Motor-assisted driven automobile braking system and control method thereof

Abstract

The invention discloses an automobile braking system driven by a motor in an auxiliary mode, the automobile braking system is based on a common automobile disc brake and a control system thereof, the automobile braking system further comprises a motor auxiliary driving device and a motor auxiliary driving system, the motor auxiliary driving device is arranged on the common automobile disc brake, and the motor auxiliary driving system is arranged on the common automobile disc brake. And the motor auxiliary driving system is connected with the motor auxiliary driving device, a common automobile disc brake and a control system of the common automobile disc brake, and is used for reducing the action time and the braking distance of the whole braking system. The motor auxiliary driving device and the motor auxiliary driving system are additionally arranged on the basis of an original common automobile disc brake and a control system thereof, the braking response speed of the whole braking system is increased, the action time and the braking distance of the whole braking system are shortened, and therefore the automobile running safety is improved.

Description

Technical Field

[0001] This invention relates to an electric motor-assisted automotive braking system and its control method. Background Technology

[0002] Most current automotive braking systems use ordinary disc brakes. The structure of ordinary disc brakes and their systems is as follows: Figures 1-5As shown, a typical disc brake includes: brake caliper body 2, brake disc 3, outer brake pad friction lining 4, outer brake pad base plate 5, rivet 6, speed sensor 15, caliper bolt 17, brake caliper bracket 18, piston seal ring 19, piston 20, oil pipe bolt 21, oil pipe connector 22, piston spring 24, inner brake pad base plate 25, inner brake pad friction lining 26, brake caliper guide bolt 27, and brake caliper guide pin 28; the operating system of a typical disc brake includes: brake fluid 23, solenoid valve 29, oil pipe 30, reservoir 31, filter 32, hydraulic pump 33, check valve 34, wiring 35, master cylinder 36, vacuum booster 37, and brake pedal shaft 38. The system comprises a brake pedal 39, a brake controller (EBC), an ECU (Electronic Control Unit), and a gyroscope 50. The solenoid valve 29, reservoir 31, filter 32, hydraulic pump 33, check valve 34, speed sensor 15, and brake controller (EBC) constitute the ABS system. The brake disc 3 and rim 1 are connected to the wheel hub 8 via rim bolt assembly 7. The tire is mounted on the rim 1. The wheel hub 8 is supported on the axle 9 via outer tapered roller bearing 13 and inner tapered roller bearing 14. Nut 10 secures the inner ring of the outer tapered roller bearing 13 to the axle 9. The wheel hub cap 11 is connected to the wheel hub 8 via wheel hub cap bolt assembly 12. The other end of the wheel hub 8 is sealed with a sealing ring 16. Caliper bolt 1... 7. The brake caliper bracket 18 is fixed to the axle 9. The brake caliper guide pin 28 is fixed to the brake caliper bracket 18 and supports the brake caliper body 2. The brake caliper body 2 can slide axially relative to the brake caliper guide pin 28. The outer brake pad friction lining 4 is fixed to the outer brake pad base plate 5 by rivets 6. The inner brake pad friction lining 26 is fixed to the inner brake pad base plate 25 by rivets 6. The two ends of the outer brake pad base plate 5 and the inner brake pad base plate 25 are supported on the brake caliper bracket 18. The two ends of the piston spring 24 are supported in the inner hole of the piston 20 and pull the inner brake pad base plate 25 against the piston 20. The piston 20 is in the piston hole of the brake caliper body 2. The oil pipe bolt 21 connects the oil pipe joint 22. The piston seal 19 is installed in the groove of the piston 20 and fixed on the brake caliper body 2; the speed sensor 15 is fixed on the axle 9; the brake pedal shaft 38 supports the brake pedal 39, the brake pedal support 39 is connected to the vacuum booster 37, the vacuum booster 37 is connected to the brake master cylinder 36, the brake master cylinder 36 is connected to the solenoid valve 29 through the oil pipe 30, the solenoid valve 29 is connected to the brake caliper body 2 through the oil pipe 30 and the oil pipe joint 22, and the piston hole of the brake caliper body 2 is filled with brake fluid 23; the inlet end of the solenoid valve 29 is connected to the check valve 34, the hydraulic pump 33, the filter 32 and the reservoir 31 through the oil pipe 30, and the outlet end of the solenoid valve is connected to the reservoir 31 through the oil pipe 30;Solenoid valve 29 and hydraulic pump 33 are connected to brake controller EBC via line 35. Solenoid valve 29, hydraulic pump 33, and brake controller EBC are powered by the vehicle's battery. Brake controller EBC is connected to vehicle control unit ECU via line 35. Vehicle control unit ECU is connected to gyroscope 50 via line 35 to measure the increment of the vehicle's yaw rate.

[0003] The working principle of a standard disc brake: When the car is not braking, there are gaps between the inner and outer brake pads and the brake disc 3, allowing the brake disc 3 to rotate freely with the wheels. When the car brakes, the driver presses the brake pedal 39, the vacuum booster 37 assists in braking, and brake fluid 23 at a certain pressure flows through the oil pipe 30 into the piston hole of the brake caliper 2, pushing the piston 20 and the inner brake pad 26 to the left, and simultaneously pushing the brake caliper 2 and the outer brake pad 4 to the right. After eliminating the gaps between the inner and outer brake pads and the brake disc 3, the inner and outer brake pads press against the brake disc 3, and the brake disc 3 experiences a frictional torque opposite to the direction of rotation, causing the car to decelerate. The speed sensor 15 transmits the wheel speed signal to the brake controller EBC, which controls the solenoid valve 29 and the hydraulic pump 33. After the car brakes, the wheel speed decreases, and the speed sensor 15 measures a wheel slip rate greater than 20%. When the wheel locks up to 30%, the ABS system starts working. When the hydraulic pump 33 pumps the brake fluid 23 from the reservoir 31 through the oil pipe 30, filter 32, check valve 34, and solenoid valve 29 into the piston hole of the brake caliper 2, the pressure between the inner brake pad friction 26, the outer brake pad friction 4, and the brake disc 3 increases, the wheel speed decreases, the wheel slip ratio increases, and the wheel tends to lock up. When the piston hole of the brake caliper 2 is connected to the reservoir 31 through the oil pipe 30 and solenoid valve 29, the pressure between the inner brake pad friction 26, the outer brake pad friction 4, and the brake disc 3 decreases, the wheel speed increases, the wheel slip ratio decreases, and the wheel tends to roll. When the ordinary disc brake is released, the driver releases the brake pedal 39, and the brake fluid 23 in the piston hole flows into the master cylinder 36 through the oil pipe 30. A gap appears between the inner and outer brake pad friction linings and the brake disc 3, and the brake disc 3 rotates freely with the wheel.

[0004] Existing automotive braking systems have the following shortcomings: The braking time is long, resulting in a longer emergency braking distance. The braking time refers to the time from when the driver presses the brake pedal 39 until the braking force reaches its maximum value. This time is divided into two parts: the time to eliminate the gap between the brake pads and the brake disc 3, and the time for the braking force to continuously increase. The braking time is 0.2–0.8 seconds. After the driver presses the brake pedal 39, the brake pedal 39 rotates around the brake pedal shaft 38, first eliminating the gap in the vacuum booster 37, and then the vacuum booster 37 assists in pushing the brake... The piston in the master cylinder 36 first closes the return oil port, or in other words, eliminates the gap in the master cylinder 36. Then, the piston pushes the brake fluid 23 through the oil pipe 30 into the piston hole of the brake caliper 2. The brake fluid 23 pushes the piston 20 in the piston hole of the brake caliper 2, eliminating the gap between the brake pad friction disc and the brake disc 3. This time is for eliminating the gap between the brake pad friction disc and the brake disc 3. During this time, the brakes do not apply pressure; that is, the car coasts. If air resistance and wheel rolling resistance are neglected... The car's speed remains constant and does not decrease. At this point, the car is traveling at high speed. For example, if the car's speed is 120 km / h and the time to eliminate the gap between the brake pads and brake disc 3 is 0.1 seconds, the car will travel 3.33 meters. Similarly, if the car's speed is 100 km / h and the time to eliminate the gap is 0.1 seconds, the car will travel 2.78 meters. After eliminating the gap between the brake pads and brake disc 3, the brake pads exert pressure on the brake disc 3, which gradually increases to its maximum value. This time is the time required for the braking force of the brake system to increase. During the time required for the braking force to increase, the brakes apply, the vehicle speed decreases, and the braking deceleration gradually increases to its maximum value (the braking deceleration is measured in absolute value), but the average braking deceleration does not reach the maximum braking deceleration. If the braking time can be reduced, the braking distance can be reduced. Even a reduction of 0.1 meters in braking distance will reduce the risk of rear-end collisions and traffic accidents such as falling off cliffs due to long braking distances. This is very significant for improving vehicle driving safety. Furthermore, when ordinary disc brakes are used to prevent vehicle skidding, understeer, or oversteer, their braking response speed is relatively slow. Summary of the Invention

[0005] The purpose of this section is to outline some aspects of embodiments of the present invention and to briefly describe some preferred embodiments. Simplifications or omissions may be made in this section, as well as in the abstract and title of this application, to avoid obscuring the purpose of these documents; however, such simplifications or omissions should not be construed as limiting the scope of the invention.

[0006] The technical problem to be solved by this invention is that during emergency braking of a car, the braking time is long, and the corresponding emergency braking distance is also long.

[0007] To solve the above-mentioned technical problems, the present invention provides the following technical solution: a motor-assisted driving vehicle braking system, including a conventional vehicle disc brake and its operating system, and further including a motor-assisted driving device and a motor-assisted driving system. The motor-assisted driving device is disposed on the conventional vehicle disc brake, and the motor-assisted driving system is connected to the motor-assisted driving device and the conventional vehicle disc brake and its operating system, for reducing the action time and braking distance of the entire braking system.

[0008] As a preferred embodiment of the motor-assisted driving vehicle braking system of the present invention, the motor-assisted driving device includes a servo motor, a guide cylinder, a connecting bolt, a slider, and a rotating shaft. The servo motor and the guide cylinder are mounted on the brake caliper body by the connecting bolt. The slider is disposed inside the guide cylinder. The rotating shaft is disposed on the output shaft of the servo motor. A connecting hole is provided inside the slider, and the rotating shaft is disposed inside the connecting hole of the slider.

[0009] As a preferred embodiment of the motor-assisted driving vehicle braking system of the present invention, the slider has an internal thread in the connecting hole, an external thread on the rotating shaft, and a steel ball between the internal thread and the external thread.

[0010] As a preferred embodiment of the motor-assisted driving vehicle braking system of the present invention, a disc spring is provided between the slider and the brake caliper body.

[0011] As a preferred embodiment of the motor-assisted drive vehicle braking system of the present invention, the motor-assisted drive system includes a piezoelectric ceramic sensor, a rotation angle sensor, a hydraulic pressure sensor, and a conventional motor-assisted brake controller. The piezoelectric ceramic sensor is disposed on the brake pedal, the rotation angle sensor is disposed on the brake pedal shaft, and the hydraulic pressure sensor is disposed on the hydraulic pipe near the hydraulic pipe joint. The piezoelectric ceramic sensor, the rotation angle sensor, and the hydraulic pressure sensor are respectively connected to the conventional motor-assisted brake controller via wiring. The conventional motor-assisted brake controller is respectively connected to the brake controller and the servo motor via wiring.

[0012] As a preferred embodiment of the motor-assisted driving vehicle braking system of the present invention, the motor-assisted driving system includes a master cylinder motor, an oil pressure sensor, and an intelligent motor-assisted braking controller. The output end of the master cylinder motor is connected to a vacuum booster. The master cylinder motor is connected to the brake controller via a circuit. The oil pressure sensor is located on the oil pipe near the oil pipe joint. The intelligent motor-assisted braking controller is connected to the oil pressure sensor, the brake controller, the vehicle controller, and the servo motor via circuits.

[0013] A mechanical control method for an electric motor-assisted vehicle braking system, comprising the following steps: S1: The driver presses the brake pedal, and the steering angle sensor or piezoelectric ceramic sensor detects that the driver has pressed the brake pedal. S2: The brake controller and the ordinary motor-assisted brake controller control the servo motor to unlock and rotate, which, together with the disc spring, pushes the slider to move, eliminating the gap between the inner and outer brake pads and the brake disc and pressing them onto the brake disc, thus initially slowing down the car. S3: After the driver presses the brake pedal, the brake fluid flows through the oil pipe into the piston hole of the brake caliper, pushing the piston to move and cooperate with the slider, so that the inner and outer brake pads further press against the brake disc, and the car further decelerates; S4: When the oil pressure sensor measures that the oil pressure in the oil pipe is high enough to allow the car to reach maximum deceleration, or when the anti-lock braking system (ABS) starts working, or within 0.8s to 1.0s after the servo motor starts working, the servo motor will rotate in the reverse direction and disengage from driving the car's disc brakes. After that, the ordinary disc brakes will brake independently.

[0014] A smart control method for an electric motor-assisted vehicle braking system, comprising the following steps: S1: When the sensor detects that the car needs to brake, the car controller sends a braking signal to the brake controller and the intelligent motor-assisted brake controller. S2: The brake controller sends a brake signal to the master cylinder motor, which causes the brake fluid to flow into the piston hole of the brake caliper through the oil pipe, pushing the piston to move and causing the inner and outer brake pads to press against the brake disc. The intelligent motor assists the brake controller to send a brake signal to the servo motor, which unlocks and rotates, and works with the disc spring to push the slider to move, assisting the piston to brake the brake disc. S3: When the oil pressure sensor measures that the oil pressure in the oil pipe is high enough to allow the car to reach maximum deceleration, or when the anti-lock braking system (ABS) starts working, or within 0.8s to 1.0s after the servo motor starts working, the servo motor will rotate in the reverse direction and disengage from driving the car's disc brakes. After that, the piston will brake independently.

[0015] A braking attitude control method for a motor-assisted vehicle braking system, comprising the following steps: S1: When the car is braking, the car controller detects through the sensor that the increase in the car's yaw rate is greater than the designed threshold, and the car controller sends a signal to the brake controller. S2: The brake controller and intelligent motor-assisted brake controller control the servo motor on one side of the car to unlock and rotate, which, together with the disc spring, pushes the slider to move, assisting in driving the car's disc brake for braking; S3: 0.8s to 1.0s after the servo motor starts working, or if the increase in the yaw rate of the car is less than the designed threshold, the servo motor will rotate in the opposite direction and disengage from the auxiliary braking, and the car's disc brakes will brake alone if one of the two conditions is met.

[0016] The beneficial effects of this invention are: 1. By adding an electric motor auxiliary drive device and electric motor auxiliary drive system to the original ordinary automobile disc brake and its control system, the braking response speed of the entire braking system is improved, the action time and braking distance of the entire braking system are reduced, thereby improving the safety of automobile driving. 2. The disc spring can store energy when it is flattened by the slider. When the motor assists in driving the car disc brake, the disc spring becomes disc-shaped and applies a pushing force to the slider, releasing the energy stored in the disc spring. This helps to reduce the power and size of the servo motor. 3. The brake controller and intelligent motor-assisted brake controller control the servo motor on one side of the car to assist in driving the car disc brakes. This can prevent the car from skidding, understeer, or oversteer during braking. It also has a fast response speed, which improves the safety and stability of the car. 4. The brake controller and the motor-assisted brake controller control the servo motor to drive the car disc brake. Then, by utilizing the brake in the servo motor and the self-locking servo motor, the car can be parked, thus expanding the application of the motor-assisted drive car braking system. 5. When the disc brakes of a regular car lose their braking ability, the motor-assisted drive system can brake and has a certain braking capacity, which improves the safety of driving the car. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein: Figure 1 This is a schematic diagram of the structure of a common automotive disc brake.

[0018] Figure 2 This is a schematic diagram of the left side structure of a typical automotive disc brake.

[0019] Figure 3 This is a schematic diagram of the right side structure of a typical automotive disc brake.

[0020] Figure 4 This is a schematic diagram showing the location and structure of the oil pipe connector for a typical automotive disc brake.

[0021] Figure 5 This is a schematic diagram of the operating system of a common automobile disc brake.

[0022] Figure 6 A schematic diagram of a car disc brake driven by an electric motor.

[0023] Figure 7 This is a schematic diagram of a car disc brake driven by an electric motor from another angle.

[0024] Figure 8 A schematic diagram showing the position and structure of the steel ball and disc spring in an automotive disc brake driven by an electric motor.

[0025] Figure 9 A schematic diagram of the right side of a car disc brake driven by an electric motor.

[0026] Figure 10 for Figure 6 AA cross-section view.

[0027] Figure 11 A schematic diagram of the position and structure of the servo motor in an automotive disc brake driven by an electric motor.

[0028] Figure 12 This is a schematic diagram of a motor-assisted braking system for ordinary manned vehicles.

[0029] Figure 13 This is a structural block diagram of a common motor auxiliary braking controller.

[0030] Figure 14 A schematic diagram of the braking state of a servo motor in an automotive disc brake driven by an electric motor.

[0031] Figure 15 A schematic diagram of the piston braking state of a car disc brake driven by an electric motor.

[0032] Figure 16 A schematic diagram showing the servo motor of an automotive disc brake that is driven by an electric motor exiting the braking state.

[0033] Figure 17 This is a schematic diagram of a motor-assisted braking system for intelligent autonomous vehicles.

[0034] Figure 18 This is a structural block diagram of an intelligent motor auxiliary braking controller.

[0035] Figure 19 This is a schematic diagram of a motor-assisted automotive disc brake without disc springs.

[0036] Figure 20 This is a schematic diagram of the internal structure of a guide cylinder without a disc spring.

[0037] In the diagram: 1. Wheel rim; 2. Brake caliper body; 3. Brake disc; 4. Outer brake pad friction lining; 5. Outer brake pad base plate; 6. Rivet; 7. Wheel rim bolt assembly; 8. Wheel hub; 9. Axle; 10. Nut; 11. Wheel hub cap; 12. Wheel hub cap bolt assembly; 13. Outer tapered roller bearing; 14. Inner tapered roller bearing; 15. Speed ​​sensor; 16. Seal ring; 17. Caliper bracket bolt; 18. Brake caliper bracket; 19. Piston seal ring; 20. Piston; 21. Oil pipe bolt; 22. Oil pipe connector; 23. Brake fluid; 24. Piston spring; 25. 26. Inner brake block base plate; 27. Inner brake block friction pad; 28. Brake caliper guide bolt; 29. ​​Brake caliper guide pin; 30. Solenoid valve; 31. Oil pipe; 32. Reservoir; 33. Filter; 34. Hydraulic pump; 35. Check valve; 36. Wiring; 37. Master cylinder; 38. Vacuum booster; 39. Brake pedal shaft; 40. Brake pedal; 41. Servo motor; 42. Connecting bolt; 43. Disc spring; 44. Rotating shaft; 45. Steel ball; 46. Guide cylinder; 47. Slider; 48. Piezoelectric ceramic sensor; 49. Angle sensor; 50. Hydraulic pressure sensor; 51. Gyroscope; 52. Master cylinder motor; 53. LiDAR; 54. Millimeter-wave radar; 55. GPS signal receiver; 56. Left front wheel motor auxiliary drive brake; 57. Left rear wheel motor auxiliary drive brake; 58. Right front wheel motor auxiliary drive brake; 59. Battery; 60. Parking brake switch; EBC, brake controller; EABC1, ordinary motor auxiliary brake controller; EABC2, intelligent motor auxiliary brake controller; ECU, vehicle control. The system includes: CPU1 (first computing unit); CPU2 (second computing unit); E1 (left front motor control unit); E2 (left rear motor control unit); E3 (right front motor control unit); E4 (right rear motor control unit); H (oil pressure sensor signal conversion unit); Pb (parking signal conversion unit); C1 (brake signal communication unit); C2 (intelligent brake signal communication unit); W1 (steering angle sensor signal conversion unit); W2 (piezoelectric ceramic sensor signal conversion unit); W3 (intelligent brake signal conversion unit); Po (power supply unit); and T (auxiliary brake timing unit). Detailed Implementation

[0038] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0039] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0040] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that is mutually exclusive with other embodiments. Example 1

[0041] Reference Figures 6-16 as well as Figure 19 and Figure 20 This is the first embodiment of the present invention. This embodiment provides an electric motor-assisted driving vehicle braking system. The vehicle braking system, based on a conventional vehicle disc brake and its control system, further includes an electric motor-assisted driving device and an electric motor-assisted driving system. The electric motor-assisted driving device is installed on the conventional vehicle disc brake to provide auxiliary braking. The electric motor-assisted driving system is connected to the electric motor-assisted driving device and the conventional vehicle disc brake and its control system to reduce the action time and braking distance of the entire braking system.

[0042] Specifically, the motor-assisted drive device includes a servo motor 40, a guide cylinder 45, a connecting bolt 41, a slider 46, and a rotating shaft 43. The servo motor 40 and the guide cylinder 45 are mounted on the brake caliper 2 via the connecting bolt 41. When the servo motor 40 is not driven, it is locked by the braking device in the servo motor 40. When the servo motor 40 is driven, the braking device in the servo motor 40 is unlocked. The locking and unlocking of the servo motor 40 can be controlled by the motor-assisted drive system. In other embodiments, the servo motor 40 can also be a regular motor without a braking device. However, a regular motor cannot achieve a self-locking function. Therefore, if the motor-assisted drive device uses a regular motor without a braking device, it will lose its parking brake capability and cannot be used as a parking brake. The guide cylinder 45 has a "convex" structure. The slider 46 is slidably installed inside the guide cylinder 45. The rotating shaft 43 is fixedly installed on the output shaft of the servo motor 40. A connecting hole is opened inside the slider 46. The end of the rotating shaft 43 away from the servo motor 40 is rotatably installed in the connecting hole of the slider 46.

[0043] Furthermore, an internal thread is provided in the connecting hole of the slider 46, and an external thread is provided on the outer surface of the rotating shaft 43. A steel ball 44 is installed between the internal thread and the external thread to transmit power and reduce friction.

[0044] Furthermore, a disc spring 42 is installed between the slider 46 and the brake caliper 2. The rotating shaft 43 passes through the disc spring 42. The disc spring 42 is flattened by the slider 46 and can store energy. When the motor-assisted drive of the car disc brake is engaged, the disc spring 42 becomes disc-shaped and applies a pushing force to the slider 46, releasing the energy stored in the disc spring 42. This helps to reduce the power and size of the servo motor 40. When the car is not braking, there is a gap between the slider 46 and the inner brake block base plate 25. The slider 46 flattens the disc spring 42, and the brake in the servo motor 40 self-locks, preventing the rotating shaft 43 from rotating. There are gaps between the inner brake block friction pad 26 and the outer brake block friction pad 4 and the brake disc 3, respectively. The brake disc 3 rotates freely with the wheel. It should be noted that in other embodiments, the disc spring 42 may not be installed according to actual usage requirements, and whether or not the disc spring 42 is installed does not affect the normal use of the entire motor-assisted drive car braking system.

[0045] The motor-assisted driving vehicle braking system in this embodiment is used in ordinary manned vehicles. Specifically, the motor-assisted driving system includes a piezoelectric ceramic sensor 47, a steering angle sensor 48, a hydraulic pressure sensor 49, and a common motor-assisted braking controller EABC1. The piezoelectric ceramic sensor 47 is mounted on the brake pedal 39, the steering angle sensor 48 is mounted on the brake pedal shaft 38 to detect when the driver presses the brake pedal, and the hydraulic pressure sensor 49 is mounted on the oil pipe 30 near the oil pipe connector 22 to measure the oil pressure in the oil pipe 30. The piezoelectric ceramic sensor 47, the steering angle sensor 48, and the hydraulic pressure sensor 49 are used in this system. 9 is connected to the ordinary motor auxiliary brake controller EABC1 via line 35. The ordinary motor auxiliary brake controller EABC1 is connected to the brake controller EBC and the servo motor 40 via line 35, so that the brake controller EBC can control all the servo motors 40 through the ordinary motor auxiliary brake controller EABC1. The gyroscope 50 is connected to the vehicle controller ECU via line 35 to measure the increment of the vehicle's yaw rate during braking. It should be noted that in this embodiment, either one of the angle sensor 48 and the piezoelectric ceramic sensor 47 can be installed, or both can be installed.

[0046] The standard electric motor auxiliary brake controller EABC1 includes: a first computing unit CPU1, a left front motor control unit E1, a left rear motor control unit E2, a right front motor control unit E3, a right rear motor control unit E4, a hydraulic pressure sensor signal conversion unit H, a parking signal conversion unit Pb, a brake signal communication unit C1, a steering angle sensor signal conversion unit W1, a piezoelectric ceramic sensor signal conversion unit W2, a power supply unit Po, and an auxiliary brake timing unit T. The first computing unit CPU1 is connected to the left front motor control unit E1, left rear motor control unit E2, right front motor control unit E3, right rear motor control unit E4, hydraulic pressure sensor signal conversion unit H, parking signal conversion unit Pb, brake signal communication unit C1, steering angle sensor signal conversion unit W1, piezoelectric ceramic sensor signal conversion unit W2, power supply unit Po, and auxiliary brake timing unit T. The auxiliary braking timing unit T is connected. The left front motor control unit E1, left rear motor control unit E2, right front motor control unit E3, and right rear motor control unit E4 are respectively connected to the servo motor 40 of the left front wheel motor auxiliary drive brake 55, the servo motor 40 of the left rear wheel motor auxiliary drive brake 56, the servo motor 40 of the right front wheel motor auxiliary drive brake 57, and the servo motor 40 of the right rear wheel motor auxiliary drive brake 58. The oil pressure sensor signal conversion unit H is connected to the oil pressure sensor 49. The parking signal conversion unit Pb is connected to the parking brake switch 60 on the vehicle. The brake signal communication unit C1 is connected to the brake controller EBC. The angle sensor signal conversion unit W1 and the piezoelectric ceramic sensor signal conversion unit W2 connect the angle sensor 48 and the piezoelectric ceramic sensor 47 respectively. The power supply unit Po is connected to the battery 59.

[0047] The working principle of the ordinary motor-assisted brake controller EABC1: The left front motor control unit E1, left rear motor control unit E2, right front motor control unit E3, and right rear motor control unit E4 can respectively control the operation of the servo motors 40 of the left front wheel motor auxiliary drive brake 55, left rear wheel motor auxiliary drive brake 56, right front wheel motor auxiliary drive brake 57, and right rear wheel motor auxiliary drive brake 58. The oil pressure sensor signal conversion unit H converts the analog voltage signal output by the oil pressure sensor 49 into a digital signal that can be received by the first calculation unit CPU1. The parking signal conversion unit Pb receives the gas... The parking brake switch 60 on the vehicle receives a switch signal and converts it into a digital signal that can be received by the first computing unit CPU1. When the vehicle needs to be parked, pressing the parking brake switch 60 activates the ordinary motor-assisted brake controller EABC1, which controls the servo motor 40 to drive the vehicle's disc brake as a parking brake. The brake signal communication unit C1 transmits the brake signal between the brake controller EBC and the ordinary motor-assisted brake controller EABC1. The angle sensor signal conversion unit W1 and the piezoelectric ceramic sensor signal conversion unit W2 convert the signals from the angle sensor 48 and the piezoelectric ceramic sensor 47 into digital signals that can be received by the first computing unit CPU1, respectively. Power supply... Unit Po provides stable power to the ordinary motor auxiliary brake controller EABC1. The auxiliary brake timing unit T acts as a clock and sends a signal to the first calculation unit CPU1 to stop the motor auxiliary brake after the motor auxiliary drive system brakes for a certain period of time (0.8s to 1.0s). After receiving signals from the oil pressure sensor signal conversion unit H, the parking signal conversion unit Pb, the brake signal communication unit C1, the angle sensor signal conversion unit W1, the piezoelectric ceramic sensor signal conversion unit W2, and the auxiliary brake timing unit T, the first calculation unit CPU1 calculates the oil pressure, parking switch, brake pedal angle switch, brake pedal force switch, and auxiliary brake time, and then sends... The left front motor control unit E1, left rear motor control unit E2, right front motor control unit E3, and right rear motor control unit E4 send signals to control the servo motors 40 of the left front wheel motor auxiliary drive brake 55, left rear wheel motor auxiliary drive brake 56, right front wheel motor auxiliary drive brake 57, and right rear wheel motor auxiliary drive brake 58, respectively, to implement auxiliary braking. Through the brake signal communication unit C1, the brake controller EBC and the ordinary motor auxiliary brake controller EABC1 transmit brake signals, such as the signal that the anti-lock braking system (ABS) controlled by the brake controller EBC starts working. Example 2

[0048] Reference Figures 6-11 and Figures 14-18This is the second embodiment of the present invention. The difference between this embodiment and embodiment 1 is in the composition structure of the motor-assisted drive system. The motor-assisted drive vehicle braking system in this embodiment is used for intelligent unmanned vehicles.

[0049] Specifically, the motor-assisted drive system includes a master cylinder motor 51, an oil pressure sensor 49, and an intelligent motor-assisted brake controller EABC2. The output of the master cylinder motor 51 is connected to the vacuum booster 37. The master cylinder motor 51 replaces the brake pedal shaft 38, brake pedal 39, piezoelectric ceramic sensor 47, and angle sensor 48. The master cylinder motor 51 is connected to the brake controller EBC via line 35. The oil pressure sensor 49 is installed on the oil pipe 30 near the oil pipe connector 22 to measure the oil pressure in the oil pipe 30. The intelligent motor-assisted brake controller EABC2 is connected to the oil pressure sensor 49, the brake controller EBC, and the air intake valve via line 35. The vehicle controller ECU is connected to all the servo motors 40 to achieve automatic braking of the vehicle. It should be noted that since this embodiment is applied to an intelligent autonomous vehicle, the motor-assisted driving vehicle braking system also includes sensors for detecting whether the vehicle needs to brake. The sensors include a lidar 52, a millimeter-wave radar 53, and a global positioning system signal receiver 54. The vehicle controller ECU is connected to the gyroscope 50, lidar 52, millimeter-wave radar 53, and global positioning system signal receiver 54 via line 35. In this embodiment, the vehicle controller ECU is an intelligent vehicle controller ECU.

[0050] The intelligent motor-assisted braking controller EABC2 includes: a second computing unit CPU2, a left front motor control unit E1, a left rear motor control unit E2, a right front motor control unit E3, a right rear motor control unit E4, a hydraulic pressure sensor signal conversion unit H, a parking signal conversion unit Pb, an intelligent braking signal communication unit C2, an intelligent braking signal conversion unit W3, a power supply unit Po, and an auxiliary braking timing unit T. The second computing unit CPU2 is connected to the left front motor control unit E1, the left rear motor control unit E2, the right front motor control unit E3, the right rear motor control unit E4, the hydraulic pressure sensor signal conversion unit H, the parking signal conversion unit Pb, the intelligent braking signal communication unit C2, the intelligent braking signal conversion unit W3, the power supply unit Po, and the auxiliary braking timing unit T. The left front motor control unit E1 and the left rear motor control unit... Unit E2, right front motor control unit E3, and right rear motor control unit E4 are respectively connected to the servo motors 40 of the left front wheel motor auxiliary drive brake 55, left rear wheel motor auxiliary drive brake 56, right front wheel motor auxiliary drive brake 57, and right rear wheel motor auxiliary drive brake 58. The oil pressure sensor signal conversion unit H is connected to the oil pressure sensor 49. The parking signal conversion unit Pb is connected to the parking brake switch 60 on the vehicle. If there is no independent parking brake switch 60, when the vehicle controller ECU controls parking, the parking signal conversion unit Pb can be directly connected to the vehicle controller ECU. The intelligent brake signal communication unit C2 is connected to the brake controller EBC. The intelligent brake signal conversion unit W3 is connected to the vehicle controller ECU. The power supply unit Po is connected to the battery 59.

[0051] The working principle of the intelligent motor-assisted braking controller EABC2: The left front motor control unit E1, left rear motor control unit E2, right front motor control unit E3, and right rear motor control unit E4 can respectively control the servo motors 40 of the left front wheel motor auxiliary drive brake 55, left rear wheel motor auxiliary drive brake 56, right front wheel motor auxiliary drive brake 57, and right rear wheel motor auxiliary drive brake 58. The oil pressure sensor signal conversion unit H converts the analog voltage signal output by the oil pressure sensor 49 into a digital signal that can be received by the second computing unit CPU2. The parking signal conversion unit Pb receives the switch signal input from the parking brake switch 60 on the vehicle and converts it into a digital signal that can be received by the second computing unit CPU2. The intelligent braking signal communication unit C2 transmits braking signals between the brake controller EBC and the intelligent motor-assisted braking controller EABC2. The intelligent braking signal conversion unit W3 receives the braking signal sent by the vehicle controller ECU. The power supply unit Po provides stable power to the intelligent motor-assisted braking controller EABC2. The auxiliary braking timing unit T is a clock, and... After the motor-assisted drive system brakes for a certain period of time (0.8s to 1.0s), it sends a signal to the second calculation unit CPU2 to stop the motor-assisted braking. The second calculation unit CPU2 receives signals from the oil pressure sensor signal conversion unit H, the parking signal conversion unit Pb, the intelligent braking signal communication unit C2, the intelligent braking signal conversion unit W3, and the auxiliary braking timing unit T. After calculating the oil pressure, parking switch, intelligent braking signal, and auxiliary braking time, it sends signals to the left front motor control unit E1, the left rear motor control unit E2, the right front motor control unit E3, and the right rear motor control unit E4 to control the servo motors 40 of the left front wheel motor auxiliary drive brake 55, the left rear wheel motor auxiliary drive brake 56, the right front wheel motor auxiliary drive brake 57, and the right rear wheel motor auxiliary drive brake 58, respectively, to implement auxiliary braking. Through the intelligent braking signal communication unit C2, it transmits braking signals between the brake controller EBC and the intelligent motor auxiliary brake controller EABC2, such as the signal that the anti-lock braking system (ABS) controlled by the brake controller EBC starts working. Example 3

[0052] Reference Figures 6-16 This is the third embodiment of the present invention, which is based on embodiment 1 and provides a mechanical control method for a motor-assisted driving vehicle braking system. It is mainly used in ordinary manned vehicles and includes the following steps: S1: When the car brakes in an emergency, the driver quickly presses the brake pedal 39, and the angle sensor 48 or the piezoelectric ceramic sensor 47 detects that the driver has pressed the brake pedal 39. S2: The brake controller EBC and the ordinary motor auxiliary brake controller EABC1 control the servo motors 40 on the four brakes to unlock and rotate. The shaft 43 outputs the rotation of the servo motors 40. The shaft 43 pushes the slider 46 to move along the axis of the shaft 43 through the steel ball 44. At the same time, the disc spring 42, which was flattened by the slider 46, recovers its deformation and releases energy. Together with the shaft 43, it pushes the slider 46 to move along the axis of the shaft 43. First, the gap between the slider 46 and the inner brake block base plate 25 is eliminated. The slider 46 pushes the inner brake block friction pad 26 to move closer to the brake disc 3. At the same time, it pushes the brake caliper 2 and the outer brake block friction pad 4 to move closer to the brake disc 3. After eliminating the gap between the inner and outer brake block friction pads and the brake disc 3, the inner brake block friction pad 26 and the outer brake block friction pad 4 are pressed tightly on the brake disc 3. At this time, the disc spring 42 becomes a disc structure. The brake disc 3 is subjected to a friction torque opposite to the direction of rotation, so that the car decelerates initially. In the initial stage, only the servo motor 40 drives the car disc brake to brake. S3: After the driver presses the brake pedal 39, the vacuum booster 37 assists in braking. Brake fluid 23 at a certain pressure flows into the piston hole of the brake caliper 2 through the oil pipe 30, pushing the piston 20 to move closer to the brake disc 3 and then pressing it against the inner brake pad base plate 25. This causes the inner brake pad friction pad 26 and the outer brake pad friction pad 4 to be further pressed against the brake disc 3. The brake disc is subjected to a frictional torque opposite to the direction of rotation, which increases, causing the car to decelerate further. The absolute value of the deceleration increases. At this time, the oil pressure in the oil pipe 30 is constantly increasing. The servo motor 40 and the piston 20 work together to drive the car disc brake to brake. S4: When the oil pressure sensor 49 measures the oil pressure in the oil pipe 30, the car can reach its maximum deceleration (deceleration is recorded as its absolute value, and the maximum deceleration can be taken as 7.84 m / s²). 2When the hydraulic pressure is low, or when the anti-lock braking system (ABS) controlled by the brake controller EBC starts working, or within 0.8s to 1.0s after the servo motor 40 starts working, under one of the following three conditions, the servo motor 40 rotates in the reverse direction. The rotating shaft 43 pushes the slider 46 to move in the reverse direction along the axis of the motor shaft 43 through the steel ball 44. At the same time, the slider 46 compresses the disc spring 42 again, and a gap appears between the slider 46 and the inner brake block base plate 25. The servo motor 40 disengages from driving the car disc brake, and the disc spring 42 is flattened by the slider 46. 42 stores energy. At this time, the piston 20 presses against the inner brake block base plate 25 alone to perform braking, that is, the ordinary disc brake starts to brake alone. After that, the ordinary disc brake brakes brake alone, including the braking operation of the ABS system of the ordinary disc brake and the release of the ordinary disc brake. After the angle sensor 48 or the piezoelectric ceramic sensor 47 sends a braking signal and the servo motor 40 is working in the auxiliary braking, the angle sensor 48 or the piezoelectric ceramic sensor 47 sends a stop braking signal, and the servo motor 40 withdraws from the auxiliary braking.

[0053] The principle of reducing braking distance in an electric motor-assisted braking system is as follows: the braking time after emergency braking is divided into three segments: the time to eliminate the gap between the brake pads and the brake disc under electric motor-assisted drive, the time for the braking force to increase under electric motor-assisted drive and ordinary disc brakes and their operating systems, and the time for continuous braking under ordinary disc brakes and their operating systems.

[0054] During the time it takes to eliminate the gap between the brake pad friction disc and the brake disc 3 under the motor-assisted drive, the ordinary disc brake and its operating system need to eliminate the gap in the master cylinder 36 and the vacuum booster 37. The piston 20 does not drive the car disc brake. The motor-assisted drive system responds quickly. The motor-assisted drive moves the outer brake pad friction disc 4 and the inner brake pad friction disc 26 towards the brake disc 3, eliminating the gap between the outer brake pad friction disc 4, the inner brake pad friction disc 26 and the brake disc 3, thus generating braking distance. Without the motor-assisted drive, the vehicle speed is high and the car coasts at high speed. Therefore, during the time it takes to eliminate the gap between the brake pad friction disc and the brake disc 3 under the motor-assisted drive, the braking distance of the motor-assisted drive car braking system is shorter than that of the ordinary disc brake and its operating system.

[0055] During the time it takes for the braking force of a brake to increase under both electric motor-assisted drive and conventional disc brakes and their control systems, the outer brake pad friction 4 and inner brake pad friction 26 in the electric motor-assisted drive vehicle braking system are jointly driven by the servo motor 40 and the piston 20. The driving force is large, and the braking force increases quickly. Therefore, during the time it takes for the braking force of a brake to increase, the braking distance of the electric motor-assisted drive vehicle braking system is shorter than that of a conventional disc brake and its control system.

[0056] During the continuous braking time driven by the ordinary disc brake and its control system, when the oil pressure sensor 49 measures that the oil pressure in the oil pipe 30 is sufficient to allow the vehicle to reach its maximum deceleration (deceleration is expressed as its absolute value), or when the anti-lock braking system (ABS) controlled by the brake controller EBC starts working, or within 0.8s to 1.0s after the servo motor 40 starts working, under one of the following three conditions, the braking force generated by the ordinary disc brake and its control system is sufficient to meet the braking requirements, and the motor-assisted drive system does not need to provide braking force. The servo motor 40 reverses and disengages from driving the vehicle's disc brake, and the piston 20 starts driving the vehicle's disc brake to brake independently until the vehicle stops. During the continuous braking time driven by the ordinary disc brake and its control system, the braking distance of the motor-assisted vehicle braking system is the same as that of the ordinary disc brake and its control system. The motor-assisted drive system does not have a braking effect, does not affect the function of the ordinary disc brake and its control system, and does not affect the operation of the anti-lock braking system (ABS) controlled by the brake controller EBC.

[0057] Considering the braking distances across the three time periods, the braking distance of the motor-assisted braking system is shorter than that of the ordinary disc brake and its control system during the time it takes to eliminate the gap between the brake pads and the brake disc under motor-assisted drive, and during the time it takes for the braking force to increase under both motor-assisted drive and ordinary disc brake and its control system. However, during the continuous braking time under the drive of the ordinary disc brake and its control system, the braking distances of the motor-assisted braking system and the ordinary disc brake and its control system are the same. Therefore, the braking distance of the motor-assisted braking system is shorter than that of the ordinary disc brake and its control system. Example 4

[0058] Reference Figures 6-11 and Figures 14-18 This is the fourth embodiment of the present invention, which is based on embodiment 2 and provides an intelligent control method for a motor-assisted driving vehicle braking system, mainly used in intelligent autonomous vehicles, including the following steps: S1: When the lidar 52, millimeter-wave radar 53 and global satellite positioning system signal receiver 54 detect that the car needs to brake, the vehicle controller ECU sends a braking signal to the brake controller EBC and the intelligent motor auxiliary brake controller EABC2. S2: The brake controller EBC sends a brake signal to the master cylinder motor 51, which drives the vacuum booster 37 to assist braking. Brake fluid 23 at a certain pressure flows into the piston hole of the brake caliper body 2 through the oil pipe 30, pushing the piston 20 to move closer to the brake disc 3 and then pressing it against the inner brake pad base plate 25. This causes the inner brake pad friction pad 26 and the outer brake pad friction pad 4 to press against the brake disc 3. The brake disc is subjected to a frictional torque opposite to the direction of rotation, which increases and slows down the car. At the same time, the intelligent motor-assisted brake controller EABC2 sends a brake signal to all servo motors 40. The servo motors 40 unlock and rotate, assisting the piston 20 in braking. S3: When the oil pressure sensor 49 measures the oil pressure in the oil pipe 30, the car can reach its maximum deceleration (deceleration is recorded as its absolute value, and the maximum deceleration can be taken as 7.84 m / s²). 2 When the oil pressure is high, or when the anti-lock braking system (ABS) controlled by the brake controller EBC starts working, or within 0.8s to 1.0s after the servo motor 40 starts working, under one of the following three conditions, the servo motor 40 rotates in the reverse direction, the motor auxiliary drive system releases the brake, and the piston drives the car disc brake alone. After that, the ordinary disc brake performs braking alone, including the braking operation of the ABS system of the ordinary disc brake and the release of the ordinary disc brake. After the car controller ECU sends a braking signal and the servo motor 40 is working in the auxiliary braking operation, the car controller ECU sends a stop braking signal, and the servo motor 40 disengages from the auxiliary braking.

[0059] The principle behind the intelligent motor-assisted braking system reducing braking distance in automobiles is as follows: After the vehicle's ECU sends a braking signal, the servo motor 40 and the master cylinder motor 51 start driving simultaneously. Because the disc brake driven by piston 20 needs to eliminate the gap between the master cylinder 36 and the vacuum booster 37, piston 20 does not actually drive the disc brake during this process. Instead, the servo motor 40 drives the disc brake and generates braking distance. Without motor assistance, the vehicle speed would be high, and the car would coast at high speed. Therefore, during this period, the braking distance of the intelligent motor-assisted braking system is shorter than that of a conventional disc brake system. During the time when the braking force increases as piston 20 drives the disc brake, the servo motor 40 and piston 20 work together to drive the disc brake, resulting in a large driving force and efficient braking. The braking distance is shorter when the piston 20 drives the car disc brake alone because the force increases rapidly. Therefore, during this period, the braking distance of the intelligent motor-assisted driving car braking system is shorter than that of the ordinary disc brake system. When the oil pressure sensor 49 measures that the oil pressure in the oil pipe 30 is sufficient to allow the car to reach maximum deceleration, or when the anti-lock braking system (ABS) controlled by the brake controller EBC starts working, or within 0.8s to 1.0s after the servo motor 40 starts working, under one of the following three conditions, the servo motor 40 disengages from driving the car disc brake, and the piston 20 drives the car disc brake alone. During this period, the braking distance of the intelligent motor-assisted driving car braking system is the same as that of the ordinary disc brake system. Considering the braking distances in the above three time periods, the braking distance of the intelligent motor-assisted driving car disc brake is shorter than that of the ordinary disc brake. Example 5

[0060] Reference Figures 6-11 and Figures 14-18 This is the fifth embodiment of the present invention, which is based on embodiment 4, and provides a braking attitude control method for a motor-assisted driven automobile braking system, including the following steps: S1: When the vehicle controller ECU detects through the gyroscope 50 or the global positioning system signal receiver 54 that the increment of the vehicle's yaw rate is greater than the designed threshold, the vehicle controller ECU sends a signal to the brake controller EBC. S2: The brake controller EBC and the intelligent motor-assisted brake controller EABC2 control the servo motor 40 on one side of the car to unlock and rotate, and cooperate with the disc spring 42 to push the slider 46 to move closer to the brake disc 3, so that the motor-assisted drive device on this side can assist in driving the car disc brake to brake. S3: 0.8s to 1.0s after the servo motor 40 starts working, or if the increase in the yaw rate of the car is less than the designed threshold, the servo motor 40 will rotate in the opposite direction and disengage from the auxiliary brake, and the car's disc brake will brake alone to prevent the car from skidding, understeering, or oversteering.

[0061] The principle of an electric motor-assisted braking system in preventing vehicle skidding, understeer, or oversteer: For example, the brake controller EBC and the intelligent electric motor-assisted brake controller EABC2 control the servo motor 40 of the left front wheel electric motor-assisted drive brake 55 and the servo motor 40 of the left rear wheel electric motor-assisted drive brake 56 to assist braking. The braking force generated by the left-side electric motor-assisted drive device is moved to the plane of symmetry of the vehicle. According to the law of force translation, a braking force and a counterclockwise resistance torque are generated. This braking force causes the vehicle to brake, and this counterclockwise resistance torque prevents the vehicle from skidding or veering clockwise during braking. Since the servo motor 40 responds faster than the piston 20, the response speed to prevent vehicle skidding, understeer, or oversteer during braking is faster, thereby improving the safety and stability of the vehicle.

[0062] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A motor-assisted automotive braking system, comprising a conventional automotive disc brake and its operating system, characterized in that: It also includes an electric motor auxiliary drive device and an electric motor auxiliary drive system. The electric motor auxiliary drive device is installed on a conventional automotive disc brake, and the electric motor auxiliary drive system is connected to the electric motor auxiliary drive device, the conventional automotive disc brake, and their operating system to reduce the action time and braking distance of the entire braking system.

2. The motor-assisted driving vehicle braking system as described in claim 1, characterized in that: The motor-assisted drive device includes a servo motor (40), a guide cylinder (45), a connecting bolt (41), a slider (46), and a rotating shaft (43). The servo motor (40) and the guide cylinder (45) are mounted on the brake caliper body by the connecting bolt (41). The slider (46) is located inside the guide cylinder (45). The rotating shaft (43) is located on the output shaft of the servo motor (40). A connecting hole is provided inside the slider (46), and the rotating shaft (43) is located inside the connecting hole of the slider (46).

3. The motor-assisted driving vehicle braking system as described in claim 2, characterized in that: The slider (46) has an internal thread in its connecting hole and an external thread on its rotating shaft (43). A steel ball (44) is placed between the internal thread and the external thread.

4. The motor-assisted driving vehicle braking system as described in claim 2, characterized in that: A disc spring (42) is provided between the slider (46) and the brake caliper.

5. The motor-assisted driving vehicle braking system as described in claim 2, characterized in that: The motor-assisted drive system includes a piezoelectric ceramic sensor (47), an angle sensor (48), a hydraulic pressure sensor (49), and a conventional motor-assisted brake controller (EABC1). The piezoelectric ceramic sensor (47) is mounted on the brake pedal, the angle sensor (48) is mounted on the brake pedal shaft, and the hydraulic pressure sensor (49) is mounted on the oil pipe near the oil pipe joint. The piezoelectric ceramic sensor (47), the angle sensor (48), and the hydraulic pressure sensor (49) are connected to the conventional motor-assisted brake controller (EABC1) via lines. The conventional motor-assisted brake controller (EABC1) is connected to the brake controller and the servo motor (40) via lines.

6. The motor-assisted driving vehicle braking system as described in claim 2, characterized in that: The motor-assisted drive system includes a master pump motor (51), an oil pressure sensor (49), and an intelligent motor-assisted brake controller (EABC2). The output end of the master pump motor (51) is connected to the vacuum booster. The master pump motor (51) is connected to the brake controller via a line. The oil pressure sensor (49) is located on the oil pipe near the oil pipe joint. The intelligent motor-assisted brake controller (EABC2) is connected to the oil pressure sensor (49), the brake controller, the vehicle controller, and the servo motor (40) via lines.

7. A mechanical control method for an electric motor-assisted vehicle braking system, utilizing the electric motor-assisted vehicle braking system as described in any one of claims 1 to 5, characterized in that, Includes the following steps: S1: The driver presses the brake pedal, and the steering angle sensor or piezoelectric ceramic sensor detects that the driver has pressed the brake pedal. S2: The brake controller and the ordinary motor-assisted brake controller control the servo motor to unlock and rotate, which, together with the disc spring, pushes the slider to move, eliminating the gap between the inner and outer brake pads and the brake disc and pressing them onto the brake disc, thus initially slowing down the car. S3: After the driver presses the brake pedal, the brake fluid flows through the oil pipe into the piston hole of the brake caliper, pushing the piston to move and cooperate with the slider, so that the inner and outer brake pads further press against the brake disc, and the car further decelerates; S4: When the oil pressure sensor measures that the oil pressure in the oil pipe is high enough to allow the car to reach maximum deceleration, or when the anti-lock braking system (ABS) starts working, or within 0.8s to 1.0s after the servo motor starts working, the servo motor will rotate in the reverse direction and disengage from driving the car's disc brakes. After that, the ordinary disc brakes will brake independently.

8. An intelligent control method for a motor-assisted driving vehicle braking system, utilizing the motor-assisted driving vehicle braking system as described in any one of claims 1-4 and 6, characterized in that, Includes the following steps: S1: When the sensor detects that the car needs to brake, the car controller sends a braking signal to the brake controller and the intelligent motor-assisted brake controller. S2: The brake controller sends a brake signal to the master cylinder motor, which causes the brake fluid to flow into the piston hole of the brake caliper through the oil pipe, pushing the piston to move and causing the inner and outer brake pads to press against the brake disc. The intelligent motor assists the brake controller to send a brake signal to the servo motor, which unlocks and rotates, and works with the disc spring to push the slider to move, assisting the piston to brake the brake disc. S3: When the oil pressure sensor measures that the oil pressure in the oil pipe is high enough to allow the car to reach maximum deceleration, or when the anti-lock braking system (ABS) starts working, or within 0.8s to 1.0s after the servo motor starts working, the servo motor will rotate in the reverse direction and disengage from driving the car's disc brakes. After that, the piston will brake independently.

9. A braking attitude control method for a motor-assisted driving vehicle braking system, utilizing the motor-assisted driving vehicle braking system as described in any one of claims 1-4 and 6, characterized in that, Includes the following steps: S1: When the car is braking, the car controller detects through the sensor that the increase in the car's yaw rate is greater than the designed threshold, and the car controller sends a signal to the brake controller. S2: The brake controller and intelligent motor-assisted brake controller control the servo motor on one side of the car to unlock and rotate, which, together with the disc spring, pushes the slider to move, assisting in driving the car's disc brake for braking; S3: 0.8s to 1.0s after the servo motor starts working, or if the increase in the yaw rate of the car is less than the designed threshold, the servo motor will rotate in the opposite direction and disengage from the auxiliary braking, and the car's disc brakes will brake alone if one of the two conditions is met.

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