CN114834417A

CN114834417A - Vehicle auxiliary braking device, control system thereof and automatic driving vehicle

Info

Publication number: CN114834417A
Application number: CN202210497998.5A
Authority: CN
Inventors: 陈博宇
Original assignee: Apollo Intelligent Technology Beijing Co Ltd
Current assignee: Apollo Intelligent Technology Beijing Co Ltd
Priority date: 2022-05-07
Filing date: 2022-05-07
Publication date: 2022-08-02

Abstract

The disclosure relates to a vehicle auxiliary braking device, a control system thereof and an automatic driving vehicle, and relates to the technical field of automatic driving. The vehicle auxiliary braking device comprises a communication control mechanism, a driving mechanism and an executing mechanism; the communication control mechanism comprises a first communication control unit and a second communication control unit, the driving mechanism comprises a first driving component and a second driving component, the first communication control unit and the second communication control unit are used for receiving control instructions and respectively controlling the first driving component and the second driving component which are correspondingly and electrically connected with the first communication control unit and the second communication control unit to operate according to the control instructions, and the first communication control unit and the second communication control unit can send the control instructions to the opposite side; the actuating mechanism comprises an actuating member, one end of the actuating member is connected with the output end of the first driving assembly and the output end of the second driving assembly, and the other end of the actuating member is arranged above the brake pedal in a blocking mode. The auxiliary braking device for the vehicle can provide a redundant braking mode for the vehicle, and the driving safety of the automatic driving vehicle is guaranteed.

Description

Vehicle auxiliary braking device, control system thereof and automatic driving vehicle

Technical Field

The disclosure relates to the technical field of automatic driving, in particular to a vehicle auxiliary braking device, a control system thereof and an automatic driving vehicle.

Background

In the performance test of the unmanned vehicle, the test vehicle is usually subjected to remote braking control in three states of taking a tester at the rear row in the vehicle, performing fixed-point test outside the vehicle and following the test vehicle, so as to realize vehicle braking.

At present, a safety worker is usually taken in an automatic driving automobile during testing, and the automatic driving automobile is braked actively by the safety worker when meeting an emergency, so that the driving safety is guaranteed. However, for an autonomous vehicle of level L4 or more specified in SAE (Society of Automotive Engineers) standards, it is desirable to cancel a security officer and realize remote braking control of the vehicle in an in-vehicle all-unmanned state.

Disclosure of Invention

The vehicle auxiliary braking device can provide a redundant braking mode for a vehicle, improves the reliability of autonomous braking of the vehicle and guarantees the running safety of the autonomous vehicle.

In a first aspect, the present disclosure provides a vehicle auxiliary braking device, which is installed in a space beside a brake pedal, and comprises a communication control mechanism, a driving mechanism and an actuating mechanism;

the communication control mechanism comprises a first communication control unit and a second communication control unit, the driving mechanism comprises a first driving component and a second driving component, the input end of the first driving component is electrically connected with the first communication control unit, the input end of the second driving component is electrically connected with the second communication control unit, and the output end of the first driving component and the output end of the second driving component are both connected with the executing mechanism;

the first communication control unit is used for receiving the control instruction sent by the vehicle control unit and sending the control instruction to the second communication control unit; the second communication control unit is used for receiving the control command sent by the vehicle control unit and sending the control command to the first communication control unit;

in response to receiving a control instruction sent by the vehicle control unit or the second communication control unit, the first communication control unit controls the first driving assembly to operate according to the control instruction; in response to receiving a control instruction sent by the vehicle control unit or the first communication control unit, the second communication control unit controls the second driving assembly to operate according to the control instruction;

the actuating mechanism comprises an actuating element, one end of the actuating element is connected with the output end of the first driving assembly and the output end of the second driving assembly, and the other end of the actuating element is arranged above the brake pedal in a blocking mode and driven by the actuating mechanism to rotate so as to be close to or far away from the brake pedal.

The vehicle auxiliary braking device is arranged in a space at the side of a brake pedal and comprises a communication control mechanism, a driving mechanism and an executing mechanism, wherein the communication control mechanism adopts a redundancy design, a first communication control unit and a second communication control unit can receive wired signals from a vehicle controller and wireless signals from a remote control device, so that effective receiving of control instructions can be ensured, the transmission rate of the signals is improved, and the response speed of the braking device is high; in addition, the driving mechanism adopts a redundant design, and if the main driving assembly (such as the first driving assembly) fails to drive the actuating mechanism to act, the actuating mechanism can be driven to act by the standby driving assembly (such as the second driving assembly), so that the reliability of the braking device is improved, and the running safety of the automatic driving vehicle is effectively guaranteed.

In one possible embodiment, the vehicle auxiliary braking device further comprises a main housing, a first end plate and a second end plate, wherein the first end plate and the second end plate are respectively connected to two ends of the main housing;

the driving mechanism is located in a space defined by the main shell, the first end plate and the second end plate, the communication control mechanism is connected to one side, away from the second end plate, of the first end plate, and the actuating mechanism is connected to one side, away from the first end plate, of the second end plate.

In one possible implementation manner, the first communication control unit comprises a first communication module and a first control module, the first communication module is in communication connection with the first control module, and the first control module is electrically connected with the input end of the first driving assembly;

the second communication control unit comprises a second communication module and a second control module, the second communication module is in communication connection with the second control module, and the second control module is electrically connected with the input end of the second driving assembly;

the vehicle control unit comprises a remote control device and a controller of the vehicle; the first communication module is used for receiving a control instruction sent by the remote control device and sending the control instruction to the first control module and the second communication module; the second communication module is used for receiving the control instruction sent by the remote control device and sending the control instruction to the second control module and the first communication module;

the first control module is used for receiving a control instruction sent by the first communication module or the controller or the second control module and controlling the first driving assembly to operate according to the control instruction; the second control module is used for receiving a control instruction sent by the second communication module or the controller or the first control module and controlling the second driving assembly to operate according to the control instruction.

In a possible embodiment, the communication control mechanism comprises a control board, the control board is mounted on the first end plate, and the first control module and the second control module are both arranged on the control board.

In a possible implementation manner, the communication control mechanism further comprises a communication board, the communication board is connected to one side of the control board, which is away from the first end plate, an interval is arranged between the communication board and the control board, and the first communication module and the second communication module are both arranged on the communication board.

In a possible implementation manner, the first communication control unit further includes a first antenna, the second communication control unit further includes a second antenna, the first antenna is electrically connected to the first communication module, the second antenna is electrically connected to the second communication module, and both the first antenna and the second antenna are disposed on the communication board.

In a possible implementation manner, the first communication control unit further includes a first monitoring module, the first monitoring module is electrically connected to the first communication module, and the first monitoring module is configured to monitor communication quality of the first communication module;

the second communication control unit also comprises a second monitoring module, the second monitoring module is electrically connected with the second communication module, and the second monitoring module is used for monitoring the communication quality of the second communication module;

wherein, first monitoring module and second monitoring module all set up on the communication board.

In one possible embodiment, the communication board comprises a first board part and a second board part, and the first board part and the second board part are separated by an isolation groove;

first communication module, first antenna and first monitoring module set up in first board, and second communication module, second antenna and second monitoring module set up in the second board.

In a possible implementation mode, the communication control mechanism further comprises a communication interface, the communication interface is mounted on a communication board or a control board, and the communication interface is used for being electrically connected with the controller.

In one possible embodiment, the vehicle auxiliary brake device further comprises an end cover, the end cover is covered outside the communication control mechanism, and the communication interface is exposed outside the end cover.

In one possible embodiment, the driving mechanism comprises a first motor, a second motor and a speed reducer, wherein the first motor and the speed reducer form a first driving assembly, and the second motor and the speed reducer form a second driving assembly;

the first motor is electrically connected with the first communication control unit, the second motor is electrically connected with the second communication control unit, and a motor shaft of the first motor and a motor shaft of the second motor are both connected with an input shaft of the speed reducer and an output shaft of the speed reducer and the executing part.

In a possible embodiment, the driving mechanism further comprises a mounting plate, the mounting plate is close to the first end plate, and the first motor, the second motor and the speed reducer are arranged between the mounting plate and the second end plate side by side;

the motor shaft of the first motor, the motor shaft of the second motor and the input shaft of the speed reducer penetrate through the mounting plate and extend to the first end plate, and the output shaft of the speed reducer penetrates through the second end plate and is connected with the executing part.

In a possible implementation mode, a motor shaft sleeve of the first motor is provided with a first belt wheel, a motor shaft sleeve of the second motor is provided with a second belt wheel, an input shaft sleeve of the speed reducer is provided with a third belt wheel, a first transmission belt is sleeved outside the first belt wheel and the third belt wheel, and a second transmission belt is sleeved outside the second belt wheel and the third belt wheel.

In a possible embodiment, the diameters of the first and second pulleys are the same, and the diameter of the third pulley is greater than the diameter of the first pulley.

In one possible embodiment, the auxiliary braking device for the vehicle further comprises a first encoder, the first encoder is connected to a motor shaft of the first motor, and the first encoder is electrically connected with the communication control mechanism.

In one possible embodiment, the auxiliary braking device for the vehicle further comprises a second encoder, the second encoder is connected to a motor shaft of the second motor, and the second encoder is electrically connected with the communication control mechanism.

In a possible embodiment, the actuating member includes a connecting portion, a rotating arm and a stop lever, the connecting portion is connected with the output shaft of the speed reducer, one end of the rotating arm is connected with the connecting portion, the stop lever is connected with the other end of the rotating arm, and an included angle is formed between the rotating arm and the connecting portion.

In one possible embodiment, the blocking lever is provided with a rotary sleeve.

In a possible embodiment, the actuator further comprises an elastic member, one end of the elastic member is fixed to the second end plate, and the other end of the elastic member is connected with the actuator;

wherein, the elastic force of elastic component drives the executive component to keep away from the brake pedal.

In one possible embodiment, a swing rod extends from the periphery of the connecting portion, and the elastic member is connected with the swing rod.

In a possible embodiment, a limiting rod extends from the side of the second end plate facing the actuating member, and the limiting rod is located on the side of the swing rod facing the elastic member.

In a second aspect, the present disclosure provides a vehicle auxiliary brake control system comprising a vehicle control unit and a vehicle auxiliary brake device as described above;

the vehicle control unit is used for sending a control command to a communication control mechanism of the vehicle auxiliary brake device and receiving feedback information of executed control commands sent by the communication control mechanism.

The vehicle auxiliary brake control system comprises a vehicle control unit and a vehicle auxiliary brake device, wherein the vehicle auxiliary brake device is arranged in a space at the side of a brake pedal and comprises a communication control mechanism, a driving mechanism and an execution mechanism, the communication control mechanism adopts a redundancy design, a first communication control unit and a second communication control unit can receive wired signals from a vehicle controller and wireless signals from a remote control device, effective receiving of control instructions can be ensured, the transmission rate of the signals is improved, and the response speed of the brake device is high; in addition, the driving mechanism adopts a redundant design, and if the main driving assembly (such as the first driving assembly) fails to drive the actuating mechanism to act, the actuating mechanism can be driven to act by the standby driving assembly (such as the second driving assembly), so that the reliability of the braking device is improved, and the running safety of the automatic driving vehicle is effectively guaranteed.

In one possible embodiment, a remote control device of a vehicle control unit includes a first communication module and a second communication module;

the first communication module and the first communication control unit of the communication control mechanism are communicated by adopting a Bluetooth protocol, and the second communication module and the second communication control unit of the communication control mechanism are communicated by adopting a private communication protocol.

In a third aspect, the present disclosure provides an autonomous vehicle comprising a brake pedal and a vehicle auxiliary braking device as described above;

the auxiliary braking device for the vehicle is arranged in a space at the side of the brake pedal, and an actuating piece of the auxiliary braking device for the vehicle is arranged above the brake pedal in a blocking mode.

The automatic driving vehicle comprises a brake pedal and a vehicle auxiliary braking device, wherein the vehicle auxiliary braking device is arranged in a space at the side of the brake pedal and comprises a communication control mechanism, a driving mechanism and an execution mechanism, the communication control mechanism adopts a redundant design, a first communication control unit and a second communication control unit can receive wired signals from a vehicle controller and wireless signals from a remote control device, so that effective receiving of control instructions can be ensured, the transmission rate of signals is improved, and the response speed of the braking device is high; in addition, the driving mechanism adopts a redundant design, and if the main driving assembly (such as the first driving assembly) fails to drive the actuating mechanism to act, the actuating mechanism can be driven to act by the standby driving assembly (such as the second driving assembly), so that the reliability of the braking device is improved, and the running safety of the automatic driving vehicle is effectively guaranteed.

It should be understood that the statements herein reciting aspects are not intended to limit the critical or essential features of the embodiments of the present disclosure, nor are they intended to limit the scope of the present disclosure. Other features of the present disclosure will become apparent from the following description.

Drawings

The above and other features, advantages and aspects of various embodiments of the present disclosure will become more apparent by referring to the following detailed description when taken in conjunction with the accompanying drawings. In the drawings, like or similar reference characters designate like or similar elements, and wherein:

fig. 1 is an application scenario diagram of a vehicle auxiliary braking device provided in an embodiment of the present disclosure;

FIG. 2 is a schematic structural view of the auxiliary braking device of the vehicle shown in FIG. 1;

FIG. 3 is an exploded view of the auxiliary braking device of the vehicle of FIG. 2;

FIG. 4 is a modular block diagram of the vehicle auxiliary brake device of FIG. 2;

fig. 5 is a schematic structural diagram of a side where a communication control mechanism according to an embodiment of the present disclosure is located;

FIG. 6a is a schematic structural diagram illustrating a perspective of a vehicle auxiliary brake device provided by an embodiment of the present disclosure after a housing is removed;

FIG. 6b is a schematic structural diagram of another perspective of the vehicle auxiliary brake device provided by the embodiment of the disclosure after the housing is removed;

FIG. 7 is a partial block diagram of one side of a mounting plate of a drive mechanism provided in an embodiment of the present disclosure;

FIG. 8 is an exploded view of one side of a mounting plate of a drive mechanism provided in an embodiment of the present disclosure;

FIG. 9 is a cross-sectional view of a drive mechanism provided by an embodiment of the present disclosure;

FIG. 10 is a schematic structural diagram of a side of an actuator provided in an embodiment of the present disclosure;

fig. 11 is a partial exploded view of an actuator and actuator provided by an embodiment of the present disclosure;

FIG. 12 is an exploded view of an actuator provided by an embodiment of the present disclosure;

fig. 13 is a vehicle auxiliary brake control system provided in an embodiment of the present disclosure.

Description of reference numerals:

1-a braking device; 2-a brake pedal; 3-a remote control device; 4-a controller;

21-a support bar; 22-foot pedal; 31-a first communication module; 32-a second communication module;

100-a communication control mechanism;

110-a first communication control unit; 120-a second communication control unit;

101-a first end plate; 102-a second end plate; 103-support column; 104-a main housing; 105-an end cap; 106-a mounting plate;

1021-a stop lever; 1051-avoiding the gap;

111-a first communication module; 112-a first control module; 113-a first antenna; 114-a first monitoring module; 121-a second communication module; 122-a second control module; 123-a second antenna; 124-a second monitoring module;

100 a-control board; 100 b-a communication board; 100c — a communication interface; 100 d-isolation column;

200-a drive mechanism; 200 a-a first drive assembly; 200 b-a second drive assembly;

210-a first motor; 220-a second motor; 230-a reducer; 240-an encoder; 250-a first drive belt; 260-a second drive belt; 270-a first bracket; 280-a second bracket;

211-a first pulley; 221-a second pulley; 231-a third pulley; 241-a first encoder; 242-a second encoder;

300-an actuator;

310-an executive; 310 a-a swing link; 320-an elastic member;

311-a connecting part; 312-a swivel arm; 313-a stop lever; 314-a rotating sleeve;

3111-first part; 3112-second part;

a-a first plate portion; b-a second plate portion; c-an isolation trench.

Detailed Description

At present, two auxiliary brake mechanisms are commonly used for a vehicle, one auxiliary brake mechanism is a copilot brake mode similar to a driving school instruction vehicle, an auxiliary brake pedal is additionally arranged on one side of a copilot seat and is linked with a main brake pedal on one side of a main driver seat through a linkage shaft, and when an emergency occurs, the vehicle can be braked by pressing the auxiliary brake pedal; the other mode is a rope braking mode, a motor and other driving mechanisms are arranged in the vehicle, the rope is connected between the driving mechanisms and a brake pedal of a main driver seat, a collector is further arranged in the vehicle, signals can be sent to the collector remotely through a remote controller, the collector controls the driving mechanisms to work, and the rope is driven to press down the brake pedal to achieve vehicle braking.

However, for an automatic driving vehicle, when the auxiliary brake pedal and the main brake pedal are linked, the acting force of the linkage shaft on the main brake pedal is sensed by a control system of the vehicle when the vehicle encounters the conditions of road jolt and the like, and the vehicle is braked due to mistaken touch; in addition, after long-term service, the contact part between the linkage shaft and the brake pedal is worn, the friction force between the linkage shaft and the brake pedal is increased, and the coaxiality and the lubricity between the linkage shaft and the brake pedal are reduced, so that long-term maintenance is required.

The remote control adopts a rope braking mode, so that the rope has the problems of abrasion, ductility and the like, and is short in service life and easy to damage; in addition, the remote controller usually adopts a single 433MHz wireless signal to send the instruction, the signal transmission rate is low, the time delay is long, and no signal closed loop feedback exists, so that the remote controller is only suitable for the scene that a security officer exists in the vehicle.

In view of this, the present embodiment provides a vehicle auxiliary braking device, a control system thereof, and an autonomous driving vehicle, where the vehicle auxiliary braking control system includes a remote control device and a vehicle auxiliary braking device, both a communication control mechanism and a driving mechanism of the vehicle auxiliary braking device adopt a redundant design, the vehicle auxiliary braking device can receive wired signals and wireless signals, and a wireless communication mode between the remote control device and the vehicle auxiliary braking device also adopts a redundant design, so as to ensure timeliness and validity of signal transmission, and the redundant design of the driving mechanism effectively reduces a failure risk, can improve reliability of autonomous braking of the vehicle, and provides a reliable guarantee for driving safety of the autonomous driving vehicle.

Exemplary embodiments of the present disclosure are described below with reference to the accompanying drawings, in which various details of the embodiments of the disclosure are included to assist understanding, and which are to be considered as merely exemplary. Accordingly, those of ordinary skill in the art will recognize that various changes and modifications of the embodiments described herein can be made without departing from the scope and spirit of the present disclosure. Also, descriptions of well-known functions and constructions are omitted in the following description for clarity and conciseness.

Example one

Fig. 1 is an application scenario diagram of a vehicle auxiliary braking device provided in an embodiment of the present disclosure; FIG. 2 is a schematic structural view of the auxiliary braking device of the vehicle shown in FIG. 1; FIG. 3 is an exploded view of the auxiliary braking device of the vehicle of FIG. 2; fig. 4 is a modular block diagram of the vehicle auxiliary brake apparatus of fig. 2.

Referring to fig. 1, the present embodiment provides a vehicle auxiliary braking device (hereinafter, referred to as a braking device), where the braking device 1 may be installed in an autonomous driving vehicle above level L4 defined in SAE standard, and may be used as a last safety guarantee of the vehicle to help the vehicle to realize autonomous braking during a performance test phase of the autonomous driving vehicle or after the autonomous driving vehicle is put into operation.

The brake apparatus 1 of the present embodiment controls braking of the vehicle by contact-depressing the brake pedal 2. The brake device 1 may be installed on the driver's seat side of the vehicle, specifically, may be installed in a space on the side of the brake pedal 2, for example, may be installed in a space between the accelerator pedal and the brake pedal 2.

Through installing arresting gear 1 in brake pedal 2's side, be convenient for arresting gear 1 contact and press brake pedal 2 to, arresting gear 1 does not occupy driver's operating space, can not cause the influence to driver's control vehicle. The braking device 1 can be correspondingly arranged on the side of the support rod 21 of the brake pedal 2, and the braking device 1 controls the brake pedal 2 to brake by contacting and pressing the support rod 21. The brake device 1 has a certain distance with the pedal 22 connected with the end of the support rod 21 to avoid shielding the pedal 22 and prevent interference to the driver when stepping on the pedal 22.

For example, a support frame (not shown) may be installed on the bottom plate of the driving seat, and the braking device 1 may be installed on the top of the support frame, where the support frame is used to support and fix the braking device 1, and the braking device 1 may be located in a reasonable height space, so that the braking device 1 may contact the support rod 21 of the brake pedal 2.

It should be noted that, in a normal situation, the autonomous vehicle mainly depends on a controller of the vehicle to send a control command to an execution main body (e.g., a chassis drive-by-wire module), and the execution main body controls braking of the vehicle. When the execution main body does not execute the control instruction sent by the controller, the braking device 1 of the embodiment can be used for receiving the control instruction sent by the vehicle control unit and controlling the brake pedal 2 to brake according to the control instruction, so that the last safety guarantee is provided for the vehicle.

The vehicle control unit may include a controller and a remote control device of the vehicle, and may directly send a control command to the braking device 1 by means of the controller when normal communication is possible between the controller and the braking device 1, and may send a control command to the braking device 1 by means of the remote control device when normal communication is not possible between the controller and the braking device 1, and the braking device 1 may execute an operation of pressing down the brake pedal 2 after receiving the control command sent by the vehicle controller or the remote control device.

Specifically, referring to fig. 2, the braking device 1 includes three major parts, namely, a communication control mechanism 100, a driving mechanism 200 and an actuator 300. The communication control mechanism 100 is used for receiving a control instruction sent by a controller or a remote control device of the vehicle, controlling the driving mechanism 200 to operate after receiving the control instruction, providing power by the driving mechanism 200 to drive the actuating mechanism 300 to act, and finally, pressing down the brake pedal 2 through the actuating mechanism 300 to realize braking control of the vehicle.

The communication control mechanism 100 may be connected to a controller of the vehicle by a wire, and may receive a control instruction sent by the controller, and control the driving mechanism 200 to start according to the control instruction of the controller, so as to drive the executing mechanism 300 to press down the brake pedal 2; meanwhile, the communication control mechanism 100 may also be in communication connection with a remote control device, and may receive a control command sent from the remote control device, and control the actuation mechanism 200 to start according to the control command of the remote control device, so as to drive the actuator 300 to press down the brake pedal 2.

Referring to fig. 3, the brake device 1 is provided with a first end plate 101 and a second end plate 102, and the installation space of the communication control mechanism 100, the driving mechanism 200 and the actuator 300 is partitioned by the first end plate 101 and the second end plate 102. The driving mechanism 200 is installed between the first end plate 101 and the second end plate 102, and the first end plate 101 and the second end plate 102 respectively support and fix two sides of the driving mechanism 200; the communication control mechanism 100 is located in a space on a side of the first end plate 101 facing away from the second end plate 102, and for example, the communication control mechanism 100 may be supported and fixed on the side plate surface of the first end plate 101 (the side plate surface of the first end plate 101 facing away from the second end plate 102); the actuator 300 is located in a space on a side of the second end plate 102 facing away from the first end plate 101.

Three spaces are separated by the first end plate 101 and the second end plate 102, the communication control mechanism 100, the driving mechanism 200 and the actuating mechanism 300 can be reasonably arranged, the overall size of the braking device 1 is reduced, and the braking device 1 is convenient to mount in the space of a vehicle driving seat. Moreover, the communication control mechanism 100 and the actuator 300 are respectively disposed on two sides of the driving mechanism 200, which is beneficial to the layout of the electrical connection structure between the communication control mechanism 100 and the driving mechanism 200 and the design of the transmission path of the driving device.

Illustratively, a supporting column 103 may be connected between the first end plate 101 and the second end plate 102, the first end plate 101 and the second end plate 102 are fixed by the supporting column 103, and the supporting column 103 may increase the strength of the braking apparatus 1. The support posts 103 may be attached to the first end plate 101 and the second end plate 102 near the edges to reserve sufficient mounting space for the drive mechanism 200.

As shown in fig. 2 and fig. 3, a main casing 104 may be sleeved outside the driving mechanism 200, the main casing 104 may be a barrel-shaped structure with two open sides, two ends of the main casing 104 are respectively connected to the first end plate 101 and the second end plate 102, one side of the main casing 104 covered by the first end plate 101 is open, the other side of the main casing 104 covered by the second end plate 102 is open, and the driving mechanism 200 is wrapped in a space surrounded by the main casing 104, the first end plate 101 and the second end plate 102. The driving mechanism 200 can be protected by the main housing 104, so that foreign matters such as dust and water vapor in the external environment are prevented from influencing the driving mechanism 200, the service life of the driving mechanism 200 is prolonged, and the appearance effect of the braking device 1 can be improved.

Similarly, the outer portion of the communication control mechanism 100 may also be covered with the end cap 105, and the end cap 105 may play a role of protecting the communication control mechanism 100, play a role of protecting from dust and water, prolong the service life of the communication control mechanism 100, and improve the appearance effect of the brake apparatus 1.

Referring to fig. 3, a communication interface 100c is generally installed on the communication control mechanism 100, and the communication interface 100c is used for electrically connecting with a vehicle controller, for example, the controller is connected with the communication interface 100c through a transmission line. For example, the communication interface 100c may have power traces and signal traces to transmit an electrical signal to the communication control mechanism 100 through the controller, so as to implement the communication connection between the communication control mechanism 100 and the remote control device, and meanwhile, the communication control mechanism 100 may also receive a control instruction sent by the controller, and further, the communication control mechanism 100 may execute a command of the controller to control the operation of the driving mechanism 200.

An avoidance notch 1051 is formed in the end cover 105 corresponding to the communication interface 100c, and the communication interface 100c is exposed in the avoidance notch 1051, so that the transmission line is inserted into the communication interface 100 c.

It can be understood that, since the actuator 300 needs to contact the brake pedal 2 and depress the brake pedal 2 during operation, the space on the side of the second end plate 102 facing away from the first end plate 101 can be exposed to the outside so that the actuator 300 contacts the brake pedal 2, and enough space can be left for the actuator 300 to switch between the state of depressing the brake pedal 2 and the state of resetting the brake pedal 2.

In addition, in this embodiment, the end cover 105 and the main housing 104 may be separately manufactured, and an edge of the end cover 105 may be attached to a side plate surface of the first end plate 101 facing away from the second end plate 102, for example, and the end cover 105 is fixed by the side plate surface of the first end plate 101. Thus, the mounting and dismounting of the end cover 105 are facilitated, and when the communication control structure needs to be replaced or maintained, only the end cover 105 can be dismounted without affecting the main housing 104 covering the driving mechanism 200.

In other embodiments, the end cover 105 and the main housing 104 may be integrally formed, that is, the brake device 1 may have a unitary housing, and the housing may include a bottom plate and a side plate surrounding the bottom plate, the other end of the side plate may be an opening, the open end of the housing is connected to the second end plate 102, and the space between the bottom plate and the first end plate 101 of the housing is used for installing the communication control mechanism 100.

Referring to fig. 4, in the brake device 1 of this embodiment, the communication control mechanism 100 and the driving mechanism 200 both adopt a dual redundancy design, the communication control mechanism 100 includes a first communication control unit 110 and a second communication control unit 120, the first communication control unit 110 and the second communication control unit 120 can communicate with each other, the driving mechanism 200 includes a first driving component 200a and a second driving component 200b, an input end of the first driving component 200a is electrically connected to the first communication control unit 110, an input end of the second driving component 200b is electrically connected to the second communication control unit 120, and an output end of the first driving component 200a and an output end of the second driving component 200b are both connected to the actuator 300.

The first communication control unit 110 controls the first driving assembly 200a to operate, the second communication control unit 120 controls the second driving assembly 200b to operate, and both the first driving assembly 200a and the second driving assembly 200b can drive the actuator 300 to operate.

With reference to fig. 1, the actuator 300 includes an actuator 310, one end of the actuator 310 is connected to the output end of the driving mechanism 200, that is, one end of the actuator 310 is connected to the output end of the first driving assembly 200a, that is, the output end of the second driving assembly 200b, and the other end of the actuator 310 is blocked above the brake pedal 2. The executive component 310 rotates along with the rotation of the output end of the driving mechanism 200, when the output end of the driving mechanism 200 rotates along the positive direction, the executive component 310 moves towards the direction close to the brake pedal 2, and the executive component 310 rotates to a certain direction to press down the brake pedal 2, so that the vehicle brake is realized; when the output end of the driving mechanism 200 rotates in the opposite direction, the actuating member 310 moves away from the brake pedal 2, and the brake pedal 2 gradually rises back along with the rotation of the actuating member 310 until the brake pedal 2 is completely reset after the pressure applied to the brake pedal 2 by the actuating member 310 is removed.

It should be noted that, in the embodiment, when the output end of the driving mechanism 200 drives the actuating element 310 to move toward the brake pedal 2, the rotation direction of the output end of the driving mechanism 200 is defined as a positive direction; conversely, when the output end of the driving mechanism 200 drives the actuator 310 to move away from the brake pedal 2, the rotation direction of the output end of the driving mechanism 200 is defined as the opposite direction.

In practical applications, the output end of the driving mechanism 200 can be set to rotate in a forward direction and a reverse direction according to the structural design of the actuator 300, and the present embodiment is not limited. Illustratively, in the structure of the braking device 1 shown in fig. 1, when the actuator 310 rotates in a counterclockwise direction indicated by a dotted arrow in the figure to approach the brake pedal 2, the output end of the driving mechanism 200 rotates in a forward direction in the counterclockwise direction, and the output end of the driving mechanism 200 rotates in a reverse direction in the clockwise direction. Conversely, if the actuator 310 rotates in a clockwise direction to approach the brake pedal 2, the output end of the driving mechanism 200 rotates in a forward direction in the clockwise direction, and the output end of the driving mechanism 200 rotates in a reverse direction in the counterclockwise direction.

In this embodiment, the first communication control unit 110 and the second communication control unit 120 may receive the control command sent by the vehicle control unit at the same time, and may send the command to each other. In practical applications, one of the first driving assembly 200a and the second driving assembly 200b may be used as a main driving assembly, and the other one may be used as a spare driving assembly, and normally, the first communication control unit 110 and the second communication control unit 120 receive a control command first to control the main driving assembly to operate, so as to drive the actuator 310 to rotate to press the brake pedal 2.

For example, taking the first driving assembly 200a as a main driving assembly, if the first communication control unit 110 receives a control command first, the first communication control unit 110 controls the first driving assembly 200a to operate, and the first driving assembly 200a drives the actuator 310 to rotate; if the second communication control unit 120 receives the control command first, the second communication control unit 120 immediately sends the control command to the first communication control unit 110, the first communication control unit 110 controls the first driving assembly 200a to operate, and the first driving assembly 200a drives the actuator 310 to rotate.

When the signal transmission between the first communication control unit 110 and the first driving assembly 200a fails or the first driving assembly 200a itself fails, the second driving assembly 200b can be relied on to drive the actuator 310 to complete the braking action. At this time, if the second communication control unit 120 receives the control instruction first, the second communication control unit 120 controls the second driving assembly 200b to operate, and the second driving assembly 200b drives the executing element 310 to rotate; if the first communication control unit 110 receives the control command first, the first communication control unit 110 immediately sends the control command to the second communication control unit 120, the second communication control unit 120 controls the second driving assembly 200b to operate, and the first driving assembly 200b drives the actuator 310 to rotate.

By the arrangement, the efficiency of the communication control mechanism 100 for receiving the control instruction is improved, the reliability of the driving mechanism 200 is improved, timely and effective control over vehicle braking can be ensured, and the running safety of the vehicle is guaranteed.

The communication control means 100 of the brake device 1 will be described in detail below.

With continued reference to fig. 4, the first communication control unit 110 includes a first communication module 111 and a first control module 112, the first communication module 111 is communicatively connected to the first control module 112, and an input end of the first driving assembly 200a is electrically connected to the first control module 112. The first communication module 111 is used for receiving a control instruction sent by the remote control device, the first communication module 111 sends the control instruction to the first control module 112 after receiving the control instruction, the first control module 112 controls the first driving assembly 200a to start after receiving the control instruction of the first communication module 111, and the output end of the driving mechanism 200 of the first driving assembly 200a rotates to drive the executing member 310 to rotate, so that the action of pressing down the brake pedal 2 is completed.

The second communication control unit 120 includes a second communication module 121 and a second control module 122, the second communication module 121 is connected to the second control module 122 in a communication manner, and an input end of the second driving assembly 200b is electrically connected to the second control module 122. The second communication module 121 is configured to receive a control instruction sent by the remote control device, the second communication module 121 sends the control instruction to the second control module 122 after receiving the control instruction, the second control module 122 controls the second driving assembly 200b to start after receiving the control instruction of the second communication module 121, and the second driving assembly 200b drives the output end of the driving mechanism 200 to rotate to drive the actuator 310 to rotate, so as to complete the operation of pressing down the brake pedal 2.

The first communication module 111 is in communication connection with the second communication module 121, and the first control module 112 is in communication connection with the second control module 122. The first communication module 111 and the second communication module 121 can simultaneously receive a control command sent by the remote control device, and the person receiving the control command sends the control command to the corresponding control module, and the main control module controls the corresponding driving assembly to operate, so as to drive the actuator 300 to press the brake pedal 2. Under the condition that the main control module cannot drive the corresponding driving assembly to work, the main control module interacts with the standby control module, the standby control module controls the corresponding driving assembly to work, and the actuating mechanism 300 is driven to press down the brake pedal 2.

For example, continuing to use the first control module 112 as a main control module, the first driving component 200a as a main driving component, the second control module 122 as a standby control module, and the second driving component 200b as a standby driving component as an example, referring to fig. 4, if the first communication module 111 receives a control instruction first, the first communication module 111 sends the control instruction to the first control module 112, if the second communication module 121 receives the control instruction first, the second communication module 121 immediately sends the control instruction to the first communication module 111, the first communication module 111 sends the control instruction to the first control module 112, and after receiving the control instruction, the first control module 112 controls the first driving component 200a to operate, and the driving executing mechanism 300 depresses the brake pedal 2.

If the first control module 112 cannot drive the first driving assembly 200a to operate due to a special condition, such as an abnormal circuit connection between the first control module 112 and the first driving assembly 200a, or a failure of a component in the first driving assembly 200a, the first control module 112 will send a control command to the second control module 122, the second control module 122 will control the second driving assembly 200b to operate, and the second driving assembly 200b will drive the actuator 300 to press down the brake pedal 2.

For the signal transmission between the communication control mechanism 100 and the controller, the first control module 112 and the second control module 122 may directly transmit signals to the controller by wire transmission. For example, the controller sends a control instruction to the first control module 112, and after receiving the control instruction sent by the controller, the first control module 112 controls the first driving assembly 200a to drive the actuator 300 to press the brake pedal 2; when the first control module 112 cannot drive the first driving assembly 200a to work, the first control module 112 sends a control command to the second control module 122, and the second control module 122 controls the second driving assembly 200b to drive the actuator 300 to press the brake pedal 2.

Taking the performance test stage of the autonomous vehicle above the L4 level as an example, in practical applications, when braking of the vehicle is required, the controller of the vehicle first sends a control command to the execution main body (for example, the chassis line control module), and if the execution main body does not execute the control command, the controller simultaneously sends the control command to the first control module 112 and the second control module 122 of the braking device 1, and the brake pedal 2 is pressed down by the execution mechanism 300 for braking.

If the control command sent by the controller to the first control module 112 and the second control module 122 is not executed, for example, the controller continuously sends three control commands to the two control modules, and the driving mechanism 200 still does not work, at this time, the remote control device can perform wireless communication with the first communication module 111 and the second communication module 121, and send the control command to the first control module 112 and the second control module 122 through the first communication module 111 and the second communication module 121, respectively, so as to control the driving mechanism 200 to work.

As for the wired connection modes adopted between the first communication module 111 and the first control module 112, between the second communication module 121 and the second control module 122, between the first communication module 111 and the second communication module 121, and between the first control module 112 and the second control module 122, all the modules may be connected through a Controller Area Network (CAN) bus. The CAN bus protocol is adopted among the modules to transmit signals, the signal transmission rate is high, the stability is good, the reliability is high, and the first control module 112 CAN be ensured to timely and effectively receive control instructions. Illustratively, the CAN bus protocol may be a CAN2.0 bus protocol.

Taking the communication manner between the first communication module 111 and the first control module 112 as an example, it should be noted that, under a normal condition, that is, under a condition that the vehicle runs normally and does not need to be braked, the first communication module 111 will continuously send signals to the first control module 112, and these signals can be used to monitor whether the communication between the first communication module 111 and the first control module 112 is normal, and can be considered as a miscellaneous signal that does not need to be processed; when braking is needed, the first communication module 111 continuously sends control commands to be processed to the first control module 112 for multiple times. Therefore, signals including control commands and miscellaneous signals are transmitted between the first communication module 111 and the first control module 112 without interruption.

In this embodiment, the signal transmission between the first communication module 111 and the first control module 112 is realized by using a CAN bus protocol, which has a queuing mechanism and processes signals in sequence without causing signal congestion. In addition, the processing speed of the control instruction can be increased by eliminating the miscellaneous signals which do not need to be processed.

The communication modes between the second communication module 121 and the second control module 122, between the first communication module 111 and the second communication module 121, and between the first control module 112 and the second control module 122 are similar to the communication modes between the first communication module 111 and the first control module 112, and are not described herein again.

Referring to fig. 4, in order to realize the communication connection between the first communication module 111 and the second communication module 121 and the remote control device, the first communication control unit 110 of the communication control mechanism 100 further includes a first antenna 113, and the second communication control unit 120 further includes a second antenna 123. The first antenna 113 is electrically connected with the first communication module 111, and the first antenna 113 is used for receiving a control instruction sent by the remote control device and transmitting the control instruction to the first communication module 111; the second antenna 123 is electrically connected to the second communication module 121, and the second antenna 123 is configured to receive a control command sent by the remote control device and transmit the control command to the second communication module 121.

In addition, the first communication control unit 110 may further include a first monitoring module 114, the second communication control unit 120 may further include a second monitoring module 124, the first monitoring module 114 is electrically connected to the first communication module 111, the second monitoring module 124 is electrically connected to the second communication module 121, the first monitoring module 114 may be configured to monitor stability of signals transmitted by the first communication module 111, and the second monitoring module 124 may be configured to monitor stability of signals transmitted by the second communication module 121.

For example, the first monitoring Module 114 and the second monitoring Module 124 may be Subscriber Identity Modules (SIMs), and thus, the first monitoring Module 114 and the second monitoring Module 124 may also store information of the vehicle and the like.

In the braking device 1 of the present embodiment, the communication control mechanism 100 adopts a redundant design, and the first communication control unit 110 and the second communication control unit 120 can receive a wired signal from a vehicle controller and a wireless signal from a remote control device, so as to ensure that a control instruction is effectively received, and the transmission rate of the signal is increased, and the response speed of the braking device 1 is fast; in addition, the driving mechanism 200 adopts a redundant design, so that if a main driving component (such as the first driving component 200a) fails to drive the actuating mechanism 300 to operate, the actuating mechanism 300 can be driven to operate by a standby driving component (such as the second driving component 200b), the reliability of the braking device 1 is improved, and the running safety of the automatic driving vehicle is effectively guaranteed.

Fig. 5 is a schematic structural diagram of a side where a communication control mechanism is provided according to an embodiment of the present disclosure. Referring to fig. 5, the communication control mechanism 100 of the brake apparatus 1 includes a control board 100a, and as shown in connection with fig. 4, the first control module 112 and the second control module 122 are both provided on the control board 100 a.

Because the output voltages of the two communication modules are different from the output voltages of the two control modules, for example, the output voltage of the first communication module 111 and the output voltage of the second communication module 121 are both 3.2V, and the output voltage of the first control module 112 and the output voltage of the second control module 122 are both 12V, electrical isolation is required between the two communication modules and the two control modules, so as to prevent the current of the control modules from interfering with the communication modules.

In this regard, referring to fig. 5, as an embodiment, the communication control mechanism 100 may further include a communication board 100b, the first communication module 111 and the second communication module 121 are both disposed on the communication board 100b, and a certain gap is formed between the communication board 100b and the control board 100a, so as to electrically isolate the two communication modules from the two control modules.

For example, the control board 100a may be mounted and fixed on a side surface of the first end plate 101 facing away from the second end plate 102, the communication board 100b may be disposed on a side of the control board 100a facing away from the first end plate 101, a spacer 100d may protrude from a side surface of the communication board 100b facing the control board 100a, the spacer 100d is connected and fixed with the control board 100a, the communication board 100b is fixed by means of the control board 100a, and the spacer 100d may enable a certain electrical gap to be maintained between the control board 100a and the communication board 100 b.

In other embodiments, in order to save space and cost, the first communication module 111 and the second communication module 121 may be disposed on the control board 100a, and the first communication module 111 and the first control module 112 and the second communication module 121 and the second control module 122 may be electrically isolated by capacitors or isolation circuits.

As for the manner in which the first communication module 111 and the second communication module 121 are disposed on the communication board 100b shown in fig. 5, the first antenna 113, the second antenna 123, the first monitoring module 114, and the second monitoring module 124 may all be disposed on the communication board 100 b. For example, a separation groove c may be provided on the communication board 100b, the separation groove c passes through the center of the communication board 100b and extends to two sides of the communication board 100b, the separation groove c separates the communication board 100b into a first board portion a and a second board portion b, the first communication module 111, the first antenna 113 and the first monitoring module 114 are collectively provided on the first board portion a, and the second communication module 121, the second antenna 123 and the second monitoring module 124 are collectively provided on the second board portion b, so that the layout design of the components on the communication board 100b is facilitated, and the separation groove c also has a certain separation effect on the signal interference between the first communication module 111 and the second communication module 121.

The driving mechanism 200 of the brake device 1 will be described in detail below.

FIG. 6a is a schematic structural diagram illustrating a perspective of a vehicle auxiliary brake device provided by an embodiment of the present disclosure after a housing is removed; fig. 6b is a schematic structural diagram of another view angle after the vehicle auxiliary brake device provided by the embodiment of the disclosure removes the housing.

Referring to fig. 6a, the driving mechanism 200 of the braking device 1 includes a first motor 210, a second motor 220 and a decelerator 230, the first motor 210 and the decelerator 230 constitute a first driving assembly 200a, and the second motor 220 and the decelerator 230 constitute a second driving assembly 200 b. The first motor 210 and the second motor 220 are both used for providing power, the reducer 230 is equivalent to a common component of the first driving assembly 200a and the second driving assembly 200b, the first motor 210 and the second motor 220 can both transmit the power to the reducer 230, and the reducer 230 transmits the power to the actuator 310 to drive the actuator 310 to press down the brake pedal 2.

As shown in fig. 4 and 6a, the first motor 210 is electrically connected to the first control module 112, for example, the first motor 210 is electrically connected to the first control module 112 on the control board 100a through a transmission line, a motor shaft of the first motor 210 is connected to an input shaft of the reducer 230, and an output shaft of the reducer 230 is connected to the actuator 310.

The first control module 112 controls the first motor 210 to start, a motor shaft of the first motor 210 rotates to transmit power to the speed reducer 230, after the speed reduction and torque increase of the speed reducer 230, the torque transmitted to the actuator 310 is increased, an output shaft of the speed reducer 230 rotates to drive the actuator 310 of the actuator 300 to rotate, and the brake pedal 2 is pressed down.

As shown in fig. 4 and 6b, the second motor 220 is electrically connected to the second control module 122, for example, the second motor 220 is electrically connected to the second control module 122 on the control board 100a through a transmission line, a motor shaft of the second motor 220 is connected to an input shaft of the reducer 230, and an output shaft of the reducer 230 is connected to the actuator 310.

The second control module 122 controls the second motor 220 to start, a motor shaft of the second motor 220 rotates to transmit power to the speed reducer 230, after the speed reduction and torque increase of the speed reducer 230, the torque transmitted to the actuator 310 is increased, an output shaft of the speed reducer 230 rotates to drive the actuator 310 of the actuator 300 to rotate, and the brake pedal 2 is pressed down.

As shown in fig. 6a and 6b, in order to support and fix the first driving assembly 200a and the second driving assembly 200b, the driving mechanism 200 may further include a mounting plate 106, the mounting plate 106 is disposed between the first end plate 101 and the second end plate 102, the mounting plate 106 is close to the first end plate 101, and the first motor 210, the second motor 220, and the reducer 230 are disposed side by side between the mounting plate 106 and the second end plate 102.

The motor shaft of the first motor 210, the motor shaft of the second motor 220, and the input shaft of the speed reducer 230 extend through the mounting plate 106 to the first end plate 101, and the output shaft of the speed reducer 230 extends through the second end plate 102, so that the motor 210, the motor 220, and the speed reducer 230 are supported and fixed by the mounting plate 106 and the second end plate 102.

In addition, by arranging the first motor 210, the second motor 220, and the decelerator 230 side by side between the mounting plate 106 and the second end plate 102, the space occupied by the driving mechanism 200 can be saved, thereby reducing the volume of the braking apparatus 1. Further, the decelerator 230 may be disposed between the first motor 210 and the second motor 220 to facilitate connection of the first motor 210 and the second motor 220 to the decelerator 230.

As shown in fig. 3, the first end plate 101 and the second end plate 102 are used as main support plates of the braking device 1, and a mounting plate 106 and a support column 103 are further provided between the first end plate 101 and the second end plate 102 to form a support frame of the braking device 1. For example, the first end plate 101, the second end plate 102 and the mounting plate 106 may be metal plates (e.g., aluminum alloy plates), and the main housing 104 and the end cap 105 sleeved on the supporting frame may be made of, for example, fiberglass, so that the mechanical strength of the braking device 1 can meet the requirements of vehicle specifications.

FIG. 7 is a partial block diagram of one side of a mounting plate of a drive mechanism provided in an embodiment of the present disclosure; FIG. 8 is an exploded view of a side of a mounting plate of a drive mechanism provided in accordance with an embodiment of the present disclosure; fig. 9 is a cross-sectional view of a drive mechanism provided by an embodiment of the present disclosure.

Referring to fig. 7, in some embodiments, the transmission between the first motor 210 and the speed reducer 230 and the transmission between the second motor 220 and the speed reducer 230 may be realized by using a belt transmission manner, and the power transmission may be realized by using a belt transmission manner between the first motor 210 and the speed reducer 230 and between the second motor 220 and the speed reducer 230.

Specifically, as shown in fig. 8, a first pulley 211 is sleeved on a motor shaft of the first motor 210, a second pulley 221 is sleeved on a motor shaft of the second motor 220, a third pulley 231 is sleeved on an input shaft of the speed reducer 230, a first transmission belt 250 is sleeved on outer sides of the first pulley 211 and the third pulley 231, and a second transmission belt 260 is sleeved on outer sides of the second pulley 221 and the third pulley 231. The reducer 230 is, for example, a three-stage planetary reducer or a four-stage planetary reducer, and the reduction ratio of each stage may be, for example, 1:2 to 1: 10.

As shown in fig. 8 and 9, the power of the first motor 210 is transmitted to the first belt pulley 211 through the first belt pulley 250, the first belt pulley 250 rotates to drive the third belt pulley 231 to rotate, the third belt pulley 231 transmits the power to the input shaft of the speed reducer 230, and the output shaft of the speed reducer 230 rotates accordingly to drive the actuator 310 to rotate. Similarly, the power of the second motor 220 is transmitted to the second transmission belt 260 through the second pulley 221, the second transmission belt 260 rotates to drive the third pulley 231 to rotate, the third pulley 231 transmits the power to the input shaft of the speed reducer 230, the output shaft of the speed reducer 230 rotates therewith, and the actuator 310 is driven to rotate.

For example, the motor shaft of the first motor 210 and the first pulley 211, the motor shaft of the second motor 220 and the second pulley 221, and the input shaft of the reducer 230 and the third pulley 231 may be fixed by means of key and key slot. Taking the motor shaft of the first motor 210 and the first pulley 211 as an example, a raised key may be disposed on the outer wall of the motor shaft of the first motor 210, a recessed key groove may be disposed on the inner wall of the first pulley 211, and the key on the outer wall of the motor shaft of the first motor 210 is snapped into the key groove on the inner wall of the first pulley 211 to fix the first pulley 211 on the outer wall of the motor shaft of the first motor 210.

It can be understood that, in order to achieve the speed reduction and torque increase effects of the speed reducer 230, the diameter of the third pulley 231 sleeved on the input shaft of the speed reducer 230 should be larger than the diameters of the first pulley 211 sleeved on the motor shaft of the first motor 210 and the second pulley 221 sleeved on the motor shaft of the second motor 220. As such, the rotational speed transmitted to the decelerator 230 may be made lower than the rotational speeds of the first and

second motors

210 and 220.

In addition, the diameter of the first pulley 211 sleeved on the motor shaft of the first motor 210 and the diameter of the second pulley 221 sleeved on the motor shaft of the second motor 220 should be kept consistent, so that the rotating speeds transmitted to the reducer 230 by the first motor 210 and the second motor 220 can be guaranteed to be consistent under the condition that the rotating speeds output by the first motor 210 and the second motor 220 are the same. Therefore, whether the first driving assembly 200a drives the actuating member 310 to move or the second driving assembly 200b drives the actuating member 310 to move, the stability of the braking action can be ensured.

In other embodiments, a gear transmission manner may be used instead of the belt transmission manner, so as to transmit the power of the first motor 210 or the power of the second motor 220 to the speed reducer 230. For example, a first gear may be sleeved on a motor shaft of the first motor 210, a second gear may be sleeved on a motor shaft of the second motor 220, a third gear may be sleeved on an input shaft of the reducer 230, the first gear and the second gear are both engaged with the third gear, diameters of the first gear and the second gear are the same, and a diameter of the third gear is larger than diameters of the first gear and the second gear.

In the following description, the transmission method between the first motor 210 and the speed reducer 230 and the transmission method between the second motor 220 and the speed reducer 230 are taken as the belt transmission method as an example.

In practical applications, taking the first driving assembly 200a as a main driving assembly and the second driving assembly 200b as a backup driving assembly as an example, no matter the first control module 112 receives the control command first or the second control module 122 receives the control command first, the first control module 112 controls the first motor 210 to start, the first motor 210 transmits power to the actuator 310 through the reducer 230, and the actuator 310 depresses the brake pedal 2.

As shown in fig. 8 and 9, since the reducer 230 is a common component of the first driving assembly 200a and the second driving assembly 200b, the motor shaft of the first motor 210 and the motor shaft of the second motor 220 both transmit to the input shaft of the reducer 230, and therefore, when the communication control mechanism 100 controls one of the first motor 210 and the second motor 220 to operate, the other one also operates synchronously. Taking the first motor 210 as an example of a main driving motor, when the first control module 112 controls the first motor 210 to operate, the first motor 210 drives the speed reducer 230 to rotate through the first belt pulley 211, the first transmission belt 250 and the third belt pulley 231, and the rotation of the third belt pulley 231 inevitably drives the motor shaft of the second motor 220 to rotate through the second transmission belt 260 and the second belt pulley 221.

At this time, whichever of the first motor 210 and the second motor 220 is the source of the driving force, the other is the load thereof and rotates in synchronization therewith. Although one of the first motor 210 and the second motor 220 is used as the driving motor and the other is used as the load, since the pressure required by the actuator 310 to press down the brake pedal 2 is small and the acting time is short, the first motor 210 and the second motor 220 only need to provide small driving force, and the single operation time of the first motor 210 and the second motor 220 is short, and the power consumption of the driving mechanism 200 is small.

In addition, in order to reduce the load of one of the first motor 210 and the second motor 220 as the driving motor, in the process of controlling the driving motor to operate by the communication control mechanism 100, a small current can be transmitted to the other motor as the standby motor by the communication control mechanism 100, so that the other motor has a small power, the retardation effect of the standby motor on the driving force of the driving motor is weakened, and the standby motor can be used for detecting whether the standby driving path is normal or not.

For example, continuing to take the first driving assembly 200A as the main driving assembly and the second driving assembly 200b as the standby driving assembly, and taking the rated current of the motor as 10A as an example, the first control module 112 may transmit 10A current to the first motor 210 to control the first motor 210 to drive at full load; meanwhile, the second control module 122 may transmit a small current in the range of 0.2-0.6A to the second motor 220, so that the second motor 220 has a small power to weaken its retardation effect on the rotation of the first motor 210.

In addition, a small current is transmitted to the second motor 220 through the communication control mechanism 100, and whether the transmission between the second motor 220 and the speed reducer 230 is normal or not can also be detected. If the current remains stable, it indicates that the driving path of the second driving element 200b is normal; if the current fluctuates (gradually decreases), it indicates that the second driving assembly 200b cannot normally transmit, and at this time, the second motor 220 may work abnormally or the second transmission belt 260 sleeved between the motor shaft of the second motor 220 and the input shaft of the speed reducer 230 may transmit abnormally.

In addition, in order to monitor the state of the first motor 210 and the second motor 220 in the driving mechanism 200 during operation, referring to fig. 8, the braking device 1 of the present embodiment is further provided with an encoder 240, the encoder 240 is electrically connected to the control board 100a, and the rotation of the motor shaft is detected by the encoder 240.

The encoder 240 provided in the braking device 1 may include a first encoder 241, and taking the first driving assembly 200a as a main driving assembly as an example, the first encoder 241 may be connected to a motor shaft of the first motor 210, and the first encoder 241 is electrically connected to the control board 100 a. Referring to fig. 9, in order to facilitate the installation of the first encoder 241 between the mounting plate 106 and the first end plate 101 and to electrically connect the first encoder 241 to the control board 100a, the first encoder 241 may be located on a side of the first pulley 211 facing the first end plate 101, the first encoder 241 may be fixed to the mounting plate 106 by a first bracket 270, and the first bracket 270 is sleeved outside the first pulley 211.

As shown in fig. 8, the encoder 240 provided in the braking apparatus 1 may further include a second encoder 242, the second encoder 242 may be connected to the motor shaft of the second motor 220, and the second encoder 242 is electrically connected to the control board 100 a. Referring to fig. 9, similar to the first encoder 241, the second encoder 242 may be located on a side of the second pulley 221 facing the first end plate 101, the second encoder 242 may be fixed to the mounting plate 106 by a second bracket 280, and the second bracket 280 is sleeved on the second pulley 221.

By arranging the first encoder 241 and the second encoder 242 in the braking device 1, the encoder 240 adopts a redundancy design mode, and the reliability of monitoring the transmission of the driving mechanism 200 by the encoder 240 can be guaranteed. For example, during the operation of the braking device 1, if the first encoder 241 and the second encoder 242 both read codes normally, it indicates that the driving mechanism 200 is operating normally; if one of the first encoder 241 and the second encoder 242 cannot read the code normally, it indicates that the encoder 240 itself is damaged; if neither of the two encoders 240 can read the codes normally, it indicates that the driving component controlled by the communication control mechanism 100 cannot transmit normally, and at this time, the driving mechanism 200 can be switched to the other driving component to work through the control board 100 a.

Taking the first encoder 241 connected to the motor shaft of the first motor 210 as an example, if the output current of the first encoder 241 is smaller than the rated current value, it indicates that the transmission of the first transmission belt 250 sleeved outside the motor shaft of the first motor 210 and the input shaft of the speed reducer 230 is abnormal, for example, the first transmission belt 250 is inclined or loosened; if the output current of the first encoder 241 is greater than the rated current value, it indicates that the first motor 210 may be locked. The rated current value may be the rated current transmitted to the first motor 210 by the first control module 112.

The second encoder 242 connected to the motor shaft of the second motor 220 operates in a similar manner to the first encoder 241, and is not described in detail herein.

The actuator 300 of the brake device 1 will be described in detail below.

FIG. 10 is a schematic structural diagram of a side of an actuator provided in an embodiment of the present disclosure; FIG. 11 is a partial exploded view of an actuator provided by an embodiment of the present disclosure; fig. 12 is an exploded view of an actuator provided in an embodiment of the present disclosure.

Referring to fig. 10, the actuator 300 may further include an elastic member 320 in addition to the actuator 310, and the elastic member 320 may be, for example, a spring, and may help the actuator 310 to return by the elastic member 320 after the actuator 310 completes the action of depressing the pedal. Specifically, one end of the elastic member 320 is fixed to the second end plate 102, and the other end of the elastic member 320 is connected to the actuator 310.

For example, referring to fig. 11, taking the output shaft of the reducer 230 of this embodiment as a flange shaft, an end of the output shaft of the reducer 230, which extends outside the second end plate 102 (a side of the second end plate 102 facing away from the first end plate 101), is designed to be a flange structure, and the flange is relatively large in size, so as to facilitate connection of the actuator 310.

Referring to fig. 1 and 10, the direction from the fixed end of the elastic member 320 (the end of the elastic member 320 fixed to the second end plate 102) to the movable end thereof (the end of the elastic member 320 connected to the actuating member 310) should be the same as the rotation direction of the actuating member 310 when the brake pedal 2 is depressed. Thus, when the actuator 310 approaches the brake pedal 2 and the brake pedal 2 is depressed, the elastic member 320 is extended and the elastic force of the elastic member 320 is increased; after the actuating member 310 completes the action of pressing the brake pedal 2, the actuating member 310 can be driven to rotate reversely by the elastic force generated after the elastic member 320 is extended, the actuating member 310 moves in the direction away from the brake pedal 2, and the brake pedal 2 is completely reset after the pressure of the actuating member 310 on the brake pedal 2 is eliminated.

In order to enable the elastic member 320 to have a larger extension amount and generate a sufficient deformation amount when the actuating member 310 presses the brake pedal 2, in this embodiment, a swing rod 310a may extend from a peripheral side of the actuating member 310, the elastic member 320 is connected to the swing rod 310a, for example, the elastic member 320 is connected to an end of the swing rod 310a, and the swing rod 310a extending outward increases a torque of the actuating member 310, so that the deformation amount of the elastic member 320 may be increased, and elastic energy generated by deformation of the elastic member 320 is sufficient to drive the actuating member 310 to rotate until the brake pedal 2 is completely reset.

In addition, referring to fig. 10, a limiting rod 1021 may further extend from a side of the second end plate 102 facing the actuator 310, the limiting rod 1021 is located at a side of the swing rod 310a facing the elastic member 320, and when the elastic member 320 drives the actuator 310 to rotate until the swing rod 310a abuts against the limiting rod 1021, it is equivalent to that the actuator 310 returns to the initial position. The executing element 310 is positioned by the limiting rod 1021, so that the situation that the elastic element 320 drives the executing element 310 to rotate at an excessively large angle, and when braking is needed, the executing element 310 cannot rotate rapidly to the position of pressing down the brake pedal 2, even the duration of sending a control instruction to the driving mechanism 200 by the communication control mechanism 100 occurs, and the stroke requirement of the executing element 310 cannot be met is avoided.

In practical application, in addition to driving the actuator 310 to reset by the elastic force of the elastic member 320, the motor in operation in the driving mechanism 200 may be reversely rotated to provide a small current to drive the actuator 310 to reset smoothly, so as to ensure the stability of the driving mechanism 200 in the long-term operation process.

Referring to fig. 11, the actuator 310 may include a connecting portion 311, a rotating arm 312 and a stop lever 313, the connecting portion 311 is connected to an end portion of the output shaft of the speed reducer 230, for example, the connecting portion 311 is connected to a flange at an end portion of the output shaft of the speed reducer 230, the connecting portion 311 may be configured as a flange structure correspondingly matched with the flange, one end of the rotating arm 312 is connected to the connecting portion 311, the stop lever 313 is connected to the other end of the rotating arm 312, and the stop lever 313 is arranged above the brake pedal 2. Here, since the connection portion 311 is closest to the second end plate 102, the swing link 310a may protrude on the peripheral side of the connection portion 311.

An included angle is formed between the rotating arm 312 and the connecting portion 311, and the rotating arm 312 provides a torque to shift the stop lever 313 from the rotation center. When the actuator 310 rotates, the rotating arm 312 swings with the rotation of the connecting portion 311, so that the stopper 313 forms a circular arc-shaped rotating track, and the stopper 313 moves toward the brake pedal 2 or away from the brake pedal 2.

For example, the connection portion 311, the rotation arm 312 and the stop bar 313 may be integrally formed, or, in order to facilitate processing of the connection portion 311, as shown in fig. 12, the connection portion 311 may be divided into a first portion 3111 and a second portion 3112, and each of the first portion 3111 and the second portion 3112 may be, for example, a flange structure, and the first portion 3111 and the second portion 3112 may be connected by a locking member such as a bolt or welded connection. Wherein, the first portion 3111 is connected with the output shaft of the speed reducer 230, the swing rod 310a may extend out of the periphery of the first portion 3111, the second portion 3112 is connected with the rotating arm 312, and the second portion 3112, the rotating arm 312 and the stop lever 313 may be an integrally formed structure.

As shown in fig. 11 and 12, a rotating sleeve 314 may be further sleeved outside the stop rod 313 of the actuating member 310, and the rotating sleeve 314 protects the stop rod 313 to prevent the stop rod 313 from directly contacting and rubbing the brake pedal 2, thereby prolonging the service life of the actuating member 310. Moreover, the rotating sleeve 314 can rotate outside the stop lever 313, and in the process of pressing the brake pedal 2 by the stop lever 313, the rotating sleeve 314 can rotate along with the movement of the brake pedal 2, so that the rotating sleeve 314 is in rolling contact with the brake pedal 2, the friction force generated between the rotating sleeve 314 and the brake pedal 2 is small, and the abrasion to the brake pedal 2 and the rotating sleeve 314 is small.

Example two

Fig. 13 is a vehicle auxiliary brake control system provided in an embodiment of the present disclosure. Referring to fig. 13, a vehicle auxiliary brake control system (hereinafter, simply referred to as a control system) provided in the present embodiment includes a vehicle control unit and the brake device 1 in the first embodiment.

The vehicle control unit includes a remote control device 3 and a controller 4 of the vehicle. The remote control device 3 and the controller 4 can both send a control instruction to the communication control mechanism 100 of the braking device 1, and after the communication control mechanism 100 receives the control instruction, the control driving mechanism 200 drives the actuating member 310 to perform the action of depressing the brake pedal 2, and after the actuating member 310 performs the action of depressing the brake pedal 2, the communication control mechanism 100 sends feedback information that the control instruction is executed to the remote braking device 3 or the controller 4.

In practical applications, the controller 4 first sends a control command to the communication control mechanism 100 of the braking device 1 to control the actuator 310 to operate, and when the controller 4 cannot normally communicate with the braking device 1, the remote control device can send a control command to the braking device 1 to control the actuator 310 to operate.

When the controller 4 controls the brake device 1 to press the brake pedal 2, the controller 4 can directly send a control command to a main control module (e.g., the first control module 112) in the communication control mechanism 100, and the main control module controls a main driving assembly (e.g., the first driving assembly 200a) to operate, so as to drive the actuator 310 to operate. When the main driving component can not drive the executive component 310 to act, the standby control module controls the standby driving component to drive the executive component 310 to act.

When the remote control device 3 controls the brake device 1 to press the brake pedal 2, the remote control device 3 firstly sends a control command to the first communication module 111 and the second communication module 121 in the communication control mechanism 100, the first communication module 111 and the second communication module 121 send the control command to the main control module, and the main control module controls the main driving component to operate to drive the actuator 310 to operate. When the main driving component can not drive the executive component 310 to act, the standby control module controls the standby driving component to drive the executive component 310 to act.

The remote control device 3 includes a first communication module 31 and a second communication module 32, the first communication module 31 can wirelessly communicate with the first communication module 111 of the communication control mechanism 100 of the brake device 1, and the second communication module 32 can wirelessly communicate with the second communication module 121 of the communication control mechanism 100 of the brake device 1. For example, the remote control device 3 and the communication control mechanism 100 of the brake device 1 can communicate wirelessly by using 2.4G wireless technology.

In addition, the first communication module 31 and the first communication module 111 can communicate with each other by using a first wireless communication protocol, and the second communication module 32 and the second communication module 121 can communicate with each other by using a second wireless communication protocol. The two communication modules of the remote control device 3 and the two corresponding communication modules of the braking device 1 adopt different wireless communication protocols for communication, so that the communication efficiency can be improved, the accuracy of signal transmission can be ensured, and the energy consumption can be saved.

For example, the first wireless communication protocol used between the first communication module 31 and the first communication module 111 may be a bluetooth protocol, for example, the first wireless communication protocol is a bluetooth 5.0 protocol, and the bluetooth protocol is relatively perfect and has low power, so that loss can be reduced and transmission distance can be shortened; the second wireless communication protocol used between the second communication module 32 and the second communication module 121 may be a proprietary protocol, which is simple, low-latency, and high in communication rate.

In practical applications, the first communication module 31 and the second communication module 32 of the remote control device 3 can simultaneously send control instructions to the first communication module 111 and the second communication module 121 of the braking device 1, that is, signals are sent by the bluetooth protocol and the proprietary protocol simultaneously, so that the rate of sending signals by the remote control device 3 is increased, and the braking device 1 can timely control the driving mechanism 200 to drive the actuator 310 to press down the brake pedal 2 according to the first received signal, so as to increase the execution speed of the braking device 1.

Taking the remote control device 3 as a rocker-type remote controller as an example, a first communication module 31 and a second communication module 32 are arranged in the remote controller, two rockers are arranged on the remote controller, the two rockers control the two communication modules respectively, and the remote controller can be provided with two antennas which are communicated with a first antenna 113 and a second antenna 123 in the communication control mechanism 100 of the brake device 1 respectively to transmit and receive signals mutually.

When it is required to control the brake apparatus 1 to depress the brake pedal 2 through the remote control apparatus 3 in a wireless communication manner, the operator presses down the two rockers on the remote controller at the same time, the first communication module 31 and the second communication module 32 send control commands at the same time, the two antennas respectively corresponding to the two communication modules on the remote controller send signals through the Bluetooth protocol and the private protocol, the first antenna 113 and the second antenna 123 of the braking device 1 receive the control commands respectively, and transmits the control command to the corresponding first communication module 111 and the second communication module 121, when the first communication module 111 and the second communication module 121 receive the control command first, the control command is sent to the main control module (for example, the first control module 112), and the main control module controls the corresponding driving component in the driving mechanism 200 to drive the actuating mechanism 300 to press down the brake module.

After the driving mechanism 200 drives the actuator 300 to perform the action of pressing the brake pedal 2, an encoder (not shown in the figure) in the driving mechanism 200 feeds back information to the communication control mechanism 100, an antenna in the communication control mechanism 100 sends feedback information of the executed control command to an antenna of the remote controller, and the remote controller feeds back information to an operator in a mode of lighting an indicator lamp or vibrating a motor after receiving the feedback information.

EXAMPLE III

The embodiment provides an automatic driving vehicle, wherein the braking device 1 in the first embodiment is arranged in the space of the driving position of the automatic driving vehicle, the braking device 1 is arranged in the space at the side of the brake pedal 2, and the actuating piece 310 of the braking device 1 is arranged above the brake pedal 2 in a blocking way.

When the controller of the vehicle sends a control command to the executing body (for example, the chassis drive-by-wire module) and the executing body does not execute the control command to control the braking of the vehicle, as shown in fig. 13, the controller 4 may send a control command to the main control module of the first control module 112 and the second control module 122 of the braking device 1, and the main control module controls the corresponding driving component of the driving mechanism 200 to drive the executing mechanism 300 to press down the brake pedal 2.

After the controller sends a control instruction to the main control module, when the actuator 300 does not act, the controller can also send a wireless control instruction to the first communication module 111 and the second communication module 121 of the braking device 1 by means of the remote control module, and one of the two communication modules which receives the control instruction first sends the control instruction to the main control module, so that the corresponding driving component drives the actuator 300 to press down the brake pedal 2.

The brake device 1 can ensure that a control instruction is effectively received and the transmission rate of the signal is improved by receiving a wired signal from a vehicle controller and a wireless signal from the remote control device 3, and the response speed of the brake device 1 is high; moreover, the communication control mechanism 100 and the driving mechanism 200 adopt a redundant design, so that the reliability of the braking device 1 is improved, and the running safety of the automatic driving vehicle can be effectively guaranteed.

The above detailed description should not be construed as limiting the scope of the disclosure. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made in accordance with design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present disclosure should be included in the scope of protection of the present disclosure.

Claims

1. The auxiliary braking device for the vehicle is characterized by being arranged in a space at the side of a brake pedal and comprising a communication control mechanism, a driving mechanism and an actuating mechanism;

the first communication control unit is used for receiving a control instruction sent by a vehicle control unit and sending the control instruction to the second communication control unit;

the second communication control unit is used for receiving the control instruction sent by the vehicle control unit and sending the control instruction to the first communication control unit;

in response to receiving the control instruction sent by the vehicle control unit or the second communication control unit, the first communication control unit controls the first driving assembly to operate according to the control instruction;

in response to receiving the control instruction sent by the vehicle control unit or the first communication control unit, the second communication control unit controls the second driving assembly to operate according to the control instruction;

2. The vehicle auxiliary brake apparatus according to claim 1, further comprising a main housing, a first end plate and a second end plate, the first end plate and the second end plate being connected to both ends of the main housing, respectively;

actuating mechanism is located the main casing body first end plate with the second end plate encloses the space jointly, communication control mechanism connects first end plate is back of the body from one side of second end plate, actuating mechanism connects the second end plate is back of the body from one side of first end plate.

3. The vehicle auxiliary brake device according to claim 2, wherein the first communication control unit comprises a first communication module and a first control module, the first communication module and the first control module are in communication connection, and the first control module is electrically connected with the input end of the first driving assembly;

the vehicle control unit comprises a controller and a remote control device of the vehicle; the first communication module is used for receiving a control instruction sent by the remote control device and sending the control instruction to the first control module and the second communication module; the second communication module is used for receiving a control instruction sent by the remote control device and sending the control instruction to the second control module and the first communication module;

4. The vehicle auxiliary brake apparatus of claim 3, wherein the communication control mechanism includes a control board mounted to the first end plate, the first control module and the second control module each being disposed on the control board.

5. The vehicle auxiliary brake device according to claim 4, wherein the communication control mechanism further comprises a communication board connected to a side of the control board facing away from the first end plate, and a space is provided between the communication board and the control board, and the first communication module and the second communication module are both disposed on the communication board.

6. The vehicle auxiliary brake apparatus according to claim 5, wherein the first communication control unit further comprises a first antenna, the second communication control unit further comprises a second antenna, the first antenna is electrically connected to the first communication module, the second antenna is electrically connected to the second communication module, and the first antenna and the second antenna are both disposed on the communication board.

7. The vehicle auxiliary brake device according to claim 6, wherein the first communication control unit further comprises a first monitoring module electrically connected with the first communication module, and the first monitoring module is used for monitoring the communication quality of the first communication module;

the second communication control unit further comprises a second monitoring module, the second monitoring module is electrically connected with the second communication module, and the second monitoring module is used for monitoring the communication quality of the second communication module;

the first monitoring module and the second monitoring module are arranged on the communication board.

8. The vehicle auxiliary brake apparatus according to claim 7, wherein the communication plate includes a first plate portion and a second plate portion, the first plate portion and the second plate portion being separated by an isolation groove;

the first communication module, the first antenna and the first monitoring module are arranged on the first board, and the second communication module, the second antenna and the second monitoring module are arranged on the second board.

9. The vehicle auxiliary brake apparatus of claim 5, wherein the communication control mechanism further comprises a communication interface mounted to the communication board or the control board, the communication interface being configured to electrically connect to the controller.

10. The vehicle auxiliary brake apparatus of claim 9, further comprising an end cap covering the communication control mechanism, wherein the communication interface is exposed outside the end cap.

11. The vehicle auxiliary brake apparatus according to any one of claims 2 to 10, wherein the drive mechanism includes a first motor, a second motor, and a speed reducer, the first motor and the speed reducer constituting the first drive assembly, the second motor and the speed reducer constituting the second drive assembly;

the first motor is electrically connected with the first communication control unit, the second motor is electrically connected with the second communication control unit, a motor shaft of the first motor and a motor shaft of the second motor are both connected with an input shaft of the speed reducer, and an output shaft of the speed reducer is connected with the executing part.

12. The vehicle auxiliary brake apparatus of claim 11, wherein the drive mechanism further comprises a mounting plate adjacent the first end plate, the first motor, the second motor, and the retarder being disposed side-by-side between the mounting plate and the second end plate;

13. The auxiliary braking device for vehicle according to claim 12, wherein the motor shaft of the first motor is sleeved with a first pulley, the motor shaft of the second motor is sleeved with a second pulley, the input bushing of the speed reducer is provided with a third pulley, the first pulley and the third pulley are sleeved with a first transmission belt, and the second pulley and the third pulley are sleeved with a second transmission belt.

14. The vehicle auxiliary brake apparatus of claim 13, wherein the first pulley and the second pulley are the same diameter, and the third pulley is larger in diameter than the first pulley.

15. The vehicle auxiliary brake apparatus according to claim 12, further comprising a first encoder connected to a motor shaft of the first motor, the first encoder being electrically connected to the communication control mechanism.

16. The vehicle auxiliary brake apparatus according to claim 12, further comprising a second encoder connected to a motor shaft of the second motor, the second encoder being electrically connected to the communication control mechanism.

17. The auxiliary brake device for vehicle as claimed in claim 11, wherein the actuating member includes a connecting portion, a rotating arm and a stop lever, the connecting portion is connected to the output shaft of the speed reducer, one end of the rotating arm is connected to the connecting portion, the stop lever is connected to the other end of the rotating arm, and an included angle is formed between the rotating arm and the connecting portion.

18. The vehicle auxiliary brake apparatus as defined in claim 17, wherein said lever is externally sleeved with a rotating sleeve.

19. The vehicle auxiliary brake apparatus according to claim 17, wherein the actuator further comprises an elastic member, one end of which is fixed to the second end plate, and the other end of which is connected to the actuator;

the elastic force of the elastic piece drives the executing piece to be far away from the brake pedal.

20. The auxiliary vehicle brake apparatus as defined in claim 19, wherein a swing link extends from a peripheral side of the connecting portion, and the elastic member is connected to the swing link.

21. The auxiliary vehicle braking apparatus of claim 20, wherein a limiting rod extends from the second end plate to a side plate of the actuating member, and the limiting rod is located on a side of the swing lever facing the elastic member.

22. A vehicle auxiliary brake control system characterized by comprising a vehicle control unit and the vehicle auxiliary brake apparatus of any one of claims 1 to 21;

the vehicle control unit is used for sending a control command to a communication control mechanism of the vehicle auxiliary brake device and receiving feedback information of the executed control command sent by the communication control mechanism.

23. The vehicle auxiliary brake control system of claim 22, wherein the remote control of the vehicle control unit includes a first communication module and a second communication module;

the first communication module and the first communication control unit of the communication control mechanism adopt Bluetooth protocol communication, and the second communication module and the second communication control unit of the communication control mechanism adopt private protocol communication.

24. An autonomous vehicle comprising a brake pedal and a vehicle auxiliary brake device according to any one of claims 1 to 21;

the vehicle auxiliary braking device is arranged in a space at the side of the brake pedal, and an actuating member of the vehicle auxiliary braking device is arranged above the brake pedal in a blocking mode.