CN113928285A - Method for reducing drag torque of brake - Google Patents
Method for reducing drag torque of brake Download PDFInfo
- Publication number
- CN113928285A CN113928285A CN202111166761.0A CN202111166761A CN113928285A CN 113928285 A CN113928285 A CN 113928285A CN 202111166761 A CN202111166761 A CN 202111166761A CN 113928285 A CN113928285 A CN 113928285A
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- brake
- accelerator pedal
- pedal
- signal
- pressure
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
A method for reducing brake dragging torque includes judging driver's driving intention according to accelerator pedal signal and brake push rod stroke, calculating first pre-increased pressure or second pre-increased pressure according to current brake pressure signal, front and back brake PV curve and front and back brake starting pressure to make gap between brake disc and friction plate be reduced or completely disappear as far as possible, reducing brake reaction time and pedal idle stroke.
Description
Technical Field
The invention relates to the technical field of automobile brakes and brake system control, in particular to a method for reducing brake dragging torque.
Background
The disc brake has an important position in a brake system because of its excellent heat dissipation and high braking stability. However, the disc brake is generally subjected to a dragging phenomenon, that is, after the brake is completed and the brake pedal is lifted, the brake of the wheel is not completely released, and the driving range or the oil consumption of the vehicle is further influenced.
The hydraulic disc brake reduces dragging torque and mainly depends on elastic deformation generated by a rectangular sealing ring and jumping and vibration generated by rotation of a brake disc in the running process of a vehicle to drag a piston to return, so that a gap is generated between the piston and a friction plate. However, due to the structural relationship, the deformation degree of the rectangular sealing ring cannot be too large, the gap between the brake disc and the friction plate is too large due to the too large deformation degree, the initial stroke of the brake pedal is increased, the braking is soft, the response is slow, the braking distance is increased, and the safety is reduced, so that the dragging force is not feasible to be reduced by simply depending on the dragging of the rectangular sealing ring.
At present, a brake pad returning device is generally selected to be additionally arranged on a disc brake to reduce dragging in the industry, but on the premise that the disc clearance is small enough, a brake disc and a friction plate are still in contact to a certain extent during the running of a vehicle, the structure shape of the returning device is complex, the problems of high manufacturing cost, difficulty in installation and the like exist, and the universality is poor.
Disclosure of Invention
In view of the above, the present invention provides a method for reducing brake drag torque, comprising the steps of:
step S1: and after the main control module detects the vehicle wake-up signal, reading a current accelerator pedal signal.
Step S2: the main control module compares an accelerator pedal signal with a pedal opening threshold value and a pedal slope threshold value:
if the accelerator pedal opening signal meets the pedal opening threshold value but does not meet the pedal slope threshold value, indicating that the driving intention of the driver is deceleration or deceleration sliding, and entering step S3;
if the accelerator pedal opening signal meets both the pedal opening threshold and the pedal slope threshold, the driver' S driving intention is an emergency braking condition, and the process goes to step S4.
Step S3: the main control module reads the stroke of the brake push rod through the brake stroke sensor and compares the stroke with the push rod stroke threshold value for judgment, and if the stroke meets the push rod stroke threshold value, the step S4 is executed.
Step S4: the main control module reads a current brake pressure signal through the brake pressure sensor, and respectively calculates a first pre-pressurization pressure or a second pre-pressurization pressure according to the current brake pressure signal, the PV curves of the front brake and the rear brake and the starting pressures of the front brake and the rear brake according to the comparison result in the step S2.
Step S5: the main control module applies either a first pre-boost pressure or a second pre-boost pressure to the brake based on the calculation in step S4.
Step S6: and the main control module reads the current brake pressure signal and the accelerator pedal signal again at the next moment after the first pre-pressurization pressure or the second pre-pressurization pressure is applied, judges the driving intention of the driver, releases the first pre-pressurization pressure or the second pre-pressurization pressure applied in the step S5 if the driver is braking, starting, accelerating or sliding, and returns to the step S2.
Further, the accelerator pedal opening signal comprises an opening of an accelerator pedal and a slope of the accelerator pedal when the driver steps on or releases the accelerator, the opening of the accelerator pedal is a magnitude of the driver stepping on or releasing the accelerator pedal, and the slope of the accelerator pedal is a rate of the driver stepping on or releasing the accelerator pedal.
Further, in the step S2, if the opening degree of the accelerator pedal is smaller than the pedal opening degree threshold, it indicates that the accelerator pedal opening degree signal satisfies the pedal opening degree threshold; and if the slope of the accelerator pedal is larger than the pedal slope threshold value, the accelerator pedal opening signal meets the pedal slope threshold value.
Further, the pedal opening degree threshold value and the pedal slope threshold value are both calibrated values.
Further, in the step S3, if the stroke of the brake push rod is greater than the push rod stroke threshold, it indicates that the stroke of the brake push rod satisfies the push rod stroke threshold.
Further, the stroke threshold value of the push rod is a calibrated value.
Further, in the step S4, if the main control module determines in step S2 that the accelerator pedal opening signal satisfies both the pedal opening threshold and the pedal slope threshold, the main control module calculates a first pre-boost pressure that completely eliminates the clearance between the brake disk and the friction plate.
Further, in step S4, if the main control module determines in step S2 that the accelerator pedal opening signal satisfies the pedal opening threshold but not the pedal slope threshold, and then determines in step S3 that the pushrod travel satisfies the pushrod travel threshold, the main control module calculates a second pre-boost pressure that partially eliminates the gap between the brake disk and the friction plate.
Further, the first pre-boost pressure is greater than the second pre-boost pressure.
Further, the front and rear brake PV curves and the front and rear brake activation pressures are calibrated values.
The invention judges the driving intention of the driver according to the accelerator pedal signal and the stroke of the brake push rod, and then the driving intention of the driver respectively calculates the first pre-increased pressure or the second pre-increased pressure according to the current brake pressure signal, the PV curves of the front brake and the rear brake and the starting pressure of the front brake and the rear brake, so that the clearance between the brake disc and the friction plate is reduced or completely eliminated as much as possible, the brake reaction time and the pedal idle stroke are reduced, the dragging of calipers can be reduced, the vehicle economy is improved, the brake distance is reduced, and the brake safety of the vehicle is improved.
The foregoing description is only an overview of the technical solutions of the present invention, and in order to make the technical means of the present invention more clearly understood, the present invention may be implemented in accordance with the content of the description, and in order to make the above and other objects, features, and advantages of the present invention more clearly understood, the following preferred embodiments are described in detail with reference to the accompanying drawings.
Drawings
Fig. 1 is a schematic flow chart of a method for reducing brake drag torque according to the present invention.
Fig. 2 is a schematic diagram of a hydraulic system based on which the method for reducing the brake drag torque provided by the invention is based.
Detailed Description
To further explain the technical means and effects of the present invention adopted to achieve the predetermined objects, the present invention will be described in detail below with reference to the accompanying drawings and preferred embodiments.
Referring to fig. 1, the method for reducing the brake drag torque according to the present invention is based on a hydraulic brake system at least including:
the hydraulic brake system comprises a hydraulic disc brake, a brake pedal which can be used for being operated and braked by a driver, a brake stroke sensor which can acquire a brake push rod stroke generated when the driver treads the brake pedal, an accelerator pedal sensor which can acquire an accelerator pedal signal generated when the driver treads the accelerator pedal, a brake pressure sensor which can acquire a brake pressure signal of a hydraulic brake system, a brake pedal simulator which can provide pedal feeling for the driver according to different pedal forces and pedal strokes, and a main control module with an actuator, a processor, a controller and an arithmetic unit.
The input signals of the invention comprise vehicle wake-up signals, brake push rod travel signals, accelerator pedal signals, brake pressure signals, front and rear brake PV curves and front and rear brake starting pressures.
The output signal of the present invention includes a first pre-boost pressure and a second pre-boost pressure.
The method for reducing the drag torque of the brake comprises the following steps:
step S1: and after the main control module detects the vehicle wake-up signal, reading a current accelerator pedal signal.
Specifically, the vehicle wake-up signal may be one of a signal sent to the main control module when the vehicle key unlocks the vehicle or a brake pedal trigger signal, as long as the signal can be sent to the main control module and indicates that the vehicle is started. The main control module starts to read signals of the accelerator pedal after detecting the vehicle awakening signals, and the working condition at the moment is judged through the action of the driver on the accelerator pedal. The accelerator pedal signal comprises the opening degree of an accelerator pedal and the slope of the accelerator pedal when a driver steps on or releases the accelerator, wherein the opening degree of the accelerator pedal is the amplitude of the accelerator pedal which is stepped on or released by the driver, the slope of the accelerator pedal is the speed of the accelerator pedal which is stepped on or released by the driver, and the slope is larger as the driver steps on or releases the accelerator pedal faster. The accelerator pedal signal is transmitted to the main control module through the whole vehicle network, is a signal representing vehicle acceleration and deceleration control and torque response, and is used as one of parameters for judging whether pre-pressurization is needed or not.
Step S2: the main control module compares an accelerator pedal signal with a pedal opening threshold WPED% and a pedal slope threshold K:
if the accelerator pedal opening signal does not meet the pedal opening threshold WPED% and does not meet the pedal slope threshold K, indicating that the driving intention of the driver is a normal driving working condition and no braking requirement exists, and returning to the step S1;
if the accelerator pedal opening signal meets the pedal opening threshold WPED% but does not meet the pedal slope threshold K, indicating that the driving intention of the driver is deceleration or deceleration sliding, and entering step S3;
if the accelerator pedal opening signal simultaneously satisfies the pedal opening threshold WPED% and the pedal slope threshold K, it indicates that the driver' S driving intention is an emergency braking condition, and the process proceeds to step S4.
Specifically, step S2 compares the pedal opening degree threshold WPED% and the pedal slope threshold K with the opening degree of the accelerator pedal and the slope of the accelerator pedal in the accelerator pedal opening degree signal, respectively, obtains three determination results indicating different working conditions according to different magnitude relationships obtained by comparing the two sets of data, and executes subsequent steps, respectively. If the opening degree of the accelerator pedal is smaller than the pedal opening degree threshold value WPED%, the accelerator pedal opening degree signal meets the pedal opening degree threshold value WPED%; and if the slope of the accelerator pedal is larger than the pedal slope threshold value K, the accelerator pedal opening signal meets the pedal slope threshold value K. In the present embodiment, both the pedal opening degree threshold WPED% and the pedal slope threshold K are calibrated values.
Step S3: the main control module reads the stroke of the brake push rod through the brake stroke sensor and compares the stroke with the push rod stroke threshold value for judgment, and if the stroke meets the push rod stroke threshold value, the step S4 is executed.
Specifically, the main control module determines in step S2 that the driver intends to decelerate or coast at a reduced speed, but the accelerator opening signal alone is not sufficient to determine whether the driver intends to decelerate, that is, step S3 takes "the driver depresses the brake pedal by a certain amount" as a necessary determination condition, reads the stroke of the brake push rod for further confirmation, and if the stroke of the brake push rod is greater than the push rod stroke threshold, it indicates that the driver really intends to decelerate or coast. In this embodiment, the stroke threshold of the push rod is a calibrated value.
Step S4: the main control module reads a current brake pressure signal through the brake pressure sensor, and respectively calculates a first pre-pressurization pressure or a second pre-pressurization pressure according to the current brake pressure signal, the PV curves of the front brake and the rear brake and the starting pressures of the front brake and the rear brake according to the comparison result in the step S2.
Specifically, if the main control module determines in step S2 that the accelerator pedal opening signal simultaneously satisfies the pedal opening threshold WPED% and the pedal slope threshold K, the main control module calculates a first pre-boost pressure that can completely eliminate the clearance between the brake disc and the friction pad;
similarly, if the main control module determines in step S2 that the accelerator pedal opening signal satisfies the pedal opening threshold WPED% but does not satisfy the pedal slope threshold K, and subsequently determines in step S3 that the brake pushrod travel satisfies the pushrod travel threshold, the main control module calculates a second pre-boost pressure that partially eliminates the clearance between the brake disk and the friction disk. In this embodiment, the front and rear brake PV curves and the front and rear brake activation pressures are each calibrated differently depending on the brake.
Step S5: the main control module applies either a first pre-boost pressure or a second pre-boost pressure to the brake based on the calculation in step S4.
Specifically, after the actuator applies the first pre-pressurization force to the brake, the idle braking stroke can be eliminated before the user steps on the brake pedal, so that the braking reaction time is shortened, the braking distance is shortened, and the safety of the vehicle is improved.
Similarly, after the actuator applies the second pre-pressurization force to the brake, the clearance between the brake disc and the friction plate can be controlled within the clearance range of a conventional brake, the original pedal idle stroke is kept, the brake comfort is improved, and meanwhile, the brake dragging is reduced to the maximum extent under the non-braking working condition.
As will be readily appreciated, in the present embodiment, the first pre-charge pressure is greater than the second pre-charge pressure.
Step S6: and the main control module reads the brake pressure signal and the accelerator pedal signal again at the next moment after the first pre-pressurization pressure or the second pre-pressurization pressure is applied, judges the driving intention of the driver, releases the first pre-pressurization pressure or the second pre-pressurization pressure applied in the step S5 if the driver is braking, starting, accelerating or coasting, and returns to the step S2.
Specifically, if the read brake pressure signal is greater than the applied first pre-boost pressure or second pre-boost pressure, it is determined that the driver intends to apply braking, the main control module releases the applied first pre-boost pressure or second pre-boost pressure, performs braking according to the brake pressure generated by the driver actually operating the brake pedal, and then returns to step S2;
similarly, if the read brake pressure signal is not changed compared with the brake pressure signal when the main control module applies the first pre-pressurization pressure or the second pre-pressurization pressure, and the accelerator pedal signal is greater than the pedal opening signal threshold WPED%, it is determined that the driver' S driving intention is to start, accelerate or coast, the main control module releases the applied first pre-pressurization pressure or the second pre-pressurization pressure, executes the start, accelerate or coast according to the accelerator pedal signal, and then returns to step S2.
In conclusion, the driving intention of the driver is judged according to the accelerator pedal signal and the stroke of the brake push rod, and then the driving intention of the driver respectively calculates the first pre-pressurization pressure or the second pre-pressurization pressure according to the current brake pressure signal, the PV curves of the front brake and the rear brake and the starting pressure of the front brake and the rear brake, so that the clearance between the brake disc and the friction disc is reduced or completely eliminated as much as possible, the brake reaction time and the pedal idle stroke are reduced, the dragging of calipers can be reduced, the vehicle economy is improved, the brake distance is reduced, and the brake safety of the vehicle is improved.
Although the present invention has been described with reference to a preferred embodiment, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (10)
1. A method of reducing brake drag torque, comprising: which comprises the following steps:
step S1: and after the main control module detects the vehicle wake-up signal, reading a current accelerator pedal signal.
Step S2: the main control module compares an accelerator pedal signal with a pedal opening threshold value and a pedal slope threshold value:
if the accelerator pedal opening signal meets the pedal opening threshold value but does not meet the pedal slope threshold value, indicating that the driving intention of the driver is deceleration or deceleration sliding, and entering step S3;
if the accelerator pedal opening signal meets both the pedal opening threshold and the pedal slope threshold, the driver' S driving intention is an emergency braking condition, and the process goes to step S4.
Step S3: the main control module reads the stroke of the brake push rod through the brake stroke sensor and compares the stroke with the push rod stroke threshold value for judgment, and if the stroke meets the push rod stroke threshold value, the step S4 is executed.
Step S4: the main control module reads a current brake pressure signal through the brake pressure sensor, and respectively calculates a first pre-pressurization pressure or a second pre-pressurization pressure according to the current brake pressure signal, the PV curves of the front brake and the rear brake and the starting pressures of the front brake and the rear brake according to the comparison result in the step S2.
Step S5: the main control module applies either a first pre-boost pressure or a second pre-boost pressure to the brake based on the calculation in step S4.
Step S6: and the main control module reads the current brake pressure signal and the accelerator pedal signal again at the next moment after the first pre-pressurization pressure or the second pre-pressurization pressure is applied, judges the driving intention of the driver, releases the first pre-pressurization pressure or the second pre-pressurization pressure applied in the step S5 if the driver is braking, starting, accelerating or sliding, and returns to the step S2.
2. The method of reducing brake drag torque of claim 1, wherein: the accelerator pedal opening signal comprises the opening of an accelerator pedal and the slope of the accelerator pedal when a driver steps on or releases the accelerator, wherein the opening of the accelerator pedal is the amplitude of the driver stepping on or releasing the accelerator pedal, and the slope of the accelerator pedal is the speed of the driver stepping on or releasing the accelerator pedal.
3. The method of reducing brake drag torque of claim 2, wherein: in step S2, if the opening degree of the accelerator pedal is smaller than the pedal opening degree threshold, it indicates that the accelerator pedal opening degree signal satisfies the pedal opening degree threshold; and if the slope of the accelerator pedal is larger than the pedal slope threshold value, the accelerator pedal opening signal meets the pedal slope threshold value.
4. A method of reducing brake drag torque according to claim 3, wherein: the pedal opening degree threshold value and the pedal slope threshold value are calibrated values.
5. The method of reducing brake drag torque of claim 1, wherein: in the step S3, if the stroke of the brake push rod is greater than the push rod stroke threshold, it indicates that the stroke of the brake push rod satisfies the push rod stroke threshold.
6. The method of reducing brake drag torque of claim 5, wherein: the stroke threshold value of the push rod is a calibrated value.
7. The method of reducing brake drag torque of claim 1, wherein: in step S4, if the main control module determines in step S2 that the accelerator pedal opening signal satisfies both the pedal opening threshold and the pedal slope threshold, the main control module calculates a first pre-boost pressure that completely eliminates the clearance between the brake disk and the friction pads.
8. The method of reducing brake drag torque of claim 7, wherein: in step S4, if the main control module determines in step S2 that the accelerator pedal opening signal satisfies the pedal opening threshold but does not satisfy the pedal slope threshold, and subsequently determines in step S3 that the pushrod travel satisfies the pushrod travel threshold, the main control module calculates a second pre-boost pressure that partially eliminates the gap between the brake disk and the friction plate.
9. The method of reducing brake drag torque of claim 8, wherein: the first pre-boost pressure is greater than the second pre-boost pressure.
10. The method of reducing brake drag torque of claim 9, wherein: and the PV curves of the front brake and the rear brake and the starting pressure of the front brake and the rear brake are calibrated values.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111166761.0A CN113928285B (en) | 2021-09-30 | 2021-09-30 | Method for reducing drag torque of brake |
| PCT/CN2022/095083 WO2023050841A1 (en) | 2021-09-30 | 2022-05-25 | Method for reducing drag torque of brake |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111166761.0A CN113928285B (en) | 2021-09-30 | 2021-09-30 | Method for reducing drag torque of brake |
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| Publication Number | Publication Date |
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| CN113928285A true CN113928285A (en) | 2022-01-14 |
| CN113928285B CN113928285B (en) | 2022-09-16 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111166761.0A Active CN113928285B (en) | 2021-09-30 | 2021-09-30 | Method for reducing drag torque of brake |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN113928285B (en) |
| WO (1) | WO2023050841A1 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114454855A (en) * | 2022-02-24 | 2022-05-10 | 东风汽车有限公司 | Brake caliper dragging control method, device, equipment and storage medium |
| CN115431937A (en) * | 2022-05-16 | 2022-12-06 | 北京车和家汽车科技有限公司 | Emergency braking method, device, medium, vehicle and system |
| WO2023050841A1 (en) * | 2021-09-30 | 2023-04-06 | 浙江吉利控股集团有限公司 | Method for reducing drag torque of brake |
| WO2024093716A1 (en) * | 2022-11-02 | 2024-05-10 | 芜湖伯特利电子控制***有限公司 | Braking method for realizing zero drag of braking system |
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| KR101612268B1 (en) * | 2010-08-23 | 2016-04-14 | 현대모비스 주식회사 | Apparatus drag torque of elctro-machanical brake and method thereof |
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| CN110979023A (en) * | 2019-11-21 | 2020-04-10 | 摩登汽车有限公司 | Vehicle emergency braking control system and method based on energy recovery and electronic control braking |
| CN112918447B (en) * | 2021-03-16 | 2022-06-03 | 东风汽车集团股份有限公司 | Control method and system for optimizing brake pedal stroke and storage medium |
| CN113928285B (en) * | 2021-09-30 | 2022-09-16 | 浙江吉利控股集团有限公司 | Method for reducing drag torque of brake |
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- 2021-09-30 CN CN202111166761.0A patent/CN113928285B/en active Active
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- 2022-05-25 WO PCT/CN2022/095083 patent/WO2023050841A1/en unknown
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| US20070114838A1 (en) * | 2004-06-24 | 2007-05-24 | Gm Global Technology Operations, Inc. | Braking system with ebs and prefill function and electronic braking control method |
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Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
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| WO2023050841A1 (en) * | 2021-09-30 | 2023-04-06 | 浙江吉利控股集团有限公司 | Method for reducing drag torque of brake |
| CN114454855A (en) * | 2022-02-24 | 2022-05-10 | 东风汽车有限公司 | Brake caliper dragging control method, device, equipment and storage medium |
| CN114454855B (en) * | 2022-02-24 | 2022-11-22 | 东风汽车有限公司 | Brake caliper dragging control method, device, equipment and storage medium |
| CN115431937A (en) * | 2022-05-16 | 2022-12-06 | 北京车和家汽车科技有限公司 | Emergency braking method, device, medium, vehicle and system |
| WO2024093716A1 (en) * | 2022-11-02 | 2024-05-10 | 芜湖伯特利电子控制***有限公司 | Braking method for realizing zero drag of braking system |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2023050841A1 (en) | 2023-04-06 |
| CN113928285B (en) | 2022-09-16 |
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