Auxiliary braking device, method, system, medium, apparatus, and vehicle

Abstract

This application discloses an auxiliary braking device, method, system, medium, equipment, and vehicle. The auxiliary braking device includes: a housing with a cavity formed inside; a drive shaft, connected to the wheel and at least partially disposed within the cavity; an electromagnet disposed within the cavity; and a magnetorheological fluid filling the cavity. The auxiliary braking device is configured to utilize the internal frictional adhesion force generated by the magnetorheological fluid moving within the cavity to convert the kinetic energy of the vehicle into the internal energy of the magnetorheological fluid, thereby achieving auxiliary braking. The auxiliary braking device provided by this invention achieves this by using the adsorption and release of the magnetorheological fluid under the control of a magnetic field. During normal driving, it does not affect the vehicle's power transmission; when deceleration is required, it utilizes the internal friction of the magnetorheological fluid itself to convert kinetic energy into internal energy, thus achieving an auxiliary braking effect. This device has a simple structure and is easy to operate, and can greatly protect the safety and reliability of the vehicle's main brake disc, effectively eliminating or reducing the occurrence of brake failure during long-term downhill driving or continuous deceleration.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to an auxiliary braking device, method, system, medium, equipment, and vehicle. Background Technology

[0002] During vehicle operation, especially during prolonged downhill driving or continuous deceleration, traditional friction braking systems (such as disc brakes or drum brakes) experience a rapid increase in brake disc (or brake drum) temperature due to frequent or continuous braking, leading to thermal fade. In severe cases, this can result in decreased braking performance or even brake failure, posing a significant safety hazard. Existing auxiliary braking technologies, such as engine braking, hydraulic retarders, or eddy current retarders, while able to alleviate some of the load on the main brakes, suffer from problems such as complex structures, high costs, significant modifications to the vehicle's original systems, or high energy consumption. Therefore, there is an urgent need for a new type of auxiliary braking device that is simple in structure, safe and reliable, and can effectively convert kinetic energy into internal energy. Summary of the Invention

[0003] The present invention aims to solve the technical problem that the main brake is prone to overheating and failure when a vehicle is going downhill for a long time or continuously decelerating.

[0004] To achieve the above objectives, a first aspect of the present invention provides an auxiliary braking device. The device includes: a housing having a cavity formed therein; a drive shaft, connected to a wheel and at least partially disposed within the cavity; an electromagnet disposed within the cavity; and a magnetofluid filling the cavity. The auxiliary braking device is configured to utilize the internal frictional adhesive force generated when the magnetofluid moves within the cavity to convert the kinetic energy of the vehicle into the internal energy of the magnetofluid, thereby achieving auxiliary braking.

[0005] By applying the technical solution of this invention, the adsorption and release of magnetofluid under the control of a magnetic field achieves the effect of not affecting the vehicle's power transmission during normal driving, and converting kinetic energy into internal energy through the internal friction of the magnetofluid when deceleration is required, thereby achieving an auxiliary braking effect. This device has a simple structure and is easy to operate, and can maximize the protection of the vehicle's main brake disc, effectively eliminating or reducing the occurrence of brake failure during long-term downhill driving or continuous deceleration.

[0006] In conjunction with the first aspect mentioned above, in one possible implementation, the chamber is an annular cavity, the drive shaft passes through the annular cavity, and the electromagnet is an annular structure and is fixedly installed on the inner wall of the chamber or on the drive shaft.

[0007] In conjunction with the first aspect mentioned above, in one possible implementation, the electromagnet has a local sector magnetic force adjustment function, that is, the magnetic field strength of different sector angle regions along the circumference of the electromagnet can be independently controlled to selectively adsorb magnetofluid.

[0008] In conjunction with the first aspect mentioned above, in one possible implementation, when the vehicle is in normal operation, the electromagnet is energized, and different regions of it generate magnetic fields, which uniformly attract and adhere the magnetofluid to the inner or outer surface of the electromagnet to maintain the dynamic balance of the drive shaft.

[0009] In conjunction with the first aspect mentioned above, in one possible implementation, when the vehicle needs to decelerate, the electromagnet is de-energized or demagnetized, and the magnetic force of the electromagnet disappears, causing the magnetofluid to detach from the electromagnet and fill the cavity. It tumbles, tears, and adheres with the relative movement of the drive shaft or the cavity, thereby converting kinetic energy into internal energy.

[0010] A second aspect of the present invention is to provide an auxiliary braking method applied to the aforementioned auxiliary braking device, comprising: a speed monitoring step: real-time monitoring of the vehicle's speed and operating conditions; an electromagnet control step: when it is determined that the vehicle needs to decelerate, power-off or demagnetization control is applied to the electromagnet to eliminate its magnetic force; and an energy absorption step: the magnetofluid detaches from the electromagnet and absorbs the kinetic energy of the vehicle's movement and converts it into internal energy through continuous flipping, tearing, and bonding movements inside the cavity, thereby activating the auxiliary braking.

[0011] A third aspect of the present invention is to provide an auxiliary braking system, comprising: the aforementioned auxiliary braking device; a speed monitoring unit for real-time monitoring of the vehicle's speed and operating conditions; and a control unit electrically connected to the speed monitoring unit and the electromagnet, for controlling the energization or de-energization state of the electromagnet based on the monitoring results of the speed monitoring unit, thereby selectively enabling or disabling the braking function of the auxiliary braking device.

[0012] A fourth aspect of the present invention is to provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the above-described auxiliary braking method.

[0013] A fifth aspect of the present invention is to provide an electronic device comprising: a memory for storing a computer program; and a processor for executing the computer program in the memory to implement the steps of the above-described auxiliary braking method.

[0014] Finally, a sixth aspect of the invention is to provide a vehicle that includes the above-described auxiliary braking device or the above-described auxiliary braking system. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 A perspective view of an auxiliary braking device according to an embodiment of the present invention; Figure 2 This is a front view of an auxiliary braking device according to an embodiment of the present invention; Figure 3 This is a schematic diagram of a damping system device during braking according to an embodiment of the present invention; Figure 4 This is a schematic diagram of a damping system device during normal driving according to an embodiment of the present invention; Figure 5 This is a flowchart illustrating the execution of vehicle auxiliary deceleration actions according to an embodiment of the present invention.

[0017] The labels for the attached figures are as follows: 100-Auxiliary braking device; 1-Housing; 2-Cavity; 3-Electromagnet; 4-Magnetofluid; 5-Drive shaft; 6-Wheel. Detailed Implementation

[0018] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0019] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on or indirectly on that other component. When a component is referred to as being "connected to" another component, it can be directly connected to or indirectly connected to that other component.

[0020] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the present invention 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, they should not be construed as limitations on the present invention.

[0021] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying 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 invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0022] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. It should be noted that the following embodiments are only for a better understanding of the present invention and should not be construed as limiting the present invention in any way.

[0023] like Figures 1-4 As shown, this invention proposes an auxiliary braking device 100, which includes: a housing 1, with a chamber 2 formed inside the housing 1; a drive shaft 5, which is connected to a wheel 6 and is at least partially disposed within the chamber 2; an electromagnet 3, which is disposed within the chamber 2; and a magnetofluid 4, which fills the chamber 2. The magnetofluid 4 generates internal frictional adhesion force when moving within the chamber 2, converting the kinetic energy of the vehicle into the internal energy of the magnetofluid 4 to achieve auxiliary braking. This device achieves non-contact kinetic energy absorption by constructing a closed fluid cavity around the drive shaft 5 and utilizing the adjustable viscosity characteristics of the magnetofluid 4 under the action of a magnetic field. When the vehicle is in normal driving condition, the electromagnet 3 is energized to generate a magnetic field, and the magnetofluid 4 is adsorbed onto the surface of the electromagnet 3 to form a uniform thin layer. At this time, the molecular chains of the magnetofluid 4 are arranged in an orderly manner, with low viscosity, and the resistance to the rotation of the drive shaft 5 is minimal. When the vehicle enters the deceleration condition, the electromagnet 3 is de-energized and demagnetized. The magnetofluid 4 is detached from the adsorption surface under the action of centrifugal force and inertia, and violently rolls, tears and re-adhedes in the chamber 2. Dynamic chain breakage and recombination occur between the magnetic nanoparticles. Through intramolecular friction and viscoelastic dissipation, the rotational kinetic energy is efficiently converted into heat energy, realizing auxiliary braking without friction plate wear, dust pollution and mechanical wear.

[0024] In some embodiments, chamber 2 is an annular cavity, with drive shaft 5 passing through it. Electromagnetic body 3 is an annular structure and is fixedly installed on the inner wall of chamber 2 or drive shaft 5. Chamber 2 extends axially along drive shaft 5 and is a sealed annular structure with an inner diameter slightly larger than the outer diameter of drive shaft 5. Its outer wall is fixedly connected to the inner wall of housing 1, forming a closed fluid cavity. Electromagnetic body 3 is a multi-pole radially magnetized annular neodymium iron boron permanent magnet. The gap between its inner surface and the outer wall of drive shaft 5 is 1.5~3.0mm, ensuring that the magnetofluid 4 can flow freely and form the maximum shear area after power is cut off. Electromagnetic body 3 can be fixed to the inner wall of chamber 2 by high-strength, high-temperature resistant adhesive or mechanical clips, or it can be directly mounted on drive shaft 5 and rotated synchronously through keyways. In this case, chamber 2 is a stationary housing, and magnetofluid 4 forms an annular flow layer between electromagnetic body 3 and the inner wall of chamber 2. Both installation methods ensure that magnetofluid 4 can uniformly fill chamber 2 after power is cut off, avoiding local accumulation that leads to dynamic imbalance, and are suitable for vehicles with various drive types. This ring structure ensures uniform force on the magnetohydrodynamic fluid, high rotational stability, effectively reduces NVH noise, and improves overall vehicle comfort.

[0025] In some embodiments, the electromagnet 3 has a local sector magnetic force adjustment function, meaning that the magnetic field strength of different sector angle regions along the circumference of the electromagnet 3 can be independently controlled to selectively attract the magnetofluid 4. The electromagnet 3 is divided into 8 to 16 independently controllable sector magnetic pole units, each unit consisting of an independent coil winding and a permanent magnet. When the coil is energized, the local magnetic field is enhanced; when de-energized, only the basic magnetic flux of the permanent magnet is retained. Each sector region is electrically connected to the control unit via an embedded PCB circuit board, enabling independent power supply to each zone. For example, when the vehicle is turning or tilting, if an increase in load on the left wheel is detected, the control unit can apply an enhanced magnetic field only to the left sector region of the electromagnet 3 (e.g., 120°~240°), causing the magnetofluid 4 to be attracted to that region, forming an asymmetrical mass distribution and generating a reverse gyroscopic torque to counteract the vehicle's tilting tendency, thus achieving dynamic dynamic balance adjustment. The boundaries of the magnetic pole sectors adopt a gradual magnetic flux design to avoid local splashing of the magnetofluid caused by sudden changes in the magnetic field. This feature is particularly crucial under conditions such as high-speed cornering, slippery roads, or downhill driving with a full load. It maintains the stability of the drive shaft and avoids vibration and noise caused by magnetohydrodynamic eccentricity, providing additional control freedom for the vehicle's electronic stability system.

[0026] In some embodiments, when the vehicle is in normal operation, the electromagnet 3 is energized, and different areas of it generate magnetic fields, which uniformly attract and adhere the magnetic fluid 4 to the inner or outer surface of the electromagnet 3 to maintain the dynamic balance of the drive shaft 5. During vehicle cruising or light-load uphill driving, the control unit dynamically adjusts the current intensity of each sector of the magnetic poles based on data from vehicle speed, acceleration, steering angle, and suspension displacement sensors, causing the magnetic fluid 4 to form a uniformly thick and densely packed adsorption layer on the surface of the electromagnet 3, with a thickness ≤0.8mm. The magnetic particles in the magnetic fluid 4 align along the magnetic field lines under the influence of the magnetic field gradient, forming a near-solid-state film whose viscosity increases from 100 mPa·s to 1500 mPa·s, while maintaining low rotational resistance. This adsorption layer has self-healing properties: if a local area detaches due to vibration, the magnetic field of the adjacent area will immediately compensate and adsorb, ensuring a symmetrical overall mass distribution. This adsorption state reduces the radial vibration amplitude of the drive shaft 5, significantly improving NVH performance, and eliminating mechanical wear. This function enables the device to serve as both an auxiliary braking system and an active dynamic balancer, providing additional control freedom for the vehicle's Electronic Stability Program (ESP).

[0027] In some embodiments, when the vehicle needs to decelerate, the electromagnet 3 is de-energized or demagnetized, and the magnetic force of the electromagnet 3 disappears, causing the magnetofluid 4 to detach from the electromagnet 3 and fill the chamber 2. It tumbles, tears, and adheres with the relative movement of the drive shaft 5 or the chamber 2, thereby converting kinetic energy into internal energy. This process involves no mechanical contact, no dust generation, improved energy conversion efficiency, and requires no additional cooling system. The carrier fluid does not volatilize or carbonize, and there is no performance degradation over long-term use.

[0028] This application embodiment also provides an auxiliary braking method, including the following steps: speed monitoring step: real-time monitoring of the vehicle's speed and operating conditions; electromagnet control step: when it is determined that the vehicle needs to decelerate, the electromagnet 3 is de-energized or demagnetized to eliminate its magnetic force; energy absorption step: the magnetofluid 4 detaches from the electromagnet 3 and absorbs the kinetic energy of the vehicle's movement and converts it into internal energy through continuous flipping, tearing, and bonding movements inside the chamber 2, thereby activating auxiliary braking. In the speed monitoring step, the vehicle's kinetic energy state model is constructed by fusing data from wheel speed sensors, inertial measurement units (IMUs), and slope sensors to determine whether a "high-risk deceleration condition" has been entered. When the system identifies a long downhill slope (lasting >30 seconds), frequent braking (braking frequency >2 times / minute), or a vehicle speed exceeding a set threshold (such as a speed limit of 60 km / h on mountain roads), the electromagnet control step is triggered. The power-off response time of the electromagnet 3 is ≤30ms, ensuring that pre-braking is initiated before the driver presses the brake pedal, reducing the load on the main braking system. In the energy absorption step, the motion mode of the magnetofluid 4 is divided into three stages: initial detachment (0~200ms): the magnetofluid peels off from the electromagnet surface, forming irregular droplets; turbulence formation (200ms~2s): the droplets collide, stretch, and tear at high speed in the chamber, generating local vortices; stable dissipation (>2s): the magnetofluid forms a continuous shear layer, and adhesion and fracture reach a dynamic equilibrium, at which point the energy absorption power reaches its maximum value. This method can be linked with ABS and ESC systems, prioritizing the use of magnetofluid-assisted braking during emergency braking to reduce the temperature rise rate of the main brake and extend the life of the friction pads.

[0029] This application embodiment also provides an auxiliary braking system, including: the auxiliary braking device as described above; a speed monitoring unit for real-time monitoring of the vehicle's speed and operating conditions; and a control unit electrically connected to the speed monitoring unit and the electromagnet 3, used to control the energization or de-energization of the electromagnet 3 based on the monitoring results of the speed monitoring unit, thereby selectively enabling or disabling the braking function of the auxiliary braking device. The speed monitoring unit is integrated into the vehicle's CAN bus, receiving multi-source signals from wheel speed sensors, longitudinal accelerometers, gyroscopes, GPS elevation data, and brake pressure sensors, and fusing them using a Kalman filter algorithm to generate a real-time kinetic energy assessment value. The control unit is an embedded ECU with a built-in dedicated braking logic algorithm, and its inputs include vehicle speed, gradient, braking request intensity, ambient temperature, and magnetohydrodynamic temperature feedback.

[0030] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the aforementioned auxiliary braking method. The computer-readable storage medium is a non-volatile flash memory chip in a vehicle domain controller, and the stored program code includes: a sensor data acquisition module, a working condition identification state machine, an electromagnet control command generation module, a temperature protection logic module, and a fault self-diagnosis module.

[0031] This application also provides an electronic device, including: a memory for storing a computer program; and a processor for executing the computer program in the memory to implement the steps of the aforementioned assisted braking method. This electronic device is a dedicated braking control module integrated into the vehicle's central gateway.

[0032] This application also provides a vehicle including the aforementioned auxiliary braking device or system. This vehicle is an electric or hybrid model from BYD. The auxiliary braking device is integrated into the input shaft of the main reducer or the output shaft of the differential on the rear drive axle. The housing 1 is integrally cast with the axle housing, and the chamber 2 is made of die-cast aluminum alloy with nickel plating on the inner wall to enhance corrosion resistance. The magnetohydrodynamic fluid 4 fills 25% to 75% of the chamber volume, ensuring sufficient coverage of the shear area without overflow after power failure. This system can be linked with a four-wheel independent electronically controlled suspension to suppress vehicle pitch on rough roads through magnetohydrodynamic balancing, improving passability.

[0033] refer to Figure 3 and Figure 4 As shown, a specific embodiment of the present invention provides an auxiliary braking device, which is installed on a vehicle to provide auxiliary braking force in addition to the main brake. The device mainly includes: a housing 1, a drive shaft 5, an electromagnet 3, and a magnetohydrodynamic fluid 4.

[0034] The housing 1 has a sealed chamber 2 inside. In this embodiment, the chamber 2 is an annular cavity. One end of the drive shaft 5 is rigidly connected to the wheel 6, and the other end is connected to the vehicle's power system. The drive shaft 5 passes through the annular cavity 2 and can rotate freely within the chamber 2.

[0035] The electromagnet 3 has a ring-shaped structure and is fixedly installed on the inner wall of the chamber 2, or it can be installed on the drive shaft 5 and rotate together with the drive shaft 5. The electromagnet 3 has a local fan-shaped magnetic force adjustment function, that is, the electromagnet 3 is divided into multiple independent fan-shaped angle regions along the circumference, and the magnetic field strength of each region can be independently controlled by the vehicle control system, thereby achieving precise control of the magnetic force.

[0036] The magnetorheological fluid 4 fills the interior of the chamber 2 and has a certain viscosity. The magnetorheological fluid 4 can be adsorbed onto the inner or outer surface of the electromagnet 3 according to the magnetic field strength of different regions of the electromagnet 3, or flow freely in the chamber 2 when the magnetic force disappears.

[0037] The following is combined Figures 1 to 5 The working principle and auxiliary braking method of this device are explained in detail.

[0038] like Figure 2 and Figure 4As shown, when the vehicle control system detects in real time through the speed monitoring unit that the vehicle is in normal driving conditions (not decelerating or descending a long slope), the control unit powers the electromagnet 3. Each sector of the electromagnet 3 generates a controllable magnetic field, uniformly attracting and adhering the magnetorheological fluid 4 from the chamber 2 to the inner surface (or outer surface, depending on the installation position) of the electromagnet 3. Because the magnetorheological fluid 4 is uniformly attracted, the dynamic balance requirements of the drive shaft 5 during high-speed rotation are met. At this time, the magnetorheological fluid 4 hardly participates in the motion and does not generate additional damping, so the normal driving of the vehicle is unaffected.

[0039] like Figure 1 , Figure 3 and Figure 5 As shown, when the vehicle needs to decelerate, such as when the driver presses the brake pedal, the vehicle enters downhill mode, or the control system determines that assisted braking is needed, the control unit executes the assisted braking method: First, the electromagnet 3 is de-energized or demagnetized, and the magnetic field of the electromagnet 3 disappears rapidly; then, the magnetofluid 4, which was originally attracted to the electromagnet 3, is released from its restraint, detaches from the electromagnet 3, and uniformly or partially fills the internal space of the chamber 2; finally, as the drive shaft 5 and the housing 1 (or between the electromagnet 3 and the magnetofluid 4) rotate relative to each other, the detached magnetofluid 4 is continuously tumbled, torn, stretched, and re-bonded inside the chamber 2. During this process, the internal frictional resistance between the molecules and particles of the magnetofluid 4 generates a reverse damping torque on the drive shaft 5, which is the assisted braking torque. The kinetic energy of the vehicle is continuously converted into heat energy (internal energy) inside the magnetofluid 4 through this internal friction, thereby realizing the function of assisted braking and deceleration.

[0040] This auxiliary braking process involves no mechanical friction, making it particularly suitable for vehicles descending steep slopes for extended periods. It efficiently converts kinetic energy into internal energy, sharing the load with the main brake and maximizing the protection of the vehicle's brake discs, thus avoiding the risk of brake failure due to heat fade.

[0041] In summary, the auxiliary braking system of the present invention utilizes the friction and adhesion coefficient of the magnetofluid itself, and uses the internal frictional adhesion force as the braking power to convert kinetic energy into internal energy. It has a simple structure, is easy to operate, and is highly practical, and can eliminate or reduce the occurrence of brake failure when a vehicle is going downhill for a long time.

[0042] Although one or more specific embodiments of this disclosure have been shown and described, equivalent variations and modifications will occur to those skilled in the art upon reading and understanding this specification and the accompanying drawings. This disclosure includes all such modifications and variations and is limited only by the scope of the claims. In particular, with respect to the various functions performed by the components described above (e.g., elements, resources, etc.), unless otherwise indicated, the terminology used to describe such components is intended to correspond to any component (functionally equivalent) that performs the specific function of the described component, even if structurally not equivalent to the disclosed structure. Furthermore, although specific features of this disclosure may have been disclosed with respect to only one of several implementations, such features may be combined with one or more other features of other implementations, as may be desired and advantageous for any given or particular application. Moreover, with regard to the terms “comprising,” “owning,” “having,” “having,” or variations thereof as used in the specific embodiments or claims, such terms are intended to be inclusive in a manner similar to the term “including.”

[0043] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the appended claims.

[0044] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. An auxiliary braking device, characterized in that, include: A housing (1), wherein a chamber (2) is formed inside the housing (1); A drive shaft (5) is connected to a wheel (6) and is at least partially disposed within the chamber (2); Electromagnet (3), said electromagnet (3) being disposed within said chamber (2); and Magnetic fluid (4), which is filled in the chamber (2); When the magnetofluid (4) moves within the chamber (2), it generates internal frictional adhesion force, which converts the kinetic energy of the vehicle into the internal energy of the magnetofluid (4) to achieve auxiliary braking.

2. The auxiliary braking device according to claim 1, characterized in that, The chamber (2) is an annular cavity, the drive shaft (5) passes through the annular cavity, and the electromagnet (3) is an annular structure and is fixedly installed on the inner wall of the chamber (2) or on the drive shaft (5).

3. The auxiliary braking device according to claim 1, characterized in that, The electromagnet (3) has a local sector magnetic force adjustment function, that is, the magnetic field strength of the electromagnet (3) in different sector angle regions along the circumference can be independently controlled to selectively adsorb the magnetorheological fluid (4).

4. The auxiliary braking device according to claim 3, characterized in that, When the vehicle is in normal operation, the electromagnet (3) is charged and generates a magnetic field in different areas, which uniformly adsorbs and adheres the magnetofluid (4) to the inner or outer surface of the electromagnet (3) to maintain the dynamic balance of the drive shaft (5).

5. The auxiliary braking device according to claim 3, characterized in that, When the vehicle needs to decelerate, the electromagnet (3) is de-energized or demagnetized, and the magnetic force of the electromagnet (3) disappears, causing the magnetofluid (4) to fall off the electromagnet (3) and fill the cavity (2). It rolls, tears, and adheres with the relative movement of the drive shaft (5) or the cavity (2), thereby converting kinetic energy into internal energy.

6. An auxiliary braking method, applied to the auxiliary braking device according to any one of claims 1 to 5, characterized in that, Includes the following steps: speed Monitoring steps: Real-time monitoring of vehicle speed and operating conditions; Electromagnetic control steps: When it is determined that the vehicle needs to decelerate, the electromagnet (3) is de-energized or demagnetized to make its magnetic force disappear; Energy absorption step: The magnetofluid (4) detaches from the electromagnet (3) and absorbs the kinetic energy of the vehicle through continuous flipping, tearing and bonding movements inside the chamber (2), converting it into internal energy, thereby activating auxiliary braking.

7. An auxiliary braking system, characterized in that, include: The auxiliary braking device as described in any one of claims 1 to 5; The speed monitoring unit is used to monitor the vehicle's speed and operating conditions in real time. The control unit is electrically connected to the speed monitoring unit and the electromagnet (3) and is used to control the energization or de-energization state of the electromagnet (3) according to the monitoring results of the speed monitoring unit, thereby selectively enabling or disabling the braking function of the auxiliary braking device.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the steps of the auxiliary braking method as described in claim 6.

9. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor for executing a computer program in the memory to implement the steps of the assisted braking method as described in claim 6.

10. A vehicle, characterized in that, It includes the auxiliary braking device as described in any one of claims 1 to 5, or the auxiliary braking system as described in claim 7.

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