Braking system of vehicle and vehicle

Abstract

A braking system (10) of a vehicle (1000). The braking system (10) of a vehicle (1000) comprises: a hydraulic device (100), a supply device (200), and an electric control device (300). The hydraulic device (100) is configured to provide pressure to brake wheel cylinders of the vehicle (1000). The supply device (200) is configured to provide pressure to the hydraulic device (100). The electric control device (300) is configured to control the supply device (200) and the hydraulic device (100). At least one of the hydraulic device (100), the supply device (200) or the electric control device (300) is configured as an independent device and is mounted to the vehicle (1000) in an assembled or split form. Further provided is a vehicle (1000).

Description

Braking system of vehicle and vehicle

[0001] The present application claims priority to the Chinese patent application No. 202410873600.2, filed on June 28, 2024, the entire content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present disclosure relates to the technical field of vehicle braking, and in particular, to a braking system of vehicle and vehicle. BACKGROUND

[0003] The braking system of vehicle generally comprises a hydraulic device, a supply device and an electric control device, and the braking system of vehicle realizes the braking of vehicle by delivering hydraulic oil to the wheel end of vehicle. SUMMARY

[0004] The present disclosure provides a braking system of vehicle and vehicle to at least partially solve the problems in the related art.

[0005] In one aspect, the present disclosure provides a braking system of vehicle, comprising a hydraulic device, a supply device and an electric control device. The hydraulic device is configured to provide pressure to the brake wheel cylinder of vehicle. The supply device is configured to provide pressure to the hydraulic device; the electric control device is configured to control the supply device and the hydraulic device. At least one of the hydraulic device, the supply device or the electric control device is configured as an independent device and is installed in the vehicle in an assembled form.

[0006] In some embodiments, the supply device comprises a first brake assembly and a second brake assembly which are independent of each other.

[0007] In some embodiments, the second brake assembly comprises a piston pump, the first brake assembly, the hydraulic device and the electric control device are arranged in sequence, and the axis of the piston pump deviates from the hydraulic device.

[0008] In some embodiments, the second brake assembly comprises a piston pump, and the supply device further comprises a housing configured to mount the first brake assembly and the second brake assembly, and the housing is provided with a plurality of first oil passing holes communicating with the hydraulic device. The axis of at least part of the first oil passing holes is parallel to the axis of the piston pump and perpendicular to the axis of the first brake assembly.

[0009] In some embodiments, the supply device further comprises a foot simulator assembly configured to receive the pressure provided by the first brake assembly, and the axis of the foot simulator assembly is parallel to or coincides with the axis of the first brake assembly.

[0010] In some embodiments, the second brake assembly comprises a piston pump and a driving motor configured to drive the piston pump. An axis of the driving motor is perpendicular to an axis of the first brake assembly and perpendicular to an axis of the pedal simulator assembly.

[0011] In some embodiments, the supply device further comprises a housing configured to mount the first brake assembly and the pedal simulator assembly, the housing comprising a first accommodating cavity and a second accommodating cavity. The first brake assembly reuses the first accommodating cavity, and the pedal simulator assembly reuses the second accommodating cavity. The first accommodating cavity is in communication with the hydraulic device through a first oil passage. The second accommodating cavity is in communication with the first accommodating cavity through a second oil passage.

[0012] In some embodiments, the pedal simulator assembly comprises a cover and a piston assembly mounted in the cover, the cover being press-fitted in the second accommodating cavity.

[0013] In some embodiments, the second brake assembly comprises a piston pump and a driving motor configured to drive the piston pump. An axis of the first brake assembly and an axis of the pedal simulator assembly are both located between the hydraulic device and the driving motor.

[0014] In some embodiments, the second brake assembly comprises a piston pump and a driving motor configured to drive the piston pump, and the first brake assembly comprises a brake master cylinder and a second piston member. The brake system further comprises an oil storage device in communication with the brake master cylinder and a pump cavity of the piston pump, respectively. An axis of the first brake assembly is located between an axis of an oil outlet of the oil storage device and an axis of the driving motor.

[0015] In some embodiments, the first brake assembly is located between the axis of the oil outlet of the oil storage device and the axis of the piston pump.

[0016] In some embodiments, the brake master cylinder is provided with a second oil passage hole configured to communicate with the oil storage device, and an axis of the second oil passage hole is perpendicular to an axis of the brake master cylinder.

[0017] In some embodiments, the supply device further comprises a housing configured to mount the first brake assembly and the second brake assembly, the second brake assembly comprising a piston pump and a driving motor configured to drive the piston pump. The housing comprises a protrusion, a third accommodating cavity configured to accommodate a first piston member of the piston pump is formed in the protrusion, and the protrusion at least partially extends to the hydraulic device, and the hydraulic device is formed with a first avoiding portion configured to avoid the protrusion.

[0018] In some embodiments, the protrusion further extends to the electric control device, and the electric control device is formed with a second avoiding portion configured to avoid the protrusion.

[0019] In some embodiments, the housing is provided with a fourth oil passage communicating the third accommodating cavity and the hydraulic device, and the fourth oil passage is arranged in the side wall of the protrusion.

[0020] In some embodiments, a mounting surface of the housing configured to mount the driving motor is formed with a plurality of through cavities distributed around the third accommodating cavity, and at least part of the plurality of through cavities are configured to accommodate sensors connected to a circuit board of the electric control device.

[0021] In some embodiments, at least part of the sensors are arranged through the through cavities to the hydraulic device to be connected to the circuit board of the electric control device.

[0022] In some embodiments, a wire of the driving motor is arranged through one of the plurality of through cavities to the hydraulic device to be connected to the circuit board of the electric control device.

[0023] In some embodiments, the first brake assembly includes a brake master cylinder and a second piston member, and the brake system of the vehicle further includes a displacement sensor connected to the electric control device, and the displacement sensor is configured to obtain displacement information of the second piston member. The plurality of through cavities include at least one first through cavity arranged at a position close to the first brake assembly, and the displacement sensor is arranged through the first through cavity and connected to the circuit board of the electric control device.

[0024] In some embodiments, the displacement sensor includes a fixed part mounted in the first through cavity, and a generator part mounted on the second piston member.

[0025] In some embodiments, the hydraulic device includes two end faces in parallel and a side face connected between the two end faces, and the supply device and the electric control device are respectively mounted on the respective corresponding end faces from opposite sides. The brake system further includes a third oil passage arranged between the hydraulic device and a brake wheel cylinder of the vehicle, and the third oil passage is arranged in at least one of the side faces.

[0026] In some embodiments, the side face of the hydraulic device configured to cooperate with the supply device is provided with a plurality of third oil passing holes, the plurality of third oil passing holes are in communication with the supply device, and the outer periphery of the plurality of third oil passing holes is provided with a sealing groove configured to arrange a sealing ring.

[0027] In some embodiments, the electric control device comprises an electric control housing, an electric control cover, and a circuit board installed in the electric control housing, the electric control housing and the electric control cover being detachably connected.

[0028] In some embodiments, one of the electric control housing and the electric control cover is provided with a plurality of protruding structures, and the other is provided with a plurality of groove structures matched with the plurality of protruding structures.

[0029] In some embodiments, the supply device further comprises a housing configured to mount the second brake assembly, the second brake assembly comprising a piston pump and a driving motor configured to drive the piston pump. The housing comprises a protrusion, a third accommodating cavity configured to accommodate a first piston piece of the piston pump is formed in the protrusion, and a transmission pair is in transmission connection between a rotor of the driving motor and the first piston piece.

[0030] In some embodiments, an end of the rotor in the axial direction is provided with a mounting hole, the transmission pair comprises a nut and a lead screw shaft, and the lead screw shaft is press-fitted into the mounting hole. The lead screw shaft is threadedly connected with the nut, and one end of the lead screw shaft is connected with the first piston piece.

[0031] In some embodiments, the first piston piece comprises a head and a guide portion, the second brake assembly further comprises a torque limiting sleeve provided on an inner wall of the third accommodating cavity, and the torque limiting sleeve is fixed to the housing. The guide portion is arranged in the torque limiting sleeve and along the circumferential direction of the torque limiting sleeve, and is in clamping connection with the torque limiting sleeve, so that the head can move in the axial direction of the torque limiting sleeve.

[0032] In some embodiments, the head and the guide portion are integrally formed.

[0033] In some embodiments, the second brake assembly further comprises a bearing arranged in the third accommodating cavity and an elastic member arranged between the torque limiting sleeve and the bearing, and the bearing is sleeved on the outer periphery of the nut.

[0034] In some embodiments, the guide portion is configured as a hollow cylindrical structure, so that the lead screw shaft can be arranged in the guide portion and connected with the head.

[0035] In another aspect, a vehicle is provided, comprising the above-mentioned brake system of the vehicle.

[0036] By the technical scheme, at least one of the hydraulic device, the supply device and the electric control device is configured as an independent device, and then the independent device is installed in the vehicle in an assembled form, so that at least the following beneficial effects are achieved: ① at least one device is configured as an independent device and is assembled with the remaining devices separately, so that compared with assembling all parts of the devices together, the assembly difficulty and the assembly failure rate of the brake system can be reduced, and the effect is better when each device is independent. ② since the independent device is functionally independent from other parts, when any independent device needs to be redesigned for different vehicle models, the independent device can be redesigned according to the requirements, without the need to redesign all the remaining parts, so that the brake system can be adapted to different vehicle models, thereby reducing the development cost. ③ when each device is independently designed, the fault device can be quickly locked when the brake system fails, and the device can be disassembled and repaired during maintenance, thereby reducing the maintenance difficulty.

[0037] Other features and advantages of the present disclosure will be described in detail in the following detailed description section. BRIEF DESCRIPTION OF DRAWINGS

[0038] The accompanying drawings are included to provide a further understanding of the present disclosure and constitute a part of the specification, and are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation on the present disclosure. In the drawings:

[0039] FIG. 1 is a structural diagram of a brake system of a vehicle according to some embodiments of the present disclosure;

[0040] FIG. 2 is an exploded view of the brake system of the vehicle shown in FIG. 1;

[0041] FIG. 3 is an exploded view of the brake system of the vehicle shown in FIG. 1 from another angle;

[0042] FIG. 4 is a partial exploded perspective view of a supply device and a hydraulic device of the brake system of the vehicle shown in FIG. 1;

[0043] FIG. 5 is a partial cross-sectional view of the supply device of the brake system of the vehicle shown in FIG. 1;

[0044] FIG. 6 is a structural diagram of a brake system of another vehicle according to some embodiments of the present disclosure;

[0045] FIG. 7 is a structural diagram of the brake system of the vehicle shown in FIG. 6 from another angle;

[0046] FIG. 8 is a side view of the brake system of the vehicle shown in FIG. 6, in which the axis of the drive motor extends in the up-down direction;

[0047] FIG. 9 is a side view of the brake system of the vehicle shown in FIG. 6, in which the axis of the drive motor extends in the left-right direction;

[0048] Fig. 10 is an exploded view of the brake system of the vehicle shown in Fig. 6;

[0049] Fig. 11 is an exploded view of the hydraulic and electrical control devices of the brake system of the vehicle shown in Fig. 6;

[0050] Fig. 12 is an exploded view of the supply and electrical control devices of the brake system of the vehicle shown in Fig. 6, with the drive motor and foot simulator assembly omitted;

[0051] Fig. 13 is a front view of the exploded view shown in Fig. 12;

[0052] Fig. 14 is a front view of the exploded view shown in Fig. 12, with the sensors omitted;

[0053] Fig. 15 is a diagram of the structure of a motor speed sensor and a displacement sensor according to some embodiments of the present disclosure;

[0054] Fig. 16 is a cross-sectional view of a second brake assembly of the brake system of the vehicle shown in Fig. 6;

[0055] Fig. 17 is a cross-sectional view of a first piston member of the second brake assembly shown in Fig. 16;

[0056] Fig. 18 is a cross-sectional view of a first brake assembly and a foot simulator assembly of the brake system of the vehicle shown in Fig. 6;

[0057] Fig. 19 is a block diagram of a vehicle according to some embodiments of the present disclosure.

[0058] Reference signs: 1000-vehicle; 10-braking system; 100-hydraulic device; 101-first avoiding part; 110-main body part; 120-solenoid valve; 130-motor speed sensor; 200-supply device; 300-electronic control device; 301-second avoiding part; 310-circuit board; 320-coil; 330-electronic control housing; 340-electronic control cover; 350-protruding structure; 360-groove structure; 400-first braking assembly; 410-brake master cylinder; 411-second oil passage hole; 420-second piston piece; 500-second braking assembly; 510-piston pump; 511-first piston piece; 5111-head; 5112-guide part; 520-driving motor; 521-rotor; 522-mounting hole; 530-torsion limiting sleeve; 540-elastic piece; 600-housing; 601-first oil passage hole; 610-first accommodating cavity; 620-second accommodating cavity; 630-protruding part; 631-third accommodating cavity; 640-through cavity; 641-first through cavity; 700-pedal simulator assembly; 710-housing; 720-piston assembly; 810-first oil path; 820-second oil path; 900-oil storage device; 1010-displacement sensor; 1012-fixed part; 1011-generator part; 1110-third oil passage hole; 1120-sealing groove; 1200-transmission pair; 1210-nut; 1220-screw shaft; 1230-bearing. DETAILED DESCRIPTION

[0059] The specific embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely intended to illustrate and explain the present disclosure, and are not intended to limit the present disclosure.

[0060] In the present disclosure, the orientation words such as “inner, outer”, “upper, lower” used without the opposite description can be based on the structure of the relevant components themselves, or based on the orientation when the relevant components are used in cooperation, for example: the “outer periphery” of the third oil passage hole is provided with a sealing groove configured to arrange a sealing ring, which means that the sealing groove surrounds the outside of the third oil passage hole; the displacement sensor includes a main body part mounted “inside” the first through cavity, which means that the main body part is mounted inside the accommodating space of the first through cavity.

[0061] In the present disclosure, the terms “first”, “second”, etc. are used to distinguish one element from another element, and do not have sequentiality and importance. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements, unless otherwise indicated.

[0062] In the related art, the brake system of a vehicle has the following problems: ① The assembly process is complex, there are many parts involved in multiple devices, and it is difficult to ensure the functions of each device; ② It is not easy to adapt to multiple vehicle models, the functions of the brake system need to be coordinated by multiple devices to achieve multiple auxiliary functions, and the integrated devices need to be replaced for different types of vehicles, which has a long adjustment period and high cost; ③ Systematic problems are difficult to locate, such a composite assembly requires coordinated control to achieve each function, and when a problem occurs, it is difficult to locate the specific position, and the replacement and maintenance are difficult.

[0063] To solve the above technical problems, some embodiments of the present disclosure provide a brake system of a vehicle.

[0064] Referring to FIG. 1, some embodiments of the present disclosure provide a brake system 10 of a vehicle, the brake system 10 comprising a hydraulic device 100 configured to provide pressure to a brake wheel cylinder of the vehicle, a supply device 200 configured to provide pressure to the hydraulic device 100, and an electronic control device 300 configured to control the supply device 200 and the hydraulic device 100. At least one of the hydraulic device 100, the supply device 200, and the electronic control device 300 is configured as an independent device and is installed on the vehicle in an assembled form.

[0065] For example, only the hydraulic device 100 can be an independent device, or only the supply device 200 can be an independent device, or only the electronic control device 300 can be an independent device, or only the hydraulic device 100 and the supply device 200 can be independent devices, or only the hydraulic device 100 and the electronic control device 300 can be independent devices, or only the supply device 200 and the electronic control device 300 can be independent devices.

[0066] In some embodiments, the hydraulic device 100, the supply device 200, and the electronic control device 300 can all be independent devices, and the present disclosure does not limit this.

[0067] It should be noted that the above-mentioned "independent device" means that each device has a separate housing. The above-mentioned "providing pressure" can be providing pressure medium, for example, the pressure medium can be commonly used hydraulic oil or other appropriate fluid medium. "Installed on the vehicle in an assembled form" means that the multiple devices are assembled into one body through fasteners, etc. first, and then the obtained whole is installed on the vehicle.

[0068] For the convenience of understanding the technical solutions of the present disclosure, the above-mentioned various devices are briefly introduced. For example, the hydraulic device 100 can include a plurality of electromagnetic valves to be mentioned below. The hydraulic device 100 functions to selectively distribute the pressure (e.g., pressure medium) from the supply device 200 to the brake wheel cylinder of the vehicle according to the instruction of the electronic control device 300, thereby realizing the braking function. The first brake assembly 400 to be mentioned below is configured to provide pressure to the hydraulic device 100 when the driver steps on the brake pedal. In addition, when the brake pedal moves, the electronic control device 300 can also control the second brake assembly 500 to be mentioned below to provide pressure to the hydraulic device 100.

[0069] It should be noted that in the normal state, the hydraulic device 100 usually only distributes the pressure from the second brake assembly 500 to the brake wheel cylinder, while the pressure provided by the first brake assembly 400 is cut off by the electromagnetic valve, or part of the pressure provided by the first brake assembly 400 is provided to the foot pedal simulator assembly 700 to be mentioned below. When the second brake assembly 500 to be mentioned below fails, the pressure of the brake wheel cylinder can be provided by the first brake assembly 400, that is, in this case, the first brake assembly 400 is connected to the brake wheel cylinder through the electromagnetic valve. In addition to the above two cases, in some cases, the pressure of the brake wheel cylinder can also come from the first brake assembly 400 and the second brake assembly 500 at the same time, which is not limited by the present disclosure. The selection of the above-mentioned various oil supply modes can be selected by the electronic control device 300 according to the actual situation of the vehicle.

[0070] Since the structure and function of the above-mentioned various devices are well known to those skilled in the art, they will not be explained in detail here, and some of the contents can be referred to in the relevant part below.

[0071] By using the above technical solutions, at least one of the hydraulic device 100, the supply device 200 and the electronic control device 300 is configured as an independent device, and then the hydraulic device 100, the supply device 200 and the electronic control device 300 are assembled and installed on the vehicle. At least the following beneficial effects are obtained: ① At least one device is configured as an independent device and assembled separately from the remaining devices. Compared with assembling all parts of the device together, the assembly difficulty and the assembly failure rate of the brake system 10 can be reduced, especially when each device is independent. ② Since the independent device is functionally independent from other parts, if any independent device needs to be redesigned for different vehicle models, only the independent device needs to be redesigned according to the requirements, without the need to redesign the remaining parts, thereby facilitating the adaptation of the brake system 10 to different vehicle models, thereby reducing the development cost. ③ In the case where each device is independently designed, the faulty device can be quickly locked when the brake system 10 fails, and the device can be disassembled and repaired during maintenance, thereby reducing the maintenance difficulty.

[0072] In some embodiments of the present disclosure, referring to FIGS. 2 and 4, the supply device 200 can include a first brake assembly 400 and a second brake assembly 500 which are independent of each other. The first brake assembly 400 can include a brake master cylinder 410 and a second piston member 420 (foot brake) to be mentioned below, and the second brake assembly 500 can include a piston pump 510 and a drive motor 520 (motor brake) to be mentioned below. By integrating the first brake assembly 400 and the second brake assembly 500 into the supply device 200, the integration and compactness of the brake system 10 can be improved, thereby improving the space utilization of the vehicle.

[0073] In some embodiments of the present disclosure, the brake master cylinder 410 can be configured to connect a brake pedal of the vehicle. When the driver steps on the brake pedal, the brake master cylinder 410 can provide pressure towards the hydraulic device 100. When the pressure sensor detects the pressure, the electronic control device 300 can control the drive motor 520 to drive the piston pump 510 to provide pressure towards the hydraulic device 100, and distribute the pressure to the brake wheel cylinder through the hydraulic device 100. In addition, in other embodiments, the movement information of the second piston member 420 in the brake master cylinder 410 can also be detected by the displacement sensor to be mentioned below, so that the electronic control device 300 can control the drive motor 520 to work.

[0074] Referring to FIGS. 2 and 7, in some embodiments of the present disclosure, the second brake assembly 500 can include the piston pump 510, the first brake assembly 400, the hydraulic device 100, and the electronic control device 300 can be arranged in sequence, and the axis of the piston pump 510 can deviate from the hydraulic device 100. Here, "arranged in sequence" means that the three are arranged in sequence, and in the arrangement direction of the three (defined as the front-rear direction), the three have a large overlap ratio and are arranged in sequence. For example, the overlap ratio can be the ratio of the overlap area of the three to the total area of the three. "The axis of the piston pump 510 can deviate from the hydraulic device 100" means that in the projection along the front-rear direction, the axis of the piston pump 510 deviates from the hydraulic device 100. In this way, the piston pump 510 can be located beside the hydraulic device 100, avoiding the situation that the hydraulic device 100 is far away from the first brake assembly 400 due to the large size of the piston pump 510 in the front-rear direction, thereby reducing the size of the brake system 10 in the front-rear direction, improving the compactness of the brake system 10 and the space utilization of the vehicle.

[0075] Referring to FIGS. 2-4, in some embodiments of the present disclosure, the second brake assembly 500 can include a piston pump 510, and the supply device 200 can further include a housing 600 configured to mount the first brake assembly 400 and the second brake assembly 500. The housing 600 can be provided with a plurality of first oil passing holes 601 configured to communicate the hydraulic device 100, so as to enable the first accommodating cavity 610, the second accommodating cavity 620, and the third accommodating cavity 631 to be mentioned below to communicate with the hydraulic device 100, thereby enabling the supply device 200 to provide pressure towards the hydraulic device 100.

[0076] For example, the axes of at least some of the plurality of first oil passing holes 601 are parallel to the axis of the piston pump 510 and perpendicular to the axis of the first brake assembly 400. Here, the axis of the first brake assembly 400 refers to the axis of the master cylinder 410 to be mentioned below. In this way, the oil passage system of the brake system 10 can be neatly arranged, avoiding internal oil passage clutter, thereby improving the internal space utilization of the brake system 10 and facilitating the arrangement of related components.

[0077] It should be noted that the aforementioned "parallel" and "perpendicular" refer to overall "parallel" and "perpendicular", and not absolute perpendicularity and absolute parallelism in the geometric sense.

[0078] In order to provide a pedal feeling to the driver during the process of stepping on the brake pedal, referring to FIGS. 1-3, in some embodiments of the present disclosure, the supply device 200 can further include a pedal simulator assembly 700, which can be configured to receive pressure provided by the first brake assembly 400. The axis of the pedal simulator assembly 700 can be parallel to or coincide with the axis of the first brake assembly 400. Here, the axis of the pedal simulator assembly 700 refers to the axis of its cylinder body, for example, the axis of the second accommodating cavity 620 (see FIG. 3) or the housing 710 (see FIG. 18) to be mentioned below. In this way, when the driver steps on the brake pedal, the first brake assembly 400 can discharge pressure to the pedal simulator assembly 700 to compress the spring inside the pedal simulator assembly 700, thereby detecting the pedal force. Moreover, configuring the axes of the pedal simulator assembly 700 and the first brake assembly 400 to be parallel or coincide can improve the space utilization of the brake system 10, making the internal structure of the brake system 10 neat and avoiding structural clutter.

[0079] In some embodiments, the first brake assembly 400 can directly communicate with the pedal simulator assembly 700, i.e., pressure can be directly supplied from the first brake assembly 400 to the pedal simulator assembly 700. In addition, in other embodiments, the first brake assembly 400 can also discharge pressure to the pedal simulator assembly 700 through the hydraulic device 100, which is not limited by the present disclosure.

[0080] Referring to FIGS. 2-3, 6-10, in some embodiments of the present disclosure, the second brake assembly 500 can include a piston pump 510 and a driving motor 520 configured to drive the piston pump 510. The axis of the driving motor 520 can be perpendicular to the axis of the first brake assembly 400, and the axis of the driving motor 520 can also be perpendicular to the axis of the pedal simulator assembly 700. Arranging the axis of the first brake assembly 400 and the pedal simulator assembly 700 in a parallel relationship, and arranging the axis of the driving motor 520 and the first brake assembly 400 and the driving motor 520 and the pedal simulator assembly 700 in a perpendicular relationship, can improve the utilization of the internal space of the brake system 10, make the internal structure of the brake system 10 neat, and avoid clutter.

[0081] Referring to FIGS. 3-5, 12, 18, in some embodiments of the present disclosure, the supply device 200 can further include a housing 600 configured to mount the first brake assembly 400 and the pedal simulator assembly 700, and the housing 600 can include a first accommodating cavity 610 and a second accommodating cavity 620. The first brake assembly 400 can reuse the first accommodating cavity 610, i.e., the first accommodating cavity 610 is used as the brake master cylinder 410 of the first brake assembly 400. The pedal simulator assembly 700 can reuse the second accommodating cavity 620, i.e., the pedal simulator assembly 700 can be mounted in the second accommodating cavity 620. The first accommodating cavity 610 can be in communication with the hydraulic device 100 through a first oil passage 810, and the second accommodating cavity 620 can be in communication with the first accommodating cavity 610 through a second oil passage 820.

[0082] It should be noted that the first accommodating cavity 610 and the second accommodating cavity 620 can be directly communicated, in which case the housing 600 needs to be provided with an oil passage that communicates the first accommodating cavity 610 and the second accommodating cavity 620. Alternatively, the first accommodating cavity 610 and the second accommodating cavity 620 can also be indirectly communicated through the hydraulic device 100. In this way, the first accommodating cavity 610 is directly used as the brake master cylinder 410 of the first brake assembly 400 for accommodating the second piston member 420 mentioned below. The pedal simulator assembly 700 can be mounted in the second accommodating cavity 620, which can reduce the assembly difficulty and structure of the brake system 10 and improve the compactness of the brake system 10, thereby reducing the space requirement of the brake system 10.

[0083] Referring to FIGS. 5 and 18, in some embodiments of the present disclosure, the footboard simulator assembly 700 can include a housing 710 and a piston assembly 720 mounted in the housing 710. The housing 710 can be press-fitted into the second accommodating cavity 620. Here, "press-fitted" means that at least a part of the housing 710 is mounted into the second accommodating cavity 620, and the contact position of the housing 710 and the second accommodating cavity 620 is plastically deformed, so as to achieve fixed mounting of the housing 710 and the second accommodating cavity 620. This mounting method is quick and simple, and does not require the use of other fixing members. It should be noted here that, in addition to the above-mentioned embodiments, in some other embodiments, the second accommodating cavity 620 can also be directly used to accommodate the cylinder body of the footboard simulator assembly 700, in which case the aforementioned housing 710 can be omitted.

[0084] Referring to FIGS. 1-3, 6-10, in some embodiments of the present disclosure, the second brake assembly 500 can include a piston pump 510 and a driving motor 520 configured to drive the piston pump 510. The axis of the first brake assembly 400 and the axis of the footboard simulator assembly 700 can both be located between the hydraulic device 100 and the driving motor 520. In this way, the structure of the housing 600 can be optimized, the volume of the housing 600 can be reduced, and the shape of the housing 600 can be more regular. In addition, by arranging the axis of the first brake assembly 400 and the axis of the footboard simulator assembly 700 between the hydraulic device 100 and the driving motor 520, the compactness of the structure of the brake system 10 can be improved, thereby facilitating the improvement of the internal space utilization rate of the brake system 10.

[0085] Referring to FIGS. 2, 4, 6-10, in some embodiments, the second brake assembly 500 can include a piston pump 510 and a driving motor 520 configured to drive the piston pump 510, and the first brake assembly 400 can include a master cylinder 410 and a second piston 420. The brake system 10 can further include an oil storage device 900, which can be in communication with a pump cavity of the piston pump 510 and the master cylinder 410, respectively, to provide pressure oil for the first brake assembly 400 and the second brake assembly 500. An axis of the first brake assembly 400 can be disposed between an axis of an oil outlet of the oil storage device 900 and an axis of the driving motor 520. Such a design makes the internal space of the brake system 10 compact, thereby improving the space utilization of the brake system 10. In addition, since the driving motor 520 and the oil storage device 900 have relatively large self-gravities, disposing them on both sides of the axis of the first brake assembly 400 can balance their self-gravities and avoid the problem of the first brake assembly 400 being subjected to relatively large force on one side. It can be understood that if the driving motor 520 is also disposed on the same side of the first brake assembly 400 as the oil storage device 900, the load bearing capacity of the first brake assembly 400 will be increased, and thus the first brake assembly 400 is prone to deformation and damage after long-term use. In addition, due to the upward movement of oil vapor, the oil storage device 900 is usually disposed at the highest position of the brake system 10 when the brake system 10 is installed on a vehicle body.

[0086] Referring to FIGS. 6-10, in some embodiments of the present disclosure, the first brake assembly 400 can be disposed between an axis of an oil outlet of the oil storage device 900 and an axis of the piston pump 510. Such a design makes the internal space of the brake system 10 compact due to the large gap between the oil outlet of the oil storage device 900 and the piston pump 510, thereby improving the space utilization of the brake system 10.

[0087] Referring to FIG. 4, in some embodiments of the present disclosure, the master cylinder 410 can be provided with a second oil passage hole 411 configured to communicate with the oil storage device 900, and an axis of the second oil passage hole 411 can be perpendicular to an axis of the master cylinder 410. Such a perpendicular arrangement is conducive to improving the space utilization of the brake system 10, thereby reducing the difficulty of assembly process.

[0088] Referring to FIG. 2, in some embodiments of the present disclosure, the supply device 200 can further include a housing 600 configured to mount the first brake assembly 400 and the second brake assembly 500, and the second brake assembly 500 can include a piston pump 510 and a driving motor 520 configured to drive the piston pump 510.

[0089] The housing 600 can include a protrusion 630, and a third accommodating cavity 631 configured to accommodate the first piston piece 511 of the piston pump 510 can be formed in the protrusion 630, and the protrusion 630 can extend at least partially to the hydraulic device 100. The hydraulic device 100 can be formed with a first avoiding portion 101 configured to avoid the protrusion 630.

[0090] In operation, the first piston piece 511 is driven to move by the driving motor 520, and then the pressure in the third accommodating cavity 631 is delivered to the hydraulic device 100. The start-stop and rotation speed of the driving motor 520 can be controlled by the electronic control device 300. By providing the first avoiding portion 101, the mutual interference between the protrusion 630 and the hydraulic device 100 can be avoided, so that the space utilization of the brake system 10 can be effectively improved, the compactness of the brake system 10 is improved, and the volume of the brake system 10 is reduced.

[0091] It should be noted that the first avoiding portion 101 can be formed at one corner position of the hydraulic device 100 shown in FIG. 2. In addition, in other embodiments, the first avoiding portion 101 can also be a through hole formed on the hydraulic device 100.

[0092] The present disclosure does not limit how the driving motor 520 drives the first piston piece 511 to move. In some embodiments, the driving motor 520 can be drivingly connected with a nut, and a lead screw shaft is screwed in the nut. The first piston piece 511 is fixedly connected with the lead screw shaft, so that when the nut is driven to rotate by the driving motor 520, the lead screw shaft can drive the first piston piece 511 to move axially. The specific structure will be described below.

[0093] Referring to FIG. 2, in some embodiments, the protrusion 630 can also extend to the electronic control device 300, and the electronic control device 300 can be formed with a second avoiding portion 301 configured to avoid the protrusion 630. By providing the second avoiding portion 301, the mutual interference between the protrusion 630 and the electronic control device 300 can be avoided, so that the space utilization of the brake system 10 can be effectively improved, the compactness of the brake system 10 is improved, and the volume of the brake system 10 is reduced.

[0094] In some embodiments of the present disclosure, the third accommodating cavity 631 can extend to the hydraulic device 100 and the electronic control device 300, so that the oil storage capacity of the third accommodating cavity 631 and the axial movement stroke of the first piston piece 511 can be improved, so that the brake system 10 can meet the braking demand of the vehicle while occupying a smaller radial space, and the problem that the braking demand of the vehicle cannot be met due to too little pressure medium can be avoided.

[0095] In order to enable the pressure in the third accommodating cavity 631 to be provided to the hydraulic device 100, in some embodiments of the present disclosure, the housing 600 can be provided with a fourth oil path that communicates the third accommodating cavity 631 and the hydraulic device 100, and the fourth oil path can be arranged in the side wall of the protruding portion 630. By arranging the fourth oil path in the side wall of the protruding portion 630, the oil path can be hidden, avoiding the need to add an oil path outside the housing 600, which is conducive to simplifying the internal structure of the brake system 10, thereby improving the space utilization and compactness of the brake system 10.

[0096] Referring to FIGS. 13-14, in some embodiments of the present disclosure, the mounting surface of the housing 600 configured to mount the drive motor 520 can be formed with a plurality of through cavities 640 distributed around the third accommodating cavity 631, and at least some of the plurality of through cavities 640 are configured to accommodate sensors. The sensors are connected to the circuit board 310 of the electronic control device 300. By designing the sensors to be accommodated in the through cavities 640, the internal structure of the brake system 10 can be made more compact, thereby improving the space utilization of the brake system 10.

[0097] In some embodiments of the present disclosure, at least some of the sensors can pass through the hydraulic device 100 through the through cavities 640 to be connected to the circuit board 310 of the electronic control device 300. By designing the sensors to pass through the hydraulic device 100 directly through the through cavities 640, interference between the sensors and the hydraulic device 100 can be avoided, so that the internal structure of the brake system 10 is compact, which is conducive to improving the space utilization of the brake system 10. It should be noted that "passing through" here means extending from one side of the hydraulic device 100 to the other side of the hydraulic device 100. The sensors can pass through the hydraulic device 100 through the through cavities 640 to be connected to the electronic control device 300.

[0098] In some embodiments of the present disclosure, the wires of the drive motor 520 can pass through one of the plurality of through cavities 640 to be arranged in the hydraulic device 100 to be connected to the circuit board 310 of the electronic control device 300. By designing the wires to be hidden in the through cavities 640 and extended to the circuit board 310, on the one hand, the through cavities 640 can protect the wires, and on the other hand, the internal structure of the brake system 10 can be simplified to avoid messy wiring.

[0099] Regarding the above-mentioned through cavities 640, referring to FIGS. 12-14, the mounting surface of the housing 600 configured to mount the drive motor 520 can be formed with a recessed area, and a plurality of through cavities 640 can be arranged in the recessed area. The through cavities 640 can pass through the hydraulic device 100 and extend to the electronic control device 300. It should be noted that in some embodiments of the present disclosure, the through cavities 640 can be integrally formed with the housing 600, or the through cavities 640 can be formed by mechanical equipment punching later.

[0100] The present disclosure does not limit the type of the above-mentioned sensors. For example, in some embodiments, the sensors can include the motor speed sensor 130 and the displacement sensor 1010 shown in FIG. 12, FIG. 13 and FIG. 15. In some embodiments of the present disclosure, the first brake assembly 400 can include the brake master cylinder 410 and the second piston member 420, and the brake system 10 of the vehicle can further include the displacement sensor 1010 connected to the electronic control device 300, which can be configured to obtain the displacement information of the second piston member 420. The plurality of through cavities 640 can include at least one first through cavity 641 (see FIG. 14) disposed near the first brake assembly 400. The displacement sensor 1010 can be disposed through the first through cavity 641 and connected to the circuit board 310 of the electronic control device 300. For example, the displacement sensor 1010 and the electronic control device 300 are electrically connected or infraredly connected.

[0101] By disposing the first through cavity 641 near the first brake assembly 400, the displacement sensor 1010 can detect the displacement information of the second piston member 420, such as the displacement distance and the displacement speed, so that the displacement sensor 1010 can obtain the speed and depth of the pedal when the driver steps on the pedal, and then transmit the movement information to the electronic control device 300, and control the supply device 200 to provide pressure to the hydraulic device 100 through the electronic control device 300.

[0102] It should be noted that by disposing the displacement sensor 1010 through the first through cavity 641, the internal space of the housing 600 can be reasonably utilized, and the product integration can be improved.

[0103] The present disclosure does not limit the structure of the displacement sensor 1010. For example, in the embodiments shown in FIG. 2 and FIG. 15, the displacement sensor 1010 can include a fixed part 1012 installed in the first through cavity 641, and a generator part 1011 installed on the second piston member 420. For example, in the case that the displacement sensor 1010 is a Hall sensor, the generator part 1011 can be a magnet, and the magnet can move with the second piston member 420. The fixed part 1012 can detect the change of the magnetic field, and then obtain the movement information of the second piston member 420.

[0104] In addition to the displacement sensor 1010 and the motor speed sensor 130 described above, the brake system 10 of the vehicle can further include a pressure sensor mounted to the hydraulic device 100, and the pin of the pressure sensor can be welded to the circuit board 310 of the electronic control device 300. For example, the pressure sensor can detect the pressure in the hydraulic circuit of the hydraulic device 100 to help the brake system 10 control the output of the brake force. In the case of a failure of the piston pump 510, the pressure sensor can detect that the hydraulic pressure is low, and the brake system 10 can automatically switch to directly provide brake pressure by the brake master cylinder 410.

[0105] It should be noted that in the brake system 10 of some embodiments of the present disclosure, in addition to providing pressure oil to the hydraulic device 100 by the supply device 200 to form pressure, when the driver releases the brake pedal, the electronic control device 300 can control the driving motor 520 to rotate in reverse, so that the pressure medium in the brake wheel cylinder and the hydraulic device 100 can flow back, so that the brake system 10 can complete the next braking action. The principle and implementation of the brake system 10 in the process of releasing the brake pedal to make the pressure medium flow back are well known to those skilled in the art, and will not be described in detail here.

[0106] Referring to FIGS. 1-4 and 6-14, in some embodiments of the present disclosure, the hydraulic device 100 can include two end faces parallel to each other and a plurality of side faces connected between the two end faces, and the supply device 200 and the electronic control device 300 can be respectively mounted to the respective corresponding end faces from opposite sides of the hydraulic device 100. The brake system 10 of the vehicle can further include a third oil circuit for connecting between the hydraulic device 100 and the brake wheel cylinder of the vehicle, and the third oil circuit can be connected to at least one of the plurality of side faces. In this way, the electronic control device 300 and the supply device 200 can be avoided from interfering with each other during installation, and the electronic control device 300 and the supply device 200 are both mounted to the hydraulic device 100, which can improve the compactness of the brake system 10 and facilitate the arrangement of the electronic control device 300 and the supply device 200 in the vehicle body.

[0107] In addition, the supply device 200 and the electronic control device 300 can be respectively provided with flat mounting surfaces, so that when the supply device 200 and the electronic control device 300 are mounted from opposite sides of the hydraulic device 100, they can be respectively mounted in surface-to-surface contact with the respective corresponding end faces, thereby saving space and improving installation convenience. By mounting the supply device 200 and the electronic control device 300 to the two end faces of the hydraulic device 100, at least one side face of the hydraulic device 100 between the two end faces can be configured to arrange the third oil circuit, thereby avoiding the third oil circuit from interfering with the supply device 200 or the electronic control device 300 during installation, thereby reducing the connection difficulty of the third oil circuit and improving the connectable space of the third oil circuit.

[0108] Referring to FIGS. 4 and 10, in some embodiments of the present disclosure, the side of the hydraulic device 100 configured to cooperate with the supply device 200 can be provided with a plurality of third oil passing holes 1110 configured to communicate with the supply device 200, and the outer periphery of the third oil passing holes 1110 can be provided with a sealing groove 1120 configured to arrange a sealing ring. By arranging the sealing ring in the sealing groove 1120, a sealing effect can be achieved between the hydraulic device 100 and the supply device 200 to ensure that the pressure oil flowing between the two does not flow out from the cooperation gap between the two.

[0109] The present disclosure does not limit the structure of the electric control device 300. Referring to FIGS. 10 and 11, in some embodiments of the present disclosure, the electric control device 300 can include an electric control housing 330, an electric control cover 340, and a circuit board 310 mounted in the electric control housing 330, and the electric control housing 330 and the electric control cover 340 can be detachably buckled and connected. In this way, when the electric control device 300 fails, the electric control cover 340 can be directly opened for maintenance, which is convenient and simple to operate.

[0110] The present disclosure does not limit the above-mentioned "buckled connection". For example, in the embodiments shown in FIGS. 10 and 11, one of the electric control housing 330 and the electric control cover 340 can be provided with a plurality of protruding structures 350, and the other can be provided with a plurality of groove structures 360 cooperating with the plurality of protruding structures 350. In this way, during installation, the protruding structures 350 can be inserted into the corresponding groove structures 360, so that the electric control cover 340 can be clamped to the electric control housing 330. When it is necessary to open the electric control cover 340, an external force is only needed to deform the groove structure 360 to make the protruding structure 350 separate from the groove structure 360, so that the electric control cover 340 can be opened.

[0111] Referring to FIGS. 2, 12, 13, and 16, in some embodiments of the present disclosure, the supply device 200 can further include a housing 600 configured to mount a second brake assembly 500, and the second brake assembly 500 can include a piston pump 510 and a driving motor 520 configured to drive the piston pump 510. The housing 600 can include a protruding portion 630, and the protruding portion 630 can be formed with a third accommodating cavity 631 configured to accommodate a first piston piece 511 of the piston pump 510. A transmission pair 1200 can be in transmission connection between a rotor 521 of the driving motor 520 and the first piston piece 511. In this way, when the rotor 521 of the driving motor 520 rotates, the first piston piece 511 can be driven to move by the transmission pair 1200 to provide pressure for the hydraulic device 100.

[0112] The present disclosure does not limit the structure of the transmission pair 1200. For example, in the embodiment shown in FIG. 16, the axial end of the rotor 521 can be provided with a mounting hole 522. The transmission pair 1200 can include a nut 1210 press-fitted in the mounting hole 522 and a lead screw shaft 1220. The lead screw shaft 1220 is threadedly engaged with the nut 1210, and one end of the lead screw shaft 1220 can be connected to the first piston member 511. In this way, when the rotor 521 rotates, the nut 1210 press-fitted in the mounting hole 522 can follow the rotation, thereby driving the lead screw shaft 1220 to move the first piston member 511 along the axial direction of the third accommodating cavity 631. In addition to the foregoing screw-nut structure, in other embodiments, the transmission pair 1200 can also include a crank slider structure or the like.

[0113] It should be explained that "press-fitted in the mounting hole 522" herein means that the nut 1210 is pressed into the mounting hole 522 by an external force to cause plastic deformation between the mounting hole 522 and the nut 1210, so as to ensure that the two are fixedly connected, thereby enabling the rotor 521 to drive the nut 1210 to rotate when the rotor 521 rotates. In addition, in other embodiments, the nut 1210 and the rotor 521 can also be fixed by a connecting member such as a screw.

[0114] Referring to FIGS. 16-17, in some embodiments of the present disclosure, the first piston member 511 can include a head portion 5111 and a guide portion 5112. The head portion 5111 serves as a piston head to move in the third accommodating cavity 631. The second brake assembly 500 can further include a torsion-limiting sleeve 530 arranged on the inner wall of the third accommodating cavity 631, and the torsion-limiting sleeve 530 is fixed to the housing 600. The guide portion 5112 can be arranged in the torsion-limiting sleeve 530 and is in circumferential clamping engagement with the torsion-limiting sleeve 530, so that the head portion 5111 can only move along the axial direction of the torsion-limiting sleeve 530. In this way, by circumferential clamping engagement of the torsion-limiting sleeve 530 and the guide portion 5112, the first piston member 511 can only move along the axial direction of the third accommodating cavity 631 in the third accommodating cavity 631, and the rotation of the first piston member 511 in the third accommodating cavity 631 can be limited.

[0115] The present disclosure does not limit the structure of the guide portion 5112. For example, the guide portion 5112 can be a sleeve structure as shown in FIG. 17, and the bottom end of the sleeve structure is formed with a flange section that is in engagement with the inner wall of the torsion-limiting sleeve 530. Alternatively, in other embodiments, the guide portion 5112 can also be a solid cylindrical body that is in shape matching with the torsion-limiting sleeve 530, as long as the guide portion 5112 can be in engagement with the torsion-limiting sleeve 530 to achieve the guiding effect. The bottom of the torsion-limiting sleeve 530 can be formed with a flange structure to enable the guide portion 5112 to be fixed to the housing 600.

[0116] The present disclosure does not limit how the guide portion 5112 and the torque limiting sleeve 530 are implemented to be locked with the torque limiting sleeve 530 along the circumference of the torque limiting sleeve 530. For example, in some embodiments, the guide portion 5112 and the torque limiting sleeve 530 can be a key and slot fit. For example, the outer circumference of the guide portion 5112 can be provided with a plurality of grooves, and the inner wall of the torque limiting sleeve 530 can be provided with protrusions configured to fit with the grooves.

[0117] In some embodiments of the present disclosure, the head portion 5111 and the guide portion 5112 can be integrally formed. With such a design, the assembly steps of the brake system 10 can be reduced, and the integral structure can improve the strength of the brake system 10, thereby improving the durability of the brake system 10, so that the brake system 10 is not easily damaged.

[0118] Referring to FIG. 16, in some embodiments of the present disclosure, the second brake assembly 500 can further include a bearing 1230 disposed in the third accommodating cavity 631 and an elastic member 540 disposed between the torque limiting sleeve 530 and the bearing 1230. The bearing 1230 can be sleeved on the outer circumference of the nut 1210. By providing the elastic member 540, the bearing 1230 can be dynamically retained on the torque limiting sleeve 530 by the elastic force, and the axial gap generated during assembly of the piston pump 510 and the drive motor 520 can be eliminated, and the assembly error in the axial direction can be reduced. Moreover, the elastic member 540 can absorb the vibration amount of the bearing 1230 in the axial direction.

[0119] Referring to FIGS. 16 and 17, in some embodiments of the present disclosure, the guide portion 5112 can be configured as a hollow cylindrical structure, so that the lead screw shaft 1220 can be sleeved in the guide portion 5112 and connected with the head portion 5111. In this case, the head portion 5111 can be provided with a blind hole for the lead screw shaft 1220 to extend into and connect. In addition, in other embodiments, the guide portion 5112 can be configured as a solid structure, and the lead screw shaft 1220 can be welded to the end portion of the guide portion 5112.

[0120] In some embodiments of the present disclosure, referring to FIG. 10, the hydraulic device 100 can include a main body portion 110 and a plurality of electromagnetic valves 120 disposed on the surface of the main body portion 110 facing the electric control device 300, the plurality of electromagnetic valves 120 being configured to selectively distribute pressure from the supply device 200. In this case, the electric control device 300 can further include a plurality of coils 320, each of which can be configured to control a corresponding electromagnetic valve 120. The plurality of coils 320 can be respectively welded with the circuit board 310 of the electric control device 300. For example, by energizing or de-energizing the coils 320 through the electric control device 300, the opening and closing of the electromagnetic valves 120 can be controlled, and thus the distribution of the flow of pressure medium can be realized.

[0121] According to a second aspect of the present disclosure, referring to Fig. 19, a vehicle 1000 is provided, comprising the above-mentioned braking system 10 of the vehicle, since the vehicle 1000 has all the beneficial effects of the above-mentioned braking system 10 of the vehicle 1000, which will not be repeated here.

[0122] The preferred embodiments of the present disclosure are described in detail above with reference to the drawings, but the present disclosure is not limited to the specific details in the above-described embodiments. Various simple modifications can be made to the technical solutions of the present disclosure within the technical concept of the present disclosure, and all these simple modifications shall fall within the protection scope of the present disclosure.

[0123] In addition, it should be noted that each specific technical feature described in the above-described specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0124] Furthermore, various different embodiments of the present disclosure can also be combined in any appropriate manner, as long as it does not deviate from the idea of the present disclosure, which shall be considered as disclosed by the present disclosure.

Claims

1. A braking system for a vehicle, comprising: A hydraulic device is configured to provide pressure to the brake wheel cylinders of the vehicle; A supply device is configured to provide pressure to the hydraulic device; as well as An electronic control device is configured to control the supply device and the hydraulic device; In this embodiment, at least one of the hydraulic device, the supply device, or the electronic control device is constructed as an independent device and installed in the vehicle in an assembled form.

2. The braking system of the vehicle according to claim 1, wherein, The supply device includes a first braking component and a second braking component that are independent of each other.

3. The braking system of the vehicle according to claim 2, wherein, The second braking assembly includes a piston pump, and the first braking assembly, the hydraulic device, and the electronic control device are arranged in sequence, with the axis of the piston pump offset from the hydraulic device.

4. The braking system of the vehicle according to claim 2 or 3, wherein, The second braking assembly includes a piston pump, and the supply device further includes a housing configured to mount the first braking assembly and the second braking assembly, the housing being provided with a plurality of first oil passages communicating with the hydraulic device; Wherein, at least a portion of the plurality of first oil passage holes have an axis parallel to the axis of the piston pump and perpendicular to the axis of the first braking assembly.

5. The braking system of the vehicle according to any one of claims 2-4, wherein, The supply device further includes a foot pedal simulator assembly configured to receive pressure provided by the first braking assembly, wherein the axis of the foot pedal simulator assembly is parallel to or coincides with the axis of the first braking assembly.

6. The braking system of the vehicle according to claim 5, wherein, The second braking assembly includes a piston pump and a drive motor configured to drive the piston pump; The axis of the drive motor is perpendicular to the axis of the first braking component and also perpendicular to the axis of the foot pedal simulator component.

7. The braking system of the vehicle according to claim 5 or 6, wherein, The supply device further includes a housing configured to mount the first braking assembly and the pedal simulator assembly, the housing including a first receiving cavity and a second receiving cavity; the first braking assembly reuses the first receiving cavity, and the pedal simulator assembly reuses the second receiving cavity; the first receiving cavity is connected to the hydraulic device via a first oil passage, and the second receiving cavity is connected to the first receiving cavity via a second oil passage.

8. The braking system of the vehicle according to claim 7, wherein, The foot pedal simulator assembly includes a housing and a piston assembly installed within the housing, the housing being press-fitted into the second receiving cavity.

9. The braking system of the vehicle according to any one of claims 5-8, wherein, The second braking assembly includes a piston pump and a drive motor configured to drive the piston pump; The axis of the first braking component and the axis of the foot pedal simulator component are both located between the hydraulic device and the drive motor.

10. The braking system of the vehicle according to any one of claims 2-9, wherein, The second braking assembly includes a piston pump and a drive motor configured to drive the piston pump; the first braking assembly includes a master cylinder and a second piston; the braking system further includes an oil reservoir connected to the master cylinder and the pump chamber of the piston pump. The axis of the first braking component is located between the axis of the oil outlet of the oil storage device and the axis of the drive motor.

11. The braking system of the vehicle according to claim 10, wherein, The first braking assembly is disposed between the axis of the oil outlet of the oil reservoir and the axis of the piston pump.

12. The braking system of the vehicle according to claim 10 or 11, wherein, The master cylinder is provided with a second oil passage configured to connect to the oil reservoir, and the axis of the second oil passage is perpendicular to the axis of the master cylinder.

13. The braking system of the vehicle according to any one of claims 3-12, wherein, The supply device further includes a housing configured to mount the first braking assembly and the second braking assembly, the second braking assembly including a piston pump and a drive motor configured to drive the piston pump; The housing includes a protrusion having a third receiving cavity formed therein, configured to receive a first piston member of the piston pump. The protrusion extends at least partially into the hydraulic device, which has a first clearance portion configured to avoid the protrusion.

14. The braking system of the vehicle according to claim 13, wherein, The protrusion also extends to the electronic control device, which has a second avoidance portion configured to avoid the protrusion.

15. The braking system of the vehicle according to claim 14, wherein, The housing is provided with a fourth oil passage connecting the third receiving cavity and the hydraulic device, and the fourth oil passage is located inside the side wall of the protrusion.

16. The braking system of the vehicle according to any one of claims 13-15, wherein, The mounting surface of the housing, configured to mount the drive motor, has a plurality of through cavities distributed around the third receiving cavity. At least a portion of the plurality of through cavities is configured to accommodate a sensor connected to the circuit board of the electronic control device.

17. The braking system of the vehicle according to claim 16, wherein, At least some of the sensors pass through the cavity into the hydraulic device to connect to the circuit board of the electronic control device.

18. The braking system of the vehicle according to claim 17, wherein, The drive motor's wires pass through one of the plurality of through-cavities into the hydraulic device to connect to the circuit board of the electronic control device.

19. The braking system of the vehicle according to any one of claims 16-18, wherein, The first braking assembly includes a master cylinder and a second piston. The vehicle's braking system also includes a displacement sensor connected to the electronic control device, the displacement sensor being configured to acquire displacement information of the second piston. The plurality of cavities includes at least one first cavity located near the first braking assembly, and the displacement sensor passes through the first cavity and is connected to the circuit board of the electronic control device.

20. The braking system of the vehicle according to claim 19, wherein, The displacement sensor includes a fixed part installed in the first cavity and a generator part installed in the second piston.

21. The braking system of the vehicle according to any one of claims 1-20, wherein, The hydraulic device includes two parallel end faces and multiple side faces connected between the two end faces. The supply device and the electrical control device are respectively installed on their respective end faces from opposite sides. The braking system further includes a third hydraulic line for connecting the hydraulic device and the brake wheel cylinders of the vehicle, the third hydraulic line being connected to at least one of the plurality of sides.

22. The braking system of the vehicle according to any one of claims 1-21, wherein, The hydraulic device is configured to cooperate with the supply device and has a plurality of third oil passage holes on its side. The plurality of third oil passage holes are connected to the supply device and the outer periphery of the plurality of third oil passage holes is provided with sealing grooves in which sealing rings are arranged.

23. The braking system of the vehicle according to any one of claims 1-22, wherein, The electronic control device includes an electronic control housing, an electronic control cover, and a circuit board installed inside the electronic control housing. The electronic control housing and the electronic control cover are detachably connected.

24. The braking system of the vehicle according to claim 23, wherein, One of the electronic control housing and the electronic control cover is provided with multiple protruding structures, and the other is provided with multiple groove structures that cooperate with the multiple protruding structures.

25. The braking system of the vehicle according to any one of claims 1-24, wherein, The supply device includes a first braking assembly and a second braking assembly that are independent of each other; the supply device also includes a housing configured to mount the second braking assembly, the second braking assembly including a piston pump and a drive motor configured to drive the piston pump; The housing includes a protrusion, within which a third receiving cavity is formed to accommodate a first piston member of the piston pump, and a transmission pair is driven between the rotor of the drive motor and the first piston member.

26. The braking system of the vehicle according to claim 25, wherein, The rotor has a mounting hole at its axial end, and the transmission pair includes: Nut, press-fitted into the mounting hole; and A lead screw shaft, the thread of which is engaged with the nut, and one end of the lead screw shaft is connected to the first piston component.

27. The braking system of the vehicle according to claim 26, wherein, The first piston component includes a head and a guide portion. The second braking assembly further includes a torque-limiting sleeve disposed on the inner wall of the third receiving cavity. The torque-limiting sleeve is fixed to the housing. The guide portion is disposed inside the torque-limiting sleeve and along the circumference of the torque-limiting sleeve, and engages with the torque-limiting sleeve to allow the head to move axially along the torque-limiting sleeve.

28. The braking system of the vehicle according to claim 27, wherein, The head and the guide portion are integrally formed.

29. The braking system of the vehicle according to claim 28, wherein, The second braking assembly further includes a bearing disposed in the third receiving cavity and an elastic element disposed between the torque limiting sleeve and the bearing, wherein the bearing is sleeved on the outer periphery of the nut.

30. The braking system of the vehicle according to any one of claims 27-29, wherein, The guide portion is constructed as a hollow cylindrical structure so that the lead screw shaft can pass through the guide portion and connect to the head.

31. A vehicle comprising a braking system for a vehicle according to any one of claims 1-30.

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