Brake system and control method

Abstract

The invention provides a braking system and a control method, relates to the technical field of vehicle chassis, and can improve the reliability of the braking system. The brake system comprises an execution mechanism, a generator and a brake pedal. Wherein the executing mechanism is configured to output braking force, the generator is connected with the executing mechanism and configured to supply power to the executing mechanism, a stator of the generator is configured to be fixed relative to a vehicle body, and the brake pedal is in transmission connection with the input end of the generator and configured to drive the input end to move relative to the stator so that the generator can generate electricity. The generator converts mechanical energy into electric energy to supply power to the executing mechanism, the influence of environmental factors on conversion of the mechanical energy into the electric energy is small, the reliability is higher, the health state of the mechanical structure can be accurately judged according to the phenomena of vibration, noise and the like, the situation that the health state is sharply deteriorated within a short time is not likely to occur, and the reliability is higher. Therefore, the reliability of power supply to the executing mechanism can be improved, and the reliability of the braking system can be improved.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis technology, and in particular to a braking system and control method. Background Technology

[0002] Electronic braking technology is a technique that uses electrical energy to drive the actuators of a braking system to achieve the braking process. In related technologies, the electrical power supply to the braking system relies on batteries. However, batteries have problems such as high environmental sensitivity and insufficient transparency regarding their health status, resulting in relatively poor reliability. This leads to poor reliability of the electrical power supply to the braking system, and consequently, relatively poor reliability of the braking system itself. Summary of the Invention

[0003] This application provides a braking system and control method that can improve the reliability of the braking system.

[0004] In a first aspect, this application provides a braking system, which includes an actuator, a generator, and a brake pedal. The actuator is configured to output braking force, the generator is connected to the actuator and configured to supply power to the actuator, the stator of the generator is configured to be fixed relative to the vehicle body, and the brake pedal is drively connected to the input end of the generator and configured to drive the input end to move relative to the stator, thereby causing the generator to generate electricity.

[0005] In this application, when the brake pedal moves relative to the vehicle body, it drives the input terminal of the generator to move relative to the stator, causing the generator to generate electricity. The generator is connected to the actuator and can supply power to it. That is, when the brake pedal moves relative to the vehicle body, the kinetic energy of this movement is converted into electrical energy by the generator to power the actuator, which then performs the braking process under the drive of this electrical energy. This application uses a generator to convert mechanical energy into electrical energy to power the actuator. Compared to related technologies that rely on battery power to convert chemical energy into electrical energy, the conversion of mechanical energy into electrical energy is less affected by environmental factors such as temperature, humidity, and vibration, resulting in higher reliability. Furthermore, the health status of the mechanical structure can be accurately assessed based on phenomena such as vibration and noise, offering high transparency and gradual deterioration, reducing the likelihood of rapid deterioration within a short period, thus further enhancing reliability. Therefore, this application improves the reliability of power supply to the actuator, thereby improving the reliability of the braking system.

[0006] Furthermore, in this application, the brake pedal is connected to the input end of the generator via a transmission connection, which allows the brake pedal to be subjected to the resistance of the generator and the transmission connection mechanism during the return process. This achieves a return delay effect, reduces the phenomenon of the foot hitting or kicking during the return process of the brake pedal, reduces the force on the foot during the return process of the brake pedal, and reduces the burden on the human body.

[0007] In some possible implementations of this application, the braking system also includes a battery connected to the actuator and configured to supply power to the actuator, wherein the battery is connected in parallel with the generator to the actuator.

[0008] In this way, the battery and generator can supply power to the actuator respectively. If one fails, the other can still enable the actuator to work normally, achieving safety redundancy and improving the reliability of the braking system.

[0009] Furthermore, the battery offers superior power supply performance, with a fast response time, stable current, and controllable current magnitude. This allows for shorter braking times and controllable braking force, enhancing driving safety. The generator provides high reliability; in the event of battery failure, the generator powers the actuators, enabling basic braking functions and reducing the likelihood of accidents.

[0010] In some possible implementations of this application, the braking system further includes a first switch connected in series between the generator and the actuator.

[0011] In this way, the first switch can control the connection and disconnection between the generator and the actuator. The generator can selectively supply power to the actuator, improving the flexibility of power supply. When battery power is available, the generator can be disconnected from the actuator, and the battery can supply power to the actuator, resulting in a shorter braking time and controllable braking force. In the event of battery power failure, the generator can supply power to the actuator, enabling basic braking functionality and reducing the occurrence of accidents.

[0012] Moreover, when the battery powers the actuator, disconnecting the generator from the actuator avoids interference with the battery's power supply process, allowing for precise control of parameters such as braking force and braking time.

[0013] In some possible implementations of this application, the first switch is a normally closed switch, the controlled terminal of the first switch is connected to the battery, and the battery is configured to supply power to the controlled terminal of the first switch, thereby causing the first switch to open.

[0014] In this way, the battery can not only power the actuator, but also power the controlled end of the first switch. The battery is fully utilized, eliminating the need for other devices to power the controlled end of the first switch, which helps to improve the system integration.

[0015] The first switch is a normally closed switch. This means that when the battery supplies power to the controlled end of the first switch, the first switch is open; when the battery is not supplying power, the first switch is closed. Thus, when the battery is functioning normally and can supply power to the controlled end of the first switch and the actuator, the generator is disconnected from the actuator and does not supply power. When the battery is malfunctioning and cannot supply power to the controlled end of the first switch and the actuator, the generator is closed and supplies power to the actuator. In other words, when the battery is functioning normally, the battery supplies power to the actuator, and the generator does not supply power; when the battery is malfunctioning, the system automatically switches to the generator supplying power to the actuator. This switching process is automatic and does not require an additional monitoring module to monitor battery power supply or an additional control module to control the first switch's on / off state based on monitoring results. This improves system integration and reduces costs.

[0016] In some possible implementations of this application, the braking system further includes a controller connected between the actuator and the battery, with the battery supplying power to the actuator through the controller. The controller is connected in parallel with the generator. The controller is also connected between the controlled terminal of the first switch and the battery, with the battery supplying power to the controlled terminal of the first switch through the controller.

[0017] In this way, the battery supplies power to the actuator through the controller, which allows for precise control of parameters such as power supply current, power supply voltage, and power supply current frequency. This, in turn, allows for precise control of parameters such as braking force and braking speed, which helps improve driving safety.

[0018] Furthermore, the controller and generator are connected in parallel, allowing each to independently supply power to the actuator. The battery supplies power to the controlled terminal of the first switch via the controller. When the controller is functioning normally and can supply power to both the controlled terminal of the first switch and the actuator, the generator disconnects from the actuator and does not supply power. Conversely, if the controller malfunctions and cannot supply power to either the controlled terminal of the first switch or the actuator, the generator connects to the actuator and supplies power. In other words, when the controller is functioning normally, it supplies power to the actuator, and the generator does not supply power. When the controller malfunctions, the system automatically switches to the generator supplying power to the actuator. This switching process is automatic and eliminates the need for an additional monitoring module to monitor the controller's power supply status or an additional control module to control the conduction state of the first switch based on the monitoring module's results. This improves system integration and reduces costs.

[0019] In some possible implementations of this application, the generator is connected to the battery and configured to supply power to the battery. The braking system also includes a second switch connected in series between the generator and the battery.

[0020] In this way, the generator can not only supply power to the actuator, but also to the battery. The battery can store the electrical energy generated by the generator, which helps to save energy.

[0021] Furthermore, the second switch is connected in series between the generator and the battery, allowing it to control the connection and disconnection between them. The generator can selectively supply power to the battery, improving power supply flexibility. When the battery's power supply to the actuator is intact, the generator and battery can be connected, allowing the battery to store the energy generated by the generator. In the event of battery power failure, the generator and battery can be disconnected, allowing the generator to supply power to the actuator instead of the battery, ensuring the actuator receives sufficient energy for smooth braking.

[0022] In some possible implementations of this application, the second switch is a normally open switch. The controlled terminal of the second switch is connected to a battery, which is configured to supply power to the controlled terminal of the second switch, causing the second switch to close.

[0023] In this way, the battery can not only power the actuator, but also power the controlled end of the second switch. The battery is fully utilized, eliminating the need for other devices to power the controlled end of the second switch, which helps to improve the system integration.

[0024] The second switch is a normally open switch, meaning it is in a conducting state when the battery supplies power to its controlled end, and in a closed state when the battery is not supplying power. Thus, when the battery is functioning normally and can supply power to the controlled end of the second switch and the actuator, the generator and battery are connected, the generator supplies power to the battery, and the battery stores the electrical energy generated by the generator. When the battery is malfunctioning and cannot supply power to the controlled end of the second switch and the actuator, the generator and battery are disconnected, and the generator supplies power to the actuator. In other words, when the battery is functioning normally, the battery supplies power to the actuator, and the generator supplies power to the battery; the generator may not supply power to the actuator, and the battery stores the electrical energy generated by the generator. When the battery is malfunctioning, the generator can automatically stop supplying power to the battery and primarily supply power to the actuator. The switching process is automatic, eliminating the need for an additional monitoring module to monitor battery supply and an additional control module to control the conduction state of the second switch based on monitoring results. This improves system integration and reduces costs.

[0025] In some possible implementations of this application, the braking system further includes a controller connected between the actuator and the battery, with the battery supplying power to the actuator through the controller. The controller is connected in parallel with the generator. The controller is also connected between the controlled terminal of the second switch and the battery, with the battery supplying power to the controlled terminal of the second switch through the controller.

[0026] The battery supplies power to the controlled terminal of the second switch via the controller. When the controller functions normally and can supply power to the controlled terminal of the second switch and the actuator, the generator and battery are connected, with the generator supplying power to the battery, which stores the electrical energy generated by the generator. When the controller malfunctions and cannot supply power to the controlled terminal of the second switch and the actuator, the generator and battery are disconnected, and the generator supplies power to the actuator. In other words, when the controller functions normally, it supplies power to the actuator, and the generator supplies power to the battery; the generator may not supply power to the battery, and the battery stores the electrical energy generated by the generator. When the controller malfunctions, the generator can automatically stop supplying power to the battery and primarily supply power to the actuator. The switching process is automatic, eliminating the need for an additional monitoring module to monitor the controller's power supply status, and also eliminating the need for an additional control module to control the conduction state of the second switch based on the monitoring module's results. This improves system integration and reduces costs.

[0027] In a second aspect, this application provides a control method applied to the braking system provided in the first aspect of this application. The braking system further includes a sensor configured to monitor whether the brake pedal is depressed. The control method includes: When the controller receives information from the sensor that the brake pedal has been depressed, the controller supplies power to the controlled end of the first switch and the actuator. If the controller does not receive information from the sensor that the brake pedal has been pressed, the controller will de-energize the controlled terminal of the first switch.

[0028] In this way, when the brake pedal is not depressed, the first switch is in the ON state. When the brake pedal is depressed, if the controller accurately receives the information that the brake pedal is depressed, the controller controls the first switch to open, and the battery supplies power to the actuator. When the brake pedal is depressed, if the sensor malfunctions, or the communication between the sensor and the brake pedal fails, causing the controller not to receive the information that the brake pedal is depressed, the controller will not supply power to the controlled end of the first switch. In this case, the first switch remains in the ON state, allowing the generator to supply power to the actuator. That is, when the brake pedal is depressed, if the controller can normally receive the information that the brake pedal is depressed, it will open the first switch, allowing the controller to supply power to the actuator; if the controller cannot normally receive the information that the brake pedal is depressed, the first switch will automatically remain in the OFF state, and the generator will supply power to the actuator. In this way, there is no need to set up an additional monitoring module to monitor whether the controller is supplying power normally, nor is there a need for an additional control module to control the ON state of the first switch based on the monitoring module's monitoring results. This improves the system integration and reduces costs.

[0029] Thirdly, this application provides a control method applied to the braking system provided in the first aspect of this application. The braking system further includes a sensor configured to monitor whether the brake pedal is depressed. The control method includes: When the controller receives information from the sensor that the brake pedal has been depressed, the controller supplies power to the controlled end of the second switch and the actuator. If the controller does not receive information from the sensor that the brake pedal has been pressed, the controller will de-energize the controlled terminal of the second switch.

[0030] Thus, when the brake pedal is not depressed, the second switch is in the open state. When the brake pedal is depressed, if the controller accurately receives the information that the brake pedal is depressed, the controller controls the second switch to open, allowing the generator to supply power to the battery, and the battery stores the electrical energy generated by the generator. When the brake pedal is depressed, if the sensor malfunctions, or the communication between the sensor and the brake pedal fails, causing the controller not to receive the information that the brake pedal is depressed, the controller will not supply power to the controlled end of the second switch. In this case, the second switch remains in the open state, so that the generator does not supply power to the battery, but mainly supplies power to the actuator to ensure that the actuator receives sufficient electrical energy. In other words, when the brake pedal is depressed, if the controller can normally receive the information that the brake pedal is depressed, it will open the second switch, allowing the generator to supply power to the battery and the controller to supply power to the actuator; if the controller cannot normally receive the information that the brake pedal is depressed, the second switch will automatically remain in the open state, allowing the generator to supply power to the actuator. In this way, there is no need to set up an additional monitoring module to monitor whether the controller is powered normally, nor is there a need to set up an additional control module to control the conduction state of the second switch based on the monitoring results of the monitoring module. This can improve the system integration and reduce costs. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a schematic diagram of a battery supplying power to an actuator in some embodiments of this application; Figure 2 This is a schematic diagram of a system in some embodiments of this application where a generator supplies power to an actuator.

[0033] Explanation of reference numerals in the attached figures: 01. Actuator; 02. Generator; 03. Brake pedal; 04. Battery; 05. First switch; 06. Controller; 07. Second switch; 08. Push rod; 09. First gear; 10. Second gear; 11. Foot sensor; 12. Voltage regulator; 13. Sensor. Detailed Implementation

[0034] The technical solutions in this application will now be described clearly and in detail with reference to the accompanying drawings.

[0035] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this application.

[0036] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0037] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0038] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0039] This application provides a vehicle, which can be a sedan, off-road vehicle, or sport utility vehicle (SUV), etc.

[0040] Please refer to Figure 1 and Figure 2 The vehicle in this embodiment includes a braking system, which includes an actuator 01, a generator 02, and a brake pedal 03. The actuator 01 is configured to output braking force. The generator 02 is connected to the actuator 01 and configured to supply power to the actuator 01. The stator of the generator 02 is fixed relative to the vehicle body. The brake pedal 03 is drively connected to the input end of the generator 02 and configured to drive the input end to move relative to the stator, thereby causing the generator 02 to generate electricity.

[0041] Please refer to Figure 1 and Figure 2In this embodiment, when the brake pedal 03 moves relative to the vehicle body, the brake pedal 03 can drive the input terminal of the generator 02 to move relative to the stator of the generator 02, causing the generator 02 to generate electricity. The generator 02 is connected to the actuator 01 and can supply power to the actuator 01. That is, when the brake pedal 03 moves relative to the vehicle body, the kinetic energy of the brake pedal 03 relative to the vehicle body can be converted into electrical energy by the generator 02 to supply power to the actuator 01. The actuator 01 realizes the braking process under the drive of this electrical energy. This application uses the generator 02 to convert mechanical energy into electrical energy to supply power to the actuator 01. Compared with the related technology that relies on the battery 04 to supply power and converts chemical energy into electrical energy, the conversion of mechanical energy into electrical energy is less affected by environmental factors such as temperature, humidity, and vibration, and has higher reliability. Moreover, the health status of the mechanical structure can be judged more accurately based on phenomena such as vibration and noise. The transparency of the health status is high, and the deterioration of the health status is gradual, and it is not easy for the health status to deteriorate rapidly in a short period of time, resulting in higher reliability. Therefore, this application can improve the reliability of power supply to the actuator 01, thereby improving the reliability of the braking system.

[0042] Furthermore, in this embodiment, the brake pedal 03 is connected to the input end of the generator 02, so that during the return process of the brake pedal 03, it can be resisted by the generator 02 and the transmission connection mechanism, which can achieve the effect of return delay, reduce the phenomenon of foot hitting and kicking during the return process of the brake pedal 03, reduce the force on the foot during the return process of the brake pedal 03, and reduce the burden on the human body.

[0043] Please refer to Figure 1 and Figure 2 In some embodiments of this application, the braking system may be an electromechanical brake (EMB) system.

[0044] Please refer to Figure 1 and Figure 2 In this embodiment, when the generator 02 supplies power to the actuator 01, the actuator 01 outputs braking force to achieve a braking function. The braking function can be a service braking function or a parking braking function. The actuator 01 can be implemented in various forms, such as a brake caliper of a disc brake or an actuation device of a drum brake.

[0045] Taking a brake caliper as an example, the brake caliper may include a motor and a lead screw and nut mechanism. The motor drives the lead screw to rotate relative to the caliper body around its own axis, causing the nut to translate axially relative to the caliper body. This, in turn, causes the nut to drive the friction pad to translate relative to the caliper body, thus applying braking force to the brake disc. The motor is connected to a generator 02, which supplies power to the motor, enabling the motor to drive the lead screw to rotate relative to the caliper body around its own axis.

[0046] Please refer to Figure 1 and Figure 2 In this embodiment of the application, when the brake pedal 03 moves relative to the vehicle body, the brake pedal 03 can drive the input terminal of the generator 02 to move relative to the stator of the generator 02, so that the generator 02 generates electricity. Here, the movement of the brake pedal 03 relative to the vehicle body can be the process of the brake pedal 03 being pressed down or the process of the brake pedal 03 returning to its original position.

[0047] Please refer to Figure 1 and Figure 2 In some embodiments of this application, the actuator 01 may refer to the actuator 01 of a single wheel, or it may include the actuator 01 of multiple wheels, such as the actuator 01 of the left front wheel, the actuator 01 of the right front wheel, the actuator 01 of the left rear wheel, and the actuator 01 of the right rear wheel.

[0048] Please refer to Figure 1 and Figure 2 In this application embodiment, the generator 02 can be implemented in various forms, such as an electromagnetic induction generator 02 or a piezoelectric generator 02. Taking the electromagnetic induction generator 02 as an example, in some embodiments of this application, when the brake pedal 03 moves relative to the vehicle body, the brake pedal 03 can drive the input shaft of the generator 02 to rotate around its own axis relative to the stator of the generator 02, so that the generator 02 generates electricity. Here, the input shaft of the generator 02 is the input end of the generator 02.

[0049] Please refer to Figure 1 and Figure 2 In this embodiment of the application, the number of generators 02 can be at least one.

[0050] Please refer to Figure 1 and Figure 2 In some embodiments of this application, the braking system further includes a voltage regulator 12, which is connected between the generator 02 and the actuator 01, and the generator 02 supplies power to the braking mechanism through the voltage regulator 12.

[0051] Please refer to Figure 1 and Figure 2 In some embodiments of this application, when the generator 02 supplies power to the actuator 01, the generator 02 is disconnected from the battery 04. This allows the generator 02 to directly supply power to the actuator 01, which improves system reliability.

[0052] Please refer to Figure 1 and Figure 2In some embodiments of this application, the braking system further includes a battery 04, which is connected to the actuator 01 and configured to supply power to the actuator 01. The battery 04 is connected in parallel with the generator 02 to the actuator 01.

[0053] In this way, battery 04 and generator 02 can supply power to actuator 01 respectively. If one of them fails, the other can still enable actuator 01 to work normally, achieving safety redundancy and improving the reliability of the braking system.

[0054] Furthermore, battery 04 has good power supply performance, fast power supply response, stable power supply current, and controllable current magnitude, which can shorten the braking process time and control the braking force, thereby improving driving safety. Generator 02 has high power supply reliability; in the event of battery 04 power failure, generator 02 supplies power to actuator 01, enabling basic braking functions and reducing the occurrence of accidents.

[0055] It is understood that in this embodiment of the application, the battery 04 and the generator 02 are connected in parallel to the actuator 01, so that the battery 04 and the generator 02 can independently supply power to the actuator 01.

[0056] Please refer to Figure 1 and Figure 2 Battery 04 provides power to actuator 01 (reference) Figure 1 Generator 02 provides power to actuator 01 (reference) Figure 2 In the attached diagram, dashed lines indicate broken circuits, and solid lines indicate open circuits.

[0057] Please refer to Figure 1 and Figure 2 In this embodiment of the application, when the battery 04 supplies power to the actuator 01, the actuator 01 outputs braking force to achieve the braking function.

[0058] Please refer to Figure 1 and Figure 2 In some embodiments of this application, battery 04 may refer to battery 04 pack, which is connected to the drive motor to supply power to the drive motor. The drive motor is mounted on the vehicle body and is connected to the axle drive, configured to drive the axle to rotate relative to the vehicle body, thereby enabling vehicle movement. In some embodiments of this application, battery 04 may refer to starter battery 04. In these embodiments, the number of batteries 04 may be at least one.

[0059] Please refer to Figure 1 and Figure 2 In some embodiments of this application, the braking system further includes a first switch 05, which is connected in series between the generator 02 and the actuator 01.

[0060] In this way, the first switch 05 can control the connection and disconnection between the generator 02 and the actuator 01. The generator 02 can selectively supply power to the actuator 01, improving the flexibility of power supply. When the battery 04 is not in use, the generator 02 can be disconnected from the actuator 01, and the battery 04 can supply power to the actuator 01, resulting in a shorter braking time and controllable braking force. When the battery 04 fails to supply power, the generator 02 can supply power to the actuator 01, enabling basic braking functionality and reducing the occurrence of accidents.

[0061] Moreover, when the battery 04 supplies power to the actuator 01, the generator 02 is disconnected from the actuator 01, which can avoid the problem of interference caused by the generator 02 supplying power to the battery 04, so that parameters such as braking force and braking time can be precisely controlled.

[0062] Please refer to Figure 1 and Figure 2 In some embodiments of this application, the first switch 05 is a normally closed switch, the controlled terminal of the first switch 05 is connected to the battery 04, and the battery 04 is configured to supply power to the controlled terminal of the first switch 05, so that the first switch 05 is disconnected.

[0063] In this way, battery 04 can not only power the actuator 01, but also power the controlled end of the first switch 05. Battery 04 is fully utilized, eliminating the need for other devices to power the controlled end of the first switch 05, which helps to improve the system integration.

[0064] The first switch 05 is a normally closed switch. That is, when battery 04 supplies power to the controlled end of the first switch 05, the first switch 05 is in the open state; when battery 04 does not supply power to the controlled end of the first switch 05, the first switch 05 is in the closed state. Thus, when battery 04 functions normally and can supply power to the controlled end of the first switch 05 and the actuator 01, generator 02 is disconnected from actuator 01, and generator 02 does not supply power to actuator 01. When battery 04 malfunctions and cannot supply power to the controlled end of the first switch 05 and actuator 01, generator 02 is connected to actuator 01, and generator 02 supplies power to actuator 01. That is, when battery 04 is functioning normally, it supplies power to actuator 01 while generator 02 does not supply power. When battery 04 is malfunctioning, it can automatically switch to generator 02 supplying power to actuator 01. The switching process is automatic and does not require an additional monitoring module to monitor whether battery 04 is supplying power normally, nor does it require an additional control module to control the conduction state of the first switch 05 based on the monitoring results of the monitoring module. This can improve the system integration and reduce costs.

[0065] Please refer to Figure 1 and Figure 2 Of course, in some embodiments of this application, the braking system may include a control module and a monitoring module. The monitoring module is configured to monitor whether the battery 04 supplies power to the actuator 01 when the pedal is depressed. The control module is connected to the monitoring module and configured to control the conduction state of the first switch 05 according to the monitoring result of the monitoring module. When the pedal is depressed, if the battery 04 supplies power to the actuator 01, the control module controls the first switch 05 to be in the off state; if the battery 04 does not supply power to the actuator 01, the control module controls the first switch 05 to be in the on state.

[0066] Please refer to Figure 1 and Figure 2 In some embodiments of this application, the braking system further includes a controller 06, which is connected between the actuator 01 and the battery 04. The battery 04 supplies power to the actuator 01 through the controller 06. The controller 06 is connected in parallel with the generator 02. The controller 06 is also connected between the controlled terminal of the first switch 05 and the battery 04, and the battery 04 supplies power to the controlled terminal of the first switch 05 through the controller 06.

[0067] In this way, the battery 04 supplies power to the actuator 01 through the controller 06, so that parameters such as the power supply current, power supply voltage and the frequency of the power supply current can be precisely controlled, and parameters such as braking force and braking speed can be precisely controlled, which is conducive to improving driving safety.

[0068] Furthermore, the controller 06 and generator 02 are connected in parallel, allowing them to independently supply power to the actuator 01. The battery 04 supplies power to the controlled terminal of the first switch 05 via the controller 06. When the controller 06 is functioning normally and can supply power to both the controlled terminal of the first switch 05 and the actuator 01, the generator 02 is disconnected from the actuator 01, and does not supply power. Conversely, when the controller 06 malfunctions and cannot supply power to either the controlled terminal of the first switch 05 or the actuator 01, the generator 02 is connected to the actuator 01, and supplies power to it. That is, when the controller 06 is functioning normally, the controller 06 supplies power to the actuator 01 and the generator 02 does not supply power. However, when the controller 06 is malfunctioning, the power supply can be automatically switched to the generator 02 to supply power to the actuator 01. The switching process is automatic and does not require an additional monitoring module to monitor whether the controller 06 is supplying power normally, nor does it require an additional control module to control the conduction state of the first switch 05 based on the monitoring results of the monitoring module. This can improve the system integration and reduce costs.

[0069] Please refer to Figure 1 and Figure 2In some embodiments of this application, controller 06 may refer to the electronic control unit (ECU) of the electromechanical braking system.

[0070] Please refer to Figure 1 and Figure 2 In some embodiments of this application, the braking system further includes a voltage regulator 12, which is connected between the generator 02 and the battery 04, and the generator 02 supplies power to the battery 04 through the voltage regulator 12.

[0071] Please refer to Figure 1 and Figure 2 It is understood that in this embodiment of the application, the controller 06 is unable to supply power to the controlled end of the first switch 05 and the actuator 01. The cause of the failure may be a fault in the connection line between the controller 06 and the battery 04, a fault in the controller 06 or the battery 04, or a fault in the connection line between the sensor 13 and the controller 06.

[0072] Please refer to Figure 1 and Figure 2 In some embodiments of this application, the braking system further includes a control module connected between the actuator 01 and the generator 02. The generator 02 supplies power to the actuator 01 through the control module, and the control module is connected in parallel with the battery 04. This allows for more precise control of parameters such as the power supply current, voltage, and frequency, enabling precise control of braking force and speed, thus improving driving safety. Of course, in some embodiments of this application, a control module may not be provided between the actuator 01 and the generator 02, and the generator 02 may directly supply power to the actuator 01.

[0073] Please refer to Figure 1 and Figure 2 In some embodiments of this application, the generator 02 is connected to the battery 04 and configured to supply power to the battery 04. The braking system also includes a second switch 07 connected in series between the generator 02 and the battery 04.

[0074] In this way, generator 02 can not only supply power to actuator 01, but also to battery 04. Battery 04 can store the electrical energy generated by generator 02, which helps to save energy consumption.

[0075] Furthermore, the second switch 07 is connected in series between the generator 02 and the battery 04, allowing the second switch 07 to control the connection and disconnection between the generator 02 and the battery 04. The generator 02 can selectively supply power to the battery 04, improving the flexibility of power supply. When the power supply from the battery 04 to the actuator 01 is not interrupted, the generator 02 can be connected to the battery 04, allowing the battery 04 to store the electrical energy generated by the generator 02. When the power supply from the battery 04 fails, the generator 02 can be disconnected from the battery 04, allowing the generator 02 to supply power to the actuator 01 instead of the battery 04, ensuring that the actuator 01 receives sufficient electrical energy for the braking process to proceed smoothly.

[0076] Please refer to Figure 1 and Figure 2 In some embodiments of this application, the second switch 07 is a normally open switch. The controlled terminal of the second switch 07 is connected to the battery 04, which is configured to supply power to the controlled terminal of the second switch 07, causing the second switch 07 to close.

[0077] In this way, battery 04 can not only power the actuator 01, but also power the controlled end of the second switch 07. Battery 04 is fully utilized, eliminating the need for other devices to power the controlled end of the second switch 07, which helps to improve the system integration.

[0078] The second switch 07 is a normally open switch. This means that when battery 04 supplies power to the controlled end of the second switch 07, the second switch 07 is in a conducting state; when battery 04 does not supply power to the controlled end of the second switch 07, the second switch 07 is in a closed state. Thus, when battery 04 functions normally and can supply power to the controlled end of the second switch 07 and the actuator 01, generator 02 is connected to battery 04, and generator 02 supplies power to battery 04, storing the electrical energy generated by generator 02. When battery 04 malfunctions and cannot supply power to the controlled end of the second switch 07 and the actuator 01, generator 02 is disconnected from battery 04, and generator 02 supplies power to actuator 01. In other words, when battery 04 functions normally, battery 04 supplies power to actuator 01, generator 02 supplies power to battery 04, and generator 02 may not supply power to actuator 01; battery 04 stores the electrical energy generated by generator 02. In the event of a malfunction in battery 04, generator 02 can automatically stop supplying power to battery 04 and instead supply power primarily to actuator 01. The switching process is automatic and does not require an additional monitoring module to monitor whether battery 04 is supplying power normally, nor does it require an additional control module to control the conduction state of the second switch 07 based on the monitoring results of the monitoring module. This improves system integration and reduces costs.

[0079] Please refer to Figure 1 and Figure 2 Of course, in some embodiments of this application, the braking system may include a control module and a monitoring module. The monitoring module is configured to monitor whether the battery 04 supplies power to the actuator 01 when the pedal is depressed. The control module is connected to the monitoring module and configured to control the conduction state of the second switch 07 based on the monitoring result of the monitoring module. When the pedal is depressed, if the battery 04 supplies power to the actuator 01, the control module controls the second switch 07 to be in the conduction state; if the battery 04 does not supply power to the actuator 01, the control module controls the second switch 07 to be in the off state.

[0080] Please refer to Figure 1 and Figure 2 In some embodiments of this application, the braking system further includes a controller 06, which is connected between the actuator 01 and the battery 04. The battery 04 supplies power to the actuator 01 through the controller 06. The controller 06 is connected in parallel with the generator 02. The controller 06 is also connected between the controlled terminal of the second switch 07 and the battery 04, and the battery 04 supplies power to the controlled terminal of the second switch 07 through the controller 06.

[0081] Battery 04 supplies power to the controlled terminal of the second switch 07 via controller 06. When controller 06 functions normally and can supply power to the controlled terminal of the second switch 07 and the actuator 01, generator 02 is connected to battery 04, supplying power to battery 04, which stores the electrical energy generated by generator 02. When controller 06 malfunctions and cannot supply power to the controlled terminal of the second switch 07 and the actuator 01, generator 02 is disconnected from battery 04, and generator 02 supplies power to actuator 01. In other words, when controller 06 functions normally, controller 06 supplies power to actuator 01, and generator 02 supplies power to battery 04. Generator 02 may not supply power to battery 04, and battery 04 stores the electrical energy generated by generator 02. In the event of a malfunction in controller 06, generator 02 can automatically stop supplying power to battery 04 and instead supply power primarily to actuator 01. The switching process is automatic and does not require an additional monitoring module to monitor whether controller 06 is supplying power normally, nor does it require an additional control module to control the conduction state of second switch 07 based on the monitoring results of the monitoring module. This improves system integration and reduces costs.

[0082] Please refer to Figure 1 and Figure 2In some embodiments of this application, the braking system further includes a push rod 08, which is configured to slide axially with the vehicle body. The push rod 08 is also connected to a pedal, which is configured to drive the push rod 08 to slide relative to the vehicle body. The push rod 08 is also connected to an input end, configured to drive the input end to move relative to the stator. The push rod 08 has the same meaning as commonly understood by those skilled in the art of vehicle chassis technology; it is a transmission component of the braking system, transmitting the force of pressing the brake pedal 03 to the core of the braking system. Thus, by driving the input end to move relative to the stator through the push rod 08, the push rod 08 is fully utilized, which is beneficial for improving the system's integration.

[0083] Please refer to Figure 1 and Figure 2 Generally, the pedal is rotatably connected to the vehicle body, usually through a base. One end of the push rod 08 is hinged to the pedal via a ball joint. During the rotation of the pedal relative to the vehicle body, the push rod 08 swings relative to the pedal and translates axially relative to the vehicle body. The axis of the push rod 08 is perpendicular to the axis of rotation of the pedal relative to the vehicle body.

[0084] Please refer to Figure 1 and Figure 2 In some embodiments of this application, the braking system further includes a return device disposed between the push rod 08 and the vehicle body, configured to apply a force to the push rod 08 to return the pedal to its original position. In this way, the return force is transmitted to the pedal through the push rod 08, making full use of the push rod 08 and improving the system's integration.

[0085] Please refer to Figure 1 and Figure 2 In some embodiments of this application, the braking system further includes a foot-feed simulator 11, which is disposed between the push rod 08 and the vehicle body and configured to apply a force to the push rod 08, causing the pedal to move in the return direction. In this way, the foot-feed simulator 11 applies a force to the pedal through the push rod 08, making full use of the push rod 08 and improving the system integration.

[0086] Please refer to Figure 1 and Figure 2 In some embodiments of this application, the push rod 08 is helically connected to a nut, which is configured to be rotatably connected to the vehicle body and drively connected to the input shaft, configured to drive the input shaft to rotate relative to the stator. In this way, the translational motion of the push rod 08 relative to the vehicle body is converted into the rotational motion of the nut through the helically connected connection, and then into the rotational motion of the stator. The helically connected connection has high motion accuracy, low noise, high efficiency, and low energy loss, which is beneficial to improving the reliability of braking.

[0087] Please refer to Figure 1 and Figure 2In some embodiments of this application, the braking system further includes a first gear 09 and a second gear 10. The first gear 09 is coaxially fixed with a nut, and the second gear 10 is coaxially fixed with an input shaft. The first gear 09 and the second gear 10 are connected in a transmission manner, for example, they can mesh with each other. The diameter of the first gear 09 can be larger than the diameter of the second gear 10 to achieve an acceleration effect.

[0088] Please refer to Figure 1 and Figure 2 This application also provides a control method, which is applied to the braking system provided in this application. The control method includes: The braking system also includes sensor 13, which is configured to monitor whether the brake pedal 03 is depressed. The control methods include: When the controller 06 receives information from the sensor 13 that the brake pedal 03 has been pressed, the controller 06 supplies power to the controlled end of the first switch 05 and the actuator 01. If the controller 06 does not receive information from the sensor 13 that the brake pedal 03 has been pressed, the controller 06 will de-energize the controlled end of the first switch 05.

[0089] Thus, when the brake pedal 03 is not depressed, the first switch 05 is in the ON state. When the brake pedal 03 is depressed, if the controller 06 accurately receives the information that the brake pedal 03 is depressed, the controller 06 controls the first switch 05 to open, and the battery 04 supplies power to the actuator 01. When the brake pedal 03 is depressed, if the sensor 13 malfunctions, or the communication between the sensor 13 and the brake pedal 03 fails, causing the controller 06 to not receive the information that the brake pedal 03 is depressed, the controller 06 will not supply power to the controlled end of the first switch 05. In this case, the first switch 05 remains in the ON state, allowing the generator 02 to supply power to the actuator 01. That is, when the brake pedal 03 is depressed, if the controller 06 can normally receive the information that the brake pedal 03 is depressed, it will cause the first switch 05 to open, allowing the controller 06 to supply power to the actuator 01. If the controller 06 cannot normally receive the information that the brake pedal 03 is depressed, the first switch 05 will automatically remain closed, and the generator 02 will supply power to the actuator 01. In this way, there is no need to set up an additional monitoring module to monitor whether the controller 06 is powered normally, nor is there a need to set up an additional control module to control the conduction state of the first switch 05 based on the monitoring results of the monitoring module. This can improve the system integration and reduce costs.

[0090] Please refer to Figure 1 and Figure 2In some embodiments of this application, sensor 13 may be a displacement sensor 13 or a force sensor 13, etc. Controller 06 is configured to supply power to the actuator based on the detection result of sensor 13, causing actuator 01 to output braking force. When controller 06 receives information from sensor 13 indicating that brake pedal 03 has been depressed, controller 06 supplies power to actuator 01. When controller 06 does not receive information from sensor 13 indicating that brake pedal 03 has been depressed, controller 06 stops supplying power to actuator 01.

[0091] Please refer to Figure 1 and Figure 2 This application also provides a control method, which is applied to the braking system provided in this application. The control method includes: When the controller 06 receives information from the sensor 13 that the brake pedal 03 has been pressed, the controller 06 supplies power to the controlled end of the second switch 07 and the actuator 01. If the controller 06 does not receive information from the sensor 13 that the brake pedal 03 has been pressed, the controller 06 will de-energize the controlled end of the second switch 07.

[0092] Thus, when the brake pedal 03 is not depressed, the second switch 07 is in the open state. When the brake pedal 03 is depressed, if the controller 06 accurately receives the information that the brake pedal 03 is depressed, the controller 06 controls the second switch 07 to turn on, so that the generator 02 supplies power to the battery 04, and the battery 04 stores the electrical energy generated by the generator 02. When the brake pedal 03 is depressed, if the sensor 13 malfunctions, or the communication between the sensor 13 and the brake pedal 03 fails, causing the controller 06 to not receive the information that the brake pedal 03 is depressed, the controller 06 will not supply power to the controlled end of the second switch 07. In this case, the second switch 07 remains in the open state, so that the generator 02 does not supply power to the battery 04, but mainly supplies power to the actuator 01, so that the actuator 01 receives sufficient electrical energy. In other words, when the brake pedal 03 is depressed, if the controller 06 can normally receive the information that the brake pedal 03 is depressed, it will turn on the second switch 07, allowing the generator 02 to supply power to the battery 04 and the controller 06 to supply power to the actuator 01. If the controller 06 cannot normally receive the information that the brake pedal 03 is depressed, the second switch 07 will automatically remain in the open state, allowing the generator 02 to supply power to the actuator 01. In this way, there is no need to set up an additional monitoring module to monitor whether the controller 06 is supplying power normally, nor is there a need to set up an additional control module to control the conduction state of the second switch 07 based on the monitoring results of the monitoring module. This can improve the system integration and reduce costs.

[0093] The above embodiments are merely illustrative of the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and all should be covered within the scope of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way.

Claims

1. A braking system, characterized in that, include: The actuator (01) is configured to output braking force; A generator (02) is connected to the actuator (01) and configured to supply power to the actuator (01). The stator of the generator (02) is configured to be fixed relative to the vehicle body. The brake pedal (03) is connected to the input end of the generator (02) and is configured to drive the input end to move relative to the stator, so that the generator (02) generates electricity.

2. The braking system according to claim 1, characterized in that, It also includes a battery (04) connected to the actuator (01) and configured to supply power to the actuator (01). The battery (04) is connected in parallel to the actuator (01) with the generator (02).

3. The braking system according to claim 2, characterized in that, It also includes a first switch (05), which is connected in series between the generator (02) and the actuator (01).

4. The braking system according to claim 3, characterized in that, The first switch (05) is a normally closed switch; The controlled terminal of the first switch (05) is connected to the battery (04), and the battery (04) is configured to supply power to the controlled terminal of the first switch (05) so that the first switch (05) is turned off.

5. The braking system according to claim 4, characterized in that, It also includes a controller (06), which is connected between the actuator (01) and the battery (04). The battery (04) supplies power to the actuator (01) through the controller (06). The controller (06) is connected in parallel with the generator (02). The controller (06) is connected between the controlled terminal of the first switch (05) and the battery (04), and the battery (04) supplies power to the controlled terminal of the first switch (05) through the controller (06).

6. The braking system according to any one of claims 2 to 5, characterized in that, The generator (02) is connected to the battery (04) and configured to supply power to the battery (04); The braking system also includes a second switch (07), which is connected in series between the generator (02) and the battery (04).

7. The braking system according to claim 6, characterized in that, The second switch (07) is a normally open switch; The controlled terminal of the second switch (07) is connected to the battery (04), which is configured to supply power to the controlled terminal of the second switch (07) so that the second switch (07) is closed.

8. The braking system according to claim 7, characterized in that, It also includes a controller (06), which is connected between the actuator (01) and the battery (04). The battery (04) supplies power to the actuator (01) through the controller (06). The controller (06) is connected in parallel with the generator (02). The controller (06) is connected between the controlled terminal of the second switch (07) and the battery (04), and the battery (04) supplies power to the controlled terminal of the second switch (07) through the controller (06).

9. A control method, characterized in that, Applied to the braking system of claim 5, the braking system further comprising a sensor (13) configured to monitor whether the brake pedal (03) is depressed, the control method comprising: When the controller (06) receives information from the sensor (13) that the brake pedal (03) has been pressed, the controller (06) supplies power to the controlled end of the first switch (05) and the actuator (01). If the controller (06) does not receive information from the sensor (13) that the brake pedal (03) has been pressed, the controller (06) will de-energize the controlled end of the first switch (05).

10. A control method, characterized in that, Applied to the braking system of claim 8, the braking system further comprising a sensor (13) configured to monitor whether the brake pedal (03) is depressed, the control method comprising: When the controller (06) receives information from the sensor (13) that the brake pedal (03) has been pressed, the controller (06) supplies power to the controlled end of the second switch (07) and the actuator (01); If the controller (06) does not receive information from the sensor (13) that the brake pedal (03) has been pressed, the controller (06) will de-energize the controlled end of the second switch (07).

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