Brake device, vehicle control method and vehicle

Abstract

The invention provides a braking device, a vehicle control method and a vehicle, and relates to the technical field of vehicle chassis. The brake device comprises a shell and a brake device, wherein the shell is provided with an oil filling port; the guide structure is arranged in the shell, the top of the guide structure is connected with the inner wall of the top of the shell, the guide structure divides a containing cavity in the shell into a guide cavity and a liquid storage cavity, the guide cavity is located in the guide structure, the guide cavity and the liquid storage cavity are communicated with each other, and the liquid storage cavity is communicated with the liquid storage cavity. The oil injection port is communicated with the liquid storage cavity, and the guide cavity is used for placing a floater; one end of the communicating pipeline is communicated with the top space of the guide cavity, and the other end of the communicating pipeline is communicated with the top space of the liquid storage cavity. The position of the floater can reflect the real liquid level height of the brake oil more accurately, so that the probability of liquid level false alarm is reduced, and the accuracy and the reliability of liquid level detection are improved.

Description

Technical Field

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

[0002] With the booming development of the automotive industry, more and more new technologies and solutions are emerging. The highly integrated ONE-BOX solution (integrated brake control system) is gradually becoming the mainstream direction of brake technology development.

[0003] The ONE-BOX solution includes a built-in pedal travel sensor to detect the travel of the brake pedal. When a change in the brake pedal travel is detected, the servo motor operates to provide corresponding thrust, which pushes the master cylinder piston to provide braking pressure to the brake, thus achieving braking.

[0004] The brake master cylinder has a brake fluid reservoir integrated at its top, which stores and supplies brake fluid. To ensure adequate brake fluid capacity, a level sensor is installed inside the reservoir. This sensor includes a float and a sensory switch such as a reed switch or a conductive probe. When the brake fluid level falls below the reservoir's lower limit, the float sinks, and its magnetic contact approaches the reed switch or contacts the conductive probe, triggering a level alarm.

[0005] However, when the vehicle passes through bumpy road conditions such as potholes and continuous shock absorbers, the float moves up and down in the oil reservoir, causing the brake fluid in the float chamber to generate a large number of bubbles due to pressure changes. The bubbles and pressure difference exert downward pressure on the float, making the fluid level alarm prone to false triggering. Summary of the Invention

[0006] This application provides a braking device, a vehicle control method, and a vehicle, aiming to solve the problem that liquid level alarms are easily triggered falsely due to excessive air bubbles.

[0007] The specific technical solution is as follows: In a first aspect, embodiments of this application propose a braking device, comprising: a housing having an oil inlet; a guide structure disposed inside the housing, the top of the guide structure being connected to the top inner wall of the housing, the guide structure dividing a receiving cavity within the housing into a guide cavity and a reservoir cavity, the guide cavity being located inside the guide structure, the guide cavity and the reservoir cavity being interconnected, the oil inlet being connected to the reservoir cavity, and the guide cavity being used to house a float; and a connecting pipe, one end of which is connected to the top space of the guide cavity, and the other end of which is connected to the top space of the reservoir cavity.

[0008] The braking device of this application embodiment, by providing a connecting pipe, allows the guide cavity to be connected to the external atmosphere. Thus, although the float will float up and down due to the vertical force of the vehicle, the guide cavity will not experience pressure buildup or partial vacuum. This reduces the number of bubbles generated due to pressure changes and mitigates the problem of level interference caused by the direct effect of air pressure difference on the float. Simultaneously, after bubbles are generated, the connecting pipe also serves as an exhaust channel, allowing the bubbles to burst and be discharged, further improving the problem of bubbles accumulating around the float or at the top of the guide cavity. Therefore, non-level forces acting on the float (air pressure difference force, additional forces generated by bubble adhesion or accumulation) can be effectively suppressed or eliminated. Consequently, the float position can more accurately reflect the true level of the brake fluid, thereby reducing the probability of false level alarms and improving the accuracy and reliability of level detection.

[0009] In some embodiments, the housing is formed with a main body and an extension, the extension being located on top of the main body and having the oil inlet port provided therein; The two ends of the guide structure are respectively connected to the top inner wall and the bottom inner wall of the main body. One end of the connecting pipe is connected to the top of the main body and communicates with the top space of the guide cavity. The other end of the connecting pipe is connected to the extension and communicates with the top space of the liquid storage cavity.

[0010] The connecting pipeline can achieve pressure balance between the guide chamber and the reservoir, and also improve gas emission efficiency. Furthermore, it enhances the convenience and flexibility of pipeline layout, as well as the convenience and flexibility of brake device placement on the chassis.

[0011] In some embodiments, the extension has a first liquid level indicator, and the main body has a second liquid level indicator; The extension is provided with an opening for connection to the connecting pipe, and at least a portion of the opening is higher than the first liquid level indicator.

[0012] This setup, firstly, ensures the functional reliability of the connecting pipelines and improves the accuracy and reliability of liquid level detection. Secondly, it also helps to improve the reliability and service life of the braking device and reduce the maintenance cost throughout its entire life cycle.

[0013] In some embodiments, the housing includes a first housing and a second housing, the first housing and the second housing being connected to each other to enclose and form the receiving cavity; The first housing forms the extension, and the first housing and the second housing together form the main body. The guiding structure includes a first guiding portion connected to the first housing and a second guiding portion connected to the second housing. When the first housing is connected to the second housing, the first guiding portion and the second guiding portion together form the guiding cavity.

[0014] This helps reduce the complexity and manufacturing difficulty of the braking device, as well as the cost of changes and the design cycle. Furthermore, the modular design improves the ease of assembly between the float and the guide structure, increasing assembly efficiency. In addition, it further reduces the manufacturing cost of the braking device and simplifies the assembly process, further improving assembly efficiency.

[0015] Secondly, embodiments of this application propose a vehicle control method applied to the braking device described in the first aspect, the control method comprising: The liquid level signal of the braking device is acquired, and a liquid level alarm signal is generated when the liquid level signal is less than or equal to a first liquid level threshold. Acquire operating condition signals that characterize the vehicle's driving environment, and identify the vehicle's current road conditions based on the operating condition signals; Obtain the first duration of the vehicle's current driving conditions; Based on the driving conditions and the first duration, determine whether to output the liquid level alarm signal.

[0016] The vehicle control method of this application embodiment, applied to the braking device described in the first aspect, achieves a dual improvement in the reliability of liquid level detection through the synergistic effect of hardware design and control. Firstly, at the hardware level, the connecting pipe allows the guide cavity to be connected to the external atmosphere, effectively suppressing or eliminating non-liquid level forces (pressure difference forces, additional forces generated by bubble adhesion or aggregation) acting on the float. This helps reduce the probability of false liquid level alarms, thereby improving the accuracy and reliability of liquid level detection. Secondly, at the control level, the liquid level alarm signal is used as an intermediate state signal. Combined with driving conditions and a first duration, the liquid level alarm signal undergoes secondary diagnosis to determine whether to ultimately output the alarm signal. This further reduces the probability of false liquid level alarms in extreme situations, further improving the accuracy and reliability of liquid level detection.

[0017] In some embodiments, the driving conditions include smooth road conditions and bumpy road conditions; The step of determining whether to output the liquid level alarm signal based on the driving conditions and the first duration includes: When the vehicle is traveling on the bumpy road and the first duration of the bumpy road is greater than or equal to the first duration threshold, the liquid level alarm signal is blocked. When the vehicle is traveling on the smooth road condition and the first duration of the smooth road condition is greater than or equal to the second duration threshold, the normal output of the liquid level alarm signal is restored.

[0018] This setup offers several advantages. First, it significantly reduces the probability of false alarms under extreme conditions, thereby improving the user's driving experience and reducing after-sales maintenance costs. Second, it allows for the development of a closed-loop diagnostic method, ensuring basic safety while reducing false alarms, thus improving the reliability and safety of the braking system. Third, it also enhances the ease of setting up the control system.

[0019] In some embodiments, the control method further includes: When the liquid level signal is less than or equal to the second liquid level threshold, a forced alarm signal is generated and output, wherein the second liquid level threshold is less than the first liquid level threshold.

[0020] This configuration allows for the classification of liquid level alarm signals, achieving safety redundancy. It not only improves the problem of false alarms caused by air bubble interference but also identifies actual insufficient oil levels, thereby further enhancing the reliability and safety of the braking system.

[0021] In some embodiments, the control method further includes: During the period when the liquid level alarm signal is blocked, if the liquid level signal is continuously less than or equal to the first liquid level threshold, the trend of the liquid level signal is analyzed. When the liquid level signal continues to drop, a forced alarm signal is output.

[0022] This configuration allows for the classification of liquid level alarm signals, achieving safety redundancy. It not only improves the problem of false alarms caused by air bubble interference but also identifies actual insufficient oil levels, thereby further enhancing the reliability and safety of the braking system.

[0023] In some embodiments, the operating condition signal includes at least one of wheel speed signal, vertical acceleration signal, vehicle height signal, image signal, radar signal, and navigation signal. The step of identifying the vehicle's current driving conditions based on the operating condition signal includes: Based on the operating condition signals, it can be identified whether the vehicle is currently on a smooth or bumpy road.

[0024] By employing one or more of these operating condition signals, accurate identification of road conditions can be achieved, thereby improving the reliability and accuracy of road condition recognition. Furthermore, since most components are already part of the vehicle's hardware, no additional dedicated sensors are required, which also helps reduce costs.

[0025] In some embodiments, the control method further includes: Obtain the vehicle's real-time deceleration; When the absolute value of the deceleration is greater than or equal to the deceleration threshold, the liquid level alarm signal is blocked.

[0026] This will help to further improve the accuracy and reliability of liquid level detection.

[0027] Thirdly, embodiments of this application provide a vehicle including the braking device described in the first aspect. The vehicle provided in this application uses the braking device described in the first aspect, and therefore can achieve the same effect as the aforementioned braking device.

[0028] Fourthly, embodiments of this application propose a vehicle including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the control method as described in the second aspect.

[0029] The vehicle provided in this application embodiment can execute the above-described vehicle control method, and therefore can achieve the same effect as the above-described control method. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the braking device provided in the embodiments of this application; Figure 2 for Figure 1 The diagram shows a partial decomposition of the structure. Figure 3 This is a partial structural schematic diagram of the braking device provided in an embodiment of this application; Figure 4 A simplified structural diagram of the first housing provided in the embodiments of this application; Figure 5 A schematic flowchart illustrating the vehicle control method provided in this application embodiment; Figure 6 Another schematic flowchart illustrating the vehicle control method provided in this application embodiment; Figure 7 This is another schematic flowchart illustrating the vehicle control method provided in an embodiment of this application.

[0031] The annotations in the attached figures are explained as follows: 10. Braking device; 20. Hydraulic control unit assembly; 100. Casing; 101. Liquid reservoir; 102. Oil inlet; 103. Main body; 104. Extension; 1041. Opening; 105. Mounting groove. 110. First shell; 120. Second shell; 200. Guide structure; 201. Guide cavity; 210. First guide part; 220. Second guide part; 300, float; 400, connecting pipe; 500, sensing component. Detailed Implementation

[0032] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0033] In the description of this application, it should be understood that, unless otherwise expressly specified and limited, the terms "upper," "lower," "left," "right," etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the drawings are only for illustrative purposes and should not be construed as limiting this patent. Those skilled in the art can understand the specific meaning of the above terms according to the specific circumstances.

[0034] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0035] In the description of this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0036] In related technologies, a level sensor is installed inside the brake fluid reservoir. The level sensor includes a float and a sensory switch such as a reed switch or a conductive probe. When the fluid level is lower than the lower limit of the brake fluid reservoir, the float sinks, and the magnetic contact of the float approaches the reed switch or contacts the conductive probe, triggering a level alarm.

[0037] Normally, liquid level alarm signals are reliable. However, to improve detection accuracy, the float is placed in a relatively enclosed chamber. When a vehicle travels on bumpy roads, the float moves up and down within the chamber, causing continuous alternating compression (high pressure) and expansion (negative pressure) processes. As liquid continuously flows in and out, gas is continuously released or drawn in, mixing with the liquid to form continuous bubbles. These bubbles adhere to the float, and their aggregation creates a pressure difference. This downward pressure on the float can cause false alarms even when the oil level is sufficient.

[0038] Based on the above problems, this application proposes a braking device, a vehicle control method, and a vehicle, aiming to solve the problem that liquid level alarms are easily triggered falsely due to excessive air bubbles.

[0039] like Figures 1 to 4 As shown, in a first aspect, this application provides a braking device 10. The braking device 10 includes a housing 100, a guide structure 200, a float 300, and a connecting pipe 400. The housing 100 is provided with an oil inlet 102. The guide structure 200 is disposed inside the housing 100, and its top is connected to the top inner wall of the housing 100. The guide structure 200 divides the receiving cavity inside the housing 100 into a guide cavity 201 and a reservoir cavity 101. The guide cavity 201 is located inside the guide structure 200, and the guide cavity 201 and the reservoir cavity 101 are interconnected. The oil inlet 102 is connected to the reservoir cavity 101. The guide cavity 201 is used to house the float 300. One end of the connecting pipe 400 is connected to the top space of the guide cavity 201, and the other end is connected to the top space of the reservoir cavity 101.

[0040] The braking device 10 can be, for example, an integrated brake control (IBC) system, which integrates a brake fluid reservoir and a hydraulic control unit assembly 20 (including a motor, control valve body, etc.). The brake fluid reservoir is connected to the top of the hydraulic control unit assembly 20. The housing 100 is the main structure of the brake fluid reservoir of the braking device 10. The housing 100 has an internal receiving cavity, and a guide structure 200 is also provided in the receiving cavity. That is, the receiving cavity is divided into two functional areas: one is a main receiving area (the reservoir 101 located outside the guide structure 200), and the other is an isolated stabilization area (the guide cavity 201 inside the guide structure 200). Since the guide cavity 201 and the reservoir 101 are interconnected, the fluid levels in the guide cavity 201 and the reservoir 101 are normally equal.

[0041] The housing 100 is also provided with an oil inlet 102 for adding and replenishing brake fluid to the receiving cavity. The oil inlet 102 is equipped with a sealing cap to prevent contaminants from entering the receiving cavity.

[0042] The guide structure 200 is a cylindrical structure located within the receiving cavity of the housing 100, used to guide and restrict the movement of the float 300. The cross-sectional shape of the guide structure 200 can be adapted to the shape of the float 300. The sidewalls of the guide structure 200 serve to divide areas, establishing dedicated detection and guidance channels for the float 300.

[0043] Reference Figure 4 The top of the guide structure 200 is connected to the inner top wall of the housing 100. This design ensures that the float 300 is at its highest point when the brake fluid is sufficient. Firstly, it prevents the float 300 from detaching from the guide cavity 201. Secondly, it limits the lateral movement of the float 300, strictly restricting its vertical movement within the guide cavity 201 and preventing jamming or trajectory deviation caused by vehicle vibration or fluid impact. This improves the stability and reliability of the float 300's positioning. It is understandable that, due to the closed top, slots can be created in the side walls of the guide structure 200, allowing communication between the guide cavity 201 and the reservoir 101, essentially following the principle of communicating vessels.

[0044] However, as described in the background section, because the top of the guide cavity 201 is closed, when the float 300 moves up and down repeatedly, compression (high pressure) and expansion (negative pressure) processes continuously alternate within the guide cavity 201. Liquid continuously enters and exits, and gas continuously precipitates or is drawn in, ultimately resulting in a large number of bubbles being generated within the guide cavity 201. These bubbles adhere to the float 300, creating adhesion. The increased number of bubbles in the sealed chamber creates a pressure difference, exerting downward pressure on the float 300, causing the liquid level alarm to be falsely triggered.

[0045] Therefore, this application also includes a connecting pipe 400. One end of the connecting pipe 400 is connected to the top space of the guide cavity 201, and the other end is connected to the top space of the liquid storage cavity 101. In this way, the guide cavity 201 can achieve pressure balance with the liquid storage cavity 101 through the connecting pipe 400, and the liquid storage cavity 101 is connected to the oil filling port 102, which is equivalent to realizing the interconnection between the guide cavity 201, the liquid storage cavity 101 and the external atmosphere.

[0046] The braking device 10 of this embodiment allows the guide cavity 201 to be connected to the external atmosphere via a connecting pipe 400. This prevents pressure changes or partial vacuum in the guide cavity 201, even though the float 300 may move up and down due to the vehicle's vertical force. This reduces the number of bubbles generated by pressure changes, eliminates pressure difference issues, and mitigates level interference caused by direct action on the float 300. Furthermore, the connecting pipe 400 also serves as an exhaust channel, allowing bubbles to burst and escape, further reducing the accumulation of bubbles around the float 300 or at the top of the guide cavity 201. Consequently, non-level forces acting on the float 300 (pressure difference forces, additional forces from bubble adhesion or accumulation) can be effectively suppressed or eliminated. Therefore, the position of the float 300 more accurately reflects the true brake fluid level, reducing the probability of false level alarms and improving the accuracy and reliability of level detection.

[0047] Secondly, reducing the probability of false alarms can decrease unnecessary costs, such as after-sales repairs and parts waste, thereby reducing after-sales claims and repair costs. Simultaneously, it can reduce downtime for re-inspection during production line testing caused by false alarms, further improving production cycle time and vehicle delivery efficiency.

[0048] Furthermore, it can eliminate the interference of false alarms on the user's driving experience, reduce the user complaint rate, and thus help improve product quality and reputation, thereby enhancing the user's driving experience.

[0049] Furthermore, the reduction of air bubbles can improve the purity and uniformity of the brake fluid in the master cylinder and the entire brake hydraulic circuit, which in turn helps to improve the reliability and stability of the braking system.

[0050] like Figures 1 to 4 As shown, in some embodiments, the housing 100 has a main body 103 and an extension 104. The extension 104 is located on the top of the main body 103 and has an oil inlet 102. The two ends of the guide structure 200 are connected to the top inner wall and the bottom inner wall of the main body 103, respectively. One end of the connecting pipe 400 is connected to the top of the main body 103 and communicates with the top space of the guide cavity 201. The other end of the connecting pipe 400 is connected to the extension 104 and communicates with the top space of the liquid storage cavity 101.

[0051] This embodiment describes the external structure of the housing 100. The housing 100 is divided into a main body 103 and an extension 104. The main body 103 is the primary liquid storage and level detection area, and the guide structure 200 performs the core level measurement function. The extension 104 is a chamber for adding oil and buffering, with an internal gas-liquid separation state, containing oil at the bottom and air at the top. The top space of the liquid storage chamber 101 is located within the extension 104.

[0052] The two ends of the guide structure 200 are connected to the top and bottom inner walls of the main body 103, respectively. This not only helps to improve the structural rigidity of the guide structure 200, but also helps to further improve the guiding accuracy of the float 300 and prevent the float 300 from getting stuck or deviating.

[0053] Since the extension 104 is located at the top of the main body 103 and is higher than the main body 103, a height difference can be formed between the two ends of the connecting pipe 400. In this way, the connecting pipe 400 can achieve pressure balance between the guide cavity 201 and the liquid storage cavity 101. At the same time, since the bubbles generated in the main body 103 will naturally gather at the highest point, the gas will be guided to the extension 104 through the connecting pipe 400, which also helps to improve the gas emission efficiency.

[0054] Furthermore, the housing 100 of the aforementioned shape allows for clearance space at the top of the main body 103. This not only improves the convenience and flexibility of arranging the connecting pipes 400, but also enhances the convenience and flexibility of arranging the braking device 10 on the chassis.

[0055] like Figures 1 to 3 As shown, in some embodiments, the extension 104 has a first liquid level indicator MAX, the main body 103 has a second liquid level indicator MIN, and the extension 104 is provided with an opening 1041 for connecting to the connecting pipe 400, at least a portion of which is higher than the first liquid level indicator MAX.

[0056] The first level indicator, MAX, marks the maximum fill level and defines the boundary for gas-liquid separation in the extension 104. When adding brake fluid, the fluid level should not exceed the first level indicator MAX to ensure sufficient gas space at the top for thermal expansion and pressure buffering. The second level indicator, MIN, indicates the minimum safe level, i.e., the alarm trigger line, which is associated with the safety of the braking system.

[0057] At least a portion of the opening 1041 is higher than the first liquid level indicator MAX, which ensures that the interface connecting the connecting pipe 400 and the extension 104 is always above the liquid level of the oil and in communication with the air.

[0058] This configuration serves several advantages. First, it prevents oil from clogging the connecting pipe 400, ensuring unobstructed air passages and thus guaranteeing the functional reliability of the connecting pipe 400, while improving the accuracy and reliability of level detection. Second, since the connecting pipe 400 only carries air, no brake fluid remains inside, making it maintenance-free. Therefore, although the connecting pipe 400 is added, it does not affect the long-term reliability of the braking device 10. In fact, it helps improve the reliability and service life of the braking device 10, reducing overall life-cycle maintenance costs.

[0059] like Figures 1 to 4 As shown, in some embodiments, the housing 100 includes a first housing 110 and a second housing 120, which are connected to each other to form a receiving cavity. The first housing 110 forms an extension 104, and the first housing 110 and the second housing 120 together form a main body 103. The guide structure 200 includes a first guide portion 210 connected to the first housing 110 and a second guide portion 220 connected to the second housing 120. When the first housing 110 and the second housing 120 are connected, the first guide portion 210 and the second guide portion 220 together form a guide cavity 201.

[0060] This embodiment further illustrates the specific structure of the housing 100. The housing 100 includes a first housing 110 and a second housing 120. The first housing 110 is the top housing, and the second housing 120 is the bottom housing. The two can be made of metal materials such as aluminum or aluminum alloy, and then connected together by welding, bolting, or other methods.

[0061] The extension 104 is formed separately from the first housing 110. Features such as the oil inlet 102, the liquid level indicator, and the interface of the connecting pipe 400 can be centrally designed on the first housing 110, while the second housing 120 does not require major modifications. This helps to reduce the complexity and manufacturing difficulty of the braking device 10, and reduces change costs and design cycle.

[0062] Furthermore, the split design also facilitates the assembly of the float 300 and the guide structure 200, thereby improving assembly efficiency.

[0063] Furthermore, the first guide portion 210 can be integrally formed with the first housing 110, and the second guide portion 220 can be integrally formed with the second housing 120. This not only helps to further reduce the manufacturing cost of the braking device 10, but also, when the first housing 110 and the second housing 120 are assembled, the first guide portion 210 and the second guide portion 220 automatically form a guide structure 200, which also helps to simplify the assembly process and further improve assembly efficiency.

[0064] Optionally, to implement the liquid level alarm function, a sensing element 500 is usually also provided, such as a reed switch or a Hall sensor. The float 300 is magnetic or has conductive contacts. When the brake fluid level is normal, the float 300 is in a high position, and the float 300 and the sensing element 500 maintain a first state, the circuit is open, and no liquid level alarm signal is generated. When the liquid level drops to the preset level, the float 300 sinks accordingly, while the position of the sensing element 500 remains unchanged. Therefore, the float 300 and the sensing element 500 switch from the first state to the second state, closing the circuit and generating a liquid level alarm signal, indicating that the oil is insufficient.

[0065] Based on this, in some embodiments, such as Figure 2 As shown, the first housing 110 is also provided with a mounting groove 105, and the sensing component 500 is disposed in the mounting groove 105 for cooperating with the magnetic or conductive contacts of the float 300 to achieve accurate and reliable detection of the liquid level.

[0066] Optionally, such as Figures 1 to 3 As shown, in some embodiments, both the first liquid level indicator MAX and the second liquid level indicator MIN are located in the first housing 110. Thus, when the liquid level reaches the second liquid level indicator MIN, although a liquid level alarm signal is generated, a certain amount of brake fluid is still present in the second housing 120, ensuring the normal operation of the braking system. In other words, there is a safety redundancy between the liquid level alarm and brake failure, ensuring normal braking operation during an alarm and reserving a buffer time, thereby improving the reliability and safety of vehicle braking.

[0067] After the connecting pipe 400 is installed, the pressure inside the guide cavity 201 is dynamically balanced with the external pressure, thereby effectively reducing the precipitation of bubbles and eliminating interference from pressure difference forces, bubble adhesion, or aggregation. However, if the vehicle is on a bumpy road for a long time, the brake fluid will generate a large number of microbubbles due to prolonged high-frequency oscillation, cavitation, and fluid shearing. When the bubble emission rate cannot keep up with the generation rate, some bubbles will still remain in the guide cavity 201 or adhere to the surface of the float 300. These bubbles, combined with the up-and-down oscillating motion of the float 300 itself, may issue a false low-level alarm signal even when the fluid level is sufficient, leading to a false alarm.

[0068] Therefore, regarding the false alarm situations in the aforementioned extreme cases, such as Figure 5 As shown, an embodiment of the second aspect of this application also proposes a vehicle control method applied to the braking device 10 as described in the first aspect. The vehicle control method includes: The liquid level signal of the braking device 10 is acquired, and a liquid level alarm signal is generated when the liquid level signal is less than or equal to the first liquid level threshold. Acquire operating condition signals that characterize the vehicle's driving environment, and identify the vehicle's current road conditions based on the operating condition signals; Obtain the first duration of the vehicle's current driving conditions; Based on the driving conditions and the first duration, determine whether to output a liquid level alarm signal.

[0069] The vehicle control method of this application embodiment is applied to the braking device 10 described in the first aspect, aiming to further reduce the probability of false alarms occurring in extreme situations through the control level.

[0070] Specifically, a liquid level alarm signal is generated when the liquid level signal is less than or equal to the first liquid level threshold.

[0071] The first liquid level threshold can be the liquid level height value of the second liquid level indicator MIN mentioned above. When the liquid level signal is less than or equal to the first liquid level threshold, the braking device 10 will generate a liquid level alarm signal indicating that the liquid level is too low.

[0072] In related technologies, the liquid level alarm signal is directly output through alarm modules such as sound and light, and icons, to remind the user that the brake device 10 has insufficient liquid level. However, in this application, the liquid level alarm signal is only an intermediate state signal of a potential fault condition. Whether to ultimately output the liquid level alarm signal needs to be determined in conjunction with other vehicle conditions. Thus, closed-loop diagnosis of the liquid level alarm signal can be achieved.

[0073] Furthermore, operating condition signals characterizing the vehicle's driving environment are acquired, and the current driving conditions of the vehicle are identified based on the operating condition signals.

[0074] Operating condition signals can include, for example, the vehicle's vertical acceleration, wheel speed, and vehicle height. These signals differ significantly depending on whether the vehicle is traveling on a smooth or bumpy road. Therefore, a mapping relationship can be established between operating condition signals and road conditions. Conversely, by monitoring changes in these signals, the specific road conditions under which the vehicle is traveling can be identified. For example, with vertical acceleration, the road conditions can be determined by comparing the detected abrupt changes in vertical acceleration with a vertical acceleration threshold. Of course, other judgment models can also be used to more accurately identify road conditions with different characteristics, such as continuous speed bumps and potholes.

[0075] Furthermore, the first duration of the vehicle's current driving conditions is obtained.

[0076] Once the vehicle's road conditions are identified, the driving time under those conditions is immediately recorded. The first duration refers to the continuous driving time the vehicle maintains under the currently identified specific road conditions.

[0077] Furthermore, based on the driving conditions and the first duration, it is determined whether to output a liquid level alarm signal.

[0078] When a liquid level alarm signal is generated, the vehicle's driving conditions and the duration of travel under those conditions are used as auxiliary judgment conditions to perform a secondary diagnosis of the liquid level alarm signal, determining whether to directly output the liquid level alarm signal or to mask it. Masking the liquid level alarm signal means that the generated liquid level alarm signal exists, but it is not output to the alarm module, and no alert is given to personnel.

[0079] Based on the above, the vehicle control method of this application embodiment, applied to the braking device 10 described in the first aspect, achieves a dual improvement in the reliability of liquid level detection through the synergistic effect of hardware design and control. Firstly, at the hardware level, the connecting pipe 400 enables the guide cavity 201 to connect with the external atmosphere, effectively suppressing or eliminating non-liquid level forces (pressure difference forces, additional forces generated by bubble adhesion or aggregation) acting on the float 300. This helps reduce the probability of false liquid level alarms, thereby improving the accuracy and reliability of liquid level detection. Secondly, at the control level, the liquid level alarm signal is used as an intermediate state signal. Combined with driving conditions and the first duration, the liquid level alarm signal undergoes secondary diagnosis to determine whether to ultimately output the liquid level alarm signal. This further reduces the probability of false liquid level alarms in extreme situations, further improving the accuracy and reliability of liquid level detection.

[0080] It should be noted that in the control method of this application, the step of "acquiring the liquid level signal of the braking device 10 and generating a liquid level alarm signal when the liquid level signal is less than or equal to a first liquid level threshold" is performed continuously. That is, as long as the vehicle is in motion, the liquid level signal of the braking device 10 is detected in real time, and a corresponding liquid level alarm signal is generated immediately each time the liquid level signal is detected to be less than or equal to the first liquid level threshold. Therefore, within a specific time period, such as after a first duration, zero, one, or more consecutive liquid level alarm signals may be generated.

[0081] The steps of "identifying the vehicle's current driving conditions based on the operating condition signal" and "obtaining the first duration of the vehicle under the current driving conditions" are also parallel detection steps, and there is no sequential order with the aforementioned steps. That is, as long as the vehicle is in motion, the current driving conditions will be identified based on the operating condition signal, and timing will begin after the driving conditions are identified to obtain the first duration; if another driving condition is identified, timing will restart to obtain a new first duration.

[0082] In the subsequent step of "determining whether to output a liquid level alarm signal based on driving conditions and the first duration", whether to output a liquid level alarm signal needs to be determined by combining the current driving conditions of the vehicle and the first duration of the current driving conditions. If the shielding requirements are met, zero or one or more consecutive liquid level alarm signals will be shielded; if the shielding requirements are not met, the liquid level alarm signal can be output directly.

[0083] This eliminates the need for one-to-one diagnosis of each liquid level alarm signal, thereby improving the convenience and operability of control.

[0084] like Figure 6 As shown, in some embodiments, the driving conditions include smooth road conditions and bumpy road conditions. The step of determining whether to output a liquid level alarm signal based on the driving conditions and a first duration includes: When the vehicle is traveling on bumpy road conditions and the first duration of the bumpy road conditions is greater than or equal to the first duration threshold, the liquid level alarm signal is blocked. When the vehicle is traveling on a smooth road and the first duration of the smooth road condition is greater than or equal to the second duration threshold, the normal output of the liquid level alarm signal is restored.

[0085] This embodiment presents a specific process for determining whether to output a liquid level alarm signal. The driving conditions include smooth road conditions and bumpy road conditions. Smooth road conditions refer to driving environments with minimal vertical impact or vibration on the vehicle, such as well-paved, straight roads (flat roads) and highways. Conversely, bumpy road conditions refer to driving environments with significant vertical impact or vibration, such as driving over continuous speed bumps, unpaved undulating surfaces, or potholes. The distinction between these two road conditions can be determined by whether the operating condition signal exceeds or does not exceed a certain threshold, which will be explained later.

[0086] It is understandable that the false alarm caused by liquid level reading deviation due to continuous changes in vehicle pitch attitude (such as continuous uphill or downhill) is different from the mechanism of this application and does not fall within the scope of false alarms that this method aims to handle and eliminate.

[0087] First, when the vehicle is traveling on bumpy roads and the first duration of the bumpy road conditions is greater than or equal to the first duration threshold, the liquid level alarm signal is blocked.

[0088] The above describes the method for determining the liquid level alarm signal when the vehicle is traveling on bumpy roads. The duration of the bumpy road conditions directly affects the presence and interference of air bubbles. When the first duration of the bumpy road conditions is greater than or equal to a first duration threshold, more air bubbles are generated, resulting in stronger interference and a greater impact on the accuracy of the liquid level reading. In this case, all liquid level alarm signals generated within the first duration and thereafter are deemed unreliable, thus filtering out all subsequent liquid level alarm signals. If the first duration of the bumpy road conditions is less than the first duration threshold, air bubbles do not have time to generate, resulting in less impact on the accuracy of the liquid level reading, and the liquid level alarm signal is reliable. Therefore, during bumpy road conditions, liquid level alarm signals generated within the first duration can be directly output as a signal of a truly low liquid level.

[0089] The first duration threshold can be determined through experimental calibration. For example, under sufficient liquid level conditions, the vehicle is continuously driven on a standard bumpy road surface, or the vehicle is mounted on a test bench to simulate a bumpy road surface spectrum, and the time from the onset of bumpiness to the output of a false liquid level alarm signal due to bubble interference is measured. Multiple measurements can be taken and the average duration calculated. Furthermore, multiple tests can be conducted on bumpy roads of different intensity levels (e.g., determining the road bump level based on the average undulation of the road surface) to derive the corresponding average duration for different intensity levels of bumpy roads, and so on. The first duration threshold can be determined based on the above calibration value, for example, slightly smaller than the calibration value, to ensure that the shielding state is entered in advance before a false alarm actually occurs. Of course, the first duration threshold can also be determined in other ways, for example, by establishing a theoretical model and combining it with simulation analysis; this application does not limit this. Optionally, the first duration threshold may be, for example, 5 minutes.

[0090] Furthermore, when the vehicle is traveling on a smooth road and the first duration of the smooth road condition is greater than or equal to the second duration threshold, the normal output of the liquid level alarm signal is restored.

[0091] The above describes the method for determining the liquid level alarm signal when the vehicle is traveling on a smooth road. Since no new bubbles are generated due to vibration when driving on a smooth road, and the float 300 is in a relatively stable state of motion, the key to the judgment is to confirm whether the residual bubbles generated under the previous bumpy road conditions have been fully dissipated.

[0092] When the first duration of stable road conditions is greater than or equal to the second duration threshold, it can be determined that the air bubbles in the guide cavity 201 have been largely eliminated, and the liquid level signal has returned to stability and reliability. At this time, the alarm shielding state should be exited, and liquid level alarm signals issued during the first duration of stable road conditions and thereafter can be considered as real alarm signals and output normally. When the first duration of stable road conditions is less than the second duration threshold, air bubble interference may not have been completely eliminated. At this time, liquid level alarm signals issued within the first duration of stable road conditions can be considered as false alarm signals, and therefore the alarm shielding state should continue to be maintained.

[0093] Similarly, the second duration threshold can also be determined through experimental calibration and can be calibrated simultaneously with the first duration threshold. Optionally, the second duration threshold can be slightly larger than the calibrated value to ensure that the liquid level alarm signals generated under stable road conditions are all genuine alarm signals. Of course, the second duration threshold can also be determined by other methods, such as by establishing a theoretical model and combining it with simulation analysis; this application does not impose any restrictions on this. Optionally, the second duration threshold can also be, for example, 5 minutes.

[0094] In summary, the above control methods enable intelligent management and reliable output of liquid level alarm signals under both bumpy and smooth road conditions. This setup firstly significantly reduces the probability of false alarms under extreme conditions, thereby improving the user's driving experience and reducing after-sales maintenance costs. Secondly, it allows for the construction of a closed-loop diagnostic method, ensuring basic safety while reducing false alarms, thus improving the reliability and safety of the braking system. Furthermore, by transforming signal interference into judgments based on two intuitive and easily measurable states—road conditions and duration—the control logic is relatively simple, further enhancing the ease of control system setup.

[0095] It should be noted that the sole condition for transitioning from a normal alarm state to a disabled alarm state is that the first duration of the bumpy road condition is greater than or equal to a first duration threshold. Similarly, the sole condition for exiting a disabled alarm state and reverting to a normal alarm state is that the first duration of the smooth road condition is greater than or equal to a second duration threshold. Once in the disabled alarm state, the system will maintain this state until the exit condition is met. Similarly, once in the normal alarm state, the system will maintain this state until the entry condition is met. This avoids state oscillations and frequent switching, thereby improving the consistency of alarm output and disabled alarm decisions, and enhancing control convenience.

[0096] Because the liquid level alarm signal has a shielding period, it may affect the detection of missed alarms caused by oil leakage. Therefore, in some embodiments, the control method further includes: When the liquid level signal is less than or equal to the second liquid level threshold, a forced alarm signal is generated and output, wherein the second liquid level threshold is less than the first liquid level threshold.

[0097] This embodiment proposes a forced alarm mechanism, which can improve the problem of missed alarm signals of real liquid level caused by shielding.

[0098] When the liquid level signal is less than or equal to the second liquid level threshold, it indicates that the liquid level has dropped to a more dangerous critical point. This second liquid level threshold triggers a forced alarm signal. A forced alarm signal is unlikely to be generated by bubble interference combined with the up-and-down movement of the float 300; it can only be generated due to insufficient oil and an extremely low liquid level. In this case, the forced alarm signal has absolute priority, and once generated, an alarm is immediately output.

[0099] This configuration allows for the classification of liquid level alarm signals, achieving safety redundancy. It not only improves the problem of false alarms caused by bubble interference but also identifies actual insufficient oil levels, achieving a balance between reducing false alarms and identifying missed alarms. This, in turn, helps to further improve the reliability and safety of the braking system.

[0100] Understandably, it is necessary to ensure that the second liquid level threshold is set below the lowest value of any false liquid level signal that bubble interference could generate. In other words, bubble interference should not trigger a mandatory alarm signal. Simultaneously, it is also necessary to ensure that when the second liquid level threshold is triggered, the braking system can maintain basic braking function, providing the driver with the necessary time window to take emergency measures.

[0101] Of course, other methods can also be used to identify missed detections of genuine liquid level alarm signals during the shielding period. Specifically, in some other embodiments, the control method further includes: During the period when the liquid level alarm signal is blocked, the trend of liquid level signal change is analyzed when the liquid level signal is less than or equal to the first liquid level threshold. When the liquid level signal continues to drop, a forced alarm signal is output.

[0102] This embodiment addresses another issue of missing detection of genuine liquid level alarm signals during shielding.

[0103] During the period when the brake fluid level alarm signal is blocked, if the brake fluid level signal is less than or equal to the first level threshold and continues to decrease, it indicates a real risk of brake fluid leakage. A continuous decrease in the level only occurs when there is a leak. In this case, a high-priority forced alarm signal can be output to alert the user.

[0104] This configuration still achieves a balance between reducing false alarms and identifying missed alarms, thereby further improving the reliability and safety of the braking system.

[0105] Alternatively, in some embodiments, the method for identifying missed leaks can also be as follows: during the period when the liquid level alarm signal is blocked, if the liquid level signal is less than or equal to a first liquid level threshold, analyze the second duration for which the liquid level signal remains less than or equal to the first liquid level threshold. If the second duration is greater than or equal to a third duration threshold, it indicates that the brake fluid is continuously below the first liquid level threshold, and there is a risk of actual leakage. In this case, a forced alarm signal with the highest priority can be output to remind the user.

[0106] In summary, when the liquid level alarm signal is blocked, if the liquid level signal is less than or equal to the first liquid level threshold, the trend of the liquid level signal can be analyzed, and / or the duration of the liquid level signal being continuously below the first liquid level threshold can be analyzed, and / or whether the lowest value of the liquid level signal does not exceed the second liquid level threshold. Then, based on the analysis results, it can be determined whether to output a forced alarm signal, thereby achieving a balance between reducing false alarms and identifying missed alarms.

[0107] The above are just a few examples of ways to identify missed reports during the blocking period. Other methods that can identify real missed reports during the blocking period should be considered to fall within the protection scope of this application.

[0108] In some embodiments, the operating condition signal includes at least one of wheel speed signal, vertical acceleration signal, vehicle height signal, image signal, radar signal, and navigation signal. The step of identifying the current driving conditions of the vehicle based on the operating condition signal includes: Based on the above operating condition signals, it can be determined whether the vehicle is currently on a smooth or bumpy road.

[0109] Wheel speed signals, vertical acceleration signals, and vehicle height signals can be categorized as vehicle sensor signals, while image signals, radar signals, and navigation signals can be categorized as environmental perception signals.

[0110] By employing one or more of the operating condition signals, accurate identification of smooth or bumpy road conditions can be achieved, thereby improving the reliability and accuracy of road condition recognition. Furthermore, since most components are already part of the vehicle's hardware, no additional dedicated sensors are required, which also helps reduce costs.

[0111] The following example illustrates how to identify whether a road is smooth or bumpy based on various operating condition signals.

[0112] If wheel speed signals are used, the wheel speeds of all four wheels can be acquired. When a vehicle travels on bumpy roads, the wheels experience a rapid cycle of impact, lift-off, and landing, causing sudden changes in their instantaneous rotational speed. These sudden wheel speed changes on bumpy roads differ significantly from the smooth wheel speed changes on smooth roads. Therefore, the wheel speed signals of non-driving wheels (unaffected by power and with pure signals) can be acquired in real time, and the presence of continuous or pulsed sudden changes can be detected. If such changes are present, it can be determined that the vehicle is traversing bumpy road conditions such as continuous speed bumps or numerous potholes. Otherwise, it indicates a smooth road condition. After determining the road condition, timing begins for the current road condition. Once a change in road condition is determined based on the wheel speed change characteristics (e.g., from smooth to bumpy, or from bumpy to smooth), the timer is reset and timing begins again for the changed road condition.

[0113] It should be noted that even if the wheel speed change is intermittent within a short period, if the wheel speed change is detected again within the preset time period, the vehicle is still considered to be on a bumpy road, and the timer will not be reset; if the wheel speed change is not detected again within the preset time period, the road condition is considered to have changed, and the timer will be reset. The preset time period is, for example, 2 seconds, 3 seconds, etc., and can be set according to the actual situation.

[0114] Similarly, if vertical acceleration signals or vehicle height signals are used, the magnitude of vertical acceleration or vehicle height can be obtained in real time. At this point, the road conditions can be determined by comparing the actual detected acceleration spikes with a vertical acceleration threshold, or by comparing the actual detected vehicle height spikes with a vehicle height threshold. After determining the road conditions, timing for the current road conditions begins. Furthermore, similar to wheel speed signals, if another acceleration spike or vehicle height spike is detected within a preset time period, the vehicle is still considered to be on a bumpy road, and the timer is not reset. Otherwise, a change in road conditions is determined, and the timer is reset.

[0115] If image signals, radar signals, or other operational signals are used, the visual features of the road surface can be identified by comparing image information, radar 3D point cloud, or echo characteristics with a standard road surface, thereby directly determining the road conditions ahead. Then, when the vehicle travels on the identified road surface, a timer begins. By identifying the road surface through visual perception, the detection range of image signals and radar signals is much greater than that of the vehicle itself. Therefore, the road conditions can be confirmed in advance before the vehicle actually enters the target road segment, enabling predictive control and shifting from passive reaction to proactive preparation. This improves the intelligence, reliability, and foresight of the control. Optionally, image signals can be acquired by the vehicle's camera, and radar signals can be acquired by lidar, millimeter-wave radar, etc.

[0116] If navigation signals are used, they can be provided by in-vehicle navigation systems or high-precision maps from smart devices such as mobile phones. In this case, the attributes of the upcoming road segment can be directly queried from the high-precision map based on the driving direction and planned route, thus directly determining whether the road conditions ahead are bumpy or smooth. This enables predictive control, shifting from passive reaction to proactive preparation, thereby improving the intelligence, reliability, and foresight of the control system.

[0117] Optionally, at least two of the above-mentioned operating condition signals can be used to fuse and determine the driving road conditions, which will help to further improve the accuracy and reliability of road surface recognition.

[0118] It is understood that the above is merely an example of how to identify road conditions through various working condition signals, and is intended to illustrate the principle of road condition identification: when a vehicle is traveling on a smooth road or a bumpy road, there are significant differences in the working condition signals.

[0119] This application does not impose specific restrictions on the method of identifying road conditions through working condition signals. Other technical means that can identify road conditions through the aforementioned working condition signals should be considered to fall within the protection scope of this application.

[0120] like Figure 7 As shown, in some embodiments, the control method further includes: Obtain the vehicle's real-time deceleration; When the absolute value of the deceleration is greater than or equal to the deceleration threshold, the liquid level alarm signal is blocked.

[0121] When a vehicle brakes suddenly, the fluid level changes drastically, potentially causing false alarms. In this situation, if the absolute value of the detected deceleration is greater than or equal to a deceleration threshold, the fluid level alarm signal is disabled. This helps to further improve the accuracy and reliability of fluid level detection.

[0122] Optionally, the deceleration threshold can be, for example, 0.7g, where g is the acceleration due to gravity.

[0123] Thirdly, embodiments of this application provide a vehicle including the braking device 10 described in the first aspect. The vehicle provided in this application uses the braking device 10 described in the first aspect, and therefore can achieve the same effect as the aforementioned braking device 10.

[0124] Fourthly, embodiments of this application provide a vehicle including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the method described in the second aspect.

[0125] The vehicle provided in this application embodiment can execute the above-described vehicle control method, and therefore can achieve the same effect as the above-described control method.

[0126] The processor can implement or execute various exemplary logic blocks, modules, and circuits incorporating the disclosure of this application. The processor can also be a combination of functions that implement computation, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc.

[0127] In addition, the memory and processor in the embodiments of this application may specifically be chips, components or modules; wherein, the memory is used to store instructions, and when the processor calls and executes the instructions, it can enable the chip to execute the vehicle control method provided in the above embodiments.

[0128] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0129] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0130] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A braking device, characterized in that, include: The housing is provided with an oil inlet; A guide structure is provided inside the housing. The top of the guide structure is connected to the top inner wall of the housing. The guide structure divides the receiving cavity inside the housing into a guide cavity and a liquid storage cavity. The guide cavity is located inside the guide structure and the guide cavity and the liquid storage cavity are interconnected. The oil inlet is connected to the liquid storage cavity. The guide cavity is used to place the float. A connecting pipe is provided, one end of which is connected to the top space of the guide cavity, and the other end of which is connected to the top space of the liquid storage cavity.

2. The braking device according to claim 1, characterized in that, The housing has a main body and an extension, the extension being located at the top of the main body and having the oil inlet provided thereon; The two ends of the guide structure are respectively connected to the top inner wall and the bottom inner wall of the main body. One end of the connecting pipe is connected to the top of the main body and communicates with the top space of the guide cavity. The other end of the connecting pipe is connected to the extension and communicates with the top space of the liquid storage cavity.

3. The braking device according to claim 2, characterized in that, The extension has a first liquid level indicator, and the main body has a second liquid level indicator; The extension is provided with an opening for connection to the connecting pipe, and at least a portion of the opening is higher than the first liquid level indicator.

4. The braking device according to claim 2, characterized in that, The housing includes a first housing and a second housing, which are connected to each other to enclose and form the receiving cavity; The first housing forms the extension, and the first housing and the second housing together form the main body. The guiding structure includes a first guiding portion connected to the first housing and a second guiding portion connected to the second housing. When the first housing is connected to the second housing, the first guiding portion and the second guiding portion together form the guiding cavity.

5. A vehicle control method, applied to a braking device as described in any one of claims 1 to 4, characterized in that, The control method includes: The liquid level signal of the braking device is acquired, and a liquid level alarm signal is generated when the liquid level signal is less than or equal to a first liquid level threshold. Acquire operating condition signals that characterize the vehicle's driving environment, and identify the vehicle's current road conditions based on the operating condition signals; Obtain the first duration of the vehicle's current driving conditions; Based on the driving conditions and the first duration, determine whether to output the liquid level alarm signal.

6. The vehicle control method according to claim 5, characterized in that, The driving conditions include smooth road conditions and bumpy road conditions; The step of determining whether to output the liquid level alarm signal based on the driving conditions and the first duration includes: When the vehicle is traveling on the bumpy road and the first duration of the bumpy road is greater than or equal to the first duration threshold, the liquid level alarm signal is blocked. When the vehicle is traveling on the smooth road condition and the first duration of the smooth road condition is greater than or equal to the second duration threshold, the normal output of the liquid level alarm signal is restored.

7. The vehicle control method according to claim 6, characterized in that, The control method further includes: When the liquid level signal is less than or equal to the second liquid level threshold, a forced alarm signal is generated and output, wherein the second liquid level threshold is less than the first liquid level threshold; Alternatively, the control method may further include: During the period when the liquid level alarm signal is blocked, if the liquid level signal is continuously less than or equal to the first liquid level threshold, the trend of the liquid level signal is analyzed. When the liquid level signal continues to drop, a forced alarm signal is output.

8. The vehicle control method according to claim 5, characterized in that, The operating condition signals include at least one of wheel speed signals, vertical acceleration signals, vehicle height signals, image signals, radar signals, and navigation signals. The step of identifying the vehicle's current driving conditions based on the operating condition signals includes: Based on the operating condition signals, it can be identified whether the vehicle is currently on a smooth or bumpy road.

9. The vehicle control method according to claim 5, characterized in that, The control method further includes: Obtain the vehicle's real-time deceleration; When the absolute value of the deceleration is greater than or equal to the deceleration threshold, the liquid level alarm signal is blocked.

10. A vehicle, characterized in that, Includes the braking device as described in any one of claims 1 to 4; Alternatively, it may include a memory and a processor, the memory for storing executable program code, and the processor for calling and running the executable program code from the memory, causing the vehicle to perform the control method as described in any one of claims 5 to 9.

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