Vehicle auxiliary brake apparatus and vehicle

Abstract

The application discloses a vehicle auxiliary brake device and a vehicle. The vehicle auxiliary brake device comprises a driving mechanism and a traction mechanism. The traction mechanism comprises a traction component and a fixing assembly. The first end of the traction component is in transmission connection with the driving mechanism, and the second end of the traction component is connected with the fixing assembly. The fixing assembly is fixed to the brake pedal. The traction component is driven by the driving mechanism to drive the fixing assembly, so that the brake pedal is driven to move. Compared with the existing redundant brake system, the vehicle auxiliary brake device has low manufacturing cost, is convenient to install, can be deployed on a large scale, and can effectively reduce the related safety risks.

Description

Technical Field

[0001] This application relates to the automotive field, and more particularly to a vehicle auxiliary braking device and a vehicle. Background Technology

[0002] With the rapid development of autonomous driving technology, the scale and complexity of testing autonomous vehicles (especially commercial trucks) are increasing daily. During testing, vehicles may face various extreme conditions and unpredictable system failures. Therefore, the functional safety of the entire vehicle, especially the reliability of the braking system, has become the core foundation for ensuring testing safety and promoting the implementation of the technology. Modern vehicle braking systems generally adopt a combination of electronic control and hydraulic / pneumatic assist (such as electro-pneumatic brakes, hub brakes, etc.). To meet the stringent safety requirements of advanced autonomous driving, the mainstream solution is to introduce a redundant braking system. That is, in addition to the main braking system, a backup system is equipped. When the main system fails, the redundant system can be activated to take over the braking task. Currently, common redundant braking schemes are mostly based on electronic and electrical architectures, such as electronic redundant braking systems and pneumatic / hydraulic redundant circuits.

[0003] However, these solutions are essentially backups of the vehicle's original chassis control system at the "signal level" or "energy level." Their final actuators (such as brake chambers and brake calipers) still rely on the vehicle's original, centralized brake lines and actuators. If a failure mode occurs in these shared, low-level actuators (e.g., a severe leak in the master cylinder or common air / hydraulic lines, a break in a critical mechanical connection, or a power outage causing all electronic control systems to malfunction), both the main system and the electronic redundancy system will fail simultaneously, unable to generate any braking force. At this point, the vehicle in motion will completely lose its braking ability, potentially leading to extremely serious safety accidents.

[0004] Therefore, there is an urgent need for a compact and highly reliable mechanical bottom-stop braking device that can effectively solve the above-mentioned contradictions and difficulties and can directly act on the brake pedal. Utility Model Content

[0005] The purpose of this application is to overcome the shortcomings of the prior art and provide a vehicle auxiliary braking device and a vehicle. The device has strong vehicle compatibility, is easy to inspect or replace parts, has few failure points, is easy to install, and can stably serve as a redundant braking device to brake the vehicle.

[0006] In a first aspect, a vehicle auxiliary braking device is provided, the vehicle having a driver's cabin, the driver's cabin being provided with a brake pedal; the vehicle auxiliary braking device includes:

[0007] Drive mechanism;

[0008] A traction mechanism includes a traction component and a fixing component. A first end of the traction component is connected to the drive mechanism, and a second end of the traction component is connected to the fixing component. The fixing component is fixed to the brake pedal.

[0009] The traction component, driven by the drive mechanism, pulls the fixed component to move the brake pedal.

[0010] In one embodiment, the drive mechanism includes at least one drive component, and the traction component includes at least one traction rope corresponding to the at least one drive component; the drive component includes:

[0011] The drive unit has an output end; the rope winding unit includes a housing and a reel, the reel being rotatably disposed in the housing and being drively connected to the output end, and a portion of the traction rope corresponding to the drive assembly is wound around the reel.

[0012] In one embodiment, there are multiple drive components, and the drive parts of the multiple drive components are arranged side by side and spaced apart; there are multiple traction ropes corresponding to the multiple drive components, and the second ends of the multiple traction ropes are connected to the fixing component; wherein, at least one drive part is configured to drive the corresponding traction rope to pull the fixing component, so as to drive the brake pedal to move.

[0013] In one embodiment, the traction mechanism further includes a mounting assembly, which includes a base, a guide portion, and a rotating shaft; the base is fixed to the cockpit; the guide portion is fixed to the base and is used to constrain the traction component to move in a preset direction; the rotating shaft is rotatably disposed on the guide portion, and the traction rope is wound around the rotating shaft.

[0014] In one embodiment, the guide portion includes a plurality of spaced-apart partitions, and the traction rope is located between two adjacent partitions.

[0015] In one embodiment, the fixing assembly includes two clamping plates and a fixing plate. The two clamping plates are located on opposite sides of the connecting rod of the brake pedal and are fixed relative to each other by a connector. The fixing plate is fixedly connected to the two clamping plates respectively. At least one end of the traction component is clamped between the clamping plate and the side wall of the connecting rod.

[0016] In one embodiment, the traction component is one of a wire rope, a soft rope, a chain, a timing belt, or a gear rack.

[0017] In one embodiment, the drive mechanism includes one of a motor, a hydraulic cylinder, or a pneumatic cylinder.

[0018] In one embodiment, the vehicle auxiliary braking device further includes a control device communicatively connected to the drive mechanism, the control device being configured to control the operation of the drive mechanism in response to a braking command.

[0019] In a second aspect, a vehicle is provided that includes a vehicle auxiliary braking device according to any implementation of the first aspect.

[0020] The beneficial effects of this application are that the entire set of equipment has a stable mechanical structure that allows braking force to be effectively applied to the brake pedal, rather than just controlling the vehicle chassis system, thereby enabling the dynamic vehicle to make effective braking actions; the equipment is small enough in size to avoid occupying too much space and causing various instability factors; the equipment is installed in the cab through a modular structure without modifying the original vehicle's braking system, and can be flexibly adapted to different vehicle models (such as trucks, cars, etc.); it has the characteristics of strong compatibility, convenient maintenance or replacement of parts, fewer mechanical links (fewer failure points), and convenient installation.

[0021] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application, 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 application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. These drawings only depict some implementation methods according to this application and should not be regarded as limiting the scope of this application.

[0023] Figure 1 This diagram illustrates the structure of a vehicle auxiliary braking device according to an embodiment of the present application.

[0024] Figure 2 A schematic diagram of the traction mechanism of a vehicle auxiliary braking device according to an embodiment of this application is shown.

[0025] Figure 3 An exploded view of the traction mechanism of a vehicle auxiliary braking device according to an embodiment of this application is shown.

[0026] Figure 4 A schematic diagram of the drive mechanism of a vehicle auxiliary braking device according to an embodiment of this application is shown.

[0027] Figure 5A schematic diagram of a vehicle auxiliary braking device according to another embodiment of this application is shown.

[0028] Figure label:

[0029] 100 vehicle auxiliary braking devices;

[0030] Drive mechanism 10; drive assembly 11; drive unit 111; rope winding unit 112; box 1121; reel 1122;

[0031] 20; traction mechanism; traction component; traction rope; 211; fixing assembly; 22; clamping plate; 222; mounting assembly; 23; base; guide part; 232; partition protrusion; 2321; rotating shaft; 233; bearing;

[0032] Brake pedal 200; connecting rod 300. Detailed Implementation

[0033] The technical solution of this application will be described in detail below with reference to the accompanying drawings and specific embodiments to further understand the purpose, solution and effect of this application, but it is not intended to limit the scope of protection of the appended claims.

[0034] References to "embodiment," "another embodiment," "this embodiment," etc., in the specification refer to embodiments that may include specific features, structures, or characteristics, but not every embodiment must include these specific features, structures, or characteristics. Furthermore, such expressions do not refer to the same embodiment. Moreover, when describing specific features, structures, or characteristics in connection with embodiments, whether or not explicitly described, it is indicated that incorporating such features, structures, or characteristics into other embodiments is within the knowledge of those skilled in the art.

[0035] The specification and subsequent claims use certain terms to refer to specific components or parts. Those skilled in the art will understand that users or manufacturers may use different names or terms to refer to the same component or part. This specification and subsequent claims do not distinguish components or parts by differences in name, but rather by differences in function. The terms "comprising" and "including" used throughout the specification and subsequent claims are open-ended and should be interpreted as "including but not limited to." Furthermore, the term "connection" here includes any direct or indirect means of connection.

[0036] It should be noted that in the description of this application, the terms "lateral," "longitudinal," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are used only for the convenience of describing this application and simplifying the description. They 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. For clarity, the sequential terms such as "first," "second," "third," and "fourth" used herein are used to distinguish an element, region, or part from another identical or similar element, region, or part, and are not used to limit specific elements, regions, or parts.

[0037] The following disclosure provides many different embodiments or examples for implementing various structures of the present invention. To simplify the disclosure, specific examples and arrangements are described below. Of course, these are merely examples and are not intended to limit the present invention. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. In addition, examples of various characteristic processes and materials are provided in the present invention, but those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0038] First, before introducing the technical solutions of the embodiments of this disclosure, the technical background or evolution of the embodiments of this disclosure will be introduced. Typically, during autonomous driving testing, in extreme cases where the vehicle's braking system fails, a backup redundant braking system is needed to stably brake the dynamically moving vehicle. In this situation, electronically controlled redundant braking systems are often chosen by existing products. However, this signal-level, electronically controlled redundant braking system cannot provide a backup in extreme situations, thus jeopardizing the safety of autonomous driving. In this case, a stable mechanical device that directly acts on the brake pedal is needed to actually perform the braking.

[0039] Based on the above background, the applicant provides a vehicle auxiliary braking device 100 through the embodiments of this application to solve all or part of the above-mentioned technical problems.

[0040] The technical solutions involved in the embodiments disclosed in this application will be described below in conjunction with the scenarios in which they are applied.

[0041] First, with reference to the accompanying drawings, a vehicle auxiliary braking device 100 according to an embodiment of this application will be described. Figure 1This is a schematic diagram of the structure of a vehicle auxiliary braking device 100 according to an embodiment of this application, as shown below. Figure 1 As shown, the vehicle auxiliary braking device 100 of this application embodiment is installed in the driver's cab and consists of a drive mechanism 10 and a traction mechanism 20. The traction component 21 of the traction mechanism 20 pulls the fixed component 22 under the drive of the drive mechanism 10, thereby driving the brake pedal 200 to move.

[0042] In this embodiment, the vehicle auxiliary braking device 100 is designed to serve the testing process of autonomous vehicles, particularly public road tests without a safety driver, which is a high-risk and highly uncertain environment. When the vehicle's main braking system, or even the electronic or hydraulic redundant braking system based on the vehicle chassis, completely fails due to power failure or control signal interruption, the vehicle auxiliary braking device 100 of this embodiment can be remotely or autonomously triggered. Through its independent mechanical structure inside the vehicle's cockpit, it directly acts on the brake pedal, forcing the vehicle to brake, thereby effectively preventing major accidents caused by the vehicle in time and space and ensuring safety inside and outside the vehicle.

[0043] For example, the vehicle auxiliary braking device 100 generates a driving force on the traction component 21 through the drive mechanism 10. The traction component 21 transmits the driving force to the connecting rod 300 of the brake pedal 200 through the fixing assembly 22. The driving force of the traction component 21 overcomes the return spring force of the brake pedal 200, thereby causing the brake pedal 200 to be pressed down, moving it from its initial position to the fully depressed braking position. This action is mechanically linked with the original vehicle hydraulic or pneumatic braking system, thereby generating the required braking force on the vehicle, decelerating the vehicle until it stops. When it is necessary to release the brake, the traction component 21 is released, and the brake pedal 200 returns to its initial position under the action of its return spring, thus releasing the vehicle brake.

[0044] Understandably, the device in this application is small enough to avoid taking up too much space inside the vehicle, thus avoiding encroaching on the installation space of other devices. Also, if the device is too large, the inertial force will be greater during sudden braking, thus requiring a more stable and difficult installation solution.

[0045] In some embodiments, the fixing assembly is configured as a pair of clamping plates 221 and a fixing plate 222 that fixes the clamping plates 221, the traction member 21 and the connecting rod 300. The pair of clamping plates 221 are screwed together, and the fixing plate 222 is screwed together with the pair of clamping plates 221.

[0046] In some embodiments, the traction component 21 is one of a wire rope, a soft rope, a chain, a synchronous belt, or a rack and pinion. The corresponding transmission mechanism can be designed according to the corresponding transmission method, and this application does not impose specific limitations here. It is understood that the fixing component 22 can also be adapted to different traction components 21 to ensure the efficiency and reliability of power transmission. When the traction component 21 is a flexible traction element such as a wire rope, soft rope, or chain, the transmission mechanism typically includes a spool, guide wheels, etc., and the fixing component 22 accordingly includes a mounting bracket for fixing the spool, a guide wheel bracket or fixing clamp for guiding and constraining the rope path, and an anchor point or connector for fixing the rope end. When the traction component 21 is a synchronous belt, the transmission mechanism includes a synchronous pulley and a matching tensioning mechanism, and the fixing component 22 is a pulley seat and a tensioner bracket for mounting the pulley. When the traction component 21 is a gear and rack, the transmission mechanism includes a pinion and a rack that mesh with each other, and the fixing component 22 includes a rack guide or bearing housing for precise installation and support of the rack, and a gearbox for fixing the gear shaft.

[0047] To better showcase the details of this application, Figure 2 This is a schematic diagram of the traction mechanism 20 of a vehicle auxiliary braking device 100 according to an embodiment of this application, as shown below. Figure 2 The traction mechanism 20 shown in this application is used to pull the vehicle brake pedal 200 to achieve braking in emergency braking situations. The traction mechanism 20 includes a traction component 21 and a fixing component 22. The first end of the traction component 21 is connected to the drive mechanism 10 for transmission, and the second end of the traction component 21 is connected to the fixing component 22. The fixing component 22 is fixed to the brake pedal 200.

[0048] For example, in Figure 2 In this configuration, the traction component 21 uses a traction rope 211 to transmit driving force and pull the brake pedal 200. When the traction rope 211 is tightened, the resulting tension is transmitted to the connecting rod 300 of the brake pedal 200 through the fixing component 22. The tension of the traction rope 211 overcomes the return spring force of the brake pedal 200, thereby pulling down the brake pedal 200 from its initial position to the fully depressed braking position. This action is mechanically linked with the original vehicle's hydraulic or pneumatic braking system, thereby generating the required braking force on the vehicle, causing it to decelerate until it stops. When it is necessary to release the brake, the traction rope 211 is released, and the brake pedal 200 returns to its initial position under the action of its return spring, thus releasing the vehicle's brakes.

[0049] Figure 3 This is an exploded view of the traction mechanism 20 of a vehicle auxiliary braking device 100 according to an embodiment of this application, as shown below. Figure 3As shown, the traction mechanism 20 also includes a mounting assembly 23, which includes a base 231, a guide section 232, and a rotating shaft 233. The base 231 is fixed to the cockpit; the guide section 232 is fixed to the base 231 and is used to constrain the traction component 21 to move in a preset direction; the rotating shaft 233 is rotatably mounted on the guide section 232, and a pair of bearing seats are provided on the guide section 232, each bearing seat having a bearing 234 mounted on it. The two ends of the rotating shaft 233 are respectively passed through the inner rings of the two bearings 234, thereby allowing the rotating shaft 233 to rotate freely relative to the guide section 232. To fix the rotating shaft 233 and the guide section 232, the flange base of the rotating shaft 233 is securely mounted on the guide section 232 through mounting holes on the flange using bolts or other means. The traction rope 211 is wound around the rotating shaft 233. The addition of bearings 234 significantly reduces friction loss.

[0050] In some embodiments, the fixing method between the vehicle auxiliary braking device 100 and the driver's cab is not limited to riveting, but can also be fixed by welding, high-strength bonding, back nuts, etc., which are not limited here.

[0051] In some embodiments, the guide portion 232 includes multiple spaced-apart partition protrusions 2321, with the traction rope 211 located between adjacent partition protrusions 2321. This allows the traction rope 211 to move along a fixed track, effectively preventing the traction rope 211 from dislodging from the groove of the guide portion 232 during high-speed winding or unwinding or under stress, avoiding the risk of mechanical jamming or failure, limiting the lateral movement of the traction rope 211, making its contact with the rotating shaft 233 more controllable, reducing abnormal wear, and extending its service life.

[0052] Figure 4 This is a schematic diagram of the drive mechanism 10 of a vehicle auxiliary braking device 100 according to an embodiment of this application, as shown below. Figure 4 As shown, the drive mechanism 10 includes at least one drive component 11, and the traction component 21 includes at least one traction rope 211 corresponding to the at least one drive component 11. The drive component 11 includes: a drive part 111 having an output end; and a rope winding part 112 including a housing 1121 and a reel 1122. The reel 1122 is rotatably disposed in the housing 1121 and is connected to the output end in a transmission manner. A portion of the traction rope 211 corresponding to the drive component 11 is wound around the reel 1122.

[0053] In some embodiments, there are multiple drive components 11, and the drive parts 111 of the multiple drive components 11 are arranged side by side and spaced apart; there are multiple traction ropes 211 corresponding to the multiple drive components 11, and the second ends of the multiple traction ropes 211 are connected to the fixing component 22; wherein, at least one drive part 111 is configured to drive the corresponding traction rope 211 to pull the fixing component 22, so as to drive the brake pedal 200 to move.

[0054] In some embodiments, the drive mechanism 10 includes one of a motor, a hydraulic cylinder, or a pneumatic cylinder; in addition, other devices that can provide output force can also be used, but different mechanical structures need to be adopted according to the devices that use different output forces to ensure that the rotational force and linear driving force can be converted into the pulling force or pressure acting on the brake pedal 200, as long as the force transmitted to the brake pedal 200 is sufficient to brake the brake pedal 200 completely to the bottom.

[0055] In some embodiments, the vehicle auxiliary braking device 100 further includes a control device communicatively connected to the drive mechanism 10, the control device being configured to control the operation of the drive mechanism 10 in response to a braking command.

[0056] In some embodiments, the vehicle auxiliary braking device 100 further includes a communication device configured to receive wireless braking signals and transmit braking commands to a control device.

[0057] In some embodiments, the vehicle auxiliary braking device 100 further includes a sensor configured to detect displacement of the brake pedal 200 or state of the traction mechanism 20, and the control device is further configured to confirm braking action based on the sensor signal.

[0058] Figure 5 This is a schematic diagram of the structure of a vehicle auxiliary braking device 100 according to another embodiment of this application, as shown below. Figure 5As shown, the device includes two drive components 11 arranged side-by-side and spaced apart, with two traction ropes 211 corresponding to connect the two drive components 11 to the fixed components 22 in the traction mechanism 20. This allows the vehicle auxiliary braking device 100 to include a main braking section and a redundant braking section, either of which can operate independently to move the brake pedal 200. Therefore, regardless of whether the drive mechanism 10 or the traction mechanism 20 malfunctions, the braking task can be completed as long as either of the two completely independent drive mechanisms 10 and traction ropes 211 is functioning normally, achieving secondary redundancy. Since the main braking section and the redundant braking section are physically and electrically isolated and spaced apart, a failure in one part (such as motor burnout or brake rope breakage) will not affect the normal operation and performance of the other unit, achieving excellent fault isolation capability. Furthermore, the structure of this application is simple, which greatly facilitates the later maintenance and troubleshooting of the equipment; only the faulty part needs to be targeted, reducing maintenance time costs.

[0059] Furthermore, this application is not limited to achieving braking action through traction (such as pulling a rope). As another important way to realize the core idea of ​​this application, the output force of the drive mechanism 10 can also act directly or indirectly on the brake pedal through a mechanical lever mechanism to press it down.

[0060] In some embodiments, a lever arm is rotatably mounted in the cockpit via a pivot. The power end of the lever arm is connected to the output end of the drive mechanism 10, and the action end of the lever arm is located directly above or to the side of the brake pedal 200. The location of the action end is not limited to directly above or to the side of the brake pedal 200, as long as the final actuation force can act on the brake pedal 200 and cause the brake pedal 200 to move downward.

[0061] When braking is required, the drive mechanism 10 generates a driving force to push or pull the power end of the lever arm. According to the lever principle, the working end of the lever arm will generate an amplified force downward, which directly presses against the brake pedal 200 or the connecting rod 300, thereby achieving the effect of pressing down the brake pedal 200.

[0062] Embodiments of this application also provide a vehicle including any of the above-described vehicle auxiliary braking devices to achieve emergency braking for unmanned vehicles. It is understood that, due to the simple structure and convenient installation of the embodiments of this application, they possess a compact and independent structure. Therefore, the vehicles provided by the embodiments of this application include unmanned trucks, cars, special-purpose vehicles, etc., and are easy to install in the cab of various types of vehicles.

[0063] This application may have other various embodiments. Without departing from this application and its essence, those skilled in the art can make corresponding changes and modifications based on this application, but these corresponding changes and modifications should all fall within the protection scope of the appended claims.

[0064] In the description of this specification, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used 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. Therefore, they should not be construed as limitations on this application.

[0065] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0066] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," 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, an electrical connection, or a communication 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. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0067] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0068] The foregoing disclosure provides many different implementations or examples for carrying out different structures of this application. To simplify the disclosure, specific examples of components and arrangements are described above. Of course, these are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various implementations and / or arrangements discussed.

[0069] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various variations or substitutions within the technical scope disclosed in this application, and these should all be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle auxiliary braking device, characterized in that, The vehicle has a driver's cabin, and the driver's cabin is equipped with a brake pedal; The vehicle auxiliary braking device includes: Drive mechanism; A traction mechanism includes a traction component and a fixing component. A first end of the traction component is connected to the drive mechanism, and a second end of the traction component is connected to the fixing component. The fixing component is fixed to the brake pedal. The traction component, driven by the drive mechanism, pulls the fixed component to move the brake pedal.

2. The vehicle auxiliary braking device according to claim 1, characterized in that, The drive mechanism includes at least one drive component, and the traction component includes at least one traction rope corresponding to the at least one drive component; the drive component includes: The drive unit has an output terminal; The rope winding section includes a housing and a reel. The reel is rotatably disposed in the housing and is connected to the output end in a driving connection. A portion of the traction rope corresponding to the drive assembly is wound around the reel.

3. The vehicle auxiliary braking device according to claim 2, characterized in that, The drive components are multiple, and the drive parts of the multiple drive components are arranged side by side and spaced apart; the traction ropes are multiple, corresponding to the multiple drive components, and the second ends of the multiple traction ropes are connected to the fixing component; wherein, at least one of the drive parts is configured to drive the corresponding traction rope to pull the fixing component, so as to drive the brake pedal to move.

4. The vehicle auxiliary braking device according to claim 3, characterized in that, The traction mechanism further includes an installation assembly, which includes a base, a guide section, and a rotating shaft; the base is fixed to the cockpit; the guide section is fixed to the base and is used to constrain the traction component to move in a preset direction; the rotating shaft is rotatably disposed on the guide section, and the traction rope is wound around the rotating shaft.

5. The vehicle auxiliary braking device according to claim 4, characterized in that, The guide section includes multiple spaced-apart partitions, and the traction rope is located between two adjacent partitions.

6. The vehicle auxiliary braking device according to claim 1, characterized in that, The fixing assembly includes two clamping plates and a fixing plate. The two clamping plates are located on opposite sides of the connecting rod of the brake pedal and are fixed relative to each other by a connector. The fixing plate is fixedly connected to the two clamping plates respectively. At least one end of the traction component is clamped between the clamping plate and the side wall of the connecting rod.

7. The vehicle auxiliary braking device according to claim 1, characterized in that, The traction component is one of the following: wire rope, soft rope, chain, synchronous belt, or gear rack.

8. The vehicle auxiliary braking device according to claim 1, characterized in that, The drive mechanism includes one of a motor, a hydraulic cylinder, or a pneumatic cylinder.

9. The vehicle auxiliary braking device according to claim 1, characterized in that, Also includes: A control device, communicatively connected to the drive mechanism, is configured to control the operation of the drive mechanism in response to a braking command.

10. A vehicle, characterized in that, Includes the vehicle auxiliary braking device as described in any one of claims 1 to 9.

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