Braking system and two-wheeled vehicle

Abstract

The utility model provides a kind of brake system, applied to two-wheeled vehicle, comprising: hydraulic brake device, the hydraulic brake device is set for any one wheel in front wheel and rear wheel;Electric brake device, the electric brake device is set for another wheel in the front wheel and the rear wheel, the inside of the electric brake device is provided with first communication module;First operating device, the first operating device is set on any handlebar, the hydraulic brake device is communicated with the first operating device by oil pipe;Second operating device, the second operating device is set on another handlebar, the second operating device is internally provided with the second communication module that is wirelessly connected with the first communication module.The utility model solves the technical problem that traditional bicycle brake system structure is complex.

Description

Technical Field

[0001] This utility model relates to the field of bicycle brakes, and more specifically to a braking system and a two-wheeled vehicle. Background Technology

[0002] In existing bicycle braking systems, traditional solutions often integrate electric and hydraulic braking mechanisms into the same caliper to address potential electric braking failures due to insufficient power or unexpected power outages. However, this integrated design requires the simultaneous placement of composite components such as the electric drive unit and hydraulic circuitry within the caliper, resulting in a bulky and redundant caliper structure, a surge in the number of components, and a significant increase in manufacturing complexity. Furthermore, the integration of multiple systems drastically increases the weight of individual calipers, making it difficult to meet the lightweight requirements of small vehicles. Additionally, the electric and hydraulic braking systems interfere with each other, and a failure in one system can easily trigger a cascading failure, leading to poor braking reliability. Moreover, the composite structure necessitates the complete disassembly of the caliper for maintenance, resulting in high maintenance time and component replacement costs. Utility Model Content

[0003] The purpose of this utility model is to overcome the defects of the prior art and provide a braking system and a two-wheeled vehicle, which aims to solve the technical problem of the complex structure of the traditional bicycle braking system.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] A braking system for use in a two-wheeled vehicle, comprising:

[0006] A hydraulic braking device, wherein the hydraulic braking device is configured for either the front wheel or the rear wheel;

[0007] An electric braking device, wherein the electric braking device is configured for another wheel, either the front wheel or the rear wheel, and a first communication module is provided inside the electric braking device;

[0008] A first operating device is mounted on any handlebar, and the hydraulic braking device is connected to the first operating device via an oil pipe.

[0009] The second operating device is mounted on another handlebar and has a second communication module that is wirelessly connected to the first communication module.

[0010] In one embodiment, the second operating device includes a brake lever and a detection unit. The brake lever is disposed adjacent to the handlebar, and the detection unit is used to acquire the working state of the brake lever and generate a detection signal. The second communication module generates a braking signal in response to the detection signal and transmits it to the first communication module.

[0011] In one embodiment, the detection unit includes a rotation detection sensor, the rotation axis of which is coaxially and fixedly connected to the rotation axis of the brake lever.

[0012] In one embodiment, the detection unit further includes a force sensor, which is disposed at the connection between the brake lever and the second operating device. The signal input terminal of the force sensor is connected to the force-applying end of the brake lever, and the signal output terminal of the force sensor is electrically connected to the signal input terminal of the second communication module.

[0013] In one embodiment, the two ends of the oil pipe of the hydraulic braking device are respectively sealed and connected to the fluid cavity outlet of the first operating device and the oil inlet of the hydraulic braking device.

[0014] In one embodiment, the electric braking device includes an electric drive unit, a reduction gear system, and a brake piston. The output end of the electric drive unit is connected to the input end of the reduction gear system, and the output end of the reduction gear system is fixedly connected to the brake piston.

[0015] In one embodiment, the electric braking device further includes a brake piston chamber and a brake pad, the brake piston is slidably disposed in the brake piston chamber, the front end of the brake piston is connected to the brake pad, and the output end of the reduction gear passes through the rear end wall of the brake piston chamber and abuts against the brake piston.

[0016] In one embodiment, the reduction transmission system includes a reduction gear set, a ball screw, and a screw nut connected in sequence. The reduction gear set meshes with the output shaft of the electric drive unit. The input end of the ball screw is keyed to the output end of the reduction gear set. The screw nut is fixedly connected to the brake piston via a connecting rod.

[0017] In one embodiment, the electric drive unit is a DC motor, and the output shaft of the DC motor is connected to the input shaft of the reduction gear system via a coupling.

[0018] A two-wheeled vehicle includes: a braking system as described above.

[0019] The advantages of this utility model compared with the prior art are as follows: By configuring the hydraulic braking device and the electric braking device separately on the front and rear wheels, the redundant structure of integrating the electric braking and hydraulic braking systems in a single caliper in the traditional solution is avoided. This eliminates the need to simultaneously install composite components such as electric drive units and hydraulic oil circuits inside a single caliper, thereby significantly simplifying the structure, reducing the number of components and the complexity of the manufacturing process, and reducing the weight of the entire vehicle braking system, meeting the lightweight requirements of small vehicles. In addition, the two braking systems are physically isolated. When the electric braking device fails due to insufficient power or other problems, the hydraulic braking device can still work independently, improving braking reliability. Moreover, the independent installation design facilitates targeted maintenance and reduces maintenance costs. From the structural design level, this invention solves the core problems of bulky calipers, poor reliability, and complex maintenance in the prior art.

[0020] The above description is only an overview of the technical solution of this utility model. In order to better understand the technical means of this utility model, it can be implemented according to the contents of the specification. In order to make the above and other objects, features and advantages of this utility model more obvious and easy to understand, the following are preferred embodiments, which are described in detail below. Attached Figure Description

[0021] Figure 1 A schematic diagram of the overall structure of a braking system provided by this utility model;

[0022] Figure 2 A schematic block diagram of a braking system provided by this utility model;

[0023] Figure 3 A schematic block diagram of a detection unit for a braking system provided by this utility model.

[0024] Figure Labels

[0025] 1. Hydraulic braking device; 11. Oil pipe; 2. Electric braking device; 21. First communication module; 3. First operating device; 31. Handlebar; 311. Handlebar; 4. Second operating device; 41. Second communication module; 42. Detection unit; 421. Rotation detection sensor; 422. Force sensor; 423. Strain sensor; 43. Brake lever; 5. Front wheel; 6. Rear wheel. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0027] 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, not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0028] It should be understood that, when used in this specification and the appended claims, the terms "comprising" and "including" indicate the presence of the described features, integrals, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0029] It should also be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the scope of the invention. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0030] It should also be further understood that the term "and / or" as used in this specification and the appended claims refers to any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0031] See Figures 1 to 3 As shown, this utility model embodiment discloses a braking system applied to a two-wheeled vehicle, comprising:

[0032] Hydraulic braking device 1, wherein the hydraulic braking device 1 is configured for either the front wheel 5 or the rear wheel 6;

[0033] An electric braking device 2 is provided for another wheel among the front wheel 5 and the rear wheel 6, and a first communication module 21 is provided inside the electric braking device 2.

[0034] The first operating device 3 is mounted on any handlebar 31, and the hydraulic braking device 1 is connected to the first operating device 3 via an oil pipe 11.

[0035] The second operating device 4 is mounted on another handlebar 31, and the second operating device 4 is equipped with a second communication module 41 that is wirelessly connected to the first communication module 21.

[0036] Specifically, in this embodiment, the braking system is applied to a two-wheeled vehicle such as a bicycle, with both connected to the operating device on the handlebars 31 via an oil pipe 11 and a wireless communication module, respectively. It is understood that the handlebars 31 of two-wheeled vehicles (such as bicycles, electric vehicles, motorcycles, etc.) typically have two handlebars 311, one on the left and one on the right, for the rider's left and right hands to grip, respectively. This design conforms to the natural grip posture of the human body, facilitating stable control of the vehicle by the rider, while also providing space for component layout. For example, in this embodiment, the left handlebar 311 is associated with the front wheel hydraulic brake device 1, and the right handlebar 311 is associated with the rear wheel electric brake device 2, allowing the rider to achieve flexible control of the vehicle through the coordinated use of both hands.

[0037] Furthermore, in this embodiment, a hydraulic braking device 1 is preferably installed on the front wheel 5, and an electric braking device 2 is installed on the rear wheel 6. In practical applications, the installation positions of the hydraulic braking device 1 and the electric braking device 2 can be interchanged according to vehicle design requirements, such as installing the hydraulic braking device 1 on the rear wheel 6 and the electric braking device 2 on the front wheel 5. This embodiment does not impose specific limitations. During operation, when the first operating device 3 is operated, hydraulic oil is transmitted through the oil pipe 11 to drive the hydraulic braking device 1 to perform braking; when the second operating device 4 is operated, the signal generated by the operation action is transmitted through the second communication module 41 to the first communication module 21, thereby driving the electric braking device 2 to perform braking. By differentiating the braking methods of the front and rear wheels 6, the structural redundancy of integrating multiple systems into a single clamp in traditional solutions is avoided. Furthermore, in this embodiment, each braking device in the front and rear wheels 6 does not need to integrate hydraulic and electric components, simplifying the structure and reducing weight. The physical isolation of the two systems ensures that the other can work independently when one fails, improving reliability.

[0038] In one embodiment, the second operating device 4 includes a brake lever 43 and a detection unit 42. The brake lever 43 is disposed adjacent to the handlebar 31. The detection unit 42 is used to acquire the working state of the brake lever 43 and generate a detection signal. The second communication module 41 generates a braking signal in response to the detection signal and transmits it to the first communication module 21.

[0039] Specifically, in this embodiment, the brake lever 43 is arranged adjacent to the right handlebar 311. The brake lever 43 serves as the operating component of the braking system. By cooperating with the detection unit 42, it converts the rider's operating actions into detection signals that can be recognized by the second operating device 4. The detection signals are processed by the second communication module 41 and transmitted to the electric braking device 2 to activate, thereby realizing the braking function. The two work together to enable the rider to safely and conveniently control the vehicle's movement and braking.

[0040] Furthermore, the detection unit 42 within the second operating device 4 acquires the working status of the brake lever 43 in real time and generates a detection signal. The second communication module 41 converts the detection signal into a braking command and wirelessly transmits it to the first communication module 21 to drive the electric braking device 2. It is understood that by detecting the range of motion of the brake lever 43, the braking force and operating force are linearly matched, achieving precise control of the braking force and improving the accuracy and comfort of the braking response. The working status includes different parameters such as displacement and speed. During operation, when the user moves the brake lever 43, the detection unit 42 converts the mechanical displacement of the brake lever 43 into a detection signal, which is encoded into a braking signal by the second communication module 41 and sent to the first communication module 21 to drive the electric braking device 2. It is understood that in this embodiment, the brake lever 43 is preferably used as the operating component, but in other embodiments, a button-type input device can also be used, detecting the braking force requirement through the pressing stroke. The specific form is not specifically limited in this embodiment.

[0041] In one embodiment, the detection unit 42 includes a rotation detection sensor 421, the rotation axis of which is coaxially and fixedly connected to the rotation axis of the brake lever 43.

[0042] Specifically, the rotation detection sensor 421 of the detection unit 42 is coaxially fixed with the rotation shaft of the brake lever 43. When the brake lever 43 rotates, the rotation detection sensor 421 rotates synchronously with the rotation shaft and outputs a detection signal corresponding to the angle. During operation, the rotation of the brake lever 43 drives the rotation detection sensor 421 to rotate. The encoder inside the rotation detection sensor 421 generates a detection signal proportional to the rotation angle, which is conditioned and transmitted to the second communication module 41. The coaxial installation ensures zero-error transmission of displacement detection, achieving high-precision detection of the brake lever 43's movement and ensuring the stability of braking force control.

[0043] In one embodiment, the detection unit 42 further includes a force sensor 422, which is disposed at the connection between the brake lever 43 and the second operating device 4. The signal input terminal of the force sensor 422 is connected to the force-applying end of the brake lever 43, and the signal output terminal of the force sensor 422 is electrically connected to the signal input terminal of the second communication module 41.

[0044] Specifically, the force sensor 422 is located at the connection between the brake lever 43 and the second operating device 4. The core structure of the force sensor 422 includes an elastic body, a strain gauge, and a signal conditioning circuit. The elastic body, acting as an elastic deformation conversion element, is mechanically connected to the force-applying end of the brake lever 43. The strain gauge is attached to the surface of the elastic body, forming a bridge circuit. During operation, when the user applies force to the brake lever 43, the force sensor 422 undergoes elastic body deformation, causing a change in the resistance of the internal strain gauge. This change is amplified and converted into a detection signal proportional to the magnitude of the applied force, which is then transmitted to the second communication module 41. By directly detecting the operating force through the force sensor 422, braking force control combines both angle and force parameters, compensating for the shortcomings of simple angle detection, improving response sensitivity, and adapting to the braking needs of different riding scenarios.

[0045] Furthermore, the detection unit 42 also includes a strain sensor 423, which is disposed at the connection between the brake lever 43 and the second operating device 4. The strain gauge of the strain sensor 423 is attached to the force-deformation area of ​​the brake lever 43. When the brake lever 43 is subjected to an operating force, the brake lever 43 undergoes a slight deformation, causing the strain gauge to deform synchronously. Based on the piezoresistive effect of the strain gauge, its resistance value changes accordingly with the deformation, thereby causing the connected bridge circuit to output a detection signal proportional to the magnitude of the operating force. This detection signal is amplified, filtered, and then transmitted to the second communication module 41 to generate a corresponding braking signal, thereby achieving accurate detection of the operating force of the brake lever 43 and more precisely controlling the magnitude of the braking force.

[0046] In one embodiment, the two ends of the oil pipe 11 of the hydraulic braking device 1 are respectively sealed and connected to the fluid cavity outlet of the first operating device 3 and the oil inlet of the hydraulic braking device 1.

[0047] Specifically, the oil pipe 11 of the hydraulic braking device 1 is sealed at both ends to the fluid cavity outlet of the first operating device 3 and the oil inlet of the hydraulic braking device 1 via threaded joints. Anti-loosening washers are installed on the threaded joints. During installation, the threaded joint is screwed into the interface, and the anti-loosening washer is compressed, generating friction to prevent the threads from loosening. The sealing ring on the inner wall of the threaded joint is compressed to form a sealing surface, preventing hydraulic oil leakage. The use of threaded seals and anti-loosening structures ensures the sealing and reliability of the hydraulic system, improves the pressure resistance of the hydraulic system, and eliminates the risk of leakage during long-term use.

[0048] It is understood that the hydraulic braking device 1 specifically includes a hydraulic caliper, an oil pipe 11, and a fluid chamber within the first operating device 3 located on the handlebar 31. The hydraulic caliper is directly connected to the fluid chamber of the first operating device 3 via the oil pipe 11. When the brake lever 43 of the first operating device 3 is operated, the brake lever 43 drives the piston in the fluid chamber to move, causing the hydraulic oil in the fluid chamber to generate pressure. This pressure is transmitted to the hydraulic caliper through the oil pipe 11, driving the piston of the hydraulic caliper to move, thereby causing the brake pads to clamp the brake disc and achieve the braking function. This structural design avoids the redundant structure of traditional integrated braking devices through an independent hydraulic circuit, making the structure of the hydraulic braking device 1 relatively simple. At the same time, reliable braking force transmission is achieved through the fluid transmission of hydraulic oil.

[0049] In one embodiment, the electric braking device 2 includes an electric drive unit, a reduction gear system, and a brake piston. The output end of the electric drive unit is connected to the input end of the reduction gear system, and the output end of the reduction gear system is fixedly connected to the brake piston.

[0050] Specifically, the electric braking device 2 includes an electric drive unit, a reduction gear system, and a brake piston. The output end of the electric drive unit is connected to the input end of the reduction gear system, and the output end of the reduction gear system is fixedly connected to the brake piston. During operation, the electric drive unit rotates, and the reduction gear system reduces the rotational speed and increases the torque, driving the brake piston to move linearly. The reduction gear system converts the high-speed, low-torque of the electric drive unit into the low-speed, high-torque required for braking, increasing the braking force amplification factor, meeting the braking needs of small vehicles, and improving transmission efficiency.

[0051] In one embodiment, the electric braking device 2 further includes a brake piston chamber and a brake pad. The brake piston is slidably disposed in the brake piston chamber, the front end of the brake piston is connected to the brake pad, and the output end of the deceleration transmission system passes through the rear end wall of the brake piston chamber and abuts against the brake piston.

[0052] Specifically, the electric braking device 2 includes a brake piston chamber, a brake piston, and brake pads. The brake piston is slidably disposed within the piston chamber, with its front end connected to the brake pads. The output end of the reduction gear system passes through the rear end wall of the piston chamber and abuts against the brake piston. During operation, the reduction gear system pushes the brake piston forward within the piston chamber. The brake pads move synchronously with the piston and squeeze the brake disc, generating frictional resistance to decelerate the vehicle. The linear motion of the brake piston drives the brake pads to clamp the brake disc, achieving frictional braking while ensuring the parallelism between the brake pads and the brake disc, ensuring uniform braking and avoiding one-sided wear.

[0053] Understandably, the brake pads are key components in the braking system that directly contact the brake disc and generate friction. They are typically made of materials with a high coefficient of friction, and their function is to dissipate the vehicle's kinetic energy through compression and friction with the brake disc, thereby achieving a braking effect. In this electric braking device 2, the brake pads are connected to the front end of the brake piston and move synchronously with the brake piston. When the brake piston moves forward under the push of the reduction gear system, the brake pads clamp the brake disc, thus generating a braking action.

[0054] A brake disc is a circular, disc-shaped component mounted on a wheel and rotating synchronously with it. When the brake pads clamp the brake disc, the friction between them hinders the disc's rotation, thus slowing the wheel down or bringing it to a stop. Brake discs are typically made of materials such as cast iron or aluminum alloy, possessing good wear resistance and thermal stability to withstand the high temperatures and frictional losses generated during braking. In this braking system, the brake disc and brake pads work together to achieve the vehicle's braking function.

[0055] In one embodiment, the reduction transmission system includes a reduction gear set, a ball screw, and a screw nut connected in sequence. The reduction gear set meshes with the output shaft of the electric drive unit. The input end of the ball screw is keyed to the output end of the reduction gear set. The screw nut is fixedly connected to the brake piston via a connecting rod.

[0056] Specifically, the reduction transmission system consists of a reduction gear set, a ball screw, and a screw nut connected sequentially. The reduction gear set meshes with the output shaft of the electric drive unit, the input end of the ball screw is keyed to the output end of the gear set, and the screw nut is fixed to the brake piston via a connecting rod. During operation, the electric drive unit drives the reduction gear set to rotate, which in turn drives the ball screw to rotate. The screw nut moves along the screw axial direction, pushing the brake piston via the connecting rod. This multi-stage transmission achieves speed reduction and torque amplification, while the ball screw improves transmission efficiency, shortens response time, and significantly reduces braking delay.

[0057] In one embodiment, the electric drive unit is a DC motor, and the output shaft of the DC motor is connected to the input shaft of the reduction gear system via a coupling.

[0058] Specifically, the electric drive unit is a DC motor, and the output shaft of the DC motor is connected to the input shaft of the reduction gear system via a coupling. During operation, when the DC motor rotates, the coupling absorbs the vibration caused by shaft eccentricity, preventing the reduction gear system from bearing additional radial force and ensuring system stability. The coupling compensates for shaft installation errors, ensuring smooth power transmission, reducing coaxiality errors between the DC motor and the reduction gear system, decreasing operating noise, and improving riding comfort.

[0059] In one embodiment, the first communication module 21 and the second communication module 41 establish a wireless connection via the Bluetooth protocol.

[0060] Specifically, the first communication module 21 and the second communication module 41 establish a wireless connection via the Bluetooth protocol. It can be understood that the antennas are respectively embedded in the electric braking device 2 and on the brake lever 43 of the second operating device 4, with the radiating surfaces of the first communication module 21 and the second communication module 41 positioned opposite each other. During operation, the second communication module 41 encodes the braking signal and transmits it through the Bluetooth antenna; the first communication module 21 receives and decodes the braking signal, driving the electric drive unit to operate. Utilizing Bluetooth technology achieves low-power, interference-resistant wireless signal transmission, reduces communication latency, and meets the real-time control requirements during riding.

[0061] A two-wheeled vehicle includes: a braking system as described above.

[0062] Specifically, in this embodiment, during the operation of the two-wheeled vehicle, the rider controls the braking system through the first operating device 3 and the second operating device 4 on the left and right handlebars 311. When the first operating device 3 is squeezed, its internal piston compresses the hydraulic oil in the fluid chamber. The hydraulic oil transmits pressure to the hydraulic braking device 1 of the corresponding wheel through the oil pipe 11, pushing the piston in the hydraulic braking device 1 to drive the brake pads to clamp the brake disc, thus achieving mechanical braking. When the second operating device 4 is operated, the action of the brake lever 43 triggers the internal detection unit 42 (such as the rotation detection sensor 421, force sensor 422, etc.) to generate a detection signal. After the signal is encoded by the second communication module 41, it is transmitted wirelessly (such as Bluetooth protocol) to the first communication module 21 in the electric braking device 2, driving the electric drive unit to operate. After the torque is amplified by the reduction transmission system, it pushes the brake piston in the brake piston chamber to move forward, driving the brake pads to clamp the brake disc of the other wheel, thus achieving electric braking. The coordinated operation of the different braking methods of the front and rear wheels provides the two-wheeled vehicle with efficient and reliable braking performance. Moreover, when the electric braking system fails due to problems such as power failure, the hydraulic braking system can still independently ensure the safe braking of the vehicle.

[0063] In summary, the braking system and two-wheeled vehicle of this embodiment, by configuring the hydraulic braking device 1 and the electric braking device 2 on the front and rear wheels 6 respectively, avoids the redundant structure of integrating two systems, electric braking and hydraulic braking, in a single caliper in the traditional solution. This eliminates the need to simultaneously house composite components such as electric drive units and hydraulic circuits within a single caliper, thus significantly simplifying the structure, reducing the number of components and manufacturing complexity, and reducing the weight of the entire vehicle braking system, meeting the lightweight requirements of small vehicles. Furthermore, the two braking systems, hydraulic braking device 1 and electric braking device 2, are physically isolated. When the electric braking device 2 fails due to insufficient power or other issues, the hydraulic braking device 1 can still operate independently, improving braking reliability. The independent installation design facilitates targeted maintenance and reduces maintenance costs. From a structural design perspective, this solution addresses the core problems of bulky calipers, poor reliability, and complex maintenance in the prior art.

[0064] The above examples are merely illustrative of the technical content of this utility model to facilitate reader understanding, but do not imply that the implementation of this utility model is limited to these embodiments. Any technical extensions or re-creations made based on this utility model are protected by this utility model. The scope of protection of this utility model is defined by the claims.

Claims

1. A braking system for use in a two-wheeled vehicle, characterized in that, include: A hydraulic braking device, wherein the hydraulic braking device is configured for either the front wheel or the rear wheel; An electric braking device, wherein the electric braking device is configured for another wheel, either the front wheel or the rear wheel, and a first communication module is provided inside the electric braking device; A first operating device is mounted on any handlebar, and the hydraulic braking device is connected to the first operating device via an oil pipe. The second operating device is mounted on another handlebar and has a second communication module that is wirelessly connected to the first communication module.

2. The braking system according to claim 1, characterized in that, The second operating device includes a brake lever and a detection unit. The brake lever is disposed adjacent to the handlebar. The detection unit is used to acquire the working state of the brake lever and generate a detection signal. The second communication module generates a braking signal in response to the detection signal and transmits it to the first communication module.

3. The braking system according to claim 2, characterized in that, The detection unit includes a rotation detection sensor, and the rotation axis of the rotation detection sensor is coaxially and fixedly connected to the rotation axis of the brake lever.

4. The braking system according to claim 3, characterized in that, The detection unit further includes a force sensor, which is disposed at the connection between the brake lever and the second operating device. The signal input terminal of the force sensor is connected to the force-applying end of the brake lever, and the signal output terminal of the force sensor is electrically connected to the signal input terminal of the second communication module.

5. The braking system according to claim 1, characterized in that, The oil pipes of the hydraulic braking device are respectively sealed and connected to the fluid cavity outlet of the first operating device and the oil inlet of the hydraulic braking device.

6. The braking system according to claim 1, characterized in that, The electric braking device includes an electric drive unit, a reduction gear system, and a brake piston. The output end of the electric drive unit is connected to the input end of the reduction gear system, and the output end of the reduction gear system is fixedly connected to the brake piston.

7. The braking system according to claim 6, characterized in that, The electric braking device further includes a brake piston chamber and a brake pad. The brake piston is slidably disposed in the brake piston chamber, the front end of the brake piston is connected to the brake pad, and the output end of the reduction transmission system passes through the rear end wall of the brake piston chamber and abuts against the brake piston.

8. The braking system according to claim 6, characterized in that, The reduction transmission system includes a reduction gear set, a ball screw, and a screw nut connected in sequence. The reduction gear set meshes with the output shaft of the electric drive unit. The input end of the ball screw is keyed to the output end of the reduction gear set. The screw nut is fixedly connected to the brake piston via a connecting rod.

9. The braking system according to claim 6, characterized in that, The electric drive unit is a DC motor, and the output shaft of the DC motor is connected to the input shaft of the reduction gear system via a coupling.

10. A two-wheeled vehicle, characterized in that, include: The braking system as described in any one of claims 1-9.

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