodiments of the present invention, the braking method includes:

[0168] S51: Determine the target torque based on the pressure of the first cavity 111 and the brake fluid flow rate;

[0169] S52: Control the drive motor 22 to operate according to the target torque.

[0170] The brake system 1 includes a drive motor 22 and a pedal simulator 72 . The drive motor 22 is used to drive the brake fluid to flow toward the brake component. The pedal simulator 72 is used to detect the flow of the brake fluid flowing from the first cavity 111 to the pedal simulator 72 .

[0171] Specifically, under normal temperature, the vehicle can be caused to execute the above braking method, and at this time the braking system 1 is in the second mode to determine the target torque of the drive motor 22 .

[0172] When the driver steps on the pedal module 21, the piston assembly 12 pushes the oil into the pedal simulator 72. By detecting the sensor signal of the pedal simulator 72, the displacement stroke of the piston assembly 12 can be determined, and then the target torque of the drive motor 22 can be determined to achieve the expected deceleration of the vehicle.

[0173] The following describes a computer-readable storage medium according to an embodiment of the present invention.

[0174] A computer program is stored on the computer-readable storage medium. When the computer program is executed by the processor, the braking method according to the above embodiment of the present invention is implemented.

[0175] The following describes a controller according to an embodiment of the present invention.

[0176] The controller includes a memory and a processor. The memory stores a computer program. When the computer program is executed by the processor, the braking method according to the above embodiment of the present invention is implemented.

[0177] The following describes a vehicle according to an embodiment of the present invention. The vehicle according to the embodiment of the present invention includes a braking system 1 according to the above-described embodiment of the present invention; or performs a braking method according to the above-described embodiment of the present invention; or includes a computer-readable storage medium according to the above-described embodiment of the present invention; or includes a controller according to the above-described embodiment of the present invention.

[0178] According to the vehicle of the embodiment of the present invention, the second cavity 112 and the fluid reservoir 41 are connected to each other, and the pressure in the second cavity 112 is relieved, so that the brake fluid in the second cavity 112 can enter the fluid reservoir 41, thereby reducing the resistance encountered by the piston assembly 12 and the pedal module 21 during movement, thereby increasing the braking stroke of the pedal module 21, adapting to the braking of the vehicle in special circumstances, and enabling the driver to achieve sufficient braking of the vehicle without applying excessive pedal force.

[0179] In some embodiments of the present invention, the vehicle further includes wheels, and the braking system 1 is adapted to direct brake fluid to brake components at the wheel ends so that the wheels reach a predetermined deceleration, thereby decelerating and braking the vehicle.

[0180] Other components and operations of the vehicle according to the embodiment of the present invention are well known to those skilled in the art and will not be described in detail here.

[0181] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be understood as limiting the present invention. In addition, features defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "plurality" means two or more. In the description of the present invention, a first feature "above" or "below" a second feature may include the first and second features being in direct contact, or the first and second features not being in direct contact but being in contact through another feature between them.

[0182] In the description of the present invention, “on”, “above” and “above” a first feature of a second feature include the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0183] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0184] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative uses of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0185] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A braking system (1) for a vehicle, characterized in that The braking system (1) comprises: Pedal module (21); A master cylinder, the master cylinder comprising a cylinder body (11) and a piston assembly (12), the piston assembly (12) being connected to the pedal module (21), the piston assembly (12) being movably disposed in the cylinder body (11) to form a first cavity (111) and a second cavity (112) in the cylinder body (11), the second cavity (112) being located on a side of the first cavity (111) facing away from the pedal module (21); A fluid reservoir (41) is selectively connected to the second cavity (112) via a first oil path, so as to introduce at least part of the brake fluid in the second cavity (112) into the fluid reservoir (41).

2. The braking system (1) according to claim 1, characterized in that The first oil circuit is provided with a first control valve (81) for controlling its on-off.

3. The braking system (1) according to claim 2, characterized in that It also includes a first one-way valve (82) connected in parallel with the first control valve (81), wherein the first one-way valve (82) guides liquid in a one-way direction from the liquid storage pot (41) to the second cavity (112).

4. The braking system (1) according to claim 2, characterized in that The first control valve (81) is a normally closed solenoid valve.

5. The brake system (1) according to claim 1, characterized in that Also includes: A piston cylinder (30) and a drive motor (22), wherein the piston cylinder (30) is connected to the fluid storage pot (41) via a second oil circuit, and the piston cylinder (30) is connected to a brake component via a third oil circuit. A piston rod (31) of the piston cylinder (30) is connected to the drive motor (22), and the drive motor (22) drives the piston rod (31) to move, thereby driving the brake fluid to flow toward the brake component.

6. The braking system (1) according to claim 5, characterized in that Also includes: a first detecting member (71), the first detecting member (71) being used to detect the pressure of the second cavity (112); A control module is provided, wherein the control module is electrically connected to the first detection member (71) and the drive motor (22), respectively, and the control module is configured to obtain a target torque based on a detection result of the first detection member (71), and the control module controls the drive motor (22) to operate according to the target torque.

7. The braking system (1) according to claim 6, characterized in that The control module is electrically connected to the first detection member (71), the pedal module (21) and the drive motor (22) respectively. The control module is configured to confirm the actual pedaling force based on the actual ambient temperature, the detection pressure of the first detection member (71) and the braking stroke fed back by the pedal module (21), and determine the target torque based on the actual pedaling force. The control module controls the drive motor (22) to operate according to the target torque.

8. The brake system (1) according to claim 7, characterized in that The pedal module (21) comprises: a pedal (211), the pedal (211) being connected to the piston assembly (12) to drive the piston assembly (12) to move; A displacement sensor (212) is used to detect the braking stroke of the pedal (211).

9. A vehicle braking method, characterized in that: The vehicle adopts a braking system (1) according to any one of claims 1 to 8, and the braking method comprises: When the brake system is in a target state, the first oil circuit is controlled to connect the liquid storage pot (41) and the second cavity (112).

10. The vehicle braking method according to claim 9, characterized in that: Also includes: determining whether the braking system is in the target state, Wherein, when the ambient temperature is lower than a first preset temperature, the braking system is in the target state; Alternatively, when the temperature of the second cavity (112) is lower than a second preset temperature, the braking system is in the target state; Alternatively, when the brake fluid viscosity is higher than a first preset viscosity, the brake system is in the target state.

11. The vehicle braking method according to claim 9, characterized in that: The braking method comprises: determining a target torque according to the pressure of the second cavity (112); The driving motor (22) is controlled to operate according to the target torque.

12. The vehicle braking method according to claim 9, characterized in that: The braking method comprises: determining that the braking system is in the target state; confirming the actual pedaling force according to the braking stroke of the pedal module (21) and the pressure of the second cavity (112); obtaining a target torque according to the actual pedaling force; The driving motor (22) is controlled to operate according to the target torque.

13. The vehicle braking method according to claim 9, characterized in that: The braking method comprises: determining a target torque based on the pressure of the first cavity (111) and the flow rate of the brake fluid; The driving motor (22) is controlled to operate according to the target torque.

14. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the vehicle control method according to any one of claims 9 to 13 is implemented.

15. A controller, characterized in that: The vehicle control method comprises a memory and a processor, wherein a computer program is stored in the memory, and is characterized in that when the computer program is executed by the processor, the vehicle control method according to any one of claims 9 to 13 is implemented.

16. A vehicle, characterized in that: comprising a braking system (1) according to any one of claims 1 to 8; or Execute the braking method according to any one of claims 9 to 13; or comprising the computer-readable storage medium of claim 14; or Including the controller according to claim 15.

17. The vehicle according to claim 16, characterized in that Also includes: The wheel, the braking system (1) is suitable for guiding the brake fluid to the brake parts at the wheel end of the wheel.

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