Energy-saving braking system and energy-saving braking method

Abstract

The invention relates to the technical field of automobile disc brake systems, and discloses an energy-saving brake system and an energy-saving brake method.The energy-saving brake system comprises brake calipers, a first brake booster pump, a brake liquid storage tank and a second brake booster pump. The brake calipers are arranged at the positions, corresponding to brake discs, of automobile wheels and provided with brake pistons. The first brake booster pump is connected to the brake piston through a hydraulic pipeline, responds to the brake pedal and injects brake fluid into the brake piston when the brake pedal is triggered; the brake liquid storage tank is connected to the first brake booster pump; and the second brake booster pump is connected between the first brake booster pump and the brake liquid storage tank, responds to the first trigger signal, and reduces the brake liquid in the brake piston when the first trigger signal is triggered, so that the brake caliper leaves the brake disc. According to the energy-saving brake system, brake fluid can be quickly supplemented for the brake system, so that the brake response speed is increased, and a brake pad can quickly clamp a brake disc during emergency brake.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile disc brake systems, and in particular to an energy-saving braking system and an energy-saving braking method. Background Art

[0002] With the development of automobiles, vehicle performance is increasing. As power increases, so too does the demand for braking performance. Disc brakes work by interacting between the brake pads on the caliper and the brake disc connected to the wheel until the wheel stops rotating. To ensure clamping force, hydraulic systems are often used to assist braking.

[0003] In order to improve the braking response speed, the disc brake in the prior art is actually in a state of contact between the brake pads and the brake disc when no braking operation is performed. There is a small amount of friction between the two. Usually, this little friction is much smaller than the power of the car and does not affect the operation of the car. However, due to the long-term friction, it will cause the temperature of the brake disc to rise, thereby affecting the braking performance. The solution in the prior art is to set a brake booster pump so that the brake fluid of the car can be increased or decreased accordingly according to whether the booster pump is triggered, so that the brake pads and brake disc are effectively separated when the car is not in the braking state. However, this setting method is likely to cause insufficient brake fluid in the caliper when the driver releases the accelerator pedal and then steps on the brake pedal within a short period of time, resulting in the brake pads being unable to clamp the brake disc in time, which in turn easily causes untimely braking and leads to safety accidents. Summary of the Invention

[0004] In order to address the deficiencies of the prior art, the present invention provides an energy-saving braking system and an energy-saving braking method, which can quickly replenish brake fluid for the braking system, thereby improving the braking response speed, so that the brake pads can quickly clamp the brake disc during emergency braking, avoiding safety accidents caused by untimely braking.

[0005] The technical effects to be achieved by the present invention are achieved through the following aspects: In a first aspect, the present invention provides an energy-saving braking system, comprising: A brake caliper is provided at a position corresponding to the brake disc of the vehicle wheel, and the brake caliper has a brake piston; a first brake booster pump connected to the brake piston via a hydraulic line, responsive to a brake pedal, to inject brake fluid into the brake piston when the brake pedal is activated; a brake fluid reservoir connected to the first brake booster pump; and A second brake assist pump is connected between the first brake assist pump and the brake reservoir, and is configured to reduce the brake fluid in the brake piston to cause the brake caliper to move away from the brake disc in response to a first trigger signal, wherein the first trigger signal is configured to be generated when the driver's foot is on the accelerator pedal. In some implementations, the first brake assist pump has a first brake piston, and the first brake piston has a make-up oil passage, wherein the brake fluid in the second brake assist pump can flow to the brake piston through the make-up oil passage when the brake pedal is triggered.

[0006] In some implementations, the energy-saving brake system further comprises a first transmission oil passage and a second transmission oil passage, wherein the first transmission oil passage is connected between the brake reservoir and the second brake assist pump, and the second transmission oil passage is connected between the second brake assist pump and the first brake assist pump.

[0007] In the present implementation, the first transmission oil passage is connected between the brake reservoir and the second brake assist pump, and can deliver the brake fluid in the brake reservoir to the second brake assist pump when the first trigger signal is not triggered. The second transmission oil passage is connected between the second brake assist pump and the first brake assist pump, and can inject the brake fluid in the second brake assist pump into the first brake assist pump and simultaneously block the output end of the brake reservoir when the first trigger signal is triggered.

[0008] In some implementations, the second brake assist pump has a second brake piston, and the second brake piston blocks the output end of the first transmission oil passage when the brake pedal is triggered.

[0009] In some implementations, the make-up oil passage is in communication with the second transmission oil passage when the brake pedal is triggered, so that the brake fluid flows into the brake piston through the second transmission oil passage and the make-up oil passage in sequence.

[0010] In the present implementation, the problem of insufficient brake fluid in the first brake assist pump caused by the first brake piston blocking the output end of the second transmission oil passage is avoided.

[0011] In some implementations, a one-way valve is arranged at the output end of the make-up oil passage.

[0012] In some implementations, the input end of the first brake assist pump is connected to the output end of the second brake assist pump, the output end of the first brake assist pump is connected to the brake caliper, and the input end of the second brake assist pump is connected to the brake reservoir.

[0013] In this implementation, when the first trigger signal is triggered, the second brake booster pump can obtain brake fluid from the brake fluid reservoir through the input end and output it to the first brake booster pump to reduce the internal pressure of the brake piston, thereby achieving brake pad separation; when the brake pedal is triggered, the first brake booster pump directly obtains brake fluid from the second brake booster pump and injects it into the brake piston of the brake caliper, reducing the delay of directly obtaining brake fluid from the brake fluid reservoir.

[0014] In some implementations, the energy-saving braking system further includes a foot sensing module, which is disposed on the accelerator pedal.

[0015] In some implementations, the brake caliper is provided with a retraction mechanism for separating the first brake pad and the second brake pad from the brake disc, and the retraction mechanism includes a first elastic mechanism and a second elastic mechanism; the first elastic mechanism is connected between the first brake pad and the floating caliper body, so that the first brake pad moves toward the brake piston in contact with it, thereby disengaging from the brake disc; the second elastic mechanism is connected between the floating caliper body and the caliper body bracket, so that the floating caliper body and the caliper body bracket are close to each other, thereby causing the second brake pad arranged on the side of the floating caliper body opposite to the brake piston to disengage from the brake disc.

[0016] In a second aspect, the present invention provides an energy-saving braking method, comprising: monitoring a first trigger signal, an accelerator pedal signal, and a brake pedal signal; When the first trigger signal is triggered, the second brake booster pump is controlled to operate so that the brake fluid in the brake piston is injected into the second brake booster pump; When the first trigger signal is released, the second brake booster pump is controlled to inject brake fluid into the first brake booster pump; When the brake pedal signal is triggered, the first brake booster pump is controlled to operate so as to inject the brake fluid in the first brake booster pump into the brake piston; When the first trigger signal is released and the brake pedal signal is triggered within the first preset time, the second brake booster pump is controlled to operate and the brake fluid is replenished into the first brake booster pump through the replenishing oil channel.

[0017] In some implementations, the method further includes: When the first trigger signal is released, the second brake booster pump is controlled to operate at a first speed so that the brake fluid of the second brake booster pump is injected into the first brake booster pump; When the first trigger signal is triggered, the second brake booster pump is controlled to operate at a second speed so that the brake fluid in the brake piston is injected into the second brake booster pump; The first speed is greater than the second speed.

[0018] In summary, the present invention has at least the following benefits: The energy-saving braking system provided by the present invention has a first brake piston with a supplementary oil channel. When the brake pedal is triggered, the brake fluid in the second brake booster pump can flow to the brake piston of the brake caliper through the supplementary oil channel. Even in the scenario where the brake pedal is triggered within a short time after the first trigger signal is released, it can be ensured that the first brake booster pump has sufficient brake fluid to be injected into the brake piston of the brake caliper, which can quickly replenish the brake fluid for the braking system, thereby improving the braking response speed, so that the brake pads can quickly clamp the brake disc during emergency braking, avoiding safety accidents caused by untimely braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram of the braking system of Example 1; Figure 2 This is a diagram showing the coordination principle of the first brake booster pump and the second brake booster pump in Example 1; Figure 3 Schematic diagram of the structure of the retraction mechanism of Example 2; Figure 4 This is a schematic diagram of the retraction mechanism of Example 2 from another perspective; Figure 5 The figure shows a flow chart of the energy-saving braking method provided by the present invention.

[0020] Markings in the figure: 100, brake caliper; 110, first brake pad; 120, second brake pad; 130, brake disc; 140, first elastic mechanism; 150, second elastic mechanism; 160, floating caliper; 170, caliper support; 200, first brake booster pump; 210, first brake piston; 211, supplementary oil channel; 212, one-way valve; 300, brake fluid reservoir; 400, second brake booster pump; 410, second brake piston; 500, first transmission oil passage; 600. Second transmission oil channel. DETAILED DESCRIPTION

[0021] To make the purpose, technical solutions and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. The described embodiments are only part of the embodiments of the present invention, not all of the embodiments.

[0022] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention as claimed, but rather merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort are also within the scope of protection of the present invention.

[0023] Example 1: Please see the attached Figure 1 ~Attached Figure 2 The energy-saving braking system of the present invention includes a brake caliper 100, a first brake booster pump 200, a brake fluid reservoir 300 and a second brake booster pump 400.

[0024] Please combine Figure 1 and Figure 2 , Figure 1 and Figure 2 The diagram illustrates the system architecture of an energy-saving braking system according to an embodiment of the present invention. Specifically, a brake caliper 100 is positioned at a position corresponding to a brake disc 130 on a vehicle wheel and includes a brake piston. A first brake booster pump 200 is connected to the brake piston via a hydraulic line and, in response to the brake pedal, injects brake fluid into the brake piston when the brake pedal is activated. A brake fluid reservoir 300 is connected to the first brake booster pump 200. A second brake booster pump 400 is connected between the first brake booster pump 200 and the brake fluid reservoir 300 and, in response to a first trigger signal, reduces the amount of brake fluid in the brake piston when the first trigger signal is triggered, causing the brake caliper 100 to move away from the brake disc 130. The first trigger signal is configured to be generated when the driver steps on the accelerator pedal. The first brake booster pump 200 includes a first brake piston 210, which has a replenishing oil passage 211. When the brake pedal is activated, brake fluid in the second brake booster pump 400 can flow into the brake piston through the replenishing oil passage 211.

[0025] It should be noted that when the driver's foot is on the accelerator pedal, the driver's foot may be in a state of depressing the accelerator pedal or merely resting on the accelerator pedal without depressing the pedal. Preferably, to improve energy conservation and prevent frequent operation of the second brake booster pump 200, the first trigger signal is issued when the driver's foot is on the accelerator pedal, regardless of whether the driver's foot is depressing the accelerator pedal.

[0026] In this embodiment, when the accelerator pedal is not triggered, the brake fluid in the brake reservoir 300 enters the second brake booster pump 400. When the first trigger signal is triggered, the brake fluid in the second brake booster pump 400 is injected into the first brake booster pump 200, and the output end of the brake reservoir 300 is blocked synchronously. The driver steps on the brake pedal to trigger the brake pedal, thereby putting the first brake booster pump 200 into a working state. At this time, the first brake piston 210 injects the brake fluid in the first brake booster pump 200 into the brake piston of the brake caliper 100, and the output end of the second brake booster pump 400 is blocked synchronously. The internal pressure of the brake piston is relatively large, thereby pushing the brake pads, causing the brake pads to clamp the brake disc 130, thereby achieving vehicle braking.

[0027] When the brake pedal is released, the output end of the second brake booster pump 400 is opened synchronously so that the brake fluid can smoothly enter the first brake booster pump 200, so that when the brake pedal is triggered again, the first brake piston 210 can inject the brake fluid into the brake piston of the brake caliper 100.

[0028] When the first trigger signal is released and the brake pedal is activated within a short period of time, to prevent the output of the second brake booster pump 400 from being blocked by the first brake piston 210 before the volume of brake fluid in the first brake booster pump 200 reaches a preset threshold, resulting in insufficient brake fluid in the first brake booster pump 200 and insufficient brake fluid injected into the brake piston of the brake caliper 100 by the first brake piston 210, further causing poor braking performance, the brake piston has a supplementary oil passage 211. When the brake pedal is activated, the supplementary oil passage 211 communicates with the output of the second brake booster pump 400. This allows the brake fluid in the second brake booster pump 400 to flow into the first brake booster pump 200 through the supplementary oil passage 211, even when the brake pedal is activated. This ensures that a sufficient amount of brake fluid is injected into the brake piston of the brake caliper 100 by the first brake piston 210, thereby ensuring the vehicle's braking performance. It should be understood that the supplementary oil passage 211 is a one-way passage, ensuring that the brake fluid enters the first brake booster pump 200 through the supplementary oil passage 211.

[0029] In the above-mentioned energy-saving braking system, the first brake piston 210 has a supplementary oil channel 211. When the brake pedal is triggered, the brake fluid in the second brake booster pump 400 can flow to the brake piston of the brake caliper 100 through the supplementary oil channel 211. Even in the scenario where the brake pedal is triggered within a short time after the first trigger signal is released, it can be ensured that the first brake booster pump 200 has sufficient brake fluid to be injected into the brake piston of the brake caliper 100, which can quickly replenish the brake fluid for the braking system, thereby improving the braking response speed, so that the brake pads can quickly clamp the brake disc 130 during emergency braking, avoiding safety accidents caused by untimely braking.

[0030] In some preferred embodiments, the energy-saving braking system further includes a first oil transfer passage 500 and a second oil transfer passage 600. The first oil transfer passage 500 is connected between the brake reservoir 300 and the second brake booster pump 400, and the second oil transfer passage 600 is connected between the second brake booster pump 400 and the first brake booster pump 200. The first oil transfer passage 500 connects the brake reservoir 300 and the second brake booster pump 400 and, when the first trigger signal is not triggered, can transfer brake fluid from the brake reservoir 300 to the second brake booster pump 400, preparing for subsequent brake fluid transfer and brake system operation, ensuring sufficient brake fluid is available in the system and maintaining normal operation of the brake system. The second transmission oil channel 600 connects the second brake booster pump 400 and the first brake booster pump 200. When the first trigger signal is triggered, the brake fluid in the second brake booster pump 400 can be injected into the first brake booster pump 200, and the output end of the brake fluid reservoir 300 can be blocked simultaneously, so that the brake fluid can flow precisely along the designed path, ensuring that the brake fluid can reach the corresponding components as needed, providing power support for the braking operation.

[0031] In some preferred embodiments, the second brake booster pump 400 includes a second brake piston 410. When the brake pedal is activated, the second brake piston 410 blocks the fluid outlet of the first transmission oil passage 500. This allows the second brake piston 410 to inject the brake fluid in the second brake booster pump 400 into the first brake booster pump 200, thereby ensuring the reliability of the braking system.

[0032] In some preferred embodiments, when the brake pedal is triggered, the supplementary oil passage 211 is in communication with the second transmission oil passage 600, so that the brake fluid flows into the brake piston through the second transmission oil passage 600 and the supplementary oil passage 211 in sequence. When the first trigger signal is de-triggered and the brake pedal is triggered in a short time, the brake fluid in the second brake booster pump 400 flows into the first brake booster pump 200 through the second transmission oil passage 600 and the supplementary oil passage 211 in sequence, and then is injected into the brake piston by the first brake piston 210, thereby avoiding the problem that the first brake piston 210 blocks the output end of the second transmission oil passage 600 and causes the brake fluid in the first brake booster pump 200 to be insufficient.

[0033] In some preferred embodiments, a one-way valve 212 is arranged at the outlet of the supplementary oil passage 211. The one-way valve 212 can accurately control the flow direction and flow rate of the brake fluid in the supplementary oil passage 211 according to the braking demand of the vehicle. For example, in normal braking, the one-way valve 212 can control the brake fluid to flow into the brake piston in an appropriate amount to provide a suitable braking force; in emergency braking, the one-way valve 212 is quickly opened to make more brake fluid flow in rapidly to enhance the braking effect.

[0034] In some preferred embodiments, the input end of the first brake booster pump 200 is connected to the output end of the second brake booster pump 400, the output end of the first brake booster pump 200 is connected to the brake caliper 100, and the input end of the second brake booster pump 400 is connected to the brake reservoir 300. When the first trigger signal is triggered, the second brake booster pump 400 can obtain brake fluid from the brake reservoir 300 through the input end and output the brake fluid to the first brake booster pump 200 to reduce the pressure in the brake piston, thereby achieving brake pad separation; when the brake pedal is triggered, the first brake booster pump 200 directly obtains brake fluid from the second brake booster pump 400 and injects the brake fluid into the brake piston of the brake caliper 100, thereby reducing the delay of directly obtaining brake fluid from the brake reservoir 300.

[0035] In some more preferred embodiments, the energy-saving braking system further comprises a foot sensing module arranged on the accelerator pedal and used for sensing the position of the driver's foot. When the driver's foot is on the accelerator pedal, the foot sensing module sends the first trigger signal; when the driver's foot is off the accelerator pedal, the foot sensing module de-triggers the first trigger signal to identify that the driver intends to decelerate. Preferably, the foot sensing module can be a proximity sensor or an infrared sensor.

[0036] Embodiment 2: The difference between this embodiment and embodiment 1 is that this embodiment further optimizes the structure of the energy-saving braking system of the application. Please refer to the attached Figure 3 Figure 2. Figure 4 .

[0037] The brake caliper 100 is provided with a retraction mechanism for separating the first brake pad 110 and the second brake pad 120 from the brake disc 130. The retraction mechanism includes a first elastic mechanism 140 and a second elastic mechanism 150. The first elastic mechanism 140 is connected between the first brake pad 110 and the floating caliper body 160, so that the first brake pad 110 moves toward the brake piston in contact with it, thereby separating from the brake disc 130. The second elastic mechanism 150 is connected between the floating caliper body 160 and the caliper body bracket 170, so that the floating caliper body 160 and the caliper body bracket 170 are close to each other, thereby separating the second brake pad 120 arranged on the side of the floating caliper body 160 opposite to the brake piston from the brake disc 130.

[0038] In this embodiment, when the brake fluid in the brake reservoir 300 is injected into the brake piston of the brake caliper 100, the internal pressure of the brake piston is relatively large, and the brake piston overcomes the force of the retraction mechanism and pushes the brake pad, so that the brake pad clamps the brake disc 130 to achieve a good braking effect.

[0039] When the brake pedal is released or the vehicle is in a coasting state, the first brake booster pump 200 and the second brake booster pump 400 are both in a non-acting state. At this time, the pressure in the oil circuit is just slightly greater than the force generated by the retraction mechanism. At this time, the piston pushes the brake pad with a very small force, making the brake pad fit on the brake disc 130, but the force between the two is very small and not enough to generate sufficient braking force. This state can also be understood as a brake preparation state, so that the braking system can respond more quickly to the driver's possible braking action.

[0040] When the first trigger signal is triggered, the first brake booster pump 200 is in a non-acting state and the second brake booster pump 400 is in an acting state. Under the action of the first brake booster, the brake fluid in the piston is pumped back into the brake fluid storage tank. The internal pressure is less than the force of the retraction mechanism. At this time, the retraction mechanism controls the effective separation of the brake pad and the brake disc 130, reducing the friction of the brake disc 130, protecting the braking performance of the vehicle, and reducing fuel consumption.

[0041] Furthermore, in order to more conveniently adjust the traction amount of the elastic structure, a corresponding limiting mechanism will be provided on each elastic structure to avoid the problem of biased contact between the two brake pads and the brake disc 130, where one side of the brake pad is pulled into contact with the brake disc 130 due to unbalanced traction amount.

[0042] Example 3: Figure 5 FIG. 1 shows a flow chart of an embodiment of the energy-saving braking method of the present invention. Figure 5 As shown, based on the energy-saving braking system of embodiment 1 or 2, the method includes the following steps: Step 110: Monitor the first trigger signal, the accelerator pedal signal, and the brake pedal signal.

[0043] By real-time monitoring of the first trigger signal, the accelerator pedal signal, and the triggering status of the brake pedal, the system can quickly determine the vehicle's current driving condition and the driver's control intentions. For example, if the accelerator pedal is detected, the second brake booster pump can be immediately controlled to reduce the brake fluid in the brake piston and separate the brake pads from the brake disc. If the brake pedal is detected, the first brake booster pump's brake fluid supply process is quickly activated to ensure an immediate response to the braking operation. If the first trigger signal is detected, the system can identify whether the driver intends to accelerate or is preparing to accelerate.

[0044] Step 120: When the accelerator pedal signal is triggered, the second brake booster pump is controlled to operate so that the brake fluid in the brake piston is injected into the second brake booster pump.

[0045] When the accelerator pedal signal is triggered, the vehicle is accelerating or maintaining a constant speed, and no braking system intervention is required. At this point, the second brake booster pump is controlled to inject brake fluid from the brake piston into the pump. This directional transfer of brake fluid concentrates the brake fluid on reducing the internal pressure of the brake piston, thereby separating the brake pads from the brake disc, reducing friction loss in the non-braking state and meeting the low resistance requirements of normal vehicle driving.

[0046] Specifically, the piston of the second brake booster pump can be controlled to move in the direction of exiting the pump body. Generally, the brake booster pump controls the movement of the piston through a motor, and the direction, speed and amplitude of the piston movement can be controlled by simply controlling the rotation of the motor in different directions.

[0047] Step 130: When the first trigger signal is released, the second brake booster pump injects brake fluid into the first brake booster pump.

[0048] When the first trigger signal is deactivated, indicating the driver's intention to brake or planned braking, the second brake booster pump is activated to inject brake fluid into the first brake booster pump, increasing the pressure in the brake fluid line. The brake piston then re-aligns the brake pads with the brake discs, ensuring timely braking. The system also blocks the output of the brake fluid reservoir to prevent the uncontrolled flow of brake fluid into the system, ensuring that the second brake booster pump can deliver its stored brake fluid to the first brake booster pump.

[0049] Step 140: Control the first brake booster pump to operate so as to inject the brake fluid in the first brake booster pump into the brake piston.

[0050] When the brake pedal signal is triggered, the brake fluid in the first brake booster pump is injected into the brake piston, which can quickly increase the pressure in the brake piston, push the brake pad to the brake disc and clamp it, ensuring the directness and effectiveness of the braking action, avoiding the loss or delay in the power transmission process.

[0051] Step 150: When the first trigger signal is untriggered and the brake pedal signal is triggered within the first preset time, control the second brake booster pump to supplement brake fluid to the first brake booster pump through the supplement oil channel.

[0052] When the brake pedal signal is triggered within a short time after the accelerator pedal signal is untriggered, the second brake booster pump quickly supplements brake fluid through the supplement oil channel, ensuring that there is sufficient brake fluid in the first brake booster pump to inject into the brake piston, avoiding the problem of brake effect attenuation due to liquid shortage.

[0053] The first preset time reflects the time required for the driver's foot to quickly move from the accelerator pedal to the brake pedal in an emergency state. Usually within this first preset time, the second brake booster pump may not be able to inject enough brake fluid into the first brake booster pump, at which time the first brake booster pump needs to be quickly supplemented with brake fluid through the supplement oil channel. The preferred first preset time is less than 0.2 seconds.

[0054] In some preferred embodiments, it also includes: When the first trigger signal is untriggered, control the second brake booster pump to act at a first speed to inject brake fluid from the second brake booster pump into the first brake booster pump; When the first trigger signal is triggered, control the second brake booster pump to act at a second speed to inject brake fluid from the brake piston into the second brake booster pump; Wherein the first speed is greater than the second speed.

[0055] In this embodiment, when the first trigger signal is untriggered, i.e. the driver's foot is removed from the accelerator pedal, the system determines that the driver has a braking deceleration intention, and the second brake booster pump injects brake fluid into the first brake booster pump at a faster speed, thereby ensuring that there is sufficient brake fluid in the first brake booster pump, so that when the driver triggers the brake pedal signal, i.e. the brake pedal is stepped on by the driver, the brake caliper can quickly respond to the braking operation. When the first trigger signal is triggered, the vehicle may be in a constant speed driving or accelerating driving state, and the system determines that the driver has no deceleration intention, so the second brake booster pump injects brake fluid from the brake piston into the second brake booster pump at a slower speed. Through the above control logic, the braking response effect can be guaranteed not to decline, and the energy saving effect can also be guaranteed.

[0056] For example, if the driver releases the accelerator pedal and then activates the brake pedal signal shortly after the first trigger signal is deactivated, the second brake booster pump will quickly inject brake fluid into the first brake booster pump to ensure effective braking response. Furthermore, if the driver's foot moves to trigger the first trigger signal, the second brake booster pump will operate more slowly, preventing the second brake booster pump from quickly resetting and causing rapid backflow or draining of brake fluid. This could lead to a delayed braking response from insufficient brake fluid in the first brake booster pump if the driver activates the brake pedal signal again shortly thereafter.

[0057] In some embodiments, when the first trigger signal is triggered, the retraction mechanism and the second brake booster pump can be combined to separate the brake pads from the brake disc. For example, when the first trigger signal is triggered, the piston of the second brake booster pump slowly withdraws from the piston chamber, reducing the pressure within the brake piston. At this time, the elastic force of the retraction mechanism injects the brake fluid in the brake piston into the second brake booster pump.

[0058] Preferably, the first speed and the second speed can be worth the rotational speed of the motor driving the piston pump, or can be reflected by the total time required to complete the entire action under different circumstances, for example, When the first trigger signal is released, the second brake booster pump is controlled to complete the action within 0.07 to 0.2 seconds so that the brake fluid of the second brake booster pump is injected into the first brake booster pump.

[0059] When the first trigger signal is triggered, the second brake booster pump is controlled to complete the action within 2 to 3 seconds so that the brake fluid in the brake piston is injected into the second brake booster pump.

[0060] The energy-saving braking method of the present invention is that the first brake piston has a supplementary oil channel. When the brake pedal is triggered, the brake fluid in the second brake booster pump can flow to the brake piston of the brake caliper through the supplementary oil channel. Even in the scenario where the brake pedal is triggered within a short time after the first trigger signal is released, it can be ensured that the first brake booster pump has sufficient brake fluid to be injected into the brake piston of the brake caliper, which can quickly replenish the brake fluid for the braking system, thereby improving the braking response speed, so that the brake pads can quickly clamp the brake disc during emergency braking, avoiding safety accidents caused by untimely braking.

[0061] In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connect," "fixed," etc. should be understood broadly. For example, they may refer to fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0062] In the description of the present invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" and the like indicate positions or locations based on the positions shown in the accompanying drawings, or the positions or locations in which the inventive product is typically placed when in use. These terms are intended solely to facilitate the description of the present invention and to simplify the description, and are not intended to indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first," "second," and "third," etc., are used solely to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0063] Furthermore, terms such as "horizontal," "vertical," and "overhanging" do not necessarily imply that a component must be absolutely horizontal or overhanging, but rather that it can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," and does not mean that the structure must be completely horizontal, but rather that it can be slightly tilted.

[0064] In the present invention, unless otherwise expressly specified or limited, a first feature being above or below a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being above, above, and above the second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being below, below, and below the second feature includes the first feature being directly below and obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0065] Although the present invention has been described with reference to the above specific embodiments, it will be apparent to those skilled in the art that many substitutions, modifications, and variations can be made based on the above. Therefore, all such substitutions, modifications, and variations are intended to be encompassed within the spirit and scope of the appended claims.

Claims

1. An energy-saving braking system, characterized in that: include: A brake caliper (100) is arranged at a position corresponding to a brake disc (130) of a vehicle wheel, and the brake caliper (100) has a brake piston; a first brake booster pump (200), connected to the brake piston via a hydraulic pipeline, responding to a brake pedal and injecting brake fluid into the brake piston when the brake pedal is triggered; A brake fluid reservoir (300) connected to the first brake booster pump (200); and a second brake booster pump (400) connected between the first brake booster pump (200) and the brake fluid reservoir (300), and responding to a first trigger signal, reducing the brake fluid in the brake piston when the first trigger signal is triggered, so that the brake caliper (100) is separated from the brake disc (130); the first trigger signal is configured to be generated when the driver's foot steps on the accelerator pedal; The first brake booster pump (200) has a first brake piston (210), and the first brake piston (210) has a supplementary oil passage (211). When the brake pedal is triggered, the brake fluid in the second brake booster pump (400) can be supplemented into the brake piston through the supplementary oil passage (211).

2. The energy-saving braking system according to claim 1, characterized in that: The invention also includes a first transmission oil channel (500) and a second transmission oil channel (600), wherein the first transmission oil channel (500) is connected between the brake fluid reservoir (300) and the second brake booster pump (400), and the second transmission oil channel (600) is connected between the second brake booster pump (400) and the first brake booster pump (200).

3. The energy-saving braking system according to claim 2, characterized in that: The second brake booster pump (400) has a second brake piston (410), and when the brake pedal is triggered, the second brake piston (410) blocks the liquid outlet of the first transmission oil channel (500).

4. The energy-saving braking system according to claim 2, characterized in that: When the brake pedal is triggered, the supplementary oil channel (211) is connected to the second transmission oil channel (600), so that the brake fluid flows into the brake piston through the second transmission oil channel (600) and the supplementary oil channel (211) in sequence.

5. The energy-saving braking system according to claim 4, characterized in that: A one-way valve (212) is provided at the liquid outlet of the replenishing oil channel (211).

6. The energy-saving braking system according to claim 1, characterized in that: The input end of the first brake booster pump (200) is connected to the output end of the second brake booster pump (400), the output end of the first brake booster pump (200) is connected to the brake caliper (100), and the input end of the second brake booster pump (400) is connected to the brake fluid reservoir (300).

7. The energy-saving braking system according to claim 1, characterized in that: The vehicle further comprises a foot sensing module, which is arranged on the accelerator pedal to sense the position of the driver's foot.

8. The energy-saving braking system according to claim 1, characterized in that: The brake caliper (100) is provided with a retraction mechanism for separating the first brake pad (110), the second brake pad (120) and the brake disc (130), and the retraction mechanism includes a first elastic mechanism (140) and a second elastic mechanism (150); the first elastic mechanism (140) is connected between the first brake pad (110) and the floating caliper body (160), so that the first brake pad (110) moves toward the brake piston in contact with it, thereby separating from the brake disc (130); the second elastic mechanism (150) is connected between the floating caliper body (160) and the caliper body bracket (170), so that the floating caliper body (160) and the caliper body bracket (170) are close to each other, so that the second brake pad (120) arranged on the side of the floating caliper body (160) opposite to the brake piston is separated from the brake disc.

9. An energy-saving braking method, based on the energy-saving braking system according to any one of claims 1 to 8, characterized in that: include: monitoring a first trigger signal, an accelerator pedal signal, and a brake pedal signal; When the first trigger signal is triggered, the second brake booster pump is controlled to operate so that the brake fluid in the brake piston is injected into the second brake booster pump; When the first trigger signal is released, the second brake booster pump is controlled to inject brake fluid into the first brake booster pump; When the brake pedal signal is triggered, the first brake booster pump is controlled to operate so as to inject the brake fluid in the first brake booster pump into the brake piston; When the first trigger signal is released and the brake pedal signal is triggered within the first preset time, the second brake booster pump is controlled to operate and the brake fluid is replenished into the first brake booster pump through the replenishing oil channel.

10. The energy-saving braking method according to claim 9, characterized in that: Also includes: When the first trigger signal is released, the second brake booster pump is controlled to operate at a first speed so that the brake fluid of the second brake booster pump is injected into the first brake booster pump; When the first trigger signal is triggered, the second brake booster pump is controlled to operate at a second speed so that the brake fluid in the brake piston is injected into the second brake booster pump; The first speed is greater than the second speed.

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