Pressure relief type pushing device and braking system

Abstract

The invention provides a pressure relief type pushing device and a braking system, and relates to the field of braking, the pressure relief type pushing device comprises a shell, the interior of the shell is divided into a first cavity and a second cavity through a partition plate, the first cavity and the second cavity are used for containing a hydraulic medium, and the partition plate is provided with a circulation opening used for communicating the first cavity with the second cavity; the hydraulic pump is used for driving a hydraulic medium to flow into the second cavity from the first cavity; the driving assembly is partially located in the second cavity and used for being driven by the hydraulic medium to move in the direction away from the partition plate. The reset piece is located in the second cavity, makes contact with the driving assembly and is used for driving the driving assembly to move in the direction close to the partition plate; the part, extending out of the second cavity, of the driving assembly is used for driving a braking structure of the braking device to generate braking force, the braking force is reduced in the state that the driving assembly moves in the direction away from the partition plate, and the braking force is increased in the state that the driving assembly moves in the direction close to the partition plate. The braking system is simple in structure and high in braking reliability.

Description

Technical Field

[0001] This invention relates to the field of braking, and more particularly to a pressure relief type actuation device and braking system. Background Technology

[0002] In motion devices, propulsion is required, especially in the braking system, which needs to stop moving parts promptly as needed. Particularly during vehicle operation, the braking system controls wheel rotation to bring the vehicle to a stop as intended by the driver. The structure of these propulsion devices is quite complex. Summary of the Invention

[0003] To address the aforementioned technical problems, this invention provides a pressure-relief propulsion device and braking system, which simplifies the structure of the propulsion device and improves the reliability of the braking system.

[0004] This invention provides a pressure-relief actuating device, comprising: a housing, the interior of which is divided by a partition to form a first cavity and a second cavity, the first cavity and the second cavity being used to contain hydraulic medium, the partition having a flow port for connecting the first cavity and the second cavity; a hydraulic pump for driving the hydraulic medium through the flow port, flowing from the first cavity into the second cavity; a driving assembly, partially located in the second cavity, for moving away from the partition under the drive of the hydraulic medium; and a resetting member, located in the second cavity and in contact with the driving assembly, for driving the driving assembly to move closer to the partition.

[0005] In some embodiments, the partition also has a pressure relief port, and the partition has a receiving space. In the thickness direction of the partition, the pressure relief port is located on both sides of the receiving space and is connected to the receiving space. The receiving space is isolated from the flow port. The pressure relief type pushing device further includes a pressure relief driving assembly, which includes: a pressure relief shaft, at least partially located in the receiving space, the pressure relief shaft having a communication port; and a pressure relief driving member connected to the pressure relief shaft for driving the pressure relief shaft to move within the receiving space. During the movement of the pressure relief shaft, the communication port enables the pressure relief ports located on both sides of the receiving space to connect.

[0006] In some embodiments, the pressure relief drive is used to drive the pressure relief shaft to translate in a first direction to change the connection state between the communication port and the pressure relief port, wherein the first direction is parallel to the length direction of the pressure relief shaft.

[0007] In some embodiments, the pressure relief drive assembly further includes a threaded transmission structure, through which the pressure relief drive member is connected to the pressure relief shaft. The pressure relief drive member is used to output rotational motion, and the threaded transmission structure is used to convert the rotational motion into linear motion and drive the pressure relief shaft to translate along the first direction. Alternatively, the pressure relief drive member is directly connected to the pressure relief shaft to drive the pressure relief shaft to translate along the first direction.

[0008] In some embodiments, the pressure relief shaft has a first limiting structure, and the receiving space has a second limiting structure. The second limiting structure is fixed to the inner wall of the receiving space and abuts against the first limiting structure to restrict the movement of the pressure relief shaft in directions other than the first direction.

[0009] In some embodiments, the pressure relief drive is used to drive the pressure relief shaft to rotate, thereby changing the connection state between the communication port and the pressure relief port, wherein the rotation axis of the pressure relief shaft is parallel to the length direction of the pressure relief shaft.

[0010] In some embodiments, the pressure relief drive is directly connected to the pressure relief shaft to drive the pressure relief shaft to rotate about the rotation axis; or, the pressure relief drive assembly further includes a rocker arm, one end of which is connected to the pressure relief shaft, and the other end of which is rotatably connected to the pressure relief drive. The pressure relief drive is used to output linear motion, and the rocker arm is used to convert the linear motion into rotational motion and drive the pressure relief shaft to rotate. The rocker arm has an adjustment structure that allows the length of the rocker arm to be variable along its length. Alternatively, the pressure relief drive assembly further includes a gear transmission assembly, wherein the pressure relief drive is used to output rotational motion, and the gear transmission assembly is used to transmit the rotational motion to the pressure relief shaft.

[0011] In some embodiments, the pressure relief shaft has a third limiting structure, and the receiving space has a fourth limiting structure. The fourth limiting structure is fixed to the inner wall of the receiving space and abuts against the third limiting structure to restrict the movement of the pressure relief shaft in directions other than rotation about the rotation axis.

[0012] In some embodiments, the pressure relief shaft includes: a hollow shaft having a first communication port; a thin shaft located inside the hollow shaft and movable relative to the hollow shaft, the thin shaft having a second communication port; the pressure relief drive includes: a first drive member connected to the hollow shaft for driving the hollow shaft to move, wherein during the movement of the hollow shaft, the first communication port enables the pressure relief port to communicate with the internal space of the hollow shaft; a second drive member connected to the thin shaft for driving the thin shaft to move, wherein during the movement of the thin shaft, the second communication port can communicate with the first communication port; or, the drive member is used to connect to a parking brake lever for transmitting the movement of the parking brake lever to the pressure relief shaft.

[0013] In some embodiments, the hydraulic pump is located inside the first cavity; or, the hydraulic pump is located outside the housing, and the hydraulic pump is connected to the first cavity via an inlet pipe and an outlet pipe.

[0014] In some embodiments, the flow port has a one-way valve that allows the hydraulic medium to flow from the first chamber into the second chamber; the housing also has a return channel that connects the first chamber and the second chamber, and the return channel has an overflow valve that allows the hydraulic medium to flow back from the second chamber to the first chamber when the hydraulic pressure in the second chamber is greater than a preset threshold.

[0015] This invention also provides a braking system, comprising: a braking device; and a pressure-relief actuating device as provided in the above embodiment, connected to the braking device for driving the braking device to generate braking force; wherein, there are multiple braking devices, the number of pressure-relief actuating devices is the same as the number of braking devices, each pressure-relief actuating device is connected to one of the braking devices, and the portion of the driving assembly extending out of the second cavity is used to drive the braking structure of the braking device to generate braking force, wherein the braking force decreases when the driving assembly moves away from the partition, and increases when the driving assembly moves towards the partition.

[0016] This invention provides a pressure-relief actuating device. The device includes a housing with a first cavity and a second cavity for containing hydraulic fluid. It also includes a hydraulic pump for driving the hydraulic fluid from the first cavity into the second cavity, a driving assembly partially located within the second cavity, and a reset member in contact with the portion of the driving assembly located within the second cavity. The hydraulic pressure generated within the second cavity by the hydraulic pump and the reset force provided by the reset member control the position of the driving assembly within the second cavity. This actuating device has a simpler structure. When this pressure-relief actuating device is applied to a braking system, the portion of the driving assembly extending out of the second cavity drives the braking structure of the braking system to generate braking force. The braking drive device eliminates the need for a master cylinder, wheel cylinders, servo brake, and complex hydraulic or pneumatic lines, greatly simplifying the braking system. Furthermore, the braking force decreases when the drive assembly moves away from the partition and increases when it moves towards the partition. In other words, the braking force increases when the hydraulic medium in the second chamber leaks into the first chamber. In the event of structural damage or partial failure of the braking system, the hydraulic fluid in the second chamber will either leak into the first chamber or remain unchanged. This allows the braking force to remain constant under such fault conditions, improving the braking reliability of the braking system or maximizing its braking force, thus achieving the highest level of reliability. Attached Figure Description

[0017] Figure 1 This is a cross-sectional view of a pressure-relief propulsion device provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the assembly of a pressure relief drive component and a housing in a pressure relief type push device provided in an embodiment of the present invention; Figure 3 An exploded view of a first type of pressure relief drive assembly in a pressure relief propulsion device provided in an embodiment of the present invention; Figure 4 A schematic diagram of the structure of a second type of pressure relief drive assembly in a pressure relief propulsion device provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of the assembly of a third type of pressure relief shaft and partition in a pressure relief-type push device provided in an embodiment of the present invention; Figure 6 A schematic diagram of the structure of a fourth type of pressure-relief drive assembly in a pressure-relief propulsion device provided in an embodiment of the present invention; Figure 7 A schematic diagram of the structure of a fifth type of pressure relief drive assembly in a pressure relief propulsion device provided in an embodiment of the present invention; Figure 8 A schematic diagram of the structure of the sixth type of pressure relief drive assembly in the pressure relief propulsion device provided in the embodiment of the present invention; Figure 9 This is a schematic diagram of the assembly of the seventh type of pressure relief shaft and partition in the pressure relief push device provided in the embodiment of the present invention; Figure 10 An assembly diagram of the eighth type of pressure relief shaft, the eighth type of pressure relief drive component, and the housing in the pressure relief push device provided in the embodiments of the present invention; Figure 11 This is a schematic diagram of another pressure-relief type propulsion device provided in an embodiment of the present invention; Figure 12 This is a schematic diagram of the braking system provided in an embodiment of the present invention; Figure 13 A schematic diagram of the control system of the braking system provided in an embodiment of the present invention; Figure 14 This is a diagram of the fluid injection structure of the braking system provided in an embodiment of the present invention.

[0018] Explanation of reference numerals in the attached figures 10. Pressure relief propulsion device; 20. Braking device; 31. Brake pedal; 32. Handbrake; 40. On-board central processing unit; 41. Brake control unit; 42. ABS brake control unit; 43. ABS brake control unit; 44. Wheel speed sensor; 100. Housing; 110. Partition plate; 111. Flow port; 112. Accommodation space; 113. Pressure relief port; 114. Second limiting structure; 115. Fourth limiting structure; 116. Check valve; 117. Pressure sensor; 121. First chamber; 122. Second chamber; 130. Return channel; 131. Overflow valve; 140. Oil filler cap; 200. Hydraulic pump; 210. Inlet pipe; 220. Outlet pipe; 300. Drive component; 400. Reset component; 500, Pressure relief drive assembly; 510, Pressure relief shaft; 511, Connecting port; 520, Pressure relief drive component; 500A, Type 1 pressure relief drive assembly; 511A, threaded hole; 510A, Type 1 pressure relief shaft; 520A, Type 1 pressure relief shaft; 521A, threaded drive structure; 522A, output shaft; 500B, second type of pressure relief drive assembly; 510B, second type of pressure relief shaft; 520B, second type of pressure relief drive component; 510C, the third type of pressure relief shaft; 512C, the first limiting structure; 500D, the fourth type of pressure relief drive assembly; 510D, the fourth type of pressure relief drive component; 520D, the fourth type of pressure relief shaft; 500E, Type 5 pressure relief drive assembly; 510E, Type 5 pressure relief drive component; 520E, Type 5 pressure relief shaft; 530E, rocker arm; 531E, adjustment structure; 500F, Type 6 pressure relief drive assembly; 510F, Type 6 pressure relief drive component; 520F, Type 6 pressure relief shaft; 530F, Type 6 pressure relief shaft; 510G, the seventh type of pressure relief shaft; 512G, the third limiting structure; 510H, eighth type of pressure relief shaft; 511H, hollow shaft; 512H, thin shaft; 513H, first connecting port; 514H, fourth connecting port; 520H, eighth type of pressure relief drive; 521H, first drive; 522H, second drive. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0020] The specific technical features described in the various embodiments in the detailed implementation can be combined in various ways without contradiction. For example, different implementation methods can be formed by combining different specific technical features. In order to avoid unnecessary repetition, the various possible combinations of the specific technical features in this invention will not be described separately.

[0021] It should also be noted that, in order to avoid obscuring the present invention with unnecessary details, only the structures and / or processing steps closely related to the present invention are shown in the accompanying drawings, while other details that are not closely related to the present invention are omitted.

[0022] Additionally, it should be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. In the following description, the terms "first," "second," etc., are used merely to distinguish different objects and do not indicate any similarity or connection between them. It should be understood that the directional descriptions such as "above," "below," "inside," and "outside" refer to the orientation under normal use conditions.

[0023] In the following specific embodiments, the pressure-relief actuating device can be applied to any moving structure where space requirements are met, thereby pushing and pulling the moving components in the moving structure. For example, the pressure-relief actuating device is used to push and pull the movement of a valve body; for example, the pressure-relief actuating device is used to push a braking device, driving the braking structure of the braking device to generate braking force through friction. The pressure-relief actuating device can, for example, be used to drive a braking device for a gear shaft to brake the gear shaft; the pressure-relief actuating device can also be used in a vehicle braking system to drive the braking device of the wheels to generate braking force. The structure and function of the pressure-relief actuating device will be exemplified below with reference to various embodiments, taking the application of the pressure-relief actuating device to drive a braking device to generate braking force as an example.

[0024] In some embodiments, such as Figure 1 As shown, the pressure relief actuation device includes: a housing 100, a hydraulic pump 200, a drive assembly 300, and a reset member 400. A first cavity 121 and a second cavity 122 are formed within the housing 100 by a partition 110. The first cavity 121 and the second cavity 122 are used to contain hydraulic media, which can be any liquid medium capable of transmitting pressure. For example, the liquid medium can be water, mineral oil, or an emulsion. The partition 110 has a flow port 111 that connects the first cavity 121 and the second cavity 122, allowing the liquid medium to flow between the first cavity 121 and the second cavity 122.

[0025] The hydraulic pump 200 is used to drive the hydraulic medium to flow from the first chamber 121 into the second chamber 122 through the flow port 111; the drive assembly 300 is partially located in the second chamber 122, that is, part of the drive assembly 300 is located in the second chamber 122 and the other part extends out of the second chamber 122. During the process of the hydraulic medium flowing from the first chamber 121 into the second chamber 122, the hydraulic pressure in the second chamber 122 increases and applies pressure to the part of the drive assembly 300 located in the second chamber 122 to push the part of the drive assembly 300 extending out of the second chamber 122 to move away from the partition 110; the reset member 400 is located in the second chamber and in contact with the drive assembly 300, and is used to drive the drive assembly 300 to move towards the partition 110.

[0026] The portion of the drive assembly 300 extending out of the second chamber 122 is used to drive the braking structure of the braking device to generate braking force. Taking a caliper disc brake as an example, the power of the drive assembly 300 extending out of the second chamber 122 can be transmitted to the brake caliper through mechanical transmission or a short hydraulic or pneumatic pipeline, so that the brake caliper clamps the brake disc to generate braking force. This structure eliminates the need for traditional master cylinders and wheel cylinders, and achieves the generation and control of braking force through complex hydraulic pipelines and brake servo devices, greatly simplifying the braking system. Moreover, the braking force decreases when the drive assembly 300 moves away from the partition 110 and increases when it moves closer to the partition 110. That is, the braking force decreases when the pressure in the second chamber 122 increases and increases when the pressure in the second chamber 122 is released to the first chamber 121. This pressure-relief braking force increase mechanism can improve the reliability of the braking system. The principle of this mechanism improving braking reliability will be explained below in conjunction with the working process of the pressure-relief drive device.

[0027] When the vehicle is started and there is no need for braking force, the hydraulic pump 200 is turned on. Driven by the hydraulic pump 200, the hydraulic medium enters the second chamber 122 from the first chamber 121. The hydraulic pressure overcomes the reset force of the reset member 400 and pushes the drive assembly 300 to its maximum stroke away from the partition 110. At this time, the braking force of the braking device is reduced to zero. When braking is needed, the hydraulic medium in the second chamber 122 is controlled to leak into the first chamber 121, reducing the hydraulic pressure in the second chamber 122. Under the action of the reset force of the reset member 400, the drive assembly 200 moves towards the partition 110, thereby increasing the braking force. If structural damage occurs in the related braking drive device, such as a leak in the brake line or damage to the drive device of the brake servo device, the braking system will be unable to reliably generate braking force. However, the pressure relief push device provided in this embodiment, even if structural damage occurs, will not be able to reliably generate braking force. For example, if the housing 100 is damaged, hydraulic pressure cannot be formed in the cavity inside the housing 100, resulting in the inability to form hydraulic pressure in the second cavity 122. At this time, the drive assembly 200 moves towards the partition 110 under the action of the reset force of the reset member 300. The drive assembly 200 maximizes the braking force of the braking device. For example, if the hydraulic pump 200 is damaged, the hydraulic pressure in the second cavity 122 cannot be controlled. The hydraulic pressure in the second cavity 122 is reduced to zero or maintained at the level before the hydraulic pump 200 was damaged, thereby maximizing or maintaining the braking force. That is, even if the pressure relief push device is structurally damaged, the braking system can still generate braking force, reducing the risk of vehicle brake failure. Thus, the braking system using this pressure relief push device has higher braking reliability. Moreover, in this state, the vehicle's power can still overcome the braking force and drive to the nearest repair point.

[0028] It should be noted that the hydraulic medium can drain from the second chamber 122 into the first chamber 121 in any way. For example, the hydraulic medium can flow bidirectionally in the flow port 111 of the partition 110. The hydraulic pressure in the second chamber 122 can be controlled by controlling the rotation speed of the hydraulic pump 200. Reducing the rotation speed of the hydraulic pump 200 can reduce the hydraulic pressure in the second chamber 122. At this time, the drive assembly 300 moves towards the partition 110 under the action of the reset force of the reset member 400 and pushes the hydraulic medium in the second chamber 122 into the first chamber 121. This structure can control the drive assembly 300 by controlling the rotation speed of the hydraulic pump 200. The position of 00 within the second chamber 122 controls the braking force of the braking device. For example, the flow port 111 has a one-way valve that allows hydraulic medium to flow only from the first chamber 121 into the second chamber 122. Other pressure relief structures allow the hydraulic medium in the first chamber 121 to be discharged into the second chamber 122. This structure can keep the hydraulic pressure in the second chamber 122 constant when the hydraulic pump 200 stops, thereby keeping the braking force constant and saving energy consumption of the pressure relief type actuation device. It can also keep the hydraulic pressure in the second chamber 122 constant even if the hydraulic pump 200 is damaged, thereby keeping the braking force constant.

[0029] This invention provides a pressure-relief type actuating device. The driving device includes a housing with a first cavity and a second cavity for containing hydraulic media. It also includes a hydraulic pump for driving the hydraulic media from the first cavity into the second cavity, a driving assembly partially located within the second cavity, and a reset member in contact with the portion of the driving assembly located within the second cavity. The hydraulic pressure generated within the second cavity by the hydraulic pump and the reset force provided by the reset member control the position of the driving assembly within the second cavity. Furthermore, the portion of the driving assembly extending beyond the second cavity drives the braking structure of the braking device to generate braking force. This braking actuating device eliminates the need for a master cylinder, wheel cylinders, brake servo devices, and complex hydraulic or pneumatic pipelines, greatly simplifying the braking system. Moreover, the braking force decreases when the driving assembly moves away from the partition and increases when it moves towards the partition; that is, the braking force increases when the hydraulic media in the second cavity leaks into the first cavity. In the event of structural damage or partial failure of the braking system, the hydraulic pressure in the second cavity may leak into the first cavity or remain unchanged, thus maintaining or maximizing the braking force under such fault conditions, thereby still generating braking force and improving the braking reliability of the braking system.

[0030] In some embodiments, such as Figure 2 As shown, the partition 110 also has a pressure relief port 112, and the partition 110 has a receiving space 113. In the thickness direction of the partition 110, the pressure relief port 112 is located on both sides of the receiving space 113 and is connected to the receiving space 113. Meanwhile, the pressure relief actuation device also includes a pressure relief drive assembly 500, which includes a pressure relief shaft 510 and a pressure relief drive member 520. At least a portion of the pressure relief shaft 510 is located within the receiving space 113, and the pressure relief shaft 510 has a communication port 511. The pressure relief drive member 520 is connected to the pressure relief shaft 510 and is used to drive the pressure relief shaft 510 to move within the receiving space 113. During the movement of the pressure relief shaft 510, the communication port 511 enables the pressure relief ports 112 located on both sides of the receiving space 113 to connect. That is, by moving the pressure relief shaft 510, the communication port 511 and the receiving space 113 can be connected. When the pressure relief ports 112 on both sides move relative to each other, and the connecting port 511 is located at a position not directly opposite the pressure relief ports 112 on both sides of the receiving space 113, the pressure relief ports 112 on both sides of the receiving space 113 are isolated by the pressure relief shaft 510. At this time, the hydraulic medium in the second chamber 122 cannot be discharged into the first chamber 121 through the pressure relief ports 112. When the connecting port 511 is located at a position directly opposite the pressure relief ports 112 on both sides of the receiving space 113, the pressure relief ports 112 on both sides of the receiving space 113 are connected by the connecting port 112. At this time, the hydraulic medium in the second chamber 122 can be discharged into the first chamber 121 through the pressure relief ports 112. This can be understood as follows: in braking scenarios, it is generally required that the braking force can be increased rapidly. If the braking force is increased by reducing the speed of the hydraulic pump 200, the response speed of the increased braking force may not be able to meet the braking demand. By setting an additional pressure relief drive component 500, when it is necessary to increase the braking force, the connecting port 111 connects the pressure relief ports 112 on both sides of the accommodating space 113, so that the hydraulic medium in the second chamber 122 can be quickly discharged into the first chamber 121. The hydraulic pressure in the second chamber 122 decreases rapidly, and the drive component 300 moves quickly towards the partition 110 under the reset force applied by the reset component 400, thereby increasing the braking force rapidly and meeting the need for rapid increase of braking force in emergency braking scenarios.

[0031] Furthermore, the accommodating space 113 is isolated from the flow port 111 so that the flow control of the flow port 111 and the pressure relief control of the pressure relief shaft 510 are independent of each other, reducing the control difficulty of the pressure relief type push device. Optionally, the flow port 111 is located at the geometric center of the partition 110, and the accommodating space 113 is located on at least one side of the flow port 111.

[0032] It should be noted that the pressure relief drive 520 can be any structure capable of driving the pressure relief shaft 510 to move. The pressure relief drive 520 can directly drive the pressure relief shaft 510 to move, or it can drive the pressure relief shaft 510 to move through a transmission structure. The movement of the pressure relief shaft 510 can be translational or rotational. The structure and function of various types of pressure relief drive components will be illustrated below with reference to various embodiments.

[0033] In some embodiments, Figure 2In this process, the pressure relief drive 520 is used to drive the pressure relief shaft 510 to translate along a first direction, which is parallel to the length direction of the pressure relief shaft 510. The translation of the pressure relief shaft 510 can change the connection state between the connecting port 511 and the pressure relief port 112. It should be noted that by controlling the position of the pressure relief port through translation, the position of the pressure relief port 112 can be precisely controlled, thereby controlling the pressure relief speed of the second chamber 122.

[0034] For example, such as Figure 3 As shown, the first type of pressure relief drive assembly 500A includes a threaded transmission structure 521A. The first type of pressure relief drive member 520A is connected to the first type of pressure relief shaft 510A through the threaded transmission structure 521A. For example, the end of the first type of pressure relief shaft 510A is provided with a threaded hole 511A. The first type of pressure relief drive member 520A is a rotary motor. Part of the outer surface of the output shaft 522A of the rotary motor has an external thread. The part with the external thread extends into the threaded hole and forms the threaded transmission structure 521A with the internal thread of the threaded hole. The threaded transmission structure 521A also includes an abutment structure. The abutment structure abuts against the first type of pressure relief shaft 510A to restrict the rotation of the first type of pressure relief shaft 510A. Thus, the threaded transmission structure 521A can convert the rotational motion of the first type of pressure relief drive member 520A into linear motion and drive the first type of pressure relief shaft 510A to move linearly in a first direction. This driving method can precisely control the movement distance of the first type of pressure relief shaft 510A in the first direction.

[0035] For example, such as Figure 4 As shown, the second type of pressure relief drive component 520B in the second type of pressure relief drive assembly 500B is directly connected to the second type of pressure relief shaft 510B. The second type of pressure relief drive component 520B can output linear motion, thereby enabling the second type of pressure relief drive component 520B to directly drive the second type of pressure relief shaft 510B to move along the first direction. The second type of pressure relief drive component 520B can be a linear motor or a solenoid valve.

[0036] For example, for a pressure relief shaft with linear motion, such as Figure 5As shown, the third type of pressure relief shaft 510C has a first limiting structure 512C and a second limiting structure 114 in the receiving space 113. The second limiting structure 114 is fixed to the inner wall of the receiving space 113. The second limiting structure 114 and the first limiting structure 512C abut against each other, which can restrict the movement of the third type of pressure relief shaft 510C in directions other than the first direction. For example, the first limiting structure 512C is an elongated hole extending along the first direction. The height direction of the first limiting structure 512C is parallel to the depth direction of the connecting opening 511. The second limiting structure 114 is a limiting protrusion that extends from the inner wall of the receiving space 113. The limiting protrusion extends into the elongated hole and the size of the limiting protrusion in the first direction is smaller than the size of the elongated hole. The depth direction of the elongated hole is parallel to the depth direction of the connecting opening 511, thereby restricting the movement of the third type of pressure relief shaft 510C in directions other than the first direction and allowing the third type of pressure relief shaft 510C to slide in the first direction.

[0037] In some embodiments, Figure 2 The pressure relief drive 520 is used to drive the pressure relief shaft 510 to rotate. By rotating the pressure relief shaft 510, the connection state between the communication port 511 and the pressure relief port 112 can be changed. The rotation axis of the pressure relief shaft 510 is parallel to the length direction of the pressure relief shaft 510. It should be noted that by rotating the pressure relief shaft 510, the movement of the pressure relief port 112 can be reduced, thereby enabling a faster pressure relief response.

[0038] For example, such as Figure 6 As shown, the fourth type of pressure relief drive component 520D in the fourth type of pressure relief drive assembly 500D is directly connected to the fourth type of pressure relief shaft 510D to drive the fourth type of pressure relief shaft 510D to rotate around the rotation axis. The fourth type of pressure relief drive component 520D can be, for example, a rotary motor.

[0039] For example, such as Figure 7 As shown, the fifth type of pressure relief drive assembly 500E also includes a rocker arm 530E. One end of the rocker arm 530E is connected to the fifth type of pressure relief shaft 510E, and the other end of the rocker arm shaft 530E is connected to the fifth type of pressure relief drive 520E. The fifth type of pressure relief drive 520E is used to output linear motion. By pulling one end of the rocker arm 530E, the other end of the rocker arm 530E can pull the pressure relief shaft 510E to rotate around the rotation axis. The rocker arm 530E has an adjustment structure 531E. In the length direction of the rocker arm 530E, the adjustment structure 531E can make the length of the rocker arm 530E variable. The adjustment structure 531E can be a telescopic bellows structure or an elastic spring structure.

[0040] For example, such as Figure 8 As shown, the sixth type of pressure relief drive assembly 500F also includes a gear transmission assembly 530F. The sixth type of pressure relief drive 520F is used to output rotary motion. The gear transmission assembly 530F connects the sixth type of pressure relief drive 520F and the sixth type of pressure relief shaft 510F. The gear transmission assembly 530F can transmit the rotary motion output by the sixth type of pressure relief drive 520F to the sixth type of pressure relief shaft 510F, thereby driving the sixth type of pressure relief shaft 510F to rotate. The gear transmission assembly 530F can not only accurately control the rotation angle of the sixth type of pressure relief shaft 510F by the number of rotating teeth, but also increase the torque driving the sixth type of pressure relief shaft 510F by the principle of speed reduction and torque increase when the transmission ratio of the gear transmission assembly 530F is greater than 1.

[0041] For example, for a rotating pressure relief shaft, such as Figure 9 As shown, the seventh type of pressure relief shaft 510G has a third limiting structure 512G and a fourth limiting structure 115 in the receiving space 113. The fourth limiting structure 115 is fixedly connected to the inner surface of the receiving space 113 and abuts against the third limiting structure 512G to restrict the movement of the seventh type of pressure relief shaft 510G in directions other than rotation about the axis of rotation. For example, the third limiting structure 512G is an annular limiting groove, and the fourth limiting structure 115 is a limiting protrusion extending from the inner surface of the receiving space 113. The limiting protrusion extends into the annular limiting groove to restrict the movement of the seventh type of pressure relief shaft 510G in directions other than rotation about the axis of rotation.

[0042] In some embodiments, the pressure relief actuation device can also achieve the vehicle's anti-lock braking function, specifically, such as... Figure 10As shown, the eighth type of pressure relief shaft 510H includes: a hollow shaft 511H and a thin shaft 512H. The hollow shaft 511H has a first communication port 513H, and the thin shaft 512H is located inside the hollow shaft 511H and can move relative to the hollow shaft 511H. The thin shaft 512H has a second communication port 514H. Meanwhile, the eighth type of pressure relief drive 520H includes: a first drive 521H and a second drive 522H. The first drive 521H is connected to the hollow shaft 511H and is used to drive the hollow shaft 511H. During the H-motion process of the hollow shaft 511H, the first connecting port 513H enables the pressure relief port 112 to communicate with the internal space of the hollow shaft 511H. The second driving member 522H is connected to the thin shaft 512H and is used to drive the thin shaft 512H to move. During the movement of the thin shaft 512H, the second connecting port 514H can communicate with the first connecting port 513H. That is, when the first connecting port 513H or the second connecting port 514H is not connected to the pressure relief port 112, the hydraulic medium in the second cavity 122 cannot be released. When the first connecting port 513H, the second connecting port 514H, and the pressure relief port 112 are simultaneously connected, the hydraulic medium in the second chamber 122 can be discharged into the first chamber 121 to increase the braking force. This structure enables the vehicle to achieve anti-lock braking function. For example, when braking is detected, the first driving member 521H and the second driving member 522H drive the hollow shaft 511H and the thin shaft 512H to move respectively, thereby increasing the braking force. The port 514H is simultaneously connected to the pressure relief port 112. At this time, the braking force provided by the brake increases rapidly. Simultaneously, the wheel slip ratio is continuously monitored to determine if the vehicle is locked. If the vehicle is detected to be locked, the hollow shaft 511H remains in its position, and the thin shaft 512H is driven to move via the second drive member 522H so that the second port 514H is no longer connected to the pressure relief port 112. At this time, the hydraulic medium in the second chamber 122 stops leaking into the first chamber 121, and the hydraulic medium in the first chamber 121 is... Figure 1 The flow into the second cavity 122 through the flow port 111 pushes the drive assembly 300 to move away from the partition 110, thereby reducing the braking force and thus disengaging the wheel from the locked state. When the wheel is disengaged, the movement of the thin shaft 512H is controlled and the second connecting port 514H is returned to the state of being connected to the first connecting port 513H, thereby increasing the braking force. Repeating the above process can make the braking force fluctuate continuously within a range, preventing wheel lock-up while maintaining a large braking force level, and keeping the wheel slip rate between 75% and 80%. Within this range, the longitudinal adhesion rate is at its maximum, thereby maximizing the braking force of the ground on the wheel. Preventing wheel lock-up can also reduce the risk of the vehicle skidding, fishtailing, or losing steering ability during braking.

[0043] It should be noted that if a single pressure relief shaft is used to achieve the anti-lock braking function, the shaft needs to move rapidly within a large range of motion, placing higher demands on its motion precision. By setting the pressure relief shaft as two nested shafts (a hollow shaft and a thin shaft), the inner thin shaft can move rapidly within a small range of motion while the hollow shaft remains in a fixed position, thus reducing the control difficulty of the anti-lock braking function. When braking is not required, driving the hollow shaft and thin shaft moves the first and second connecting ports away from the pressure relief port, preventing accidental pressure relief that could lead to unexpected braking increases. Furthermore, the nested structure formed by the hollow shaft and thin shaft reduces the space occupied by the structure compared to achieving the anti-lock braking function with two separate shafts. Moreover, the first and second connecting ports can be formed simultaneously on both the hollow shaft and the thin shaft during the machining process, reducing the positioning steps for the connecting ports by at least half.

[0044] The two driving components can drive the hollow shaft and the thin shaft in the same or different ways, and these driving methods can be... Figures 3 to 9 Select from any of the images; optionally, there are multiple first and second connecting ports, and both types of connecting ports are spaced apart along the direction of movement, thereby further reducing the movement of the thin shaft and further reducing the difficulty of wheel anti-lock control.

[0045] Optional, Figure 2 The pressure relief drive 520 is used to connect with the parking brake control lever. The parking brake control lever can control the pressure relief push device to realize the parking brake function. The parking brake control lever can drive the pressure relief shaft to move through mechanical transmission or through an electronic control system.

[0046] In some embodiments, the pressure relief actuation device includes multiple Figure 2 The pressure relief drive assembly 500 is used in the example of two pressure relief drive assemblies 500. One pressure relief drive assembly is connected to the parking brake lever to achieve parking braking under the control of the parking brake lever. The other pressure relief drive assembly is connected to the brake pedal to achieve service braking under the control of the brake pedal. Optionally, the structure of the pressure relief drive assembly connected to the brake pedal is the same as... Figure 10 The same principle applies to achieve anti-lock braking system (ABS).

[0047] In some embodiments, such as Figure 1 As shown, the hydraulic pump 200 is located within the first chamber 121, thereby making the structure of the pressure relief actuation device more compact; in some embodiments, such as Figure 11 As shown, the hydraulic pump 200 is located outside the housing 100, and the hydraulic pump 200 is connected to the housing 100 via the inlet pipe 210 and the outlet pipe 220. Figure 1The first chamber 121 is connected, which facilitates the replacement and maintenance of the hydraulic pump 200. Optionally, a cooling structure can be provided outside the inlet pipe 210 or outlet pipe 220 to facilitate the cooling of the hydraulic medium.

[0048] In some embodiments, such as Figure 1 As shown, the flow port 111 has a one-way valve 116. The one-way valve 116 allows the hydraulic medium to flow from the first chamber 121 into the second chamber 122 and prevents the hydraulic medium in the second chamber 122 from flowing back into the first chamber 121 through the flow port 111. The braking force can remain unchanged when the hydraulic pump 200 is stopped. At the same time, the housing 100 also has a return channel 130, which connects the first chamber 121 and the second chamber 122. The return channel 130 has an overflow valve 131. When the hydraulic pressure in the second chamber 122 is greater than a preset threshold, the overflow valve 131 is pushed open and allows the hydraulic medium in the second chamber 122 to flow back to the first chamber 121 through the return channel 130. This avoids excessive hydraulic pressure in the second chamber 122 and allows the hydraulic medium to flow back to the first chamber 121. It also prevents the pressure difference between the first chamber 121 and the second chamber 122 from being too large, which would prevent the hydraulic medium in the first chamber 121 from smoothly entering the second chamber 122. Optionally, the return channel 130 has a filter screen, and the hydraulic medium is returned to the first chamber 121 after being filtered by the filter screen.

[0049] Optional, such as Figure 1 As shown, a high-precision pressure sensor 117 is installed on the outside of the housing 100 via a threaded connection. The pressure sensor 117 is directly connected to the second chamber 122 through an internal oil passage, which can monitor the pressure changes inside the second chamber 122 in real time and transmit the detected pressure signal to the electrical control system, providing real-time data support for system pressure management.

[0050] This invention also provides a braking system, which includes a braking device and, as described above, a braking system. Figures 1 to 11 The pressure relief propulsion device shown in any of the diagrams can be a braking system for transmission machinery or a braking system for a vehicle. The structure and function of the braking system will be described below with reference to the application of the braking system in a vehicle.

[0051] In some embodiments, such as Figure 12As shown, the pressure relief actuation device 10 is connected to the braking device 20 and is used to drive the braking device 20 to generate braking force. There are multiple braking devices 20, each installed in a different wheel. The number of pressure relief actuation devices 10 is the same as the number of braking devices 20, and each pressure relief actuation device 10 is connected to one braking device 20. It can be understood that the pressure relief actuation devices 10 and the braking devices 20 form a distributed braking system. A single pressure relief braking actuation device drives a single braking device 20, and each pressure relief actuation device 10 independently controls each braking device 20 to independently control the braking force of each wheel. This control system not only eliminates the need for long and complex hydraulic or pneumatic transmission pipelines, but also allows for independent control of the braking force of each wheel based on its braking requirements. It not only maintains a balance in the braking force of each wheel, but also allows for the purposeful creation of differences in the braking force of each wheel, thereby more easily achieving vehicle stability or wheel anti-skid functions.

[0052] The following is combined Figure 13 An exemplary description of the control system for the braking system is provided, such as... Figure 13As shown, the braking system control system includes an on-board central processing unit 40, a brake control unit 41, and a handbrake control unit 42. The on-board central processing unit 40 can acquire the movement range of the brake pedal 31, generate a corresponding control signal based on the movement range, and transmit the control signal to each brake control unit 41. The brake control unit 41 controls each pressure relief push device 10 to release pressure to drive the braking device in the wheel 21 to generate a corresponding braking force. The magnitude of the braking force is positively correlated with the travel of the brake pedal 31 when it is depressed. The central processing unit 40 can acquire the action of the handbrake 32, generate a parking brake signal based on the action, and transmit the parking brake signal to the handbrake control unit 42. The handbrake control unit 42 controls the pressure relief push device 10 to release pressure to drive the braking device to generate braking force, which is used to keep the vehicle in a parked state. Optionally, the control system also includes a wheel speed sensor 44 and ABS. The brake control unit 43 and wheel speed sensor 44 are used to obtain the wheel rotation speed. The wheel slip ratio or drag ratio can be calculated by the vehicle speed and wheel rotation speed. Based on the slip ratio or drag ratio, it can be determined whether the wheel is locked. When the degree to which the brake pedal 31 is pressed increases significantly and the pressed travel exceeds a preset threshold, the ABS function needs to be activated to prevent wheel lock-up. For example, the vehicle central processing unit 40 calculates the wheel drag ratio or slip ratio based on the wheel rotation speed obtained by the wheel speed sensor 44 and the vehicle speed, and generates a brake control signal based on the slip ratio and slip ratio. Based on the brake control signal, the vehicle central processing unit 40 controls the pressure relief push device 10 to drive the brake device to generate braking force. When the wheel locks up, the braking force is reduced to release the wheel lock-up state. After the wheel is released from lock-up, the braking force is gradually increased until the wheel locks up again. This cycle can prevent wheel lock-up while maintaining a large braking force.

[0053] It should be noted that, Figure 13 The control system of the braking system shown has most of the same control structure and control logic as the existing braking control system. A simple modification to the existing braking control system can yield the following result: Figure 13 The control system shown enables braking systems that utilize a pressure relief propulsion device to be widely used in existing vehicles after simple modifications.

[0054] Optional, such as Figure 14As shown, each pressure relief actuator 10 is connected by a filling pipe 50. Hydraulic medium can be synchronously added to each pressure relief actuator 10 through the filling pipe 50. The level of the hydraulic medium in the filling pipe 50 can also be used to determine whether there is a lack of hydraulic medium in the pressure relief actuator 10. The housing 100 of each pressure relief actuator 10 has an oil filling cap 140. Hydraulic medium can be added to a single pressure relief actuator 10 or it can be observed whether a single pressure relief actuator 10 is lacking hydraulic medium through the oil filling cap 140.

[0055] The above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.

Claims

1. A pressure-relief type propulsion device, characterized in that, The pressure relief propulsion device includes: The housing has an internal partition that separates a first cavity and a second cavity, which are used to contain hydraulic fluid. The partition has a flow port for connecting the first cavity and the second cavity. A hydraulic pump is used to drive the hydraulic medium through the flow port, from the first chamber into the second chamber; A drive assembly, partially located within the second cavity, is used to move away from the partition under the drive of the hydraulic medium; A reset element, located within the second cavity and in contact with the drive assembly, is used to drive the drive assembly to move toward the partition.

2. The pressure-relief propulsion device according to claim 1, characterized in that, The partition also has a pressure relief port, and the partition has an accommodating space. In the thickness direction of the partition, the pressure relief port is located on both sides of the accommodating space and is connected to the accommodating space. The accommodating space is isolated from the flow port; The pressure relief actuation device further includes a pressure relief drive assembly, which includes: A pressure relief shaft, at least partially located within the receiving space, has a communication port; A pressure relief drive component, connected to the pressure relief shaft, is used to drive the pressure relief shaft to move within the receiving space. During the movement of the pressure relief shaft, the communication port enables the pressure relief ports located on both sides of the receiving space to connect.

3. The pressure-relief propulsion device according to claim 2, characterized in that, The pressure relief drive is used to drive the pressure relief shaft to translate in a first direction to change the connection state between the communication port and the pressure relief port. The first direction is parallel to the length direction of the pressure relief shaft.

4. The pressure-relief propulsion device according to claim 3, characterized in that, The pressure relief drive assembly further includes a threaded transmission structure. The pressure relief drive component is connected to the pressure relief shaft through the threaded transmission structure. The pressure relief drive component is used to output rotational motion, and the threaded transmission structure is used to convert the rotational motion into linear motion and drive the pressure relief shaft to translate along the first direction. or, The pressure relief drive is directly connected to the pressure relief shaft to drive the pressure relief shaft to translate along the first direction.

5. The pressure-relief propulsion device according to claim 3 or 4, characterized in that, The pressure relief shaft has a first limiting structure, and the receiving space has a second limiting structure. The second limiting structure is fixed to the inner wall of the receiving space and abuts against the first limiting structure to restrict the movement of the pressure relief shaft in directions other than the first direction.

6. The pressure-relief propulsion device according to claim 2, characterized in that, The pressure relief drive is used to drive the pressure relief shaft to rotate, thereby changing the connection state between the communication port and the pressure relief port. The rotation axis of the pressure relief shaft is parallel to the length direction of the pressure relief shaft.

7. The pressure-relief propulsion device according to claim 6, characterized in that, The pressure relief drive is directly connected to the pressure relief shaft to drive the pressure relief shaft to rotate around the rotation axis. or, The pressure relief drive assembly further includes a rocker arm, one end of which is connected to the pressure relief shaft, and the other end of which is rotatably connected to the pressure relief drive component. The pressure relief drive component is used to output linear motion, and the rocker arm is used to convert the linear motion into rotational motion and drive the pressure relief shaft to rotate. The rocker arm has an adjustment structure, which allows the length of the rocker arm to be variable in the length direction of the rocker arm. or, The pressure relief drive assembly further includes a gear transmission assembly, wherein the pressure relief drive is used to output rotational motion, and the gear transmission assembly is used to transmit the rotational motion to the pressure relief shaft.

8. The pressure-relief propulsion device according to claim 6 or 7, characterized in that, The pressure relief shaft has a third limiting structure, and the receiving space has a fourth limiting structure. The fourth limiting structure is fixed to the inner wall of the receiving space and abuts against the third limiting structure to restrict the movement of the pressure relief shaft in directions other than rotation around the rotation axis.

9. The pressure-relief propulsion device according to claim 2, characterized in that, The pressure relief shaft includes: A hollow shaft having a first connecting port; A thin shaft, located inside the hollow shaft and movable relative to the hollow shaft, the thin shaft having a second communication port; The pressure relief drive component includes: A first driving component is connected to the hollow shaft and is used to drive the hollow shaft to move. During the movement of the hollow shaft, the first communication port enables the pressure relief port to communicate with the internal space of the hollow shaft. The second driving component is connected to the thin shaft and is used to drive the thin shaft to move. During the movement of the thin shaft, the second communication port can communicate with the first communication port. And / or, The drive component is used to connect to the parking brake control lever and to transmit the movement of the parking brake control lever to the pressure relief shaft.

10. The pressure-relief propulsion device according to claim 2, characterized in that, The hydraulic pump is located inside the first cavity; or, The hydraulic pump is located outside the housing and is connected to the first cavity through an inlet pipe and an outlet pipe.

11. The pressure-relief propulsion device according to claim 2, characterized in that, The flow port has a one-way valve, which allows the hydraulic medium to flow from the first chamber into the second chamber; The housing also has a return channel that connects the first chamber and the second chamber. The return channel has an overflow valve. When the hydraulic pressure in the second chamber is greater than a preset threshold, the overflow valve allows the hydraulic medium to flow back from the second chamber to the first chamber, so that the pressure in the second chamber is maintained at a set pressure value while the hydraulic pump is running continuously.

12. A braking system, characterized in that, The braking system includes: Braking device; The pressure relief type actuating device as described in any one of claims 1 to 11 is connected to the braking device and is used to drive the braking device to generate braking force; The braking device has multiple components, and the number of pressure-relieving actuating devices is the same as that of the braking device. Each pressure-relieving actuating device is connected to one of the braking devices. The portion of the driving component extending out of the second cavity is used to drive the braking structure of the braking device to generate braking force. The braking force decreases when the driving component moves away from the partition, and increases when the driving component moves closer to the partition.

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