Parking control system and method and vehicle

Abstract

The embodiment of the invention provides a parking control system and method and a vehicle. The system comprises a whole vehicle control assembly, a hydraulic assembly, a hydraulic control assembly and a brake assembly, and the whole vehicle control assembly, the hydraulic assembly, the hydraulic control assembly and the brake assembly are sequentially connected; hydraulic oil in the hydraulic assembly is controlled to be charged and discharged into the hydraulic control assembly; and the hydraulic control assembly is used for adjusting the acting force of the thrust rod piece and the spring energy storage piece on the braking assembly according to the hydraulic pressure of the hydraulic oil on the thrust rod piece and the spring energy storage piece in the hydraulic control assembly when the hydraulic oil in the hydraulic assembly is charged and discharged into the hydraulic control assembly, so that the braking assembly controls the vehicle to enter different braking states. The system achieves the effect of reducing potential safety hazards of the vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle safety, in particular to a parking control system, method and vehicle. BACKGROUND

[0002] As the core subsystem of vehicle safety, vehicle braking system is accelerating towards electronic evolution with the tide of electrification and intelligentization. In the field of new energy commercial vehicles and high-end passenger vehicles, electronic hydraulic brake system (EHB) has gradually replaced the traditional vacuum assisted brake architecture and become the basic platform to support L2+ level intelligent driving functions such as automatic emergency braking (AEB), hill start assist (HSA) and energy recovery coordination.

[0003] When the current electronic hydraulic brake system is in use, the vehicle control unit (VCU) receives signals such as wheel speed and pedal stroke through the CAN network and generates brake force demand instructions. The controller in the electronic hydraulic brake system analyzes the instructions and drives the proportional electromagnetic valve to adjust the hydraulic line pressure to control the flow of brake fluid to the wheel cylinder. The parking function relies on an independent mechanical locking mechanism (such as a parking spring + electromagnetic valve), which needs to be completely released to compress the spring when it is released. The entire system highly depends on the stable operation of electronic control units, hydraulic actuators and communication networks, and mechanical redundancy design is only used as a basic safety backup.

[0004] However, the existing electronic hydraulic brake system highly depends on the stable operation of electronic control units, hydraulic actuators and communication networks. When the electronic hydraulic brake system is abnormal, there is a major hidden danger of functional safety degradation or even complete failure, which has a major impact on user safety. SUMMARY

[0005] The parking control system, method and vehicle provided by the embodiments of the present application can reduce the safety hazards of the vehicle.

[0006] In a first aspect, the embodiments of the present application provide a parking control system, which comprises a vehicle control assembly, a hydraulic assembly, a hydraulic control assembly and a brake assembly, and the vehicle control assembly, the hydraulic assembly, the hydraulic control assembly and the brake assembly are connected in sequence:

[0007] The vehicle control assembly is configured to receive a first control signal generated by a hand brake switch and control the charging and discharging of hydraulic oil in the hydraulic assembly to the hydraulic control assembly according to the first control signal.

[0008] The hydraulic control assembly is configured to adjust the force of the push rod and the spring energy storage member on the brake assembly according to the hydraulic pressure of the hydraulic oil on the push rod and the spring energy storage member in the hydraulic control assembly when the hydraulic oil in the hydraulic assembly is charged and discharged to the hydraulic control assembly, so that the brake assembly controls the vehicle to enter different braking states.

[0009] In one possible implementation, the hydraulic control assembly includes a first hydraulic chamber and a second hydraulic chamber respectively connected to a hydraulic assembly. A spring energy storage element is disposed in the first hydraulic chamber, one end of a thrust rod is disposed in the second hydraulic chamber and connected to the spring energy storage element, and the other end of the thrust rod is connected to a braking assembly outside the second hydraulic chamber; wherein...

[0010] When hydraulic oil in the hydraulic assembly is added to the second hydraulic chamber and released from the first hydraulic chamber, the thrust rod is controlled to push the braking assembly based on the energy released by the spring energy storage component on the thrust rod and the hydraulic pressure of the hydraulic oil in the second hydraulic chamber on the thrust rod, so that the braking assembly controls the vehicle to enter the parking brake state.

[0011] When the hydraulic oil in the hydraulic assembly is released from the second hydraulic chamber and added to the first hydraulic chamber, the hydraulic oil in the first hydraulic chamber controls the spring energy storage component to recover energy, and the spring energy storage component drives the thrust rod to pull back the braking assembly, so that the braking assembly controls the vehicle to enter the parking brake release state.

[0012] In one possible implementation, when the vehicle is in the parking brake released state, the vehicle control assembly includes an electro-hydraulic brake, connected to the brake pedal; the thrust rod is detachably connected to the spring energy storage component, wherein...

[0013] An electro-hydraulic brake is used to receive a second control signal from the brake pedal and, based on the second control signal, control the hydraulic components to supply hydraulic oil to the second hydraulic chamber.

[0014] The second hydraulic chamber is used to control the separation of the thrust rod from the spring energy storage component based on the hydraulic pressure of the hydraulic oil in the second hydraulic chamber, and to control the thrust rod to push the braking assembly so that the vehicle can perform service braking.

[0015] In one possible implementation, when the vehicle transitions from a parking brake state to a parking brake release state, the vehicle control assembly further includes a vehicle controller, which is connected to both the handbrake switch and the motor sensor; wherein...

[0016] Motor sensors are used to acquire information about the load conditions of the drive motor when the vehicle is in the parking brake state.

[0017] The vehicle controller is used to receive load condition information and a first control signal, and to control the hydraulic pressure of the hydraulic oil added to the first hydraulic chamber according to the load condition information and the first control signal.

[0018] In one possible implementation, when the vehicle enters the parking brake state, the vehicle controller in the vehicle control assembly is connected to the axle load sensor; wherein...

[0019] Axle load sensors are used to acquire axle load information of a vehicle when it is under heavy load.

[0020] The vehicle controller is used to receive axle load information and a first control signal, and control the hydraulic pressure of the hydraulic oil added to the second hydraulic chamber according to the axle load information and the first control signal.

[0021] In one possible implementation, when the vehicle control components are in a failed state,

[0022] The spring energy storage component is also used to release energy to the thrust rod to control the thrust rod to push the braking assembly and control the vehicle to enter the parking brake state.

[0023] In one possible implementation, the hydraulic assembly includes a brake fluid reservoir, a hydraulic pump, and a solenoid valve; wherein...

[0024] The brake fluid reservoir, connected to the hydraulic control components via hydraulic lines, is used to store and release hydraulic fluid.

[0025] The hydraulic pump and solenoid valve are both installed on the hydraulic oil pipes and connected to the vehicle control components respectively. They are used to fill or drain the hydraulic oil in the brake fluid reservoir to the hydraulic control components at a preset oil pressure in response to the control of the vehicle control components.

[0026] In one possible implementation, the braking assembly includes a brake rocker arm, brake shoes, and a brake drum; wherein,

[0027] The brake rocker arm, linked with the thrust rod, is used to convert the linear motion of the thrust rod into the opening or closing of the brake shoes.

[0028] Brake shoes, connected to the brake rocker arm, are used to contact the brake drum and generate friction.

[0029] A brake drum, which is connected to brake shoes, is used to brake a vehicle by contacting the brake drum and generating friction.

[0030] Secondly, embodiments of this application provide a vehicle, including a parking control system.

[0031] Thirdly, embodiments of this application provide a parking control method, including:

[0032] Receive the first control signal generated by the handbrake switch;

[0033] According to the first control signal, the hydraulic oil in the hydraulic assembly is controlled to be filled and drained into the hydraulic control assembly. When the hydraulic oil in the hydraulic assembly is filled and drained into the hydraulic control assembly, the hydraulic control assembly adjusts the force exerted by the thrust rod and spring energy storage component on the braking assembly according to the hydraulic pressure of the hydraulic oil on the thrust rod and spring energy storage component in the hydraulic control assembly, and controls the vehicle to enter different braking states through the braking assembly.

[0034] Fourthly, embodiments of this application provide a parking control device, including:

[0035] The receiving module is used to receive the first control signal generated by the handbrake switch;

[0036] The control module is used to control the hydraulic oil in the hydraulic assembly to fill and drain into the hydraulic control assembly according to the first control signal. When the hydraulic oil in the hydraulic assembly fills and drains into the hydraulic control assembly, the hydraulic control assembly adjusts the force exerted by the thrust rod and spring energy storage device on the braking assembly according to the hydraulic pressure of the hydraulic oil on the thrust rod and spring energy storage device in the hydraulic control assembly, and controls the vehicle to enter different braking states through the braking assembly.

[0037] Fifthly, embodiments of this application provide an electronic device, including: a memory and a processor;

[0038] The memory stores instructions that the computer executes;

[0039] The processor executes computer execution instructions stored in memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0040] In a sixth aspect, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0041] In a seventh aspect, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0042] The parking control system, method, and vehicle provided in this application embodiment, when the vehicle control component receives a first control signal generated by the handbrake switch, controls the hydraulic oil in the hydraulic component to be filled and drained into the hydraulic control component according to the first control signal. Thus, the hydraulic control component can adjust the force of the spring energy storage component on the braking component according to the filled and drained hydraulic oil, so that the vehicle can brake through the action of the spring energy storage component and the action of the thrust rod, ensuring that parking failure is not caused by insufficient braking force, thereby reducing the safety hazards of the vehicle. Attached Figure Description

[0043] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0044] Figure 1This is a schematic diagram of the parking control system provided in this application;

[0045] Figure 2 This is a schematic diagram of the structure of the hydraulic control assembly provided in the embodiments of this application;

[0046] Figure 3 A schematic diagram of the hydraulic control components when the vehicle enters the parking brake state, as provided in the embodiments of this application. Figure 1 ;

[0047] Figure 4 A schematic diagram of the hydraulic control components when the vehicle enters the parking brake state, as provided in the embodiments of this application. Figure 2 ;

[0048] Figure 5 A schematic diagram of the hydraulic control components when the vehicle enters the parking brake state, as provided in the embodiments of this application. Figure 3 ;

[0049] Figure 6 A schematic diagram of the structure of a vehicle with a parking control system provided in an embodiment of this application;

[0050] Figure 7 This is a schematic diagram of the network topology of the vehicle control component provided in the embodiments of this application;

[0051] Figure 8 A flowchart illustrating the parking control method provided in this application;

[0052] Figure 9 A schematic diagram of the parking control device provided in this application;

[0053] Figure 10 A schematic diagram of the structure of the electronic device provided in this application.

[0054] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0055] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0056] First, let me explain the terms used in this application:

[0057] An electro-hydraulic braking system (EHB) refers to a braking system that uses electrical signals as control input and generates braking force through an electro-hydraulic actuator. It replaces the vacuum booster and some mechanical connections in traditional braking systems. The electronic control unit receives commands from the brake pedal displacement or the vehicle controller, driving a hydraulic pump or solenoid valve to regulate the brake fluid pressure, thereby achieving precise, rapid, and independent control of the braking force on each wheel. It is widely used in new energy vehicles and intelligent driving vehicles.

[0058] The Vehicle Control Unit (VCU) refers to the core control unit of a new energy vehicle or intelligent connected vehicle, responsible for coordinating and managing the operating status of various subsystems of the vehicle. The VCU collects driver operation signals (such as accelerator pedal, brake pedal, handbrake switch, etc.) and vehicle status information (such as vehicle speed, battery status, load, etc.), and, in conjunction with control strategies, sends instructions to the motor controller, battery management system, electronic braking system, etc., to achieve functions such as energy management, drive control, braking coordination, and parking control.

[0059] Braking status refers to the current operating mode of a vehicle's braking system, mainly including parking brake status, parking brake release status, and service brake status. Parking brake status means the energy storage spring is released and presses against the brake shoes, reliably locking the vehicle when stationary and preventing it from rolling. Parking brake release status means the energy storage spring is compressed hydraulically or electronically, disengaging the brake shoes from the brake drum, allowing the vehicle to move freely. Service brake status refers to the dynamic braking process during vehicle operation, where the electro-hydraulic braking system applies hydraulic pressure based on brake pedal input or active safety system commands to achieve deceleration or stopping.

[0060] Existing braking technologies still face multiple challenges in medium and large-sized vehicle applications: traditional air-assisted braking systems, while offering high safety due to constant spring braking, rely on air supply, have complex structures, slow response times, and are difficult to integrate deeply with intelligent driving systems; while electro-hydraulic braking systems, although achieving electronic control and rapid response, possessing good pedal decoupling and active braking capabilities, lack reliable mechanical redundancy under extreme conditions such as heavy loads or air / hydraulic circuit failures, posing safety hazards. Especially for commercial vehicles with large load variations and high safety requirements, existing solutions either have high redundancy costs (such as dual-circuit EHB + four-channel backup) or cannot simultaneously address parking braking force strength, dynamic braking force distribution, and fault tolerance, making it difficult to meet the demands for high reliability, strong parking force, adaptive braking, and low-cost redundancy. Therefore, a new braking architecture that integrates mechanical reliability and electronic intelligence is urgently needed.

[0061] This application provides a parking control system, method, and vehicle. When the vehicle control component receives a first control signal generated by the handbrake switch, it controls the hydraulic oil in the hydraulic component to be filled or drained into the hydraulic control component according to the first control signal. The hydraulic control component adjusts the force of its internal spring energy storage component on the braking component according to the filled or drained hydraulic oil, so that the vehicle can achieve braking through the action of the spring energy storage component and the action of the thrust rod, thereby effectively avoiding problems such as parking failure due to insufficient braking force and reducing vehicle safety hazards.

[0062] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0063] Figure 1 A schematic diagram of the parking control system provided in this application is shown below. Figure 1 As shown, the parking control system may include a vehicle control component, a hydraulic component, a hydraulic control component, and a braking component, which are connected sequentially.

[0064] The vehicle control component is used to receive the first control signal generated by the handbrake switch, and according to the first control signal, control the hydraulic oil in the hydraulic component to be filled and drained into the hydraulic control component.

[0065] The hydraulic control component is used to adjust the force exerted by the thrust rod and spring energy storage component on the braking component based on the hydraulic pressure of the hydraulic oil on the thrust rod and spring energy storage component in the hydraulic control component when the hydraulic oil is filled or drained into the hydraulic control component, so that the braking component controls the vehicle to enter different braking states.

[0066] The handbrake switch is the human-machine interface of the vehicle's parking brake system. It can be a Hall sensor integrated with an electronic button or mechanical lever. The handbrake switch can be installed in the central control area of ​​the cockpit. It can sense the driver's intention to apply or release the parking brake in real time. When the driver triggers the switch, the internal contacts close or the magnetic field changes to generate a first control signal. The first control signal can be transmitted to the vehicle control components through a hard wire or CAN network.

[0067] The first control signal can be transmitted in the form of a 12V high / low level hard-wired signal or a CAN message, and may include the driver operation type (park / release), operation timestamp, and signal validity identifier. In some embodiments, after receiving the first control signal, the vehicle control component can perform signal filtering, dual-path verification, and fault diagnosis processing on the first control signal to convert it into a hydraulic control command. After obtaining the hydraulic control command, it can send it to the hydraulic component, which controls the filling and draining of hydraulic oil according to the hydraulic control command.

[0068] Controlling the flow of hydraulic oil in and out of the hydraulic control component can refer to either inputting hydraulic oil from the hydraulic component to the hydraulic control component, or recovering hydraulic oil from the hydraulic control component back to the hydraulic component.

[0069] A hydraulic control assembly can refer to an actuator used for vehicle braking, which may include a hydraulic chamber, a thrust rod, and a spring energy storage device. When the hydraulic assembly fills the hydraulic chamber with hydraulic oil, the hydraulic oil can act on the thrust rod and the spring energy storage device, thereby adjusting the force exerted by the thrust rod and the spring energy storage device on the braking assembly. When the braking assembly receives different forces, it can control the vehicle to enter different braking states.

[0070] For example, the hydraulic pressure of hydraulic oil on the thrust rod can push the thrust rod and provide a positive force for the braking assembly, or it can pull back the thrust rod and provide a reverse force for the braking assembly.

[0071] The hydraulic pressure of the hydraulic oil on the spring energy storage component can be zero, causing the spring energy storage component to release energy to provide a positive force to the braking assembly. Alternatively, the hydraulic oil can be applied to the spring energy storage component in the opposite direction, causing the spring energy storage component to recover energy and avoid providing a force to the braking assembly.

[0072] When the spring energy storage component and the thrust rod simultaneously provide a positive force to the braking assembly, the braking assembly can brake the vehicle to put the vehicle into a parking brake state.

[0073] When the spring energy storage component does not provide force to the braking assembly, and the thrust rod provides a reverse force to the braking assembly, the braking assembly can release the vehicle's parking brake.

[0074] Braking components can serve as the final energy conversion device in a vehicle safety system. They can dynamically adjust the normal pressure between the braking friction pairs by using the force output from the spring energy storage components and thrust rods in the hydraulic control components through a precise mechanical transmission chain (such as a cam, push rod, or caliper mechanism). This converts the input force into a frictional resistance torque with controllable amplitude and precise response. This resistance torque acts directly on the wheel, enabling braking state control from full release and gradual braking to full locking.

[0075] Therefore, the parking control system provided in this application can, after receiving the first control signal generated by the handbrake switch, control the hydraulic component to charge or release hydraulic oil into the hydraulic control component according to the first signal, thereby adjusting the force of the spring energy storage component and the thrust rod in the hydraulic control component on the braking component, so that the vehicle can achieve reliable parking braking by combining the elastic force of the spring energy storage component and the mechanical action of the thrust rod, thereby reducing the safety hazards of the vehicle.

[0076] Figure 2 This is a schematic diagram of the structure of the hydraulic control component provided in the embodiments of this application, such as... Figure 2 As shown, the hydraulic control assembly includes a first hydraulic chamber 100 and a second hydraulic chamber 200 respectively connected to the hydraulic assembly. A spring energy storage member 300 is disposed in the first hydraulic chamber 100. One end of the thrust rod 400 is disposed in the second hydraulic chamber 200 and connected to the spring energy storage member 300. The other end of the thrust rod 400 is connected to the braking assembly 500 outside the second hydraulic chamber 200.

[0077] The first hydraulic chamber 100 and the second hydraulic chamber 200 can be interconnected hydraulic chambers;

[0078] The spring energy storage component 300 is disposed in the first hydraulic chamber 100, and the fixed end of the spring energy storage component 300 is fixedly connected to the inner wall of the first hydraulic chamber 100. The movable end of the spring energy storage component 300 can reciprocate within the first hydraulic chamber 100 and is connected to the thrust rod 400 in the second hydraulic chamber 200.

[0079] One end of the thrust rod 400 is located in the second hydraulic chamber 200 and can move in the second hydraulic chamber 200. This allows the other end of the thrust rod 400 to move and provides force to the braking assembly 500 connected to the other end of the thrust rod 400.

[0080] In this embodiment, the spring energy storage component 300 may include a spring body 310, a first thrust plate 320, and a connecting rod 330. The first thrust plate 320 is disposed within the first hydraulic chamber 100 and is slidably and sealingly connected to the inner wall of the first hydraulic chamber 100. Thus, the first hydraulic chamber 100 can be divided into a first chamber and a second chamber. The first chamber houses the spring body 310, with its fixed end fixedly connected to the inner wall of the chamber and its movable end connected to the first thrust plate 320. The second chamber houses the connecting rod 330, one end of which... The spring body 310 is connected to the first thrust plate 320, and its other end passes through the cavity wall between the first hydraulic chamber 100 and the second hydraulic chamber 200, and is connected to the thrust rod 400 in the second hydraulic chamber 200. The cavity wall of the second hydraulic chamber is provided with a first hydraulic oil hole 110. When the hydraulic component inputs hydraulic oil through the hydraulic oil hole, the spring body 310 contracts under the action of the first thrust plate 320 to recover energy. When the hydraulic component recovers hydraulic oil through the hydraulic oil hole, the spring body 310 releases energy and pushes the thrust rod 400 through the connecting rod 330 to provide a positive force for the braking component 500.

[0081] The thrust rod 400 includes a second thrust disc 410 and a push rod 420. The second thrust disc 410 is disposed within the second hydraulic chamber 200 and is slidably and sealingly connected to the inner wall of the second hydraulic chamber 200, thereby dividing the second hydraulic chamber 200 into a third chamber and a fourth chamber. One end of the push rod 420 slides through the wall of the fourth chamber and connects to the second thrust disc 410, while the other end of the push rod 420 can be connected to the braking assembly 500. The third chamber can be located near the second chamber. The third chamber has a connecting rod 330 that passes through it and connects to the second thrust plate 410. The third chamber has a second hydraulic oil hole 210 on its wall. When the hydraulic assembly inputs hydraulic oil through the hydraulic oil hole, the second thrust plate 410 is forced to push the push rod 420 to provide a positive force to the braking assembly 500. When the hydraulic assembly recovers hydraulic oil through the hydraulic oil hole, the second thrust plate 410 is forced to pull back the push rod 420 to provide a reverse force to the braking assembly 500.

[0082] Figure 3 A schematic diagram of the hydraulic control components when the vehicle enters the parking brake state, as provided in the embodiments of this application. Figure 1 ,like Figure 3 As shown, when hydraulic oil in the hydraulic assembly is added to the second hydraulic chamber 200 and released from the first hydraulic chamber 100, the thrust rod 400 is controlled to push the braking assembly 500 based on the energy released by the spring energy storage member 300 on the thrust rod 400 and the hydraulic pressure of the hydraulic oil in the second hydraulic chamber 200 on the thrust rod 400, so that the braking assembly 500 controls the vehicle to enter the parking brake state.

[0083] The energy released to the thrust rod 400 can refer to the process in which the spring in the spring energy storage component 300 pushes the thrust rod 400 by extending.

[0084] Hydraulic oil from the hydraulic assembly is added to the second hydraulic chamber 200. The hydraulic oil can apply hydraulic pressure to the thrust rod 400, thereby providing forward movement of the thrust rod 400. At the same time, the hydraulic oil is released from the first hydraulic chamber 100, and the spring energy storage component 300 is in an extended state, which can also push the thrust rod 400 to move forward. Thus, through the combined action of the hydraulic oil and the spring energy storage component 300, reliable parking brake can be achieved, thereby reducing the safety hazards of the vehicle.

[0085] Figure 4 A schematic diagram of the hydraulic control components when the vehicle enters the parking brake state, as provided in the embodiments of this application. Figure 2 ,like Figure 4 As shown, when the hydraulic oil in the hydraulic assembly is released from the second hydraulic chamber 200 and added to the first hydraulic chamber 100, the hydraulic oil in the first hydraulic chamber 100 controls the spring energy storage component 300 to recover energy, and the spring energy storage component 300 drives the thrust rod 400 to pull back the brake assembly 500, so that the brake assembly 500 controls the vehicle to enter the parking brake release state.

[0086] The energy recovery of the spring energy storage component 300 can refer to the process of spring contraction in the spring energy storage component 300.

[0087] Hydraulic oil in the hydraulic assembly is released from the second hydraulic chamber 200. The thrust rod 400 is not affected by the hydraulic oil and can move in the opposite direction within the second hydraulic chamber 200. At the same time, hydraulic oil in the hydraulic assembly is added to the first hydraulic chamber 100, which causes the spring energy storage member 300 to be pulled back and compressed. This drives the thrust rod 400 to move in the opposite direction within the second hydraulic chamber 200, thereby pulling back the brake assembly 500 and providing a reverse force to the brake assembly 500, causing the vehicle to enter the parking brake release state.

[0088] Therefore, by compressing the spring energy storage component to put the vehicle into the parking brake release state, the mechanical impact during the release process can be effectively buffered, making the brake release action smoother and more seamless. This avoids vehicle body shaking, transmission system shock, or passenger discomfort caused by sudden release of braking force, thereby improving the comfort and reliability of parking control and reducing potential safety hazards to the vehicle.

[0089] In this embodiment, when the vehicle is in the parking brake released state, the vehicle control assembly includes an electro-hydraulic brake, which is connected to the brake pedal; the thrust rod is detachably connected to the spring energy storage component.

[0090] An electro-hydraulic brake is used to receive a second control signal from the brake pedal and, based on the second control signal, control the hydraulic components to supply hydraulic oil to the second hydraulic chamber.

[0091] The second hydraulic chamber is used to control the separation of the thrust rod from the spring energy storage component based on the hydraulic pressure of the hydraulic oil in the second hydraulic chamber, and to control the thrust rod to push the braking assembly so that the vehicle can perform service braking.

[0092] The brake pedal refers to the human-machine interface component used by the driver to trigger the service brake operation. It is connected to the electro-hydraulic brake in the vehicle control assembly. When the driver presses the brake pedal, a second control signal representing the braking intention is generated. This signal is transmitted to the electro-hydraulic brake, which then controls the hydraulic assembly to inject hydraulic oil into the second hydraulic chamber. As the hydraulic oil pressure in the second hydraulic chamber builds up, the resulting hydraulic pressure acts on the thrust rod. On the one hand, it pushes the thrust rod to separate from the spring energy storage component (ensuring the release of the parking brake). On the other hand, it drives the thrust rod to further push the braking assembly, thereby realizing the vehicle's service brake. In this embodiment, the thrust rod and the spring energy storage component can be connected by a preset mechanical mating structure. For example, a guide sleeve or connecting seat can be provided at one end of the spring energy storage component, and a matching flange, slot, or limiting step can be provided at the corresponding end of the thrust rod. In the pre-compressed state of the spring, the thrust rod is pressed into or embedded in the connection structure, and the two are maintained in contact and linkage by the pre-tightening force of the spring energy storage component itself. This connection does not require an additional locking mechanism. In the parking brake state, the spring force can be stably transmitted to the braking component, and under hydraulic action, it can be separated as needed, thereby realizing the functions of constant connection and controllable disengagement.

[0093] Figure 5 A schematic diagram of the hydraulic control components when the vehicle enters the parking brake state, as provided in the embodiments of this application. Figure 3 ,like Figure 5 As shown, the spring energy storage component 300 in the first hydraulic chamber 100 is in a recharged state by the action of hydraulic oil, and the thrust rod 400 in the second hydraulic chamber 200 is separated from the spring energy storage component 300 by the hydraulic pressure of the hydraulic oil.

[0094] In this embodiment, when the vehicle transitions from a parking brake state to a parking brake release state, the vehicle control assembly further includes a vehicle controller, which is connected to both the handbrake switch and the motor sensor.

[0095] Motor sensors are used to acquire information about the load conditions of the drive motor when the vehicle is in the parking brake state.

[0096] The vehicle controller is used to receive load condition information and a first control signal, and to control the hydraulic pressure of the hydraulic oil added to the first hydraulic chamber according to the load condition information and the first control signal.

[0097] The load condition information of the drive motor can refer to the three-dimensional dynamic parameter set reported in real time by the motor controller, which may include: 1. the output torque of the drive motor; 2. the vehicle slope angle; 3. the axle load distribution; the three are transmitted to the vehicle controller through the CAN FD bus at a period of 10ms.

[0098] After obtaining the three-dimensional dynamic parameter set, a static load fingerprint of the vehicle in the parking state can be constructed. For example, when a 30-ton truck is parked on a 15% slope, the system can identify it as a "high load condition" (motor maintains 200Nm static torque to prevent creep, rear axle load 32 tons, slope 15%). This fingerprint can determine the minimum hydraulic pressure threshold required to release the parking.

[0099] It is important to note that this minimum threshold is the starting point for pressure control. The system can dynamically generate a target pressure curve based on the load fingerprint. For example, under high load conditions, the initial pressure is 195 bar, but it needs to gradually decrease to 0 bar at a slope of 48 bar / s according to the motor torque increase rate (e.g., 52 Nm / s), forming a pressure decay trajectory that matches the increase in driving force.

[0100] In some embodiments, the division of different load conditions can be determined based on preset three-dimensional basic thresholds. For example, firstly, three-dimensional basic thresholds are set (motor torque 120Nm, slope 8%, single shaft load 20 tons). When any parameter exceeds the threshold, a first-level judgment is initiated. If two or more parameters exceed the limit at the same time, a second-level weighted calculation is triggered (weighting coefficients: shaft load 0.5, slope 0.3, torque 0.2). A comprehensive score ≥ 0.75 is defined as "high load condition", a comprehensive score of 0.4~0.74 is "medium load condition", and a comprehensive score < 0.4 is "low load condition".

[0101] In addition, each type of working condition corresponds to a specific pressure and time mapping function: "high load condition" can use an exponential decay curve, "medium load condition" can use a linear ramp, and "low load condition" can use a segmented constant pressure to ensure that the spring release rate and the driving force increase are strictly synchronized.

[0102] Therefore, the vehicle controller, drive motor and electro-hydraulic brake can work together through the CAN network to achieve precise control of the hydraulic pressure between (0~200) bar, thereby controlling the release speed of the energy storage spring, realizing the slow release and slow increase of brake pad pressure, and thus realizing the anti-rollback start function.

[0103] In this embodiment of the application, when the vehicle enters the parking brake state, the vehicle controller in the vehicle control assembly is connected to the axle load sensor; wherein...

[0104] Axle load sensors are used to acquire axle load information of a vehicle when it is under heavy load.

[0105] The vehicle controller is used to receive axle load information and a first control signal, and control the hydraulic pressure of the hydraulic oil added to the second hydraulic chamber according to the axle load information and the first control signal.

[0106] Among them, the axle load sensor can refer to a high-precision strain measurement device installed at the suspension support of the vehicle axle. It can adopt a full-bridge strain gauge design and output the axle load information of the vehicle by detecting the micro-strain of the axle metal structure under load.

[0107] Vehicle axle load information can refer to the dynamic load distribution dataset output by axle load sensors, which may include front axle load, drive axle load, trailer axle load, and characteristic quantities derived therefrom such as load transfer rate and axle load offset angle.

[0108] Heavy load condition refers to the condition under which a vehicle is in heavy load transportation operation. Heavy load transportation operation can refer to the operating conditions under which a vehicle is fully loaded or close to its maximum design load capacity. It is characterized by large total vehicle mass, high inertia, heavy braking load, and large stress on the transmission system and chassis components.

[0109] When the vehicle is under heavy-load transportation conditions, the axle load sensor can monitor the dynamic changes of axle load in real time and transmit the data to the vehicle controller periodically via the CANFD bus. The vehicle controller can determine the hydraulic pressure of the hydraulic oil added to the second hydraulic chamber based on the axle load information to increase the hydraulic pressure on the thrust rod, thereby realizing load-adaptive braking enhancement and improving braking efficiency and braking stability.

[0110] In some embodiments, the hydraulic pressure of the hydraulic oil added to the second hydraulic chamber can be determined based on a mapping table characterizing the relationship between different axle loads (such as no load, half load, and full load) and the target pressure of the second hydraulic chamber required for service braking. The mapping table is established through vehicle calibration during the development phase.

[0111] In this embodiment of the application, when the vehicle control component is in a malfunctioning state...

[0112] The spring energy storage component is also used to release energy to the thrust rod to control the thrust rod to push the braking assembly and control the vehicle to enter the parking brake state.

[0113] Among them, failure status can refer to the component being unable to perform its core control functions normally due to reasons such as power failure, communication interruption, internal hardware damage, software crash or loss of key signals, which may result in the partial or complete loss of safety-related functions such as vehicle parking brake, service brake or load adaptive compensation, thereby potentially affecting driving safety.

[0114] When the vehicle control components fail, the spring energy storage component, being unaffected by hydraulic oil, can be in a state of releasing energy (extended state). This allows it to push the thrust rod to provide a positive force to the braking components, enabling the vehicle to brake automatically and stop, thus providing emergency protection and realizing the mechanical redundancy function of the vehicle control group.

[0115] In this embodiment, the hydraulic assembly includes a brake fluid reservoir, a hydraulic pump, and a solenoid valve; wherein,

[0116] The brake fluid reservoir, connected to the hydraulic control components via hydraulic lines, is used to store and release hydraulic fluid.

[0117] A hydraulic pump and a solenoid valve are installed on the hydraulic oil pipe and connected to the vehicle control component respectively. In response to the control of the vehicle control component, the hydraulic oil in the brake fluid reservoir is filled or drained into the hydraulic control component at a preset oil pressure.

[0118] The brake fluid reservoir is connected to the first and second hydraulic chambers in the hydraulic control assembly via hydraulic oil pipes. The hydraulic pump and solenoid valve are installed on the hydraulic oil pipes and are connected to the vehicle control assembly for control.

[0119] Therefore, after receiving the first control signal generated by the handbrake switch or the second control signal from the brake pedal, the vehicle control assembly can control the hydraulic oil in the brake fluid reservoir to be filled or drained into the first hydraulic chamber and / or the second hydraulic chamber in the hydraulic control assembly at a preset oil pressure according to the corresponding control signal.

[0120] In this embodiment, the solenoid valve can be a vehicle solenoid valve, which refers to an electronically controlled switch element integrated into the vehicle's electro-hydraulic braking system. It is used to control the opening or closing or flow direction of the hydraulic oil circuit according to the instructions of the vehicle control components, thereby adjusting the pressure of the hydraulic chamber during vehicle braking. For example, when the driver presses the brake pedal, the vehicle controller sends an electrical signal to drive the vehicle solenoid valve to open or adjust its opening, so that the hydraulic oil output by the hydraulic pump enters the first hydraulic chamber and / or the second hydraulic chamber as needed, thereby achieving a precise and rapid response to the vehicle braking force.

[0121] In this embodiment, the braking assembly includes a brake rocker arm, brake shoes, and a brake drum; wherein,

[0122] The brake rocker arm, linked with the thrust rod, is used to convert the linear motion of the thrust rod into the opening or closing of the brake shoes.

[0123] Brake shoes, connected to the brake rocker arm, are used to contact the brake drum and generate friction.

[0124] A brake drum, which is connected to brake shoes, is used to brake a vehicle by contacting the brake drum and generating friction.

[0125] The brake rocker arm can refer to a component that converts linear motion into rotational motion via a cam or lever structure, used to drive the brake shoes to open or close. In some embodiments, the brake shoe adjusting arm and the push rod can be connected by a cam structure, which converts the linear motion of the push rod into the rotational motion of the brake shoes.

[0126] The cam structure consists of a cam disc and a follower. The cam disc is fixedly connected to the push rod, and the follower is linked to the brake shoe adjusting arm. When the push rod moves linearly due to the hydraulic pressure of the hydraulic cylinder, the cam disc rotates with the push rod, causing the follower to slide along the cam profile, thereby driving the brake shoe adjusting arm to rotate. This rotational motion causes the brake shoes to open or close, generating frictional force through contact with the brake drum. The rotation angle of the cam structure is proportional to the linear movement of the push rod, ensuring precise control of the brake shoe pressure.

[0127] In some embodiments, a lever connection mechanism is provided between the follower of the cam structure and the brake shoe, and the lever connection mechanism adjusts the opening force of the brake shoe through the lever ratio.

[0128] The lever connection mechanism can consist of a fulcrum, a lever arm, and a load arm. The lever arm is connected to the driven member, and the load arm is fixed to the brake shoe adjusting arm. When the driven member is displaced due to the rotational motion of the cam structure, the lever arm converts the displacement into the rotational motion of the load arm through the fulcrum. The rotation angle of the load arm is proportional to the displacement of the lever arm. By adjusting the lever ratio (the ratio of the length of the lever arm to the length of the load arm), the opening force of the brake shoe can be amplified or reduced, thereby optimizing the friction output.

[0129] The axle load sensor can also be connected to the brake pads to sense axle load changes and transmit data to the vehicle controller. It indirectly measures axle load distribution by detecting changes in the force on the adjusting arm. When the axle load changes, the force state of the adjusting arm changes, and the axle load sensor converts the force data into an electrical signal, which is then transmitted to the vehicle controller. The vehicle controller adjusts the hydraulic pressure output of the parking solenoid valve based on the data, ensuring that the brake pad pressure is synchronized with the axle load changes.

[0130] Brake pads are friction elements that come into contact with the brake drum and generate friction. They can be made of wear-resistant materials, such as metal friction pads or ceramic friction pads.

[0131] The brake drum can be a rotating component that mates with brake shoes, and it can be mounted on the wheel to achieve braking through friction. In some embodiments, the brake drum can be a cast iron brake drum or an aluminum alloy brake drum.

[0132] When the thrust rod moves under a positive force, the push rod of the thrust rod drives the brake rocker arm to rotate in the positive direction, causing the brake shoes to open and press against the brake drum, thereby generating friction to achieve parking brake or service brake.

[0133] When the thrust rod moves under a reverse force, the push rod of the thrust rod drives the brake rocker arm to rotate in the opposite direction, causing the brake shoes to open and return to their original position and disengage from the brake drum, thereby releasing the parking brake. In this embodiment, there is one or more hydraulic control components, and each hydraulic control component is used to brake at least one wheel of the vehicle.

[0134] The vehicle's hydraulic control components can adopt a distributed or multi-channel design, meaning the vehicle is equipped with more than one set of hydraulic control components, each set independently controlling the braking action of at least one wheel. For example, in a four-wheeled vehicle, four hydraulic control components can be configured to correspond to the four wheels respectively, or two sets of components can control the wheels on the front and rear axles or the wheels on the left and right sides respectively, thereby realizing independent adjustment of the braking force of each wheel and improving braking response accuracy, stability and safety.

[0135] Figure 6 This is a structural diagram of a vehicle with a parking control system provided in an embodiment of this application, as shown below. Figure 6 As shown, the vehicle includes: handbrake switch, brake fluid reservoir, fluid lines, brake pedal, signal lines, brake arm, push rod, service grip disc, oil seal, parking grip disc, parking spring, parking brake connector, service brake fluid connector, parking lines, brake lines, brake lines, hydraulic pump, parking solenoid valve, service solenoid valve, VCU vehicle controller, and signal lines.

[0136] In the case of an electro-hydraulic spring-type EPB, the total leverage ratio for manually operating a standard mechanical handbrake is generally around 20-50 times, and the maximum manual braking force is typically around 60 kg. Therefore, the maximum braking force for a purely mechanical rear wheel handbrake is... about;

[0137] In this application, the EHB can establish a pressure of approximately 200 bar. In some embodiments, the hydraulic cylinder diameter is approximately 50 mm, and the lever ratio k from the spring to the brake shoe is approximately 20. Based on the pressure-force relationship F=PS, the maximum force of the spring diaphragm can be calculated.

[0138] ;

[0139] Final braking force:

[0140] ;

[0141] Therefore, it can be seen that the braking force of the proposed solution is about 20 times that of the traditional handbrake.

[0142] When the vehicle enters the parking state, when the driver engages the handbrake switch 601, a parking signal is output to the vehicle controller 603 via signal line 602. The vehicle controller 603, in coordination with the EHB via the CAN network, controls the parking solenoid valve 604. The parking solenoid valve 604 introduces high-pressure fluid from the brake fluid reservoir 605 into the first brake fluid chamber 606 through the parking brake fluid port 611. Meanwhile, the parking spring 613 in the second brake fluid chamber 607, freed from hydraulic constraint, extends, pushing the travel thrust disc 608 and push rod 609 to move. The movement of push rod 609 causes the brake rocker arm 610 to rotate, which in turn drives the cam to rotate, causing the brake shoes to open and press tightly against the brake drum, generating friction and thus achieving parking braking, keeping the vehicle stationary.

[0143] When the vehicle's parking brake is released, and the driver closes the handbrake switch 601, a parking signal is output to the vehicle controller 603 via signal line 602. The vehicle controller 603, in coordination with the EHB via the CAN network, controls the parking solenoid valve 604. The parking solenoid valve 604 releases high-pressure fluid from the first brake fluid chamber 606 back to the brake fluid reservoir 605 through the parking brake fluid port 611, parking line 612, parking solenoid valve 604, and fluid line 613. It also adds high-pressure fluid from the reservoir 605 to the second brake fluid chamber 607. At this time, the parking spring 613 is compressed by hydraulic pressure, pushing the travel thrust disc 608 and push rod 609 to move in opposite directions. The movement of push rod 609 drives the brake rocker arm 610 to rotate, which in turn drives the cam to rotate, causing the brake shoes to open and release, thus releasing the parking brake.

[0144] When the parking brake is released and the service brake is engaged, after the parking brake is released, EHB615 receives a command from the brake pedal 614 to control the service solenoid valve 604. The high-pressure fluid is transmitted through the brake line 616 to push the service thrust disc 608 and push rod 609 to move. The movement of push rod 609 drives the brake rocker arm 610 to rotate. The brake rocker arm 610 then drives the cam to rotate, causing the brake shoes to open and close, thereby realizing the service brake.

[0145] Therefore, by precisely controlling the hydraulic pressure to adjust the position of the energy storage spring, the rear wheel brake pads are driven to achieve purely mechanical parking, significantly improving the parking braking force of hydraulically braked trucks. Furthermore, the system supports hill-start assist and dynamic front and rear axle load adjustment under heavy load conditions to adapt to changes in braking force requirements caused by varying cargo weights, improving braking efficiency and stability, and preventing fishtailing or steering failure due to improper braking force distribution. In particular, the energy storage spring is designed to provide independent mechanical braking force in the event of failure in any part of the EHB system, brake lines, or CAN communication, achieving a simpler and more effective braking redundancy guarantee. Compared to the multiple redundancy mechanisms of traditional EHB systems, this demonstrates significant advantages in terms of cost and reliability.

[0146] Figure 7 This is a network topology diagram of the vehicle control component provided in the embodiments of this application, such as... Figure 7 As shown, CAN H and CAN L are two signal lines of the CAN bus, connecting the electro-hydraulic braking system and the vehicle controller. The electro-hydraulic braking system receives input signals from the brake pedal via the CAN bus and is responsible for executing the service braking function; the vehicle controller is connected to the handbrake switch and axle load sensor via the CAN bus to collect parking commands and vehicle load information, thereby realizing electronic parking control.

[0147] Figure 8 A flowchart illustrating the parking control method provided in this application is shown below. Figure 8 As shown, the method includes:

[0148] S701, Receives the first control signal generated by the handbrake switch;

[0149] S702. According to the first control signal, the hydraulic oil in the hydraulic assembly is controlled to be filled and drained into the hydraulic control assembly. When the hydraulic oil in the hydraulic assembly is filled and drained into the hydraulic control assembly, the hydraulic control assembly adjusts the force of the thrust rod and the spring energy storage component on the braking assembly according to the hydraulic pressure of the hydraulic oil on the thrust rod and the spring energy storage component in the hydraulic control assembly, and controls the vehicle to enter different braking states through the braking assembly.

[0150] The parking control method provided in this application embodiment can be used in the system provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0151] Figure 9 A schematic diagram of the parking control device provided in this application is shown below. Figure 9 As shown, the parking control device 80 provided in this embodiment includes:

[0152] Receiver module 801 is used to receive the first control signal generated by the handbrake switch;

[0153] The control module 802 is used to control the hydraulic oil in the hydraulic assembly to be filled and drained into the hydraulic control assembly according to the first control signal. When the hydraulic oil in the hydraulic assembly is filled and drained into the hydraulic control assembly, the hydraulic control assembly adjusts the force of the thrust rod and the spring energy storage component on the braking assembly according to the hydraulic pressure of the hydraulic oil on the thrust rod and the spring energy storage component in the hydraulic control assembly, and controls the vehicle to enter different braking states through the braking assembly.

[0154] The parking control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0155] Figure 10 A schematic diagram of the structure of the electronic device provided in this application. Figure 10 As shown, the electronic device 90 provided in this embodiment includes at least one processor 901 and a memory 902. Optionally, the device 90 further includes a communication component 903. The processor 901, memory 902, and communication component 903 are connected via a bus 904.

[0156] In a specific implementation, at least one processor 901 executes computer execution instructions stored in memory 902, causing at least one processor 901 to perform the above-described method.

[0157] The specific implementation process of processor 901 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0158] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0159] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0160] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0161] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0162] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0163] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0164] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0165] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0166] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0167] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0168] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0169] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0170] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A parking control system, characterized in that, It includes a vehicle control component, a hydraulic component, a hydraulic control component, and a braking component, wherein the vehicle control component, the hydraulic component, the hydraulic control component, and the braking component are connected in sequence: The vehicle control component is used to receive a first control signal generated by the handbrake switch, and control the hydraulic oil in the hydraulic component to be filled and drained into the hydraulic control component according to the first control signal. The hydraulic control component is used to adjust the force exerted by the thrust rod and the spring energy storage component on the braking component according to the hydraulic pressure of the hydraulic oil on the thrust rod and the spring energy storage component in the hydraulic control component when the hydraulic oil in the hydraulic component is filled or drained, so that the braking component controls the vehicle to enter different braking states.

2. The system according to claim 1, characterized in that, The hydraulic control assembly includes a first hydraulic chamber and a second hydraulic chamber respectively connected to the hydraulic assembly. The spring energy storage element is disposed in the first hydraulic chamber. One end of the thrust rod is disposed in the second hydraulic chamber and connected to the spring energy storage element. The other end of the thrust rod is connected to the braking assembly outside the second hydraulic chamber. When hydraulic oil in the hydraulic assembly is added to the second hydraulic chamber and released from the first hydraulic chamber, the thrust rod is controlled to push the braking assembly based on the energy released by the spring energy storage component on the thrust rod and the hydraulic pressure of the hydraulic oil in the second hydraulic chamber on the thrust rod, so that the braking assembly controls the vehicle to enter the parking brake state; When the hydraulic oil in the hydraulic assembly is released from the second hydraulic chamber and added to the first hydraulic chamber, the hydraulic oil in the first hydraulic chamber controls the spring energy storage component to recover energy, and the spring energy storage component drives the thrust rod to pull back the braking assembly, so that the braking assembly controls the vehicle to enter the parking brake release state.

3. The system according to claim 2, characterized in that, When the vehicle is in the parking brake released state, the vehicle control assembly includes an electro-hydraulic brake connected to the brake pedal; the thrust rod is detachably connected to the spring energy storage component, wherein... The electro-hydraulic brake is used to receive a second control signal from the brake pedal and, according to the second control signal, control the hydraulic assembly to supply hydraulic oil to the second hydraulic chamber. The second hydraulic chamber is used to control the separation of the thrust rod from the spring energy storage component based on the hydraulic pressure of the hydraulic oil in the second hydraulic chamber on the thrust rod, and to control the thrust rod to push the braking assembly so that the vehicle performs service braking.

4. The system according to claim 2, characterized in that, When the vehicle transitions from a parking brake state to a parking brake release state, the vehicle control assembly further includes a vehicle controller, which is connected to the handbrake switch and the motor sensor respectively; wherein... The motor sensor is used to acquire the load condition information of the drive motor when the vehicle is in the parking brake state. The vehicle controller is used to receive the load condition information and the first control signal, and control the hydraulic pressure of the hydraulic oil added to the first hydraulic chamber according to the load condition information and the first control signal.

5. The system according to claim 2, characterized in that, When the vehicle enters the parking brake state, the vehicle controller in the vehicle control assembly is connected to the axle load sensor; wherein... The axle load sensor is used to acquire axle load information of the vehicle when the vehicle is under heavy load. The vehicle controller is used to receive the axle load information and the first control signal, and control the hydraulic pressure of the hydraulic oil added to the second hydraulic chamber according to the axle load information and the first control signal.

6. The system according to claim 1, characterized in that, When the vehicle control component is in a malfunctioning state The spring energy storage component is also used to release energy to the thrust rod to control the thrust rod to push the braking assembly and control the vehicle to enter the parking brake state.

7. The system according to any one of claims 1 to 6, characterized in that, The hydraulic components include a brake fluid reservoir, a hydraulic pump, and a solenoid valve; wherein... The brake fluid reservoir is connected to the hydraulic control assembly via a hydraulic hose and is used to store and release hydraulic fluid. The hydraulic pump and the solenoid valve are both installed on the hydraulic oil pipe and connected to the vehicle control component, respectively, to respond to the control of the vehicle control component and to fill or release the hydraulic oil in the brake fluid reservoir to the hydraulic control component at a preset oil pressure.

8. The system according to any one of claims 1 to 6, characterized in that, The braking assembly includes a brake rocker arm, brake shoes, and a brake drum; wherein... The brake rocker arm is linked with the thrust rod and is used to convert the linear motion of the thrust rod into the opening or closing of the brake shoes. The brake shoe is connected to the brake rocker arm and is used to contact the brake drum and generate friction. The brake drum is connected to the brake shoes and is used to brake the vehicle by contacting the brake drum and generating friction.

9. The system according to any one of claims 1 to 6, characterized in that, The hydraulic control assembly is in one or more sets, and each set of the hydraulic control assembly is used to brake at least one wheel of the vehicle.

10. A vehicle, characterized in that, The parking control system includes any one of claims 1 to 9.

11. A parking control method, characterized in that, include: Receive the first control signal generated by the handbrake switch; According to the first control signal, the hydraulic oil in the hydraulic assembly is controlled to be filled and drained into the hydraulic control assembly. When the hydraulic oil in the hydraulic assembly is filled and drained into the hydraulic control assembly, the hydraulic control assembly adjusts the force exerted by the thrust rod and the spring energy storage device on the braking assembly according to the hydraulic pressure of the hydraulic oil on the thrust rod and the spring energy storage device in the hydraulic control assembly, and controls the vehicle to enter different braking states through the braking assembly.

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