Auxiliary braking system, vehicle

Abstract

The application relates to an auxiliary braking system and a vehicle. The auxiliary braking system comprises an air source, a driving cylinder fixedly arranged in the inner side of a wheel arch and comprising a cylinder barrel and a piston rod, a connecting pipe for connecting the cylinder barrel with the air source, a reversing valve arranged in the connecting pipe between the driving cylinder and the air source, a guide seat fixedly connected with the wheel arch, and a brake assembly arranged on the side of the guide seat close to the vehicle wheel, slidably connected with the guide seat and fixedly connected with the piston rod. The brake assembly is configured to be in contact with the vehicle wheel when the driving cylinder is extended and to be separated from the vehicle wheel when the driving cylinder is retracted. The application can effectively improve the braking capacity of the vehicle and thus improve the driving safety. In addition, the driving cylinder, the guide seat and the brake assembly are arranged in the inner side of the wheel arch, so that the application has the advantages of simple structure, small space occupation and no influence on the aesthetic appearance of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to auxiliary braking systems and vehicles. Background Technology

[0002] In the automotive industry, the performance of the braking system is crucial to vehicle driving safety.

[0003] Traditional braking systems mainly rely on the coordinated action of the main brake and auxiliary brake, using the brake pedal to control the transmission of brake fluid or air pressure to achieve braking of the wheels.

[0004] However, in certain extreme or emergency situations, traditional braking systems may have insufficient braking force. Utility Model Content

[0005] Based on this, an auxiliary braking system and a vehicle are provided to improve the braking capability of the vehicle.

[0006] This application provides an auxiliary braking system applied to a vehicle, the vehicle including wheel arches and wheels. The auxiliary braking system includes: an air source; a drive cylinder fixedly disposed inside the wheel arch, including a cylinder barrel and a piston rod, the cylinder barrel being connected to the air source via a connecting pipe; a reversing valve disposed on the connecting pipe between the drive cylinder and the air source; a guide seat fixedly connected to the wheel arch; and a brake assembly located on the side of the guide seat near the wheel, slidably contacting and engaging with the guide seat, and fixedly connected to the piston rod. The brake assembly is configured to engage with the wheel when the drive cylinder extends, and to disengage from the wheel when the drive cylinder retracts.

[0007] According to one embodiment of this application, the brake assembly includes: a connector, one end of which is fixedly connected to the piston rod and slidably contacts and engages with the guide seat; and friction members located on the side of the connector away from the guide seat and fixedly connected to the connector, wherein a plurality of friction members are spaced apart along the extending direction of the connector.

[0008] According to one embodiment of this application, the friction element extends along the axial direction of the wheel.

[0009] According to one embodiment of this application, the driving cylinder further includes: a piston, slidably disposed within the cylinder barrel and fixedly connected to one end of the piston rod located within the cylinder barrel, the piston dividing the inner cavity of the cylinder barrel into a rod chamber and a rodless chamber, the piston rod being located in the rod chamber and fixedly connected to the piston; a front end cap, fixedly connected to one end of the cylinder barrel, the front end cap having a first exhaust port communicating with the rod chamber and a mounting hole, the piston rod being slidably disposed through the mounting hole; a rear end cap, fixedly connected to one end of the cylinder barrel, the rear end cap having a second exhaust port communicating with the rodless chamber and an air inlet, the second exhaust port and the air inlet being connected to the reversing valve; and a return spring, located between the front end cap and the piston, and sleeved on the outside of the piston rod.

[0010] According to one embodiment of this application, the front end cover includes: an outer ring body, fixedly connected to the cylinder; an inner ring body, the inner ring body being located inside the outer ring body and forming a gap with the outer ring body, the inner side of the inner ring body having the mounting hole; and a connecting body, connecting the inner ring body and the outer ring body, wherein multiple connecting bodies are spaced apart along the circumference of the inner ring body, and the multiple connecting bodies, together with the inner ring body and the outer ring body, form multiple first exhaust ports.

[0011] According to one embodiment of this application, the drive cylinder includes an arc-shaped cylinder that extends along the inner wall of the wheel arch.

[0012] According to one embodiment of this application, the gas source includes a gas storage tank, the gas storage tank having a gas outlet communicating with the inner cavity of the gas storage tank, and the gas outlet communicating with the drive cylinder through the connecting pipe.

[0013] This application also provides a vehicle including wheel arches, wheels, and an auxiliary braking system according to the above embodiments.

[0014] According to one embodiment of this application, the vehicle further includes: a front engine compartment, wherein the air source is disposed in the front engine compartment; or, a rear trunk, wherein the air source is disposed in the rear trunk.

[0015] According to one embodiment of this application, it further includes: an AEB system; and a central control unit, wherein the central control unit is respectively connected to the reversing valve of the auxiliary braking system and the AEB system signal connection.

[0016] In the aforementioned auxiliary braking system and vehicle, when the reversing valve switches to the new operating position and the drive cylinder extends, the brake assembly can move under the guidance of the guide seat to a state of contact with the wheel, thus providing auxiliary braking. Conversely, when the reversing valve switches to the new operating position and the drive cylinder retracts, the brake assembly can be reset under the drive of the drive cylinder, disengaging from the wheel and preventing obstruction of wheel rotation. Therefore, this application can effectively improve the vehicle's braking capability, thereby enhancing driving safety. Furthermore, the drive cylinder, guide seat, and brake assembly of this application are all located inside the wheel arch, offering advantages such as simple structure, small space occupation, and no impact on the vehicle's aesthetics. Attached Figure Description

[0017] Figure 1 This is an application scenario diagram of an auxiliary braking system according to an embodiment of this application.

[0018] Figure 2 This is a cross-sectional view of the drive cylinder of an auxiliary braking system according to an embodiment of this application.

[0019] Figure 3 This is a front view of the brake assembly of an auxiliary braking system according to an embodiment of this application.

[0020] Figure 4 This is a right view of the brake assembly of an auxiliary braking system according to an embodiment of this application.

[0021] Figure 5 This is a schematic diagram of the front cover of an auxiliary braking system according to an embodiment of this application.

[0022] Figure 6 This is a schematic diagram of the structure of the rear end cover of an auxiliary braking system according to an embodiment of this application.

[0023] Figure label:

[0024] 100. Gas source; 110. Connecting pipe;

[0025] 200. Drive cylinder; 210. Cylinder barrel; 220. Piston rod; 230. Piston; 240. Front end cap; 241. Outer ring body; 242. Inner ring body; 243. Connecting body; 244. First exhaust port; 245. Mounting hole; 250. Rear end cap; 251. Second exhaust port; 252. Inlet; 260. Return spring;

[0026] 300. Reversing valve;

[0027] 400. Guide seat;

[0028] 500. Brake assembly; 510. Connector; 520. Friction component;

[0029] 600. Flanged eyebrows;

[0030] 700. Wheel. Detailed Implementation

[0031] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0032] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0033] Furthermore, where the terms "first" and "second" appear, these terms are 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 with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0034] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0035] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0036] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0037] Combination Figure 1 and Figure 2 An embodiment of this application provides an auxiliary braking system applied to a vehicle, which includes wheel arches 600 and wheels 700. The auxiliary braking system includes an air source 100, a drive cylinder 200, a reversing valve 300, a guide seat 400, and a brake assembly 500.

[0038] A drive cylinder 200 is fixed inside the wheel arch 600 and includes a cylinder barrel 210 and a piston rod 220. The cylinder barrel 210 is connected to the air source 100 via a connecting pipe 110. Gas supplied by the air source 100 can enter the cylinder barrel 210 through the connecting pipe 110, thereby causing the piston rod 220 of the drive cylinder 200 to extend and retract. The connecting pipe 110 can be a flexible pipe or a rigid pipe, and the specific arrangement of the connecting pipe 110 is not specifically limited in this embodiment.

[0039] The reversing valve 300 can be an electromagnetic reversing valve 300, which is located in the connecting pipe 110 between the drive cylinder 200 and the air source 100. The reversing valve 300 is used to control the extension and retraction of the drive cylinder 200. Specifically, the reversing valve 300 switches its working position, controlling the high-pressure gas supplied by the air source 100 to enter the rod chamber of the drive cylinder 200 to retract the piston rod 220, or controlling the high-pressure gas supplied by the air source 100 to enter the rodless chamber of the drive cylinder 200 to extend the piston rod 220.

[0040] The guide seat 400 is fixedly connected to the wheel arch 600, for example, by means of snap-fit, bolt connection, or adhesive bonding. The brake assembly 500 is located on the side of the guide seat 400 near the wheel 700. The brake assembly 500 is slidably engaged with the guide seat 400 and fixedly connected to the piston rod 220. The brake assembly 500 is configured to engage with the wheel 700 when the drive cylinder 200 extends and disengage from the wheel 700 when the drive cylinder 200 retracts.

[0041] When the drive cylinder 200 extends, the brake assembly 500 extends under the drive of the drive cylinder 200. During this process, the guide seat 400 guides the brake assembly 500, bringing it closer to the wheel 700 until it contacts and engages with the wheel 700. The friction between the brake assembly 500 and the wheel 700 hinders the rotation of the wheel 700, thus providing auxiliary braking. When the drive cylinder 200 retracts, the brake assembly 500 retracts under the drive of the drive cylinder 200, moving it away from the wheel 700 until it disengages from the wheel 700. At this point, the brake assembly 500 no longer hinders the wheel 700, facilitating normal driving.

[0042] Combination Figure 3 and Figure 4 In some embodiments, the brake assembly 500 includes a connector 510 and a friction element 520.

[0043] One end of the connector 510 is fixedly connected to the piston rod 220 and slidably contacts the guide seat 400. When the drive cylinder 200 extends, the end of the connector 510 connected to the piston rod 220 moves toward the guide seat 400. During this process, the connector 510 is subjected to pressure from the guide seat 400 toward the wheel 700, causing the connector 510 to move closer to the wheel 700.

[0044] Friction elements 520 are located on the side of the connector 510 opposite to the guide seat 400 and are fixedly connected to the connector 510. Multiple friction elements 520 are spaced apart along the extending direction of the connector 510. As the connector 510 approaches the wheel 700, the friction elements 520 simultaneously approach the wheel 700 until they contact and engage with it. The friction elements 520 can impede the rotation of the wheel 700, achieving auxiliary braking. Because the friction elements 520 can increase the surface friction coefficient of the connector 510, a better braking effect can be achieved.

[0045] The cross-sectional shape of the friction element 520 in this embodiment can be circular, polygonal, or elliptical, etc., and is not limited here.

[0046] Optionally, the friction element 520 extends along the axial direction of the wheel 700 to increase the friction between the friction element 520 and the wheel 700 and improve the braking capability of the auxiliary braking system.

[0047] Optionally, the connector 510 is an arc-shaped plate curved away from the wheel 700. Setting the connector 510 as an arc-shaped plate allows it to conform to the shape of the wheel 700, enabling more friction elements 520 to contact the wheel 700 surface for better auxiliary braking. Furthermore, it allows the connector 510 to generate a larger radial displacement along the wheel 700 during the extension and retraction of the piston rod 220, thus achieving better braking performance during auxiliary braking. When auxiliary braking is not needed, it is concealed inside the wheel arch 600, improving aesthetics and preventing damage from collisions to the connector 510.

[0048] Optionally, the connector 510 is an elastic plate. The connector 510 can undergo elastic deformation under the support of the guide seat 400, making the auxiliary braking system operate more smoothly. Furthermore, when the brake assembly 500 contacts the wheel 700, the connector 510 can undergo a certain amount of elastic deformation to adapt to the shape of the wheel 700, allowing more friction components 520 to contact the wheel 700 and achieving a better braking effect.

[0049] Optionally, the connector 510 and the friction element 520 are metal parts; for example, the connector 510 is a steel plate, and the friction element 520 is a steel rod. This gives the brake assembly 500 good structural strength, durability, and corrosion resistance.

[0050] Optionally, the connector 510 is provided with a first connecting hole, and the piston rod 220 is provided with a mounting groove and a second connecting hole communicating with the mounting groove. The connector 510 is inserted into the mounting groove and is fixedly connected to the piston rod 220 by bolts or rivets passing through the first connecting hole and the second connecting hole.

[0051] Combination Figure 1 Optionally, the guide seat 400 has a guide slope on the side near the drive cylinder 200, and the guide slope gradually slopes from the end near the drive cylinder 200 to the end away from the drive cylinder 200 towards the wheel 700. For example, the guide seat 400 is a triangular prism, the extension direction of the triangular prism is parallel to the axis of the wheel 700, and one side of the triangular prism is fixed to the wheel arch 600, while the other side forms the guide slope.

[0052] By setting a guide ramp, the brake assembly 500 can be better guided, preventing jamming during extension.

[0053] Combination Figure 2 , Figure 5 and Figure 6In some embodiments, the drive cylinder 200 further includes a piston 230, a front end cover 240, a rear end cover 250, and a return spring 260.

[0054] The piston 230 is slidably disposed within the cylinder 210 and is fixedly connected to one end of the piston rod 220 located within the cylinder 210. The piston 230 divides the inner cavity of the cylinder 210 into a rod chamber and a rodless chamber. The piston rod 220 is located in the rod chamber and is fixedly connected to the piston 230. When the piston 230 slides along the axial direction of the cylinder 210, it can drive the piston rod 220 to slide, thereby realizing the extension and retraction function of the cylinder 200.

[0055] The front end cap 240 is fixedly connected to one end of the cylinder 210 by means such as threaded connection or welding. The front end cap 240 is provided with a first exhaust port 244 communicating with the rod chamber and a mounting hole 245, wherein the diameter of the mounting hole 245 is equal to the diameter of the piston rod 220, and the piston rod 220 is slidably inserted through the mounting hole 245. The first exhaust port 244 is used to realize gas exchange between the rod chamber and the external environment. Specifically, when the piston 230 slides toward the front end cap 240, the air in the rod chamber is discharged through the first exhaust port 244; when the piston 230 slides away from the front end cap 240, the outside air can enter the rod chamber through the first exhaust port 244.

[0056] The rear end cover 250 is fixedly connected to one end of the cylinder 210 by means such as threaded connection or welding. The rear end cover 250 is provided with a second exhaust port 251 and an intake port 252 communicating with the rodless chamber. The second exhaust port 251 and the intake port 252 are connected to the reversing valve 300. For example, the reversing valve 300 is a three-position four-way reversing valve 300. The first valve port of the reversing valve 300 is connected to the second exhaust port 251, the second valve port is connected to the intake port 252, the third valve port is connected to the external environment, and the fourth valve port is connected to the air source 100. When the reversing valve 300 is in the first working position, the first valve port and the third valve port are blocked, and the second valve port and the fourth valve port are connected. The gas supplied by the air source 100 enters the rodless chamber and drives the piston 230 to move toward the front end cover 240; when .... When the directional valve 300 is in the second position, the first valve port is connected to the third valve port, and the second valve port is blocked from the fourth valve port. The air source 100 stops supplying air to the rod chamber, and the air in the rod chamber can be discharged through the second exhaust port 251 to allow the piston 230 to move toward the rear end cover 250. When the directional valve 300 is in the third position, the first valve port, the second valve port, the third valve port and the fourth valve port are all blocked to achieve pressure holding in the rod chamber and fix the position of the piston 230 and the piston rod 220.

[0057] The return spring 260 is located between the front cover 240 and the piston 230, and is sleeved on the outside of the piston rod 220. The return spring 260 is a compression spring, with one end abutting against the front cover 240 and the other end abutting against the piston 230. When the piston 230 moves toward the front cover 240, the return spring 260 compresses and stores energy. When the piston 230 moves toward the rear cover 250, the return spring 260 extends and releases elastic potential energy. The return spring 260 can provide the piston 230 with an elastic force to move toward the rear cover 250. Specifically, when the reversing valve 300 is in the second position, the air source 100 stops supplying high-pressure gas to the rodless chamber. Under the action of the return spring 260, the piston 230 moves toward the rear cover 250, the air in the rodless chamber is discharged through the second exhaust port 251, and outside air can enter the rod chamber through the first exhaust port 244, realizing the contraction action of the drive cylinder 200.

[0058] In this embodiment, the extension action of the drive cylinder 200 is achieved by the high-pressure gas provided by the air source 100, and the retraction action of the drive cylinder 200 is achieved by the elastic force of the return spring 260. There is no need to arrange an air pipe connecting the air source 100 and the rod chamber, which can simplify the connecting pipe 110, reduce the installation difficulty, and avoid the connecting pipe 110 being exposed, reducing the risk of damage and air leakage to the connecting pipe 110.

[0059] Combination Figure 2 and Figure 5 In some embodiments, the front end cover 240 includes an outer ring body 241, an inner ring body 242, and a connecting body 243. The outer ring body 241 is fixedly connected to the cylinder 210. For example, the inner side of the outer ring body 241 is provided with an internal thread, and the outer side of the cylinder 210 is provided with an external thread. The internal thread of the outer ring body 241 mates with the external thread of the cylinder 210 to achieve a fixed connection between the outer ring body 241 and the cylinder 210. The inner ring body 242 is located inside the outer ring body 241 and forms a gap with the outer ring body 241. The inner side of the inner ring body 242 has a mounting hole 245. The connecting body 243 connects the inner ring body 242 and the outer ring body 241 to fix the relative position of the inner ring body 242 and the outer ring body 241.

[0060] Multiple connecting bodies 243 are spaced apart circumferentially along the inner ring body 242, and the multiple connecting bodies 243, together with the inner ring body 242 and the outer ring body 241, form multiple first exhaust ports 244. For example, the connecting body 243 is a long strip plate that extends radially along the inner ring body 242 and the outer ring body 241. One end of the connecting body 243 is fixedly connected to the inner ring body 242, and the other end is fixedly connected to the outer ring body 241. Three connecting bodies 243 are provided, and the three connecting bodies 243 are spaced apart at equal angles circumferentially along the inner ring body 242. The three connecting bodies 243, together with the inner ring body 242 and the outer ring body 241, form three first exhaust ports 244.

[0061] The connector 243 and the inner ring 242, as well as the connector 243 and the outer ring 241, can be integrally formed, or they can be fixedly connected by means such as welding or riveting. Preferably, the connector 243, the inner ring 242, and the outer ring 241 are integrally formed to reduce manufacturing difficulty and improve the structural strength of the front cover 240.

[0062] In this embodiment, the front cover 240 is connected to the inner ring 242 and the outer ring 241 by multiple connectors 243, which has good structural strength, can provide good support for the piston rod 220, and provide stable limit for the return spring 260.

[0063] Furthermore, the multiple connecting bodies 243, along with the inner ring body 242 and the outer ring body 241, form multiple first exhaust ports 244, which can reduce the resistance to air entering and exiting the rod chamber. Moreover, even when some of the first exhaust ports 244 are blocked, the drive cylinder 200 can still operate normally, thereby improving the reliability of the auxiliary braking system and enhancing vehicle driving safety.

[0064] In some embodiments, the drive cylinder 200 includes an arc-shaped cylinder extending along the inner wall of the wheel arch 600. The bending radius of the arc-shaped cylinder is equal to the bending radius of the wheel arch 600, allowing the arc-shaped cylinder to fit and be fixed better to the wheel arch 600, thus concealing the arc-shaped cylinder and avoiding interference between the arc-shaped cylinder and the wheel 700. Furthermore, it avoids the drive brake assembly 500 from experiencing excessive bending stress when extended.

[0065] In some embodiments, the air source 100 includes an air storage tank, which has an air outlet communicating with the inner cavity of the air storage tank, and the air outlet is connected to the drive cylinder 200 through a connecting pipe 110.

[0066] Optionally, the gas storage tank has a gas inlet that connects to the inner cavity of the gas storage tank and a one-way valve provided at the gas inlet. The gas inlet can be used to replenish high-pressure gas into the gas storage tank.

[0067] Optionally, the gas source 100 also includes an air pump, which is connected to the air supply port of the gas storage tank.

[0068] Optionally, the air pump can be reused for wheel 700 air replenishment.

[0069] In this embodiment, gas is supplied to the drive cylinder 200 in the gas tank. When auxiliary braking is required, gas can be supplied to the drive cylinder 200 in a timely manner, ensuring the timeliness and effectiveness of the auxiliary braking function and improving vehicle driving safety.

[0070] This application also provides a vehicle, including a central control unit, wheel arches 600, wheels 700, and the auxiliary braking system described in the above embodiments.

[0071] In some embodiments, the vehicle further includes a front engine compartment, where the air source 100 is disposed. Alternatively, the vehicle further includes a trunk, where the air source 100 is disposed. Disposing of the air source 100 within the front engine compartment or trunk makes full use of the vehicle's interior space, avoiding the inconvenience and potential risks associated with arranging the air source 100 outside the vehicle or around critical components. This arrangement also maintains the vehicle's clean and aesthetically pleasing appearance. Furthermore, placing the air source 100 within the front engine compartment or trunk facilitates routine inspection and maintenance.

[0072] Of course, in some other embodiments, the air source 100 may also be arranged in, for example, under the seat, in the internal cavity of the longitudinal beam or crossbeam of the frame, etc., which will not be listed here.

[0073] In some embodiments, the vehicle also includes an AEB (Autonomous Emergency Braking) system and a Central Control Unit (CCU). The AEB system avoids or mitigates the severity of a collision by automatically detecting potential collision risks and implementing emergency braking. The Central Control Unit is a core component of the vehicle's electronic systems, responsible for coordinating and managing the functions of various subsystems.

[0074] The central control unit is connected to the reversing valve 300 of the auxiliary braking system and the AEB system signal. The AEB system continuously monitors traffic conditions ahead of the vehicle through sensors, including distance to the vehicle in front and relative speed. The AEB system control unit analyzes the sensor data in real time and uses algorithms to determine whether there is a potential collision risk. If a collision risk exists, the AEB system first issues a warning signal to the driver. If the driver does not take braking measures, the AEB system will automatically trigger emergency braking to reduce the vehicle speed to avoid or mitigate a collision. The central control unit receives signals from the AEB system, the auxiliary braking system, and other vehicle subsystems, and performs real-time analysis and processing. When the AEB system triggers emergency braking, the central control unit simultaneously controls the auxiliary braking system to participate in braking, changing the state of the drive cylinder 200 through the reversing valve 300, so that the brake assembly 500 contacts the wheel 700 to enhance the braking effect.

[0075] The coordinated operation of the AEB (Autonomous Emergency Braking) system and the auxiliary braking system significantly enhances a vehicle's braking capability. In emergency situations, this collaborative mechanism can reduce vehicle speed more quickly, effectively avoiding or mitigating the severity of a collision. The combined use of the AEB system and the auxiliary braking system provides dual safety protection for the vehicle. Because the auxiliary braking system can respond rapidly after the AEB system is triggered, the vehicle's braking response time is shortened. This helps to reduce vehicle speed more quickly in emergency situations, improving driving safety.

[0076] The coordinated operation of the AEB system and the auxiliary braking system also enhances the reliability of the vehicle's braking system. Even if one system fails, the other system can still provide a certain level of braking protection to ensure driving safety.

[0077] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0078] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. An auxiliary braking system characterized in that, Applied to a vehicle, the vehicle including wheel arches (600) and wheels (700), the auxiliary braking system includes: Gas source (100); A drive cylinder (200) is fixed inside the wheel arch (600) and includes a cylinder barrel (210) and a piston rod (220). The cylinder barrel (210) is connected to the air source (100) through a connecting pipe (110). A reversing valve (300) is provided in the connecting pipe (110) between the drive cylinder (200) and the air source (100). Guide seat (400), fixedly connected to the wheel arch (600); and A brake assembly (500) is located on the side of the guide seat (400) near the wheel (700), slidably contacts the guide seat (400), and is fixedly connected to the piston rod (220). The brake assembly (500) is configured to contact the wheel (700) when the drive cylinder (200) extends, and to disengage from the wheel (700) when the drive cylinder (200) retracts.

2. The auxiliary braking system of claim 1, wherein, The brake assembly (500) includes: A connector (510) is fixedly connected at one end to the piston rod (220) and slidably contacts and engages with the guide seat (400); Friction element (520) is located on the side of the connector (510) away from the guide seat (400) and is fixedly connected to the connector (510). Multiple friction elements (520) are provided at intervals along the extension direction of the connector (510).

3. The auxiliary braking system of claim 2, wherein, The friction element (520) extends along the axial direction of the wheel (700).

4. The auxiliary braking system according to any one of claims 1 to 3, characterized in that, The drive cylinder (200) also includes: A piston (230) is slidably disposed inside the cylinder (210) and fixedly connected to one end of the piston rod (220) located inside the cylinder (210). The piston (230) divides the inner cavity of the cylinder (210) into a rod chamber and a rodless chamber. The piston rod (220) is located in the rod chamber and is fixedly connected to the piston (230). The front end cap (240) is fixedly connected to one end of the cylinder (210). The front end cap (240) is provided with a first exhaust port (244) communicating with the rod chamber and a mounting hole (245). The piston rod (220) is slidably inserted through the mounting hole (245). The rear end cover (250) is fixedly connected to one end of the cylinder (210). The rear end cover (250) is provided with a second exhaust port (251) and an air inlet (252) that communicate with the rodless chamber. The second exhaust port (251) and the air inlet (252) are connected to the reversing valve (300). A return spring (260) is located between the front end cover (240) and the piston (230), and is sleeved on the outside of the piston rod (220).

5. The auxiliary braking system according to claim 4, characterized in that, The front cover (240) includes: The outer ring (241) is fixedly connected to the cylinder (210); The inner ring (242) is located inside the outer ring (241) and forms a gap with the outer ring (241). The inner ring (242) has the mounting hole (245) on its inner side. A connector (243) connects the inner ring body (242) and the outer ring body (241). Multiple connectors (243) are arranged at intervals along the circumference of the inner ring body (242). Multiple connectors (243), the inner ring body (242), and the outer ring body (241) form multiple first exhaust ports (244).

6. The auxiliary braking system according to any one of claims 1 to 3, characterized in that, The drive cylinder (200) includes an arc-shaped cylinder that extends along the inner wall of the wheel arch (600).

7. The auxiliary braking system according to any one of claims 1 to 3, characterized in that, The gas source (100) includes a gas storage tank, which has an outlet that communicates with the inner cavity of the gas storage tank. The outlet is connected to the drive cylinder (200) through the connecting pipe (110).

8. A vehicle, characterized in that, It includes wheel arches (600), wheels (700), and an auxiliary braking system as described in any one of claims 1 to 7.

9. The vehicle according to claim 8, characterized in that, The vehicle also includes: The air source (100) is located within the front engine compartment; or, The air source (100) is located in the trunk.

10. The vehicle according to claim 8 or 9, characterized in that, Also includes: AEB system; The central control unit is connected to the reversing valve (300) of the auxiliary braking system and the signal of the AEB system.

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