Braking system and intelligent automobile

Abstract

The embodiment of the utility model provides a brake system and an intelligent automobile, and relates to the technical field of automobiles, the brake system comprises a brake pedal, a push rod assembly, a main cylinder front cavity and a main cylinder piston; the brake pedal is fixedly connected with one end of the push rod assembly, the main cylinder piston is connected with the main cylinder front cavity, and the other end of the push rod assembly abuts against the main cylinder piston through the connecting assembly. The brake pedal can be directly connected with the master cylinder piston through the push rod assembly and the connecting assembly, so that when a driver steps on the brake pedal, the master cylinder piston can be directly pushed to compress the master cylinder front cavity to achieve braking without components such as a pedal simulator device, the master cylinder front cavity and a power assisting cavity isolation valve; therefore, the number of components of the electric control braking system is reduced, the structure of the electric control braking system is simplified, the failure rate of the electric control braking system is reduced, a driver can sense the braking effect through pedal force, and the driving control experience is improved.

Description

Technical Field

[0001] This utility model relates to the field of automotive technology, and in particular to a braking system and an intelligent vehicle. Background Technology

[0002] An electric braking system, also known as an electromechanical servo booster, is a brake control system primarily used to improve braking performance and safety. It replaces the traditional vacuum booster pump with an electric motor, thus providing braking assistance in electric mode.

[0003] Current electric braking system solutions are mainly one-box solutions, which integrate the electric braking booster and ESC (Electronic Stability Controller) to achieve vehicle braking. However, additional components such as a pedal simulator, master cylinder front chamber and booster chamber isolation valve are required to achieve decoupled control.

[0004] It is evident that the current electronic braking system has a complex internal structure and numerous components, resulting in a high failure rate. Furthermore, the driver cannot directly perceive the braking effect through the pedal pressure, leading to a poor driving experience. Utility Model Content

[0005] The main purpose of this invention is to propose a braking system and an intelligent vehicle that reduces the number of components in the electronically controlled braking system and simplifies its structure, thereby reducing the failure rate of the electronically controlled braking system and enabling the driver to perceive the braking effect through pedal pressure, thus improving the driving experience.

[0006] In a first aspect, the present invention provides a braking system, comprising: a brake pedal, a connecting assembly, a push rod assembly, a master cylinder front chamber, and a master cylinder piston;

[0007] The brake pedal is fixedly connected to one end of the push rod assembly, the master cylinder piston is connected to the front chamber of the master cylinder, and the other end of the push rod assembly is supported against the master cylinder piston through the connecting assembly.

[0008] In an optional implementation, it further includes: a motor, an assist chamber, an assist chamber piston, a transmission assembly, and connecting pipes;

[0009] The booster chamber is connected to the front chamber of the master cylinder via the connecting pipe, the booster chamber piston is connected to the booster chamber, and the motor is connected to the booster chamber piston via the transmission assembly. The front chamber of the master cylinder, the booster chamber, and the connecting pipe are all filled with a pressure medium.

[0010] In an optional implementation, it further includes: a displacement sensor;

[0011] The displacement sensor is positioned near the brake pedal.

[0012] In an optional implementation, it further includes: a control device;

[0013] The control device is communicatively connected to the displacement sensor and the motor, and is used to control the start-stop and / or speed of the motor based on the sampled value of the displacement sensor or in response to an active boost signal.

[0014] In an optional embodiment, the pressure medium is a liquid medium or a gaseous medium.

[0015] In an optional implementation, it further includes: a sealing component;

[0016] The sealing assembly is located at the connection point between the connecting pipe and the front chamber of the master cylinder and the booster chamber.

[0017] In an optional implementation, it further includes: a pressure sensor;

[0018] The pressure sensor is located inside the front chamber of the master cylinder.

[0019] In an optional implementation, the connecting component is a damping connecting component.

[0020] In an optional implementation, the transmission component is a ball screw structure transmission component.

[0021] Secondly, this utility model provides an intelligent vehicle, including the braking system described in any of the foregoing embodiments.

[0022] The beneficial effects of this utility model are:

[0023] The braking system provided in this application includes: a brake pedal, a push rod assembly, a master cylinder front chamber, and a master cylinder piston. The brake pedal is fixedly connected to one end of the push rod assembly, the master cylinder piston is connected to the master cylinder front chamber, and the other end of the push rod assembly is held against the master cylinder piston via a connecting assembly. This allows the brake pedal to be directly connected to the master cylinder piston via the push rod assembly and the connecting assembly. When the driver depresses the brake pedal, braking can be achieved directly by pushing the master cylinder piston to compress the master cylinder front chamber without the need for components such as a pedal simulator device, the master cylinder front chamber, and the booster chamber isolation valve. This reduces the number of components in the electronically controlled braking system and simplifies its structure, thereby reducing the failure rate of the electronically controlled braking system and allowing the driver to perceive the braking effect through pedal pressure, thus improving the driving experience. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, 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 this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of a braking system structure provided in an embodiment of this application;

[0026] Figure 2 This is a schematic diagram of a braking system structure provided for another embodiment of this application.

[0027] Reference numerals: 11-Brake pedal; 12-Push rod assembly; 13-Master cylinder front chamber; 14-Master cylinder piston; 15-Connecting assembly; 21-Motor; 22-Boost chamber; 23-Boost chamber piston; 24-Transmission assembly; 25-Connecting pipeline. Detailed Implementation

[0028] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0029] Furthermore, the use of terms such as "first" and "second" in this utility model is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this utility model.

[0030] In the development of new energy vehicles, the initial electric braking system solution was usually a two-box solution. This solution uses an electric booster and ESC to achieve vehicle braking. In other words, this electric braking system solution requires two sets of components, namely an electric booster and ESC. Its structure is complex, occupies a large space, and has a high cost.

[0031] With technological advancements and solution optimization, current electronic braking systems have gradually evolved into a one-box solution. This solution integrates the electronic braking booster and ESC (Electronic Stability Control) to achieve vehicle braking. In other words, this type of electronic braking system requires only one integrated component. However, this solution is typically decoupled. Under normal circumstances, braking is not achieved directly by the brake pedal pushing the master cylinder piston to build pressure in the master cylinder's front chamber. Instead, after the driver depresses the brake pedal, a pressure medium is introduced into the pedal simulator, and then components such as a motor specifically build pressure in the wheel cylinder chambers to achieve braking. Furthermore, to provide backup braking, this solution typically connects the master cylinder's front chamber and the wheel cylinder chambers via isolation valves such as solenoid valves. These isolation valves are closed during normal operation and open during abnormal conditions. Therefore, the one-box solution for electronic braking systems, compared to its two-box design, offers significant advantages. While the box design reduces one set of components and simplifies the structure to some extent, it still adds components such as a pedal simulator device, a master cylinder front chamber, and an auxiliary chamber isolation valve. The internal structure remains relatively complex and has many components, which leads to a higher failure rate. Furthermore, since this design is a decoupled design, the brake pedal is usually not directly connected to the master cylinder piston, so the driver cannot directly perceive the braking effect through the pedal force, affecting the driver's judgment of the vehicle's braking status.

[0032] In view of the problems of the aforementioned one-box solution for electronic braking system, this application aims to propose a braking system that reduces the number of components in the electronic braking system and simplifies its structure, thereby reducing the failure rate of the electronic braking system and enabling the driver to perceive the braking effect through pedal force, thus improving the driving experience.

[0033] Figure 1 This is a schematic diagram of the braking system structure provided in one embodiment of this application, as shown below. Figure 1 As shown, the braking system may include: brake pedal 11, connecting assembly 15, push rod assembly 12, master cylinder front chamber 13, and master cylinder piston 14.

[0034] The brake pedal 11 is fixedly connected to one end of the push rod assembly 12, the master cylinder piston 14 is connected to the front chamber of the master cylinder 13, and the other end of the push rod assembly 12 is supported against the master cylinder piston 14 through the connecting assembly 15.

[0035] For example, the brake pedal 11 is fixedly connected to one end of the push rod assembly 12. The fixed connection method may include, but is not limited to, welding, hinge, etc. The connection between the master cylinder piston 14 and the master cylinder front chamber 13 may be a sealed connection, and the specific sealing method may include, but is not limited to, annular seal, sliding surface seal, etc.

[0036] The other end of the push rod assembly 12 is supported against the master cylinder piston 14 by the connecting assembly 15. The connecting assembly 15 may be, for example, a connecting assembly including but not limited to elastic components, damping components, etc. The connection method between the push rod assembly 12 and the connecting assembly 15 may also be, for example, a fixed connection method including but not limited to welding, hinge, etc.

[0037] The materials of the aforementioned brake pedal 11, push rod assembly 12, master cylinder piston 14, connecting assembly 15, etc., may include, but are not limited to, one or more of the following materials: metal, rubber, plastic, etc. Of course, the above are merely possible examples. The specific connection method between the brake pedal 11 and the push rod assembly 12, the connection method between the master cylinder piston 14 and the master cylinder front chamber 13, the connection method between the push rod assembly 12 and the connecting assembly 15, and the shape, size, and material of the brake pedal 11, push rod assembly 12, master cylinder piston 14, connecting assembly 15, etc., can all be selected and determined according to actual circumstances, and are not limited to the above.

[0038] It is understood that the aforementioned master cylinder piston 14 can move within the master cylinder. When the driver presses the brake pedal 11, the brake pedal 11 can push the master cylinder piston 14 from its initial position toward the front chamber 13 of the master cylinder through the aforementioned push rod assembly 12 and connecting assembly 15. The space of the front chamber 13 of the master cylinder can gradually decrease, and its internal pressure can gradually increase, thereby achieving vehicle braking. When the driver releases the brake pedal 11, the aforementioned master cylinder piston 14 can return to its initial position, and the space of the front chamber 13 of the master cylinder can gradually increase, and its internal pressure can gradually decrease, and the vehicle braking force gradually disappears. Of course, the above content is only a possible example of the working principle of the master cylinder piston 14. The actual working principle of the master cylinder piston 14 may differ from the above content and is not limited to the above content.

[0039] The braking system provided in this application includes: a brake pedal 11, a push rod assembly 12, a master cylinder front chamber 13, and a master cylinder piston 14. The brake pedal 11 is fixedly connected to one end of the push rod assembly 12, and the master cylinder piston 14 is connected to the master cylinder front chamber 13. The other end of the push rod assembly 12 is held against the master cylinder piston 14 by a connecting assembly 15. This allows the brake pedal 11 to be directly connected to the master cylinder piston 14 via the push rod assembly 12 and the connecting assembly 15. When the driver depresses the brake pedal 11, braking can be achieved by directly pushing the master cylinder piston 14 to compress the master cylinder front chamber 13 without the need for components such as a pedal simulator device, the master cylinder front chamber 13, and the booster chamber isolation valve. This reduces the number of components in the electronic braking system and simplifies its structure, thereby reducing the failure rate of the electronic braking system and allowing the driver to perceive the braking effect through pedal pressure, thus improving the driving experience.

[0040] Figure 2A schematic diagram of the braking system structure provided in another embodiment of this application is shown below. Figure 2 As shown, in Figure 1 Based on the embodiments, the above braking system may further include: a motor 21, an assist chamber 22, an assist chamber piston 23, a transmission assembly 24, and a connecting pipe 25.

[0041] The aforementioned booster chamber 22 is connected to the aforementioned master cylinder front chamber 13 via the aforementioned connecting pipe 25. The aforementioned booster chamber piston 23 is connected to the aforementioned booster chamber 22. The aforementioned motor 21 is connected to the aforementioned booster chamber piston 23 via the aforementioned transmission assembly 24. The aforementioned master cylinder front chamber 13, the aforementioned booster chamber 22, and the aforementioned connecting pipe 25 are all filled with pressure medium.

[0042] For example, similar to the working principle of the master cylinder piston 14, the aforementioned booster piston 23 can move within the booster cylinder. The aforementioned motor 21 can push the booster piston 23 from its initial position toward the booster chamber 22 via the aforementioned transmission assembly 24. The space of the booster chamber 22 can gradually decrease, and its internal pressure can gradually increase. Consequently, the pressure medium within it can pressurize the master cylinder front chamber 13 via the aforementioned connecting pipe 25, thereby assisting in vehicle braking. When the motor 21 stops working, the booster piston 23 can return to its initial position, and the space of the booster chamber 22 can gradually increase, and its internal pressure can gradually decrease. The pressure of the master cylinder front chamber 13, which is connected to it via the connecting pipe 25, gradually decreases accordingly, and the vehicle braking force gradually disappears. Of course, the above is only a possible example of the working principle of the booster piston 23. The actual working principle of the booster piston 23 may differ from the above and is not limited to the above content.

[0043] The connection between the aforementioned booster piston 23 and the aforementioned booster chamber 22 can be, for example, a sealed connection. Specific sealing methods may include, but are not limited to, annular seals, sliding surface seals, etc. The aforementioned transmission component 24 may be, for example, a rod-shaped component similar to the aforementioned push rod component 12, or a component such as a ball screw structure transmission component 24. The connection method between the transmission component 24 and the motor 21 may be, for example, a fixed connection method including, but not limited to, welding, hinges, etc. The aforementioned pressure medium may be, for example, a gas medium or a liquid medium. The materials of the aforementioned connecting pipe 25, booster piston 23, transmission component 24, etc., may include, for example, one or more of the following materials: metal, rubber, plastic, etc.

[0044] Of course, the above are just possible examples. The specific connection method between the booster piston 23 and the booster chamber 22, the connection method between the transmission component 24 and the motor 21, the shape, size, material of the connecting pipe 25, the booster piston 23, the transmission component 24, etc., and the type of pressure medium can all be adjusted and determined according to the actual situation, and are not limited to the above.

[0045] The braking system provided in this embodiment further includes: a motor 21, an assist chamber 22, an assist chamber piston 23, a connecting assembly 15, a transmission assembly 24, and a connecting pipe 25. The assist chamber 22 is connected to the master cylinder front chamber 13 via the connecting pipe 25, the assist chamber piston 23 is connected to the assist chamber 22, and the motor 21 is connected to the assist chamber piston 23 via the transmission assembly 24. The master cylinder front chamber 13, the assist chamber 22, and the connecting pipe 25 are all filled with a pressure medium. The motor 21 pushes the assist chamber piston 23 to increase the pressure within the assist chamber 22. The pressure medium within the assist chamber 22 then enters the master cylinder front chamber 13 through the connecting pipe 25, thereby increasing the pressure in the master cylinder front chamber 13. This achieves the goal of increasing the pressure within the assist chamber 22 via the motor 21 to assist in increasing the pressure in the master cylinder front chamber 13, thus enhancing the braking effect.

[0046] Optionally, in Figure 1 Based on the embodiments, the above braking system may further include: a displacement sensor.

[0047] The displacement sensor is located near the brake pedal 11.

[0048] For example, the displacement sensor can be an analog displacement sensor or a digital displacement sensor, which can be installed in the cockpit near the brake pedal 11, or at the connection between the brake pedal 11 and the push rod assembly 12. It can be used to collect the displacement distance of the brake pedal 11, which can be expressed in units such as centimeters, such as 1 cm, 2 cm, etc., but is not limited to this and can be specifically configured according to the collection requirements.

[0049] It is understandable that the longer the displacement distance of the brake pedal 11, the deeper the driver presses the brake pedal 11, and the stronger the corresponding braking effect. The displacement sensor can collect the displacement distance of the brake pedal 11 in real time or periodically, such as once every 5 milliseconds or once every 10 milliseconds. It is understandable that the displacement sensor can collect the displacement distance of the brake pedal 11 in real time, so as to monitor the driver's pressing of the brake pedal 11 more promptly and make subsequent related processing more timely.

[0050] Of course, the above are just possible examples. The specific type, model, installation location, installation method, and acquisition frequency of the displacement sensor, as well as the way the displacement distance of the brake pedal 11 is expressed, can all be selected and determined according to the actual situation, and no restrictions are imposed here.

[0051] Furthermore, based on the above embodiments, the braking system may further include a control device.

[0052] The control device is communicatively connected to the displacement sensor and the motor 21, and is used to control the start, stop and / or speed of the motor 21 according to the sampled value of the displacement sensor or in response to the active boost signal.

[0053] For example, the control device mentioned above may be a device with data processing capabilities such as an ECU (Electronic Control Unit) or an MCU (Microcontroller Unit). Its communication connection with the displacement sensor and the motor 21 can be achieved through communication protocols such as CAN (Controller Area Network) or LIN (Local Interconnect Network). It can receive the sampled value of the displacement distance of the brake pedal 11 from the displacement sensor or the active boost signal from other components of the vehicle through the communication connection, and generate control signals for starting, stopping and / or rotating the motor 21 according to, for example, preset control rules, and send them to the motor 21 through the communication connection.

[0054] Optionally, the aforementioned active boost signal may be a signal issued by a relevant device when the vehicle triggers automatic braking, etc. The rotational speed of the aforementioned motor 21 can determine the output power of the motor 21, that is, the force by which the motor 21 pushes the aforementioned boost chamber piston 23 through the transmission component 24, thereby determining the degree of boosting of the boost chamber 22 on the master cylinder front chamber 13.

[0055] For example, the aforementioned related devices may be active safety devices, such as cameras and ultrasonic radars. When the camera or ultrasonic radar detects that the vehicle is gradually approaching an obstacle ahead, the active safety device can determine that the vehicle needs to brake automatically and send the active boost signal to the control device. This causes the control device to generate control signals for starting, stopping, and / or rotating the motor 21 according to, for example, preset control rules, and send these signals to the motor 21 via the communication connection. Of course, the above is only a possible example. The specific devices included and the specific circumstances under which the active boost signal is issued can be determined according to the actual situation and are not limited to the above content.

[0056] For example, the aforementioned preset control rules may be as follows: based on the sampled value of the displacement distance of the brake pedal 11 or the active boost signal from other components of the vehicle, correspond to the current braking condition of the vehicle, for example, establishing a correspondence with the normal braking condition, the active boost condition, and the fault condition.

[0057] A normal braking condition can refer to a condition where the sampled value of the displacement distance of the brake pedal 11 is greater than 0, that is, when the driver presses the brake pedal and there is a braking demand. At this time, the control device can control the motor 21 to start, and increase the pressure of the master cylinder front chamber 13 through the booster chamber 22 and the booster chamber piston 23, thereby assisting the driver to achieve braking.

[0058] The rotational speed of the motor 21 can be determined based on the displacement distance of the brake pedal 11 and the preset configuration relationship between the displacement distance and the rotational speed. For example, when the displacement distance of the brake pedal 11 is 1 cm, the rotational speed of the motor 21 can be 500 rpm, and when the displacement distance of the brake pedal 11 is 2 cm, the rotational speed of the motor 21 can be 1000 rpm, and so on. Of course, the above is only a possible example. How to determine the rotational speed of the motor 21 under normal braking conditions can be selected and determined according to the actual situation, and there are no restrictions here.

[0059] Active boosting conditions can refer to conditions where the sampled value of the displacement distance of the brake pedal 11 is 0, and the control device receives an active boosting signal, i.e., the driver does not press the brake pedal, but the relevant device determines that the vehicle needs to brake automatically. In this case, the control device can control the motor 21 to start, and increase the pressure of the master cylinder front chamber 13 by means of the booster chamber 22 and the booster chamber piston 23, thereby achieving braking. The speed of the control motor 21 can be determined based on, for example, an emergency indicator included in the received active boost signal. For instance, when the emergency indicator is a general emergency, the speed of the motor 21 can be 1000 rpm, and when the emergency indicator is a very emergency, the speed of the motor 21 can be the maximum speed. Alternatively, the motor 21 can be directly controlled to run at a preset speed without being determined. For example, when the control device receives the active boost signal, it can control the motor 21 to start and run at a fixed speed of 2000 rpm. Of course, how to determine the specific active boost condition and how to determine the speed of the motor 21 under the active boost condition can be selected and determined according to the actual situation, and no restrictions are imposed here.

[0060] Fault conditions can refer to situations such as communication connection errors of the aforementioned control device or malfunctions of motor 21. In such cases, the booster chamber 22 cannot provide auxiliary pressure to the master cylinder front chamber 13. However, the driver can still control the master cylinder piston 14 to provide pressure to the master cylinder front chamber 13 by pressing the brake pedal 11, thus ensuring basic braking safety. In this case, the control device may no longer control the start, stop, and / or speed of the aforementioned motor 21, and may issue relevant prompts to the driver through devices such as vehicle instruments. Of course, the specific determination of fault conditions and the specific prompts issued by the control device during fault conditions can be selected and determined according to the actual situation, and no restrictions are imposed here.

[0061] It is understood that the above content is only a possible example. Specific preset control rules, specific types of working conditions, and specific methods of dividing working conditions can all be adjusted and determined according to the actual situation, and are not restricted here.

[0062] Furthermore, in Figure 2 Based on the embodiments, the pressure medium can be a liquid medium or a gaseous medium.

[0063] For example, the gaseous medium can be air or other inert gases, such as nitrogen. The liquid medium can be brake fluid including but not limited to castor oil-alcohol type, synthetic type, mineral oil type, etc. For example, it can be brake fluid made by adding lubricating, antioxidant, rust-preventing, and rubber swelling-resistant additives such as ether, alcohol, ester, etc. Of course, the above are just possible examples. The specific form and composition of the pressure medium can be determined according to factors such as vehicle weight and vehicle usage environment, and are not limited here.

[0064] In addition, Figure 1 Based on the embodiments, the above braking system may further include: a sealing assembly.

[0065] The aforementioned sealing assembly is located at the connection point between the aforementioned connecting pipe 25 and the aforementioned master cylinder front chamber 13 and the aforementioned booster chamber 22.

[0066] Since the master cylinder front chamber 13, the booster chamber 22, and the connecting pipe 25 are all filled with pressure medium, and during braking, the master cylinder front chamber 13 needs to be pressurized or boosted through the booster chamber 22 via the connecting pipe 25, or through the push rod assembly 12 and connecting assembly 15 connected to the brake pedal 11, in addition to the master cylinder front chamber 13, the booster chamber 22, and the connecting pipe 25 needing to be sealed and pressure-bearing, a sealing assembly can also be provided at the connection between the connecting pipe 25 and the master cylinder front chamber 13 and the booster chamber 22 to prevent the pressure medium from leaking when the pressure in the master cylinder front chamber 13, the booster chamber 22, and the connecting pipe 25 increases.

[0067] For example, the sealing components mentioned above may be, for example, components including but not limited to, sealing gaskets, sealing rings, sealing adhesives, sealing valves, etc., and their specific materials may be rubber or other materials suitable for sealing. The selection and determination can be made according to the actual situation, and no restrictions are imposed here.

[0068] Optionally, in Figure 1 Based on the embodiments, the above braking system may further include: a pressure sensor.

[0069] The pressure sensor is located inside the front chamber 13 of the master cylinder.

[0070] For example, the pressure sensor can be used to collect the pressure value inside the master cylinder front chamber 13. It can be communicatively connected to the control device and send the collected pressure value inside the master cylinder front chamber 13 to the control device. This enables the driver to be promptly alerted when the pressure value inside the master cylinder front chamber 13 becomes abnormal, such as being lower or higher than a preset value. The pressure sensor can collect the pressure value inside the master cylinder front chamber 13 at a real-time or periodic frequency, such as once every 5 milliseconds or once every 10 milliseconds. It is understood that by collecting the pressure value inside the master cylinder front chamber 13 in real time, the pressure sensor can monitor the pressure situation inside the master cylinder front chamber 13 more promptly, so as to make subsequent related processing more timely.

[0071] Of course, the above are just possible examples. The specific device that the pressure sensor communicates with, how it collects the pressure value inside the master cylinder front chamber 13, and what kind of handling is done when the pressure value inside the master cylinder front chamber 13 is abnormal can all be adjusted and determined according to the actual situation, and no restrictions are imposed here.

[0072] In addition, Figure 1 Based on the embodiments, the connection component 15 described above can be a damping connection component.

[0073] For example, the damping connection assembly can provide more noticeable feedback when the driver depresses the brake pedal, or it can slow down the displacement speed of the brake pedal, thereby making the braking force easier to control. Of course, the above are merely possible examples, and the specific uses of the damping connection assembly are not limited to those described above.

[0074] Furthermore, in Figure 1 Based on the embodiment, the above-mentioned transmission component 24 is a ball screw structure transmission component.

[0075] For example, since the motor 21 needs to be connected to the piston 23 in the booster chamber via the transmission assembly 24 to push the piston 23 in the booster cylinder to move, thereby increasing the pressure in the booster chamber 22, the piston 23 in the booster chamber can return to its initial position when the motor 21 stops working. Therefore, the transmission assembly 24 needs to occupy a large space to achieve the movement. However, by using a ball screw structure transmission assembly, the rotation of the motor 21 can be converted into linear motion to push the piston 23 in the booster cylinder to move, and the transmission assembly 24 occupies less space.

[0076] In addition, this application embodiment also provides an intelligent vehicle, which may include the braking system described in the foregoing embodiments. Optionally, the intelligent vehicle may be a new energy intelligent vehicle.

[0077] It is understood that the above description is only a preferred embodiment of the present utility model and does not limit the patent scope of the present utility model. All equivalent structural transformations made under the inventive concept of the present utility model using the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. A braking system, characterized in that, include: Brake pedal, connecting assembly, push rod assembly, master cylinder front chamber, master cylinder piston; The brake pedal is fixedly connected to one end of the push rod assembly, the master cylinder piston is connected to the front chamber of the master cylinder, and the other end of the push rod assembly is supported against the master cylinder piston through the connecting assembly.

2. The braking system according to claim 1, characterized in that, Also includes: Motor, booster chamber, booster chamber piston, transmission assembly, connecting pipes; The booster chamber is connected to the front chamber of the master cylinder via the connecting pipe, the booster chamber piston is connected to the booster chamber, and the motor is connected to the booster chamber piston via the transmission assembly. The front chamber of the master cylinder, the booster chamber, and the connecting pipe are all filled with a pressure medium.

3. The braking system according to claim 2, characterized in that, Also includes: Displacement sensor; The displacement sensor is positioned near the brake pedal.

4. The braking system according to claim 3, characterized in that, Also includes: Control device; The control device is communicatively connected to the displacement sensor and the motor, and is used to control the start-stop and / or speed of the motor based on the sampled value of the displacement sensor or in response to an active boost signal.

5. The braking system according to claim 2, characterized in that, The pressure medium is a liquid medium or a gaseous medium.

6. The braking system according to claim 2, characterized in that, Also includes: Sealing components; The sealing assembly is located at the connection point between the connecting pipe and the front chamber of the master cylinder and the booster chamber.

7. The braking system according to claim 1, characterized in that, Also includes: Pressure sensor; The pressure sensor is located inside the front chamber of the master cylinder.

8. The braking system according to claim 1, characterized in that, The connecting component is a damping connecting component.

9. The braking system according to claim 2, characterized in that, The transmission component is a ball screw structure transmission component.

10. An intelligent vehicle, characterized in that, Includes the braking system as described in any one of claims 1-9.

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