Braking device, braking system, and vehicle

Abstract

The present application relates to a braking device, a braking system, and a vehicle. The vehicle includes an intelligent vehicle, a hybrid electric vehicle, a new energy vehicle, and the like. The braking device includes a hydraulic block, a master cylinder part, and a movement sensor. The hydraulic block includes a first groove and a second groove. The second groove extends in a first direction. The master cylinder part is located in the second groove and is in sliding contact with the second groove. The master cylinder part in the second groove includes a permanent magnet therein. The movement sensor is located in the first groove, fixedly connected to the hydraulic block, and configured to detect the amount of movement of the permanent magnet. In the present application, the signal accuracy of the movement sensor is improved by the rational layout of the permanent magnet and the movement sensor.

Description

[Technical Field]

[0001] The present invention relates to the field of vehicle technology, and in particular to braking devices, braking systems, and vehicles. [Background technology]

[0002] A vehicle's braking system is a key component of a vehicle safety control system. The primary function of a braking system is to slow down or even stop a moving vehicle, or to keep the speed of a vehicle stable when traveling downhill, or to keep a stopped vehicle stationary.

[0003] A braking system includes a braking device, and the movement sensor in the braking device generally uses the magnetic induction principle. When a permanent magnet moves with changes in pedal movement, a sensing element in the movement sensor detects the magnetic field change and converts the magnetic field change into an electrical signal. However, the distance (air gap) between the permanent magnet and the sensing element has a significant impact on the magnetic field strength in the movement sensor. A larger air gap contributes less to ensuring the signal accuracy of the movement sensor. In addition, the linkage of multiple dimensions between the permanent magnet and the sensing element also affects the quality control of the signal accuracy level of the movement sensor.

[0004] Therefore, the layout design of the permanent magnet and the movement sensor is very important for controlling the signal accuracy of the movement sensor. Summary of the Invention [Means for solving the problem]

[0005] The embodiments of the present application provide a braking device, a braking system, and a vehicle, in which a rational layout of a permanent magnet and a movement sensor in the braking device is implemented, thereby reducing the dimensional link between the permanent magnet and the sensing element in the movement sensor, reducing the gap between the permanent magnet and the movement sensor, and effectively improving the signal accuracy of the movement sensor.

[0006] According to a first aspect, one embodiment of the present application provides a braking device. The braking device includes a hydraulic block, a master cylinder portion, and a movement sensor. The hydraulic block includes a first groove and a second groove. The second groove extends in a first direction. The master cylinder portion is located within the second groove and is in sliding contact with the second groove. The master cylinder portion within the second groove moves back and forth in the first direction. The master cylinder portion includes a permanent magnet therein. The movement sensor is located within the first groove and fixedly connected to the hydraulic block and configured to detect the amount of movement of the permanent magnet. Both the master cylinder portion and the movement sensor are attached to the hydraulic block, with the first groove being located near the second groove, the movement sensor being located within the first groove, and the master cylinder portion being located within the second groove. That is, the movement sensor is located near the master cylinder portion.

[0007] The master cylinder section includes a first piston. A permanent magnet is disposed within the first piston. The first piston is movable back and forth in an axial direction of the first piston (i.e., a first direction). The permanent magnet is located within the first piston and is movable back and forth in the first direction together with the first piston. The hydraulic block has a pipeline therein. The pipeline contains brake fluid. The master cylinder section is connected to a brake pedal. An operating force applied to the brake pedal is transmitted to the brake fluid in the hydraulic block via the master cylinder section. During the process of applying an operating force to the brake pedal, a movement sensor is configured to detect the movement of the permanent magnet relative to the hydraulic block, output an electrical signal, and finally drive a brake unit to accurately control the vehicle speed.

[0008] In the present application, the signal accuracy of the movement sensor is improved through a rational layout of the permanent magnet and the movement sensor. The permanent magnet is located inside the master cylinder, eliminating the need for a separate mounting hole in the hydraulic block. This simplifies the structure of the hydraulic block, provides more space for arranging pipes within the hydraulic block, and further reduces the dimensional correlation between the permanent magnet and the movement sensor. The dimensional correlation between the permanent magnet and the movement sensor here can be understood as the accumulation of tolerances between the permanent magnet and the movement sensor. This helps to simplify the mounting method of the braking device, improves the mounting accuracy of the braking device, and also improves the accuracy of movement detection of the braking device. The movement sensor is mounted in the first groove, located on one side of the master cylinder, and positioned close to the permanent magnet, i.e., the movement sensor is directly fixed to the hydraulic block. This reduces the dimensional correlation between the movement sensor and the permanent magnet and helps improve the signal accuracy of the movement sensor. In the embodiment of the present application, the movement sensor is positioned close to the permanent magnet to minimize the gap between the permanent magnet and the movement sensor. This effectively improves the signal accuracy of the movement sensor.

[0009] In a possible embodiment, the permanent magnet moves between a first position and a second position, and a center position between the first position and the second position is projected perpendicularly onto the movement sensor in a second direction, the second direction being perpendicular to the first direction. In other words, the movement sensor faces the center position between the first position and the second position in the second direction. That is, the first position and the second position are symmetrical with respect to the movement sensor. "Facing" can be understood as a connecting line between the center position and a point on the movement sensor being parallel to the second direction. In this embodiment, the center position is set to be projected perpendicularly onto the movement sensor in the second direction so that the distance between the permanent magnet and the movement sensor is not excessively large when the permanent magnet moves back and forth. In this manner, the movement sensor can detect sufficient magnetic field strength. This helps improve the accuracy of movement measurement and simplifies the calibration process.

[0010] In some other embodiments, the vertical projection of the center position in the second direction may alternatively not be on the movement sensor, i.e., the first position and the second position are asymmetric with respect to the movement sensor. In this manner, if a movement interval with a high magnetic field strength is selected, the signal accuracy of the movement sensor can be guaranteed.

[0011] In a possible embodiment, the movement sensor includes a sensing element located in the first groove, and the distance between the sensing element and the permanent magnet is less than a threshold value. For example, the distance between the sensing element and the permanent magnet is less than 10 mm. In this embodiment, the sensing element can detect a magnetic field having a specific magnetic induction strength and meet the sealing and isolation requirements. For example, the distance between the sensing element and the permanent magnet may be 8 mm, which can be specifically obtained through experimentation or simulation. Simulation is used as an example. The distance between the sensing element and the permanent magnet is related to the dimensions of the first piston and the distance between the first groove and the second groove, etc. These data are input into a simulation model, which results in a magnetic induction strength of the permanent magnet greater than 10 mT that can be detected by the sensing element. The sensing element may be a Hall element or another element. The sensing element obtains the amount of movement of the permanent magnet based on the magnetic field change and transmits the amount of movement to the control unit in the form of an electrical signal. If the distance between the sensing element and the permanent magnet is too large, the magnetic field strength at the sensing element will be weak. In this embodiment, when the magnetic field changes, it is difficult for the sensing element to accurately detect the change in the magnetic field, thereby affecting the signal accuracy of the movement sensor. In this embodiment, the sensing element is disposed in the first groove near the permanent magnet. This helps ensure the signal accuracy of the movement sensor. Disposing the sensing element near the permanent magnet can be understood as ensuring that the gap between the sensing element and the permanent magnet is as small as possible while ensuring the overall performance of the braking device. Specifically, the gap may be disposed based on the actual situation. Note that disposing the movement sensor near the permanent magnet can improve the accuracy of movement measurement and help control the braking system more accurately. However, the movement sensor is disposed outside the permanent magnet and is not in communication with the permanent magnet, which reduces the risk of the movement sensor coming into contact with brake fluid, ensures normal operation of the movement sensor, and extends its service life.

[0012] In one possible embodiment, the hydraulic block includes a conduit therein, the conduit configured to deliver brake fluid, and the conduit is arranged within the hydraulic block to avoid the area between the first groove and the second groove, thereby controlling the distance between the first groove and the second groove to a sufficiently small range. That is, the conduit is not arranged between the first groove and the second groove. In other words, the gap between the first groove and the second groove is small, preventing the conduit from being arranged therebetween. In this manner, the distance between the movement sensor and the permanent magnet can be ensured to be small. This helps improve the signal accuracy of the movement sensor and also avoids the influence of the conduit on the signal received by the movement sensor.

[0013] In a possible embodiment, the first groove and the second groove are sealed and isolated, i.e., the space of the first groove does not communicate with the space of the second groove to prevent the brake fluid in the second groove from flowing into the first groove and affecting the performance of the braking device. The wall thickness of the hydraulic block between the first groove and the second groove meets the minimum requirements for sealing and isolation to ensure that the distance between the movement sensor and the permanent magnet is as small as possible.

[0014] In a possible embodiment, the movement sensor further includes a housing and a sensing substrate. The sensing substrate is fixed inside the housing, and the sensing element is disposed on the sensing substrate and electrically connected to the sensing substrate. The sensing element is located on a side of the sensing substrate that is closer to the master cylinder portion to ensure that the distance between the sensing element and the master cylinder portion is as small as possible.

[0015] In some possible embodiments, the method of fixing the movement sensor and the hydraulic block may be screw fixing, snap fixing, interference fit fixing, crimp fixing, etc. This is not limited in the present application.

[0016] In a possible embodiment, the braking device includes a control unit, the control unit and the hydraulic block are stacked, the opening of the first groove faces the control unit, the first groove is in communication with the internal space of the control unit, and the movement sensor extends into the internal space of the control unit to seal the movement sensor. A portion of the movement sensor extends into the first groove and is positioned adjacent to the permanent magnet, and another portion of the movement sensor extends into the internal space of the control unit and is configured to be electrically connected to a control board of the control unit. The hydraulic block and the control unit form an accommodation space, and the movement sensor is located within the accommodation space. The hydraulic block and the control unit jointly perform a sealing function for the movement sensor to prevent dust or water from the external environment from entering the movement sensor and affecting its performance. The movement sensor is always within the sealed environment formed by the hydraulic block and the control unit, and no sealing protection is required (e.g., the side of the movement sensor housing facing the permanent magnet may have an opening, and the housing does not completely isolate the sensing board and sensing element from the outside), thereby reducing costs. In addition, the sensing substrate and sensing element of the movement sensor do not need to be sealed for protection, which also reduces the volume of the movement sensor, saves internal space in the braking device, and further reduces the distance from the movement sensor to the permanent magnet.

[0017] In a possible embodiment, the braking device includes a sealing structure, which is located between the control unit and the hydraulic block. The sealing structure may be a seal ring, which seals between the stacked hydraulic block and the control unit, thereby achieving a strict level of waterproofing and dustproofing, thereby helping to protect the internal structures of the control unit and the movement sensor. In some embodiments, the sealing structure may alternatively be rubber, and the seal between the hydraulic block and the control unit may be implemented by coating rubber. The control unit and the hydraulic block are hermetically connected, thereby sealing the movement sensor, and the control unit isolates the movement sensor from the external environment. In this manner, the movement sensor is always within the sealed environment formed by the hydraulic block and the control unit, eliminating the need for sealing protection, thereby reducing costs.

[0018] In a possible embodiment, the movement sensor and the control unit have a split structure. In an embodiment of the present application, the movement sensor is fixed directly to the hydraulic block, and the control unit is also fixed directly to the hydraulic block, thereby reducing the number of dimensional linkages between the movement sensor and the control unit's control board, and the dimensional linkages are easy to assemble. The electrical connection between the movement sensor and the control unit's control board can be achieved by controlling the component dimensions and the assembly process, and there is a sufficient design dimensional margin for the electrical contact (this can be understood as the contact area of ​​the electrical connection between the movement sensor and the control unit's control board being designed to be small to achieve a good electrical connection, or the contact area can remain unchanged and a good electrical connection can be achieved even with some misalignment). In this manner, the requirements for the component dimensions and the assembly process can be relaxed, thereby helping to reduce costs and improve the assembly yield rate. In addition, the movement sensor is fixed directly to the hydraulic block, thereby reducing the number of dimensional linkages between the movement sensor and the permanent magnet, which helps to improve the signal accuracy of the movement sensor. In addition, the number of dimensional linkages between the movement sensor and the permanent magnet is reduced, thereby shortening the processing process and time. This helps reduce costs and also helps improve assembly yield rates.

[0019] In one possible embodiment, the travel sensor and master cylinder section are arranged in a direction perpendicular to the stacking direction of the hydraulic block and control unit. An independent travel sensor is arranged on one side of the master cylinder section, adjacent to the master cylinder section, and the travel sensor may be arranged on either side of the master cylinder section as needed. In this embodiment, the travel sensor is arranged on one side of the master cylinder section in a direction perpendicular to the stacking direction of the hydraulic block and control unit. This simplifies the structure of the travel sensor. The first groove is a deep groove, and the sensing element of the travel sensor is located deep within the first groove, making it less susceptible to magnetic leakage from the solenoid valve inside the control unit. This helps improve the signal accuracy of the travel sensor.

[0020] In one possible embodiment, the first groove is located between the master cylinder section and the control unit. In other words, the travel sensor is located on the side of the master cylinder section closer to the control unit, and an independent travel sensor is located on one side of the master cylinder section, adjacent to the master cylinder section; the travel sensor may be located on either side of the master cylinder section as needed. In this embodiment, the travel sensor is located on the side of the master cylinder section closer to the control unit, i.e., the first groove is a shallow groove. This helps improve the feasibility of a more rational layout of the vertical and horizontal pipes inside the hydraulic block, reduces interference with the pipe arrangement inside the hydraulic block, and promotes compactness and ease of handling of the braking device.

[0021] In one possible embodiment, the movement sensor includes a housing, the housing including a mounting portion and a connecting portion, the mounting portion being located in the first groove and fixedly connected to the hydraulic block, the sensing element being located in the mounting portion, one end of the connecting portion being connected to the mounting portion, and the other end of the connecting portion extending into the control unit. The mounting portion and the connecting portion are arranged at an included angle. For example, the mounting portion and the connecting portion may be in an L-shaped structure, i.e., the included angle between the mounting portion and the connecting portion is a right angle. Arranging the connecting portion and the mounting portion in an L-shaped structure helps to position the sensing element adjacent to the permanent magnet, improve movement detection accuracy, and ensure electrical connection between the sensing board and the control board. When the first groove is located between the master cylinder portion and the control unit, i.e., when the movement sensor is located on the side of the master cylinder portion closer to the control unit, the housing of the movement sensor may be designed as an L-shaped structure, i.e., the mounting portion and the connecting portion form an L-shaped structure, to facilitate electrical connection between the sensing board of the movement sensor and the control board of the control unit. In this manner, the sensing element can be disposed near the master cylinder portion, and an effective electrical connection between the sensing board and the control board can be implemented, so that the electrical signal generated by the sensing element is transmitted to the control unit. The electrical connection between the movement sensor and the control board can be a connector clip, a spring contact, a metal pad contact, or the like, which is not limited in this application.

[0022] In one possible embodiment, the braking device includes a structural sleeve made of a non-ferromagnetic material, which encases a permanent magnet and is located inside the master cylinder section. Some structures of the master cylinder section, such as the spring and push rod, are typically made of a ferromagnetic material. The spring cooperates with the permanent magnet, and the push rod cooperates with the first piston to move the first piston and the permanent magnet back and forth. These ferromagnetic structures change the magnetic field of the permanent magnet, affecting the signal received by the movement sensor and not contributing to improving the signal accuracy of the movement sensor. In this embodiment of the present application, a structural sleeve made of a non-ferromagnetic material (e.g., plastic or aluminum) is used to encase the permanent magnet. That is, the permanent magnet is isolated from the ferromagnetic materials, such as the spring and push rod, to avoid their influence on the magnetic field of the permanent magnet. This helps to improve the signal accuracy of the movement sensor.

[0023] In some possible implementations, the distance between the permanent magnet and the spring and the distance between the permanent magnet and the push rod may be set to be large. In this manner, the influence of ferromagnetic materials such as the spring and the push rod on the magnetic field of the permanent magnet can also be avoided. Alternatively, to avoid the influence of ferromagnetic materials such as the spring and the push rod on the magnetic field of the permanent magnet, several gaskets made of non-ferromagnetic materials are placed between the permanent magnet and the spring and between the permanent magnet and the push rod.

[0024] In one possible embodiment, the master cylinder part includes an elastic component, and the structural sleeve includes a main body part and a guide part. The main body part encases the permanent magnet, and one end of the elastic component is sleeved onto the guide part and abuts against the main body part. The main body part and the guide part are arranged in a first direction and are connected as a whole. For example, the end surface dimension of the guide part may be set to be smaller than the end surface dimension of the main body part, and the guide part having the smaller dimension is configured to guide and restrain the assembly of the elastic component. This helps to avoid problems such as deflection or sliding of the elastic component during the forward and backward movement of the master cylinder part.

[0025] The operating force applied to the brake pedal is transmitted to the push rod, which acts on the first piston to push and move it. The elastic component is compressed, applying an elastic force to the magnet assembly (the permanent magnet and the structural sleeve form the magnet assembly). The force applied to the magnet assembly by the elastic component is opposite in direction to the force applied to the first piston by the push rod. Therefore, the first piston and the magnet assembly move back and forth under the joint action of the elastic component and the push rod.

[0026] In one possible embodiment, the master cylinder portion includes a first piston, the permanent magnet and the structural sleeve are both located inside the first piston, the main body portion includes a main body and a restrictor portion, the restrictor portion surrounds the outer wall of the main body, the inner wall of the first piston includes a first region and a second region, the main body is positioned corresponding to the first region, the restrictor portion is positioned corresponding to the second region, and the restrictor portion abuts an end of the first region. The permanent magnet is typically fixed to the structural sleeve by injection molding or interference fit, and the structural sleeve and the permanent magnet form a magnet assembly. The inner diameter of the first region is smaller than the inner diameter of the second region. In this aspect, when the magnet assembly is mounted inside the first piston, the restricting portion abuts against the end of the first region to limit the position of the magnet assembly within the first piston, thereby allowing the magnet assembly to be mounted in a predetermined position to prevent the problem that when the magnet assembly is mounted out of position, the distance between the movement sensor and the permanent magnet increases, which affects the magnetic field in the movement sensor and does not contribute to improving the signal accuracy of the movement sensor.

[0027] In a possible embodiment, the braking device includes an anti-rotation mechanism configured to prevent the permanent magnet from rotating in the circumferential direction of the permanent magnet. If the permanent magnet further rotates in the circumferential direction when the permanent magnet moves linearly relative to the sensing element, the alignment between the magnetic deflection angle of the movement sensor and the magnetic deflection angle of the movement sensor in the calibration state will change, thereby affecting the signal accuracy of the sensor. In this embodiment of the present application, the anti-rotation mechanism is arranged to prevent the permanent magnet from rotating in the circumferential direction of the permanent magnet. This helps to improve the detection accuracy of the movement sensor.

[0028] In one possible embodiment, the anti-rotation mechanism includes an anti-rotation groove and an anti-rotation rib. The master cylinder section includes a first piston, and both the permanent magnet and the structural sleeve are located inside the first piston. The anti-rotation groove is located within the structural sleeve, and the anti-rotation rib is located on the inner wall of the first piston and fastened to the anti-rotation groove. The sensing element of the movement sensor determines the linear movement position of the permanent magnet based on the detected magnetic field angle change. However, during the magnetization process, the permanent magnet inevitably has a magnetic deflection angle relative to the axis, typically within 5°. If the permanent magnet moves linearly relative to the sensing element and also rotates circumferentially, the alignment between the magnetic deflection angle of the movement sensor and the magnetic deflection angle of the movement sensor in the calibrated state will change, thereby affecting the signal accuracy of the sensor. In this application, both the permanent magnet and the structural sleeve are arranged coaxially with the first piston. In this embodiment of the present application, an anti-rotation rib is fastened to the anti-rotation groove to prevent the structural sleeve from rotating in the circumferential direction of the structural sleeve within the first piston, i.e., to prevent the permanent magnet from rotating in the circumferential direction of the permanent magnet within the first piston. This helps improve measurement accuracy and ensures consistency in measurement accuracy over multiple back-and-forth movements. A structure is provided in which the anti-rotation groove and the anti-rotation rib cooperate, thereby allowing initial positioning and installation to be performed if the anti-rotation rib is fastened to the anti-rotation groove to improve installation efficiency during the process of attaching the structural sleeve to the first piston. In addition, movement measurement errors caused by uneven magnetization of the permanent magnet can also be avoided.

[0029] It should be noted that the anti-rotation ribs and anti-rotation grooves are merely an embodiment for preventing the magnet assembly from rotating in the circumferential direction of the magnet assembly within the first piston, and that there are other design configurations for the combination of anti-rotation ribs and anti-rotation grooves. Alternatively, in some embodiments, anti-rotation designs such as interference fit, snap, crimp, and adhesive fill may be used.

[0030] In some possible implementations, the structural sleeve and the first piston may be arranged non-coaxially, with the structural sleeve being arranged on one side of the movement sensor. Alternatively, the permanent magnet and the structural sleeve may be arranged non-coaxially, with the permanent magnet being arranged on one side of the movement sensor. In this manner, the distance from the permanent magnet to the movement sensor is reduced, improving the signal accuracy of the movement sensor.

[0031] In the magnet assembly, the permanent magnet is typically fixed to the structural sleeve by injection molding or interference fit to ensure it does not rotate relative to the structural sleeve. In addition, the first piston and hydraulic block also have similar anti-rotation structures, directly or indirectly. Specifically, to ensure that the magnetic deflection angle of the permanent magnet always matches the magnetic deflection angle of the sensing element as the push rod pushes the first piston and permanent magnet back and forth, there are direct or indirect anti-rotation constraints between the permanent magnet and the structural sleeve, between the structural sleeve and the first piston, and between the first piston and the hydraulic block. This ensures the accuracy of the movement sensor.

[0032] In one possible embodiment, the braking device includes a solenoid valve located within the control unit, the solenoid valve being spaced apart from the movement sensor and electrically connected to a control board of the control unit. The hydraulic block includes multiple hydraulic lines, and the solenoid valve is used to control the opening and closing of the lines within the hydraulic block. When the solenoid valve operates, a strong electromagnetic field is generated, and magnetic leakage interferes with the magnetic field signal transmitted to the sensing element by the permanent magnet. As a result, the accuracy of the output signal of the movement sensor is affected. In this embodiment of the present application, the safety distance value is set based on the linear distance from the solenoid valve to the sensing element. This helps to avoid the solenoid valve's influence on the sensing element and improves the signal accuracy of the movement sensor. The safety distance value is obtained through a magnetic leakage simulation analysis of the solenoid valve and an accuracy simulation analysis of the sensing element. That is, the solenoid valve needs to be spaced apart from the sensing element of the movement sensor, and is specifically positioned as needed.

[0033] According to a second aspect, an embodiment of the present application provides a braking system. The braking system includes a wheel brake loop, a wheel brake, and a braking device according to any one of the first aspects. The wheel brake loop is connected to a hydraulic block and the wheel brake. During the operation of the braking system, the wheel brake loop supplies hydraulic brake fluid to the wheel brake under the joint coordination of the hydraulic block and the control unit to brake the vehicle and ultimately accurately control the vehicle speed. The wheel brake may be a disc brake, a drum brake, or the like. This is not a limitation of the present application.

[0034] According to a third aspect, an embodiment of the present application provides a vehicle including a wheel and a braking system according to the third aspect. The wheel brake is attached to the wheel. The braking system controls the wheel to brake the vehicle. The vehicle may be a gasoline vehicle or an electric vehicle, such as a pure electric vehicle, a long-distance electric vehicle, a hybrid electric vehicle, a fuel cell vehicle, or a new energy vehicle. This is not a limitation of the present application.

[0035] Additionally, one embodiment of the present application provides a method for installing a braking device, the method comprising: manufacturing a hydraulic block, the hydraulic block comprising a first groove and a second groove; manufacturing a master cylinder section, a portion of the master cylinder section being disposed in a second groove and slidably connected to the hydraulic block, the second groove extending in a first direction, the master cylinder section moving back and forth in the first direction, and the master cylinder section having a permanent magnet therein; fabricating a movement sensor, the movement sensor being disposed within the first groove and fixedly connected to the hydraulic block, the movement sensor being disposed around the permanent magnet and configured to detect an amount of movement of the permanent magnet; Includes:

[0036] In this application, the dimensional link between the permanent magnet and the displacement sensor is reduced, and the rational layout of the permanent magnet and displacement sensor improves the signal accuracy of the displacement sensor. The braking device in this application has a simple structure, which greatly simplifies the complexity of actual assembly. The permanent magnet is disposed within the first piston of the master cylinder section, the master cylinder section is attached to the hydraulic block, and the displacement sensor is fixed to the hydraulic block. This shortens assembly time, improves assembly efficiency, increases assembly yield, and reduces costs. This contributes to the industrialization of braking devices. Both the displacement sensor and the first piston of the master cylinder section are disposed directly on the hydraulic block. This reduces the dimensional link between the displacement sensor and the permanent magnet, helping to improve the signal accuracy of the displacement sensor.

[0037] In one possible embodiment, the control unit is manufactured, and the control unit and the hydraulic block are stacked, with the opening of the first groove facing the control unit and communicating with the internal space of the control unit, and the movement sensor extending into the internal space of the control unit to seal the movement sensor. After the master cylinder section is attached to the hydraulic block and the movement sensor is fixed to the hydraulic block, the control unit is directly assembled and fixed to the hydraulic block using a guide tool, thereby achieving overall sealing and electrical contact. A portion of the movement sensor extends into the first groove and is positioned adjacent to the permanent magnet, and another portion of the movement sensor extends into the internal space of the control unit and is electrically connected to the control board of the control unit. The hydraulic block and the control unit jointly perform a sealing function for the movement sensor to prevent dust or water from the external environment from entering the movement sensor and affecting its performance. The movement sensor is always in a sealed environment formed by the hydraulic block and the control unit, and does not need to be sealed for protection (for example, the side of the movement sensor housing facing the permanent magnet may have an opening, and the housing does not completely isolate the sensing board and sensing element from the outside), which reduces costs. In addition, the sensing board and sensing element of the movement sensor do not need to be sealed for protection. This also reduces the volume of the movement sensor, saves internal space in the braking device, and further reduces the distance from the movement sensor to the permanent magnet.

[0038] In this application, the rational layout of the permanent magnet and the movement sensor reduces the dimensional link between the permanent magnet and the movement sensor, which helps improve the signal accuracy of the movement sensor. In addition, the movement sensor is arranged close to the permanent magnet to minimize the gap between the permanent magnet and the movement sensor, which effectively improves the signal accuracy of the movement sensor.

[0039] In order to more clearly describe the technical solutions in the embodiments of the present invention or the background art, the following describes the accompanying drawings which need to be used in the embodiments of the present invention or the background art. [Brief explanation of the drawings]

[0040] [Figure 1] 1 is a schematic diagram of a vehicle structure according to an embodiment of the present application; [Figure 2] 1 is a schematic diagram of the structure of a braking system inside a vehicle according to an embodiment of the present application; [Figure 3] 1 is a schematic diagram of a structure of a braking device according to an embodiment of the present application; [Figure 4] FIG. 4 is a top view of the braking device shown in FIG. 3. [Figure 5] FIG. 5 is a cross-sectional view of the braking device shown in FIG. 4 along line AA. [Figure 6] FIG. 5 is a cross-sectional view along line BB of the braking device shown in FIG. 4. [Figure 7] 1 is a schematic diagram of a structure of a braking device according to an embodiment of the present application; [Figure 8] 1 is a schematic exploded view of a structure of a master cylinder portion according to an embodiment of the present application. [Figure 9] 2 is a schematic diagram of a structure of a first piston according to an embodiment of the present application; FIG. [Figure 10] 1 is a schematic diagram of a structure of a braking device according to an embodiment of the present application; [Figure 11] FIG. 11 is a top view of the braking device shown in FIG. 10. [Figure 12] FIG. 12 is a cross-sectional view of the braking device shown in FIG. 11 along CC. [Figure 13] FIG. 12 is a cross-sectional view along DD of the braking device shown in FIG. 11. [Figure 14] 1 is a flowchart of a method for installing a braking device according to an embodiment of the present application. DETAILED DESCRIPTION OF THE INVENTION

[0041] The following clearly and completely describes the technical solutions in the embodiments of this application with reference to the accompanying drawings in the embodiments of this application. It is clear that the described embodiments are only a part, but not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative efforts shall fall within the protection scope of this application.

[0042] As shown in Figures 1 and 2, Figure 1 is a schematic diagram of a possible structure of a vehicle 100 according to an embodiment of the present application, and Figure 2 is a schematic diagram of a possible structure of a braking system 20 inside the vehicle 100. The vehicle 100 may be a gasoline vehicle or an electric vehicle, for example, a pure electric vehicle, a long-distance electric vehicle, a hybrid electric vehicle, a fuel cell vehicle, or a new energy vehicle, which is not limited in the present application. The vehicle 100 includes wheels 10 and a braking system 20. The braking system 20 controls the movement of the wheels 10 to perform braking of the vehicle 100.

[0043] The braking device provided in the embodiments of the present application can be applied to a braking system. In a possible embodiment, the braking system 20 includes an oil can 21, a brake pedal 22, a brake device 23, a wheel brake loop 24, and a wheel brake 25. The oil can 21 is connected to a conduit in the brake device 23, the brake pedal 22 is connected to a push rod of the brake device 23, and the wheel brake loop 24 is connected to a hydraulic block of the brake device 23 and the wheel brake 25. During the braking process, the wheel brake 25 acts on the wheel 10. The oil can 21 provides brake fluid to the brake device 23. When the driver presses the brake pedal 22, the brake device 23 begins to operate. The wheel brake loop 24 supplies brake fluid at a precise hydraulic pressure to the wheel brake 25 under the joint control of the hydraulic block and control unit of the brake device 23. The wheel brakes 25 control the movement of the wheels 10 to brake the vehicle 100, and ultimately control the speed of the vehicle 100. In some possible implementations, the wheel brakes may be disc brakes, drum brakes, or the like, which is not a limitation in this application.

[0044] The braking device 23 in the embodiment of the present application may be applied not only to the braking system 20 shown in Fig. 2 but also to other electro-hydraulic braking systems. In the embodiment of the present application, the movement sensor of the braking device 23 may alternatively be applied to other linear movement detection fields.

[0045] As shown in FIGS. 3, 4, and 5, FIG. 3 is a schematic diagram of a possible structure of the braking device 23, FIG. 4 is a top view of the braking device 23 shown in FIG. 3, and FIG. 5 is a cross-sectional view of the braking device 23 shown in FIG. 4 along line AA. The braking device 23 includes a hydraulic block 231, a master cylinder portion 232, and a movement sensor 233. The hydraulic block 231 is configured to contain brake fluid. For example, the hydraulic block 231 includes a conduit (not shown in FIG. 3) therein, and the brake fluid is contained in the conduit. The master cylinder portion 232 is attached to the hydraulic block 231, and the movement sensor 233 is attached to the hydraulic block 231. In some possible implementations, the master cylinder portion 232 includes a push rod 2323, a first piston 2321, a first elastic component 2325, a second piston 2327, and a second elastic component 2326. The master cylinder portion 232 is configured to compress the brake fluid so that it attains the correct oil pressure.

[0046] As shown in FIGS. 5 and 6, FIG. 6 is a cross-sectional view taken along line BB of the braking device 23 shown in FIG. 4. The hydraulic block 231 includes a first groove 2311-1 and a second groove 2311-2. The movement sensor 233 is located in the first groove 2311-1 and is fixedly connected to the hydraulic block 231. The method of fixing the movement sensor 233 to the hydraulic block 231 may be screw fixing, snap fixing, interference fit fixing, crimping fixing, or the like. This is not a limitation of the present application. The second groove 2311-2 extends in the first direction A1, and the master cylinder part 232 is located in the second groove 2311-2 and slides against the second groove 2311-2. It can also be understood that the master cylinder part 232 is slidably connected to the hydraulic block 231. The sliding connection here means that the master cylinder part 232 can move back and forth in the first direction A1. In this embodiment of the present application, the first groove 2311-1 and the second groove 2311-2 are sealed and isolated, that is, the space of the first groove 2311-1 does not communicate with the space of the second groove 2311-2 to prevent the brake fluid in the second groove 2311-2 from flowing into the first groove 2311-1 and affecting the performance of the braking device 23. It should be noted that in this embodiment of the present application, the shapes of the first groove 2311-1 and the second groove 2311-2 are not limited, and the first groove 2311-1 and the second groove 2311-2 may be circular, square, or other shapes.

[0047] The master cylinder part 232 includes a first piston 2321, which is located in the second groove 2311-2 and slidably connected to the hydraulic block 231. In a possible embodiment, the first piston 2321 includes a permanent magnet 2322 therein, i.e., the master cylinder part 232 includes a permanent magnet 2322 therein. The first piston 2321 can move back and forth in a first direction A1, and the permanent magnet 2322 can move back and forth in the first direction A1 together with the first piston 2321. The permanent magnet 2322 and the first piston 2321 remain relatively stationary. The movement sensor 233 is disposed around the permanent magnet 2322, and the movement sensor 233 and the first groove 2311-1 are disposed near the permanent magnet 2322. It should be noted that locating the movement sensor 233 close to the permanent magnet 2322 can improve the accuracy of the movement measurement and help to control the braking system more accurately. However, the movement sensor 233 is located outside the permanent magnet 2322 and is not in communication with the permanent magnet 2322, which can reduce the risk of the movement sensor 233 coming into contact with the brake fluid, ensure the normal operation of the movement sensor 233, and extend the service life of the movement sensor 233.

[0048] The hydraulic block 231 includes a conduit (not shown in FIG. 3 ) in which brake fluid is present. The conduit is configured to deliver the brake fluid. The master cylinder unit 232 is connected to the brake pedal 22. An operating force applied to the brake pedal 22 is transmitted to the brake fluid in the hydraulic block 231 via the master cylinder unit 232. In the process of applying an operating force to the brake pedal 22, the movement sensor 233 is configured to detect the amount of movement of the permanent magnet 2322 to determine the amount of movement of the first piston 2321, i.e., to detect the movement of the permanent magnet 2322 and the first piston 2321 relative to the hydraulic block 231, output an electrical signal, and finally drive the brake unit in order to implement accurate control of the speed of the vehicle 100.

[0049] In the present application, the signal accuracy of the movement sensor 233 is improved by the rational layout of the permanent magnet 2322 and the movement sensor 233. The permanent magnet 2322 is disposed inside the first piston 2321, eliminating the need to provide a hole in the hydraulic block 231 for mounting the permanent magnet 2322. This simplifies the structure and assembly process of the hydraulic block 231, provides more space for arranging pipes within the hydraulic block 231, and further reduces the dimensional link between the permanent magnet 2322 and the movement sensor 233. The dimensional link between the permanent magnet 2322 and the movement sensor 233 here can be understood as the accumulation of tolerances between the permanent magnet 2322 and the movement sensor 233. This helps to simplify the mounting method of the brake device 23, improves the mounting accuracy of the brake device 23, and also improves the movement detection accuracy of the brake device 23. The movement sensor 233 is mounted in the first groove 2311-1, is located on one side of the master cylinder part 232, and is disposed near the permanent magnet 2322. For example, in a possible embodiment, the movement sensor 233 may be fixed directly to the hydraulic block 231. This arrangement reduces the dimensional link between the movement sensor 233 and the permanent magnet 2322. This helps to improve the accuracy of the movement measurement performed by the movement sensor 233. In the embodiment of the present application, the movement sensor 233 is arranged close to the permanent magnet 2322 to make the gap between the permanent magnet 2322 and the movement sensor 233 as small as possible. This effectively improves the signal accuracy of the movement sensor 233.

[0050] In a possible embodiment, the second direction A2 is perpendicular to the first direction A1, and the second direction A2 is also the direction in which the master cylinder part 232 and the movement sensor 233 are arranged, and the permanent magnet 2322 moves back and forth between the first position 2371 and the second position 2372. In a possible embodiment, the movement of the permanent magnet 2322 back and forth between the first position 2371 and the second position 2372 can be understood as meaning that when the brake pedal is not depressed, the first elastic component 2325 is in its natural state, in which case the permanent magnet 2322 is located at the leftmost end 2371 shown in FIG. 6 . When the brake pedal is depressed to its maximum travel range, i.e., when the compression amount of the first elastic component 2325 is maximum, the permanent magnet 2322 is located at the rightmost end 2372 shown in FIG. 6 . The vertical projection of the center position 2373 between the first position 2371 and the second position 2372 in the second direction A2 is located on the movement sensor 233. This helps improve the accuracy of the movement measurement and simplifies the calibration process. Note that the projection of the center position 2373 does not have to be located on the movement sensor 233, which may be determined based on actual design requirements. The first position 2371, the second position 2372, and the center position 2373 may be understood as points or lines. In other words, the movement sensor 233 is directly opposite the center position 2373 in the second direction A2. That is, the first position 2371 and the second position 2372 are symmetrical with respect to the movement sensor 233. Directly opposite may be understood as a connecting line between the center position 2373 and a point on the movement sensor 233 being parallel to the second direction A2. In this embodiment, the center position 2373 is set to be projected perpendicularly onto the movement sensor 233 in the second direction A2 so that the distance between the permanent magnet 2322 and the movement sensor 233 does not become excessively large when the permanent magnet 2322 moves back and forth. In this manner, the movement sensor 233 can detect sufficient magnetic field strength, which helps to improve the signal accuracy of the movement sensor 233.

[0051] In some other embodiments, the vertical projection of the center position 2373 in the second direction A2 may alternatively not be on the movement sensor 233, i.e., the first position 2371 and the second position 2372 are asymmetric with respect to the movement sensor 233. In this manner, if a movement interval with a high magnetic field strength is selected, the signal accuracy of the movement sensor 233 can be guaranteed.

[0052] See FIG. 5. The movement sensor 233 includes a housing 2331, a sensing board 2332, and a sensing element 2333. The sensing board 2332 is fixed inside the housing 2331, and the sensing element 2333 is fixed on and electrically connected to the sensing board 2332, and is located on a side of the sensing board 2332 closer to the master cylinder portion 232. In a possible embodiment, the sensing element 2333 may be electrically connected to the sensing board 2332 by tin soldering. A portion of the housing 2331 extends into the first groove 2311-1 and is fixed to the hydraulic block 231. The sensing element 2333 is located in the first groove 2311-1 and is disposed near the permanent magnet 2322. The distance between the sensing element 2333 and the permanent magnet 2322 is less than a threshold value. For example, the distance between the sensing element 2333 and the permanent magnet 2322 is less than 10 mm. In this embodiment, the sensing element 2333 can detect a magnetic field having a certain magnetic induction strength and can meet the sealing and isolation requirements. For example, the distance between the sensing element 2333 and the permanent magnet 2322 can be 8 mm, which can be specifically obtained through experiments or simulations. The simulation is used as an example. The distance between the sensing element and the permanent magnet is related to the dimensions of the first piston and the distance between the first groove and the second groove, etc. These data are input into the simulation model, which results in a magnetic induction strength of the permanent magnet greater than 10 mT that can be detected by the sensing element and can ensure the sealing and isolation requirements.

[0053] To improve the signal accuracy of the movement sensor 233, the distance between the first groove 2311-1 and the second groove 2311-2 is controlled within a sufficiently small range. For example, the distance between the first groove 2311-1 and the second groove 2311-2 is greater than 1.5 mm but less than 2 mm, or the distance between the first groove 2311-1 and the second groove 2311-2 is less than 1.5 mm. In this case, the hydraulic block between the first groove 2311-1 and the second groove 2311-2 is too thin, resulting in brake fluid leakage. If the distance between the first groove 2311-1 and the second groove 2311-2 is greater than 2 mm, the magnetic induction strength of the permanent magnet 2322 that can be detected by the movement sensor 233 is weak. That is, the distance between the movement sensor 233 and the master cylinder unit 232 is controlled within a sufficiently small range.

[0054] In addition, it should be noted that the conduits in the hydraulic block 231 are arranged in the hydraulic block 231 so as to avoid the area between the first groove 2311-1 and the second groove 2311-2. That is, the conduits in the hydraulic block 231 are not arranged between the first groove 2311-1 and the second groove 2311-2. See FIG. 6 . In the first direction A1, the conduits may be arranged on both sides of the movement sensor 233 instead of being arranged in the area corresponding to the movement sensor 233. The gap between the first groove 2311-1 and the second groove 2311-2 is small, and no conduits or other structures are arranged there. In this manner, it is possible to ensure that the distance between the movement sensor 233 and the permanent magnet 2322 is small. This helps improve the signal accuracy of the movement sensor 233 and also avoids the influence of the conduits on the signal received by the movement sensor. In a possible embodiment, the hydraulic block between the first groove and the second groove meets minimum requirements for sealing and isolation to ensure that the distance between the movement sensor and the permanent magnet is as small as possible.

[0055] In a possible embodiment, the sensing element 2333 may be a Hall element or another element. During the actuation of the brake device 23, the first piston 2321 and the permanent magnet 2322 inside the first piston 2321 move back and forth, causing the magnetic field at the sensing element 2333 to change. The sensing element 2333 obtains the amount of movement of the permanent magnet 2322 based on the change in the magnetic field, determines the amount of movement of the first piston 2321, and transmits the amount of movement to the control unit in the form of an electrical signal. If the distance between the sensing element 2333 and the permanent magnet 2322 is excessively large, the magnetic field strength at the sensing element 2333 will be weak. In this embodiment, when the magnetic field changes, it is difficult for the sensing element 2333 to accurately detect the change in the magnetic field, which will affect the signal accuracy of the movement sensor 233. In this embodiment, the sensing element 2333 is positioned close to the permanent magnet 2322. This helps ensure the signal accuracy of the movement sensor 233.

[0056] For some possible embodiments, please refer to FIGS. 3 and 5 . The brake device 23 includes a control unit 234. The control unit 234 includes a housing 2341 and a control board 2342. The control board 2342 is fixed inside the housing 2341. The control unit 234 and the hydraulic block 231 are stacked, and the control unit 234 is fixed to the hydraulic block 231. In a possible embodiment, the control unit 234 and the hydraulic block 231 may be fixed to each other using screws or bolts, for example. A specific connection structure is not shown, and this is not a limitation in the present application. Note that in a possible embodiment, the control unit 234 and the hydraulic block 231 are hermetically connected. That is, the movement sensor 233 is not affected by dust or water vapor outside the brake device within the sealed movement space between the control unit 234 and the hydraulic block 231.

[0057] See FIG. 5 . The opening of the first groove 2311-1 faces the control unit 234, the first groove 2311-1 communicates with the internal space of the control unit 234, and the movement sensor 233 extends into the internal space of the control unit 234 to seal the movement sensor 233. In other words, a portion of the movement sensor 233 extends into the first groove 2311-1 and is disposed adjacent to the permanent magnet 2322, while another portion of the movement sensor 233 extends into the internal space of the control unit 234 and is electrically connected to the control board 2342. This can also be understood as the hydraulic block 231 and the control unit 234 forming a closed accommodating space 238, and the movement sensor 233 being located within the accommodating space 238. The hydraulic block 231 and the control unit 234 jointly perform a sealing function for the movement sensor 233 to prevent dust or water from the external environment from entering the movement sensor 233 and affecting its performance. The movement sensor 233 is always in a sealed environment formed by the hydraulic block 231 and the control unit 234, and does not need to be sealed (for example, the side of the housing 2331 of the movement sensor 233 facing the master cylinder part 232 may have an opening, and the housing 231 1 is , the sensing substrate 2332 and the sensing element 2333 are not completely isolated from the outside, but the hydraulic block 231 and the control unit 234 provide a sealing protection function for the sensing substrate 2332 and the sensing element 2333, thereby reducing costs. In addition, the sensing substrate 2332 and the sensing element 2333 of the movement sensor 233 do not need to be sealed for protection. This also reduces the volume of the movement sensor 233, saves the internal space of the braking device 23, and reduces the distance from the movement sensor 233 to the permanent magnet 2322.

[0058] 7 is a schematic diagram of the structure of the braking device 23. The braking device 23 includes a sealing structure 235, which is located between the control unit 234 and the hydraulic block 231 and serves to hermetically connect the control unit 234 and the hydraulic block 231, so that the movement sensor 233 is located within the hermetically sealed environment formed by the control unit 234 and the hydraulic block 231 to prevent dust, water, or the like from the external environment from entering the movement sensor 233 and affecting its performance. The control unit 234 and the hydraulic block 231 are hermetically connected, so that the movement sensor 233 is hermetically sealed, and the control unit 234 isolates the movement sensor 233 from the external environment. In this manner, the movement sensor 233 is always within the hermetically sealed environment formed by the hydraulic block 231 and the control unit 234, eliminating the need for sealing protection, thereby reducing costs.

[0059] For example, the sealing structure 235 may be a seal ring that seals the stacked hydraulic block 231 and the control unit 234, thereby achieving a strict level of waterproof and dustproofness, and thus helping to protect the internal structures of the control unit 234 and the movement sensor 233. In some embodiments, the sealing structure 235 may alternatively be rubber, and the seal between the hydraulic block 231 and the control unit 234 may be implemented by coating rubber.

[0060] In a possible embodiment provided in this application, the movement sensor 233 and the control unit 234 have a split structure, with the movement sensor 233 directly fixed to the hydraulic block 231 and the control unit 234 also directly fixed to the hydraulic block 231. This reduces the number of dimensional linkages between the movement sensor 233 and the control board 2342 of the control unit 234, making the dimensional linkages easier to assemble. The electrical connection between the movement sensor 233 and the control board 2342 can be achieved by controlling the dimensions of the components and the assembly process, and there is a sufficient design dimensional margin for the electrical contact (this can be understood as the contact area of ​​the electrical connection between the movement sensor 233 and the control board 2342 being designed to be small to achieve a good electrical connection, or the contact area remaining unchanged and allowing a good electrical connection even with some misalignment). In this manner, the size of the components and the requirements for the assembly process can be relaxed, which helps reduce costs and improve the assembly yield rate. In addition, the movement sensor 233 is directly fixed to the hydraulic block 231, which reduces the number of dimensional linkages between the movement sensor 233 and the permanent magnet 2322. This helps to improve the signal accuracy of the movement sensor 233. In addition, the number of dimensional linkages between the movement sensor 233 and the permanent magnet 2322 is reduced, which reduces the processing process and time. This helps to reduce costs and also helps to improve the assembly yield rate.

[0061] In some possible implementations, the electrical connection between the movement sensor 233 and the control board 2342 may be a connector clip, a spring contact, or a metal pad contact, etc. This is not a limitation in this application.

[0062] 3 and 6, in some possible embodiments, the master cylinder portion 232 further includes a push rod 2323, a first elastic element 2325, a second elastic element 2326, and a second piston 2327. The first piston 2321 includes a first separator 2328 therein, and the push rod 2323 extends into the first piston 2321. In some possible embodiments, during the actuation process of the brake device 23, the push rod 2323 abuts against the first separator 2328 to push and move the first piston 2321. The first separator 2328 and the first piston 2321 may be an integral structure, which is simple and avoids the assembly process. Alternatively, the first separator 2328 and the first piston 2321 may be a split structure. In the split configuration, the first separator 2328 may be mounted within the first piston 2321 by an interference fit, ensuring that the first piston 2321 is separated into two spaces that do not communicate.

[0063] 8 is a schematic exploded view of a partial structure of the master cylinder section 232. The brake device 23 includes a structural sleeve 2324, which encases a permanent magnet 2322, and the structural sleeve 2324 and the permanent magnet 2322 form a magnet assembly. In a possible embodiment, both the structural sleeve 2324 and the permanent magnet 2322 are located inside the first piston 2321, and the structural sleeve 2324 and the first piston 2321 are in an interference fit. Neither the structural sleeve 2324 nor the permanent magnet 2322 can move within the first piston 2321. The structural sleeve 2324 and the permanent magnet 2322 can move back and forth in the first direction A1 together with the first piston 2321.

[0064] In possible implementations, the permanent magnet 2322 may be made of neodymium iron boron or may be made of another material. There may be one or more permanent magnets 2322. In the case of multiple permanent magnets 2322, all of the permanent magnets 2322 may be coaxially arranged within the structural sleeve 2324. In some possible implementations, the permanent magnet 2322 may be a cylinder or a specially shaped structure such as a half cylinder.

[0065] Some structures of the master cylinder unit 232, such as the push rod 2323, the first elastic component 2325, and the second elastic component 2326, are typically made of a ferromagnetic material. The first elastic component 2325 and the second elastic component 2326 cooperate with a permanent magnet 2322. The push rod 2323 cooperates with the first piston 2321 and is used to move the first piston 2321 and the permanent magnet 2322 back and forth. These structures made of a ferromagnetic material change the magnetic field of the permanent magnet 2322, affecting the signal received by the movement sensor 233 and not contributing to improving the signal accuracy of the movement sensor 233. In this embodiment of the present application, the structural sleeve 2324 may be arranged to be made of a non-ferromagnetic material (for example, it may be made of plastic or aluminum, etc.), and the structural sleeve 2324 made of a non-ferromagnetic material encases the permanent magnet 2322, i.e., to avoid the influence of ferromagnetic materials such as the push rod 2323, the first elastic component 2325, and the second elastic component 2326 on the magnetic field of the permanent magnet 2322, and to improve the signal accuracy of the movement sensor 233, the permanent magnet 2322 is isolated from ferromagnetic materials such as the push rod 2323, the first elastic component 2325, and the second elastic component 2326 by arranging the structural sleeve 2324.

[0066] In some possible implementations, the distance between the permanent magnet 2322 and the first elastic component 2325 and the second elastic component 2326, as well as the distance between the permanent magnet 2322 and the push rod 2323, may be set to be large. In this manner, the influence of ferromagnetic materials such as the push rod 2323, the first elastic component 2325, and the second elastic component 2326 on the magnetic field of the permanent magnet 2322 may also be prevented. Alternatively, to prevent the influence of ferromagnetic materials such as the push rod 2323, the first elastic component 2325, and the second elastic component 2326 on the magnetic field of the permanent magnet 2322, several gaskets made of non-ferromagnetic materials are placed between the permanent magnet 2322 and the first elastic component 2325 and between the permanent magnet 2322 and the push rod 2323. This helps to improve the signal accuracy of the movement sensor 233.

[0067] In a possible embodiment, the structural sleeve 2324 includes a main body portion 2324-1 and a guide portion 2324-2. The main body portion 2324-1 encases the permanent magnet 2322, i.e., the permanent magnet 2322 is located within the main body portion 2324-1. The main body portion 2324-1 includes a main body 2324-3 and a limiting portion 2324-4. The limiting portion 2324-4 surrounds the outer wall of the main body 2324-3, does not completely cover the main body 2324-3, and is located near the guide portion 2324-2. The structural sleeve 2324 includes an anti-rotation groove 2324-5. For example, the anti-rotation groove 2324-5 may be located in the limiting portion 2324-4.

[0068] In a possible embodiment, the end dimensions of the guide portion 2324-2 may be set to be smaller than the end dimensions of the main body portion 2324-1. For example, the main body portion 2324-1 and the guide portion 2324-2 are cylindrical, and the diameter of the main body portion 2324-1 is larger than the diameter of the guide portion 2324-2. In this embodiment, one end of the first elastic component 2325 is sleeved into the guide portion 2324-2 and abuts against one end of the main body portion 2324-1, and the guide portion 2324-2, which has a smaller dimension, is configured to guide and constrain the assembly of the first elastic component 2325. This helps to avoid problems such as bending or sliding of the first elastic component 2325 during the process of back and forth movement of the first piston 2321.

[0069] The push rod 2323 acts on the first piston 2321, one end of the first elastic component 2325 is sleeved in the guide portion 2324-2 and abuts against the main body portion 2324-1 to act on the magnet assembly, and the first piston 2321 and the magnet assembly (permanent magnet 2322 and structural sleeve 2324) move back and forth under the joint action of the push rod 2323, the first elastic component 2325, and the second elastic component 2326, and the movement sensor 233 detects the movement and transmits it to the control unit 234 in the form of an electrical signal. For example, an operating force applied to the brake pedal 22 is transmitted to the push rod 2323, which acts on the first separator 2328 to push and move the first piston 2321, the first elastic component 2325 and the second elastic component 2326 are compressed and apply an elastic force to the magnet assembly, and the direction in which the force is applied to the magnet assembly by the first elastic component 2325 and the second elastic component 2326 is opposite to the direction in which the force is applied to the first piston 2321 by the push rod 2323. Therefore, the first piston 2321 and the magnet assembly move back and forth under the cooperative action of the first elastic component 2325, the second elastic component 2326, and the push rod 2323.

[0070] See FIG. 6. In a possible embodiment, both ends of the second groove 2311-2 are open. For example, the second groove 2311-2 has an open end 2311-3 and a restricting end 2311-4, and both the open end 2311-3 and the restricting end 2311-4 are open. This can also be understood as the second groove 2311-2 being a through hole, the first piston 2321 being attached to the hydraulic block 231 from the open end 2311-3, and the restricting end 2311-4 being provided with a restricting structure that restricts the position of the second elastic component 2326 to prevent the second elastic component 2326 from coming out of the second groove 2311-2. For example, the restricting structure may be a baffle (not shown in FIG. 6), where the baffle is located at the restricting end 2311-4 and the second elastic component 2326 abuts against the baffle. Alternatively, the restricting structure may have another form. This is not a limitation of the present application. In this embodiment of the present application, the second groove 2311-2 is a through hole. In this aspect, a part of the second elastic component 2326 may extend out from the second groove 2311-2 as long as the second elastic component 2326 can abut against the limiting structure of the limiting end 2311-4. This helps to reduce the size of the hydraulic block and facilitates miniaturization of the braking device.

[0071] In another embodiment, the second groove 2311-2 may alternatively be a blind hole, and the second elastic component 2326 abuts against the right end of the second groove 2311-2, thereby simplifying the structure of the hydraulic block, making installation easier, and eliminating the need for a separate limiting structure to limit the second elastic component 2326.

[0072] For possible embodiments, please refer to Figures 6, 8, and 9. Figure 9 is a schematic diagram of the structure of the first piston 2321. The inner wall of the first piston 2321 includes a first region 2321-1 and a second region 2321-2, with the inner diameter of the first region 2321-1 being smaller than the inner diameter of the second region 2321-2. The main body 2324-3 of the structural sleeve 2324 is disposed corresponding to the first region 2321-1, and the limiting portion 2324-4 and the guiding portion 2324-2 of the structural sleeve 2324 are disposed corresponding to the second region 2321-2, with one end of the limiting portion 2324-4 remote from the guiding portion 2324-2 abutting the end of the first region 2321-1. The permanent magnet 2322 typically forms a magnet assembly with the structural sleeve 2324 by injection molding, interference fitting, or the like. In this manner, when the magnet assembly is mounted inside the first piston 2321, the restriction portion 2324-4 abuts against the end of the first region 2321-1 to limit the position of the magnet assembly within the first piston 2321, thereby mounting the magnet assembly in a predetermined position to prevent problems that may arise when the magnet assembly is mounted out of position. For example, mounting the permanent magnet out of position increases the distance between the movement sensor 233 and the permanent magnet 2322, which affects the magnetic field in the movement sensor 233 and does not contribute to improving the signal accuracy of the movement sensor 233.

[0073] 8 and 9. The braking device 23 includes an anti-rotation mechanism 26 configured to prevent the permanent magnet 2322 from rotating in the circumferential direction of the permanent magnet 2322. The anti-rotation mechanism 26 includes an anti-rotation groove 2324-5 and an anti-rotation rib 2321-3, which is located on the inner wall of the first piston 2321. During the process of attaching the magnet assembly to the inside of the first piston 2321, the anti-rotation rib 2321-3 is fastened to the anti-rotation groove 2324-5 of the structural sleeve 2324 to prevent the structural sleeve 2324 from rotating in the circumferential direction of the structural sleeve 2324 within the first piston 2321, i.e., to prevent the permanent magnet 2322 and the structural sleeve 2324 from rotating in the circumferential direction of the permanent magnet 2322 and the structural sleeve 2324 within the first piston 2321. The sensing element 2333 of the movement sensor 233 determines the linear movement position of the permanent magnet 2322 based on the detected magnetic field angle change. However, during the magnetization process, the permanent magnet 2322 inevitably has a magnetic deflection angle relative to the axis, which is generally within 5°. When the permanent magnet 2322 moves linearly relative to the sensing element 2333 and also rotates in the circumferential direction, the consistency between the magnetic deflection angle of the movement sensor 233 and the magnetic deflection angle in the calibration state changes, thereby affecting the signal accuracy of the movement sensor 233. In the present application, both the permanent magnet 2322 and the structural sleeve 2324 are arranged coaxially with the first piston 2321. In this embodiment of the present application, the anti-rotation rib 2321-3 is fastened to the anti-rotation groove 2324-5 to prevent the structural sleeve 2324 from rotating in the circumferential direction of the structural sleeve 2324 within the first piston 2321, i.e., to prevent the permanent magnet 2322 from rotating in the circumferential direction of the permanent magnet 2322 within the first piston 2321. This helps improve measurement accuracy and ensures consistency of measurement accuracy over multiple back and forth movements. A structure is arranged in which the anti-rotation groove 2324-5 and the anti-rotation rib 2321-3 cooperate, so that in the process of attaching the structural sleeve 2324 to the first piston 2321, initial positioning and attachment can be performed if the anti-rotation rib 2321-3 is fastened to the anti-rotation groove 2324-5 to improve attachment efficiency.In addition, displacement measurement errors caused by non-uniform magnetization of the permanent magnet can also be avoided.

[0074] It should be noted that the anti-rotation ribs 2321-3 and anti-rotation grooves 2324-5 are merely an embodiment that prevents the magnet assembly from rotating in a circumferential direction of the magnet assembly within the first piston 2321, and that there are other design configurations for the combination of anti-rotation ribs and anti-rotation grooves. Alternatively, in some embodiments, anti-rotation design forms such as interference fit, snaps, crimping, and adhesive filling may be used.

[0075] In the magnet assembly, to ensure that the permanent magnet 2322 does not rotate relative to the basic axis of the structural sleeve 2324, the permanent magnet 2322 is usually fixed to the structural sleeve 2324 by injection molding, interference fitting, or the like. In addition, the first piston 2321 and the hydraulic block 231 also have similar anti-rotation structures, directly or indirectly. Specifically, to ensure that the magnetic deflection angle of the permanent magnet 2322 always matches the magnetic deflection angle of the sensing element 2333 during the process in which the push rod 2323 pushes the first piston 2321 and the permanent magnet 2322 back and forth, there are direct or indirect anti-rotation constraints between the permanent magnet 2322 and the structural sleeve 2324, between the structural sleeve 2324 and the first piston 2321, and between the first piston 2321 and the hydraulic block 231.

[0076] In some possible implementations, the structural sleeve 2324 and the first piston 2321 may be arranged non-coaxially, with the structural sleeve 2324 being arranged on one side of the movement sensor 233. Alternatively, the permanent magnet 2322 and the structural sleeve 2324 may be arranged non-coaxially, with the permanent magnet 2322 being arranged on one side of the movement sensor 233. In this manner, the distance from the permanent magnet 2322 to the movement sensor 233 is reduced, improving the signal accuracy of the movement sensor 233.

[0077] See Figures 6 and 8. This embodiment has two first pistons. One is first piston 2321 and the other is second piston 2327. Second piston 2327 has second separator 2327-1 inside. First elastic component 2325 is located on the side of second separator 2327-1 closer to first piston 2321. Second elastic component 2326 is located on the side of second separator 2327-1 farther from first piston 2321. Second separator 2327-1 and second piston 2327 may be of an integral structure, which is simple and avoids the assembly process. Second separator 2327-1 and second piston 2327 may alternatively be of a split structure. In the split structure, the second separator 2327-1 may be attached to the second piston 2327 by an interference fit, ensuring that the second piston 2327 is separated into two spaces that do not communicate with each other. During a normal braking process, the booster unit (not shown in FIGS. 6 and 8) of the brake device operates normally, the liquid outlet of the hydraulic block 231 corresponding to the second elastic component 2326 is closed, and the brake fluid is filled between the second elastic component 2326 and the hydraulic block 231 and cannot be discharged. Therefore, the second elastic component 2326 cannot be compressed, and only the first elastic component 2325 is compressed, and the booster unit of the brake device and the first elastic component 2325 jointly provide the power for the forward and backward movement of the first piston 2321. When the booster unit is disabled, the fluid outlet of the hydraulic block 231 corresponding to the second elastic component 2326 is opened, and both the first elastic component 2325 and the second elastic component 2326 are compressed. The design of two elastic components, i.e., the first elastic component 2325 and the second elastic component 2326, increases the reliability of the braking device 23, and the second piston 2327 restricts the first elastic component 2325 and the second elastic component 2326. The first elastic component 2325 and the second elastic component 2326 may be springs or other elastic devices, which are not limited in this application.

[0078] 3 and 5 for possible embodiments. The braking device 23 includes a solenoid valve 236, which is located in the control unit 234 and fixed to the top of the hydraulic block 231. The solenoid valve 236 is electrically connected to a control board 2342 of the control unit 234, and is located away from the movement sensor 233. The hydraulic block 231 includes multiple hydraulic lines. The solenoid valve 236 is configured to control the opening and closing of the lines within the hydraulic block 231. However, when the solenoid valve 236 operates, a strong electromagnetic field is generated, and magnetic leakage interferes with the magnetic field signal transmitted by the permanent magnet 2322 to the sensing element 2333. As a result, the accuracy of the output signal from the movement sensor 233 is affected. In this embodiment, the safety distance value is set based on the linear distance from the solenoid valve 236 to the sensing element 2333. In a possible embodiment, the value of the safety distance may be obtained by a magnetic leakage simulation analysis of the solenoid valve 236 and a precision simulation analysis of the sensing element 2333. In another possible embodiment, the value of the safety distance may alternatively be obtained by an experiment or a combination of an experiment and a simulation. The solenoid valve 236 needs to be positioned away from the sensing element 2333 of the movement sensor 233, specifically as needed.

[0079] See FIG. 5. The independent movement sensor 233 is disposed on one side of the master cylinder section 232 and is disposed adjacent to the master cylinder section 232. The movement sensor 233 may be disposed on either side of the master cylinder section 232 as needed. In the embodiment of the present application, the movement sensor 233 and the master cylinder section 232 are disposed in a direction perpendicular to the stacking direction of the hydraulic block 231 and the control unit 234. In this embodiment, the movement sensor 233 is disposed on one side of the master cylinder section 232 in a direction perpendicular to the stacking direction of the hydraulic block 231 and the control unit 234. This simplifies the structure of the movement sensor 233. The first groove 2311-1 may be a deep groove, and the sensing element 2333 of the movement sensor 233 is located deep within the first groove 2311-1 and is less susceptible to magnetic leakage from the solenoid valve 236 inside the control unit 234. This helps improve the signal accuracy of the movement sensor 233.

[0080] FIG. 10 is a schematic diagram of the structure of the braking device 23 according to one embodiment of the present application. The movement sensor 233 may be disposed on either side of the master cylinder portion 232 as needed, and an independent movement sensor 233 may be disposed on one side of the master cylinder portion 232, adjacent to the master cylinder portion 232. In this embodiment, the first groove 2311-1 is located between the master cylinder portion 232 and the control unit 234. In other words, the movement sensor 233 is located on the side of the master cylinder portion 232 closer to the control unit 234. In this embodiment, the first groove 2311-1 is located between the master cylinder portion 232 and the control unit 234. In this embodiment, the first groove 2311-1 is a shallow groove. This helps improve the feasibility of a more rational layout of the pipes arranged vertically and horizontally inside the hydraulic block 231, reduces interference with the pipe arrangement inside the hydraulic block 231, and promotes the compactness and ease of handling of the braking device 23.

[0081] It can be understood that the position of the movement sensor 233 is different in the braking device 23 shown in Figure 10 and the braking device 23 shown in Figure 3. Therefore, the second direction A2 is different in the braking device 23 shown in Figure 10 and the braking device 23 shown in Figure 3.

[0082] As shown in FIGS. 11, 12, and 13, FIG. 11 is a top view of the brake device 23 shown in FIG. 10, FIG. 12 is a cross-sectional view of the brake device 23 shown in FIG. 11 taken along CC, and FIG. 13 is a cross-sectional view of the brake device 23 taken along DD. The housing 2331 of the movement sensor 233 includes a connection portion 2331-1 and a mounting portion 2331-2. The connection portion 2331-1 and the mounting portion 2331-2 are disposed at an included angle. The mounting portion 2331-2 is located in the first groove 2311-1 and fixedly connected to the hydraulic block 231. The sensing element 2333 and the sensing substrate 2332 are located in the mounting portion 2331-2. One end of the connection portion 2331-1 is connected to the mounting portion 2331-2, and the other end of the connection portion 2331-1 extends into the control unit 234. For example, the angle between the connecting portion 2331-1 and the mounting portion 2331-2 may be 90°, and the connecting portion 2331-1 and the mounting portion 2331-2 may have an L-shaped structure. The arrangement of the connecting portion 2331-1 and the mounting portion 2331-2 in an L-shaped structure helps to arrange the sensing element 2333 close to the permanent magnet 2322, improves the movement detection accuracy, and ensures electrical connection between the sensing board 2332 and the control board 2342. When the first groove 2311-1 is located between the master cylinder portion 232 and the control unit 234, i.e., when the movement sensor 233 is located on the side of the master cylinder portion 232 closer to the control unit 234, the housing 233 of the movement sensor 233 is provided with a first groove 2311-1 to facilitate electrical connection between the sensing board 2332 of the movement sensor 233 and the control board 2342 of the control unit 234. 1may be designed as an L-shaped structure, i.e., the connecting portion 2331-1 and the mounting portion 2331-2 form an L-shaped structure. There is a conductive element inside the L-shaped housing 2331, which implements an effective electrical connection between the sensing board 2332 and the control board 2342 for transmitting the electrical signal generated by the sensing element 2333 to the control unit 234. The electrical connection between the movement sensor 233 and the control board 2342 may be a connector clip, a spring contact, a metal pad contact, or the like, which is not limited in the present application.

[0083] The difference between the structure of the brake device 23 shown in FIGS. 10 to 13 and the structure of the brake device 23 shown in FIGS. 3 to 6 lies in the position and structure of the movement sensor 233. Please refer to the previous description for an explanation of another structure. The details will not be described again here. In some possible embodiments, the movement sensor 233 may alternatively be disposed on another side of the master cylinder portion 232. The shape and depth of the first groove 2311-1 are not limited to those shown in FIGS. 5 and 12, and the first groove may alternatively be disposed at an angle. This is not a limitation in the present application.

[0084] The braking device 23 provided in this embodiment of the present application has a simple structure, which greatly simplifies the difficulty of assembling the braking device 23. The embodiment of the present application provides a method for installing the braking device 23. As shown in Figure 14, the method for installing the braking device 23 according to the embodiment includes the following steps:

[0085] T10: Manufacture the hydraulic block 231.

[0086] See Figures 5 and 6. The hydraulic block 231 includes a first groove 2311-1 and a second groove 2311-2, where the first groove 2311-1 is disposed close to the second groove 2311-2 and the second groove 2311-2 extends in a first direction A1.

[0087] T20: The master cylinder portion 232 is manufactured, a portion of the master cylinder portion 232 is disposed in the second groove 2311-2, and a portion of the master cylinder portion 232 is slidably connected to the hydraulic block 231.

[0088] The master cylinder part 232 includes a first piston 2321. The first piston 2321 is disposed in the second groove 2311-2 and is slidably connected to the hydraulic block 231. The first piston 2321 includes a permanent magnet 2322 therein, i.e., the master cylinder part 232 includes the permanent magnet 2322. The first piston 2321 can move back and forth in a first direction A1, and the permanent magnet 2322 can move back and forth in the first direction A1 together with the first piston 2321. The permanent magnet 2322 and the first piston 2321 remain relatively stationary.

[0089] T30: The movement sensor 233 is manufactured, the movement sensor 233 is placed in the first groove 2311-1, and the movement sensor 233 is fixedly connected to the hydraulic block 231.

[0090] The movement sensor 233 is disposed around the permanent magnet 2322, and the movement sensor 233 and the first groove 2311-1 are disposed near the permanent magnet 2322. The movement sensor 233 is configured to detect the amount of movement of the permanent magnet 2322 to determine the amount of movement of the first piston 2321.

[0091] In this application, the rational layout of the permanent magnet 2322 and the movement sensor 233 reduces the dimensional correlation between the movement sensor 233 and the permanent magnet 2322, improving the signal accuracy of the movement sensor 233. The brake device 23 in this application has a simple structure, which greatly simplifies the complexity of actual assembly. The permanent magnet 2322 is disposed within the first piston of the master cylinder section 232, the master cylinder section 232 is attached to the hydraulic block 231, and the movement sensor 233 is fixed to the hydraulic block 231. This shortens the assembly time, improves assembly efficiency, increases assembly yield, and reduces costs. This contributes to the industrialization of the brake device 23. The movement sensor 233 is fixed directly to the hydraulic block 231. This reduces the dimensional correlation between the movement sensor 233 and the permanent magnet 2322, helping to improve the signal accuracy of the movement sensor 233.

[0092] In some possible embodiments, the method for installing the braking device 23 further includes the steps of manufacturing the control unit 234, stacking the control unit 234 and the hydraulic block 231, and fixing the control unit 234 to the hydraulic block 231. For example, the braking device 23 includes the control unit 234, and the opening of the first groove 2311-1 faces the control unit 234. The control unit 234 and the hydraulic block 231 are stacked, the first groove 2311-1 communicates with the internal space of the control unit 234, and the movement sensor 233 extends into the internal space of the control unit 234 to seal the movement sensor 233. The control unit 234 may be assembled and fixed to the hydraulic block 231 by a guide tool.

[0093] In other words, a portion of the movement sensor 233 extends into the first groove 2311-1 and is disposed adjacent to the permanent magnet 2322, and another portion of the movement sensor 233 extends into the internal space of the control unit 234 and is configured to be electrically connected to the control board 2342. The hydraulic block 231 and the control unit 234 jointly perform a sealing function for the movement sensor 233 to prevent dust or water from the external environment from entering the movement sensor 233 and affecting its performance. The movement sensor 233 is always within the sealed environment formed by the hydraulic block 231 and the control unit 234, and does not need to be sealed (for example, the side of the housing 2331 of the movement sensor 233 facing the master cylinder part 232 may be provided with an opening, and the housing 2311-1 does not completely isolate the sensing board 2332 and the sensing element 2333 from the outside), thereby reducing costs. In addition, the sensing substrate 2332 and sensing element 2333 of the movement sensor 233 do not need to be sealed for protection, which also reduces the volume of the movement sensor 233 and saves internal space of the braking device 23.

[0094] In some possible embodiments, the master cylinder part 232 may be attached to the hydraulic block 231 first, then the movement sensor 233 may be attached to the hydraulic block 231, and then the control unit 234 may be attached to the hydraulic block 231. Alternatively, the movement sensor 233 may be attached to the hydraulic block 231 first, then the master cylinder part 232 may be attached to the hydraulic block 231, and then the control unit 234 may be attached to the hydraulic block 231. Alternatively, the movement sensor 233 may be attached to the hydraulic block 231 first, then the control unit 234 may be attached to the hydraulic block 231, and then the master cylinder part 232 is attached to the hydraulic block 231. This is not a limitation in the present application.

[0095] In the present application, the rational layout of the permanent magnet 2322 and the movement sensor 233 reduces the dimensional link between the permanent magnet 2322 and the movement sensor 233, which helps improve the signal accuracy of the movement sensor 233. In addition, the movement sensor 233 is disposed close to the permanent magnet 2322 to make the gap between the permanent magnet 2322 and the movement sensor 233 as small as possible, which effectively improves the signal accuracy of the movement sensor 233.

[0096] The above description is merely a specific embodiment of the present application and is not intended to limit the scope of protection of the present application. Any variations or replacements that can be easily conceived by those skilled in the art within the technical scope disclosed in the present application shall fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be subject to the scope of protection of the claims. [Explanation of symbols]

[0097] 10 Wheels 20 Braking System 21 Oil Can 22 Brake pedal 23 Braking device 24 Wheel Braking Loop 25 Wheel brake 26 Anti-rotation mechanism 100 vehicles 231 Hydraulic Block 232 Master cylinder section 233 Movement Sensor 234 Control Unit 235 Sealed structure 236 Solenoid valve 238 Containment Space 2311-1 First Groove 2311-2 Second Groove 2311-3 Open end 2311-4 Restricted end 2321 First Piston 2321-1 First Realm 2321-2 Second Realm 2321-3 Anti-rotation rib 2322 Permanent Magnets 2323 Push rod 2324 Structural Sleeve 2324-1 Main body 2324-2 Information Department 2324-3 Main body 2324-4 Restricted Section 2324-5 Anti-rotation groove 2325 First Elastic Component 2326 Second Elastic Component 2327 Second Piston 2327-1 Second separator 2328 First Separator 2331 Housing 2331-1 Connection 2331-2 Mounting section 2332 Detection board 2333 Detector element 2341 Housing 2342 Control Board 2371 1st position 2372 Second position 2373 Center position A1 First Direction A2 Second Direction

Claims

1. A braking device comprising a hydraulic block, a master cylinder portion, and a movement sensor, wherein the hydraulic block has a first groove and a second groove, the second groove extending in a first direction, the master cylinder portion is located within the second groove and is in sliding contact with the second groove, the master cylinder portion has a permanent magnet therein, and the movement sensor is located within the first groove and fixedly connected to the hydraulic block and configured to detect an amount of movement of the permanent magnet; The braking device includes a structural sleeve, the structural sleeve enclosing the permanent magnet and positioned inside the master cylinder portion; the structural sleeve comprises a body portion and a guide portion; A braking device, wherein the master cylinder portion includes a first piston, the permanent magnet and the structural sleeve are both located inside the first piston, the main body portion includes a main body and a restricting portion, the restricting portion surrounds an outer wall of the main body, the inner wall of the first piston includes a first region and a second region, the main body is positioned corresponding to the first region, the restricting portion is positioned corresponding to the second region, and the restricting portion abuts an end of the first region.

2. 2. The braking device of claim 1, wherein the movement sensor comprises a sensing element, the sensing element being located within the first groove, and the distance between the sensing element and the permanent magnet is such that the sensing element can sense the magnetic field of the permanent magnet.

3. 3. The braking device of claim 2, wherein the hydraulic block includes a conduit therein, the conduit configured to deliver brake fluid, and the conduit is arranged within the hydraulic block so as to avoid a region between the first groove and the second groove.

4. The braking device of claim 2 , wherein the first groove and the second groove are sealed and isolated.

5. 5. The braking device of claim 1, wherein the permanent magnet moves between a first position and a second position, a center position between the first position and the second position being projected perpendicularly onto the movement sensor in a second direction, the second direction being perpendicular to the first direction.

6. 2. The braking device of claim 1, further comprising a control unit, the control unit and the hydraulic block being stacked, the opening of the first groove facing the control unit, the first groove communicating with an internal space of the control unit, and the movement sensor extending into the internal space of the control unit.

7. 7. The braking device according to claim 6, wherein the braking device comprises a sealed structure, the sealed structure being located between the control unit and the hydraulic block.

8. 7. The braking device according to claim 6, wherein the movement sensor and the master cylinder section are arranged in a direction perpendicular to a direction in which the hydraulic block and the control unit are stacked.

9. 7. The braking device according to claim 6, wherein the first groove is located between the master cylinder portion and the control unit.

10. 10. The braking device of claim 9, wherein the movement sensor comprises a housing, the housing having a mounting portion and a connecting portion, the mounting portion being located in the first groove and fixedly connected to the hydraulic block, a sensing element being located in the mounting portion, one end of the connecting portion being connected to the mounting portion, and the other end of the connecting portion extending into the control unit.

11. A braking device as claimed in any one of claims 1 to 10, wherein the structural sleeve is made of a non-ferromagnetic material that avoids affecting the magnetic field of the permanent magnet.

12. 12. The braking device of claim 11, wherein the master cylinder portion includes an elastic element, the body portion encasing the permanent magnet, and one end of the elastic element being sleeved in the guide portion and abutting the body portion.

13. 12. The braking device of claim 11, wherein the braking device comprises an anti-rotation mechanism configured to prevent the permanent magnet from rotating in a circumferential direction of the permanent magnet having a cylindrical shape.

14. A braking system comprising a wheel braking loop, a wheel brake, and a braking device according to any one of claims 1 to 13, wherein the wheel braking loop is connected to the hydraulic block and the wheel brake.

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