CN116803780A

CN116803780A - Transportation means for controlling braking to avoid braking failure and method thereof

Info

Publication number: CN116803780A
Application number: CN202210259428.2A
Authority: CN
Inventors: 涂柏榕; 翁国梁; 陈俊杰
Original assignee: LIO HO MACHINE WORKS Ltd
Current assignee: LIO HO MACHINE WORKS Ltd
Priority date: 2022-03-16
Filing date: 2022-03-16
Publication date: 2023-09-26

Abstract

The invention discloses a vehicle for controlling a brake to avoid brake failure, which comprises: the device comprises a rotating device, an adjusting device, a primary braking device, a secondary braking device and an emergency braking device. The rotating device is used for moving the vehicle according to the rotating parameters. The adjusting device is coupled with the rotating device and is used for adjusting the rotating parameter of the rotating device. The main brake device is coupled with the adjusting device and is used for controlling the adjusting device to adjust the rotation parameter. The secondary braking device is coupled with the adjusting device and used for controlling the adjusting device to adjust the rotation parameter when the primary braking device fails. The emergency braking device is coupled with the adjusting device and the secondary braking device and is used for controlling the adjusting device to adjust the rotation parameter when the secondary braking device fails.

Description

Transportation means for controlling braking to avoid braking failure and method thereof

Technical Field

The invention relates to the technical field of vehicles, in particular to a vehicle for controlling a brake to avoid brake failure.

Background

With the continuous improvement of living standard, vehicles such as automobiles are becoming more common in people's lives. The rapidness of the vehicles provides more convenience for people. However, when a problem occurs with the vehicle during travel, both the inside passengers as well as the outside people or things are exposed to considerable hazards. Brake failure is one of the common causes among various faults.

Disclosure of Invention

The present invention has been made in view of the above-described problems, and provides a vehicle capable of effectively avoiding brake failure.

In order to solve the above-mentioned problems, the present invention provides a vehicle for controlling a brake to avoid brake failure, the vehicle comprising: a rotating device for moving the vehicle according to a rotating parameter; the adjusting device is coupled with the rotating device and is used for adjusting the rotating parameters of the rotating device; the main brake device is coupled with the adjusting device and is used for controlling the adjusting device to adjust the rotation parameters; a secondary braking device coupled to the adjusting device and used for controlling the adjusting device to adjust the rotation parameter when the primary braking device fails; and an emergency braking device coupled with the secondary braking device and used for controlling the adjusting device to adjust the rotation parameter when the secondary braking device fails.

In one embodiment, the vehicle further comprises: and the brake starting device is coupled with the main brake device and the secondary brake device, and controls one of the main brake device and the secondary brake device to adjust the rotation parameter when receiving an external force.

In one embodiment, the secondary braking device further includes: a secondary braking unit coupled with the adjusting device and used for adjusting the rotation parameter; and a secondary connection unit coupled with the secondary braking unit and the braking device, wherein when the braking device receives the external force and the primary braking device fails, the braking device controls the secondary braking unit through the secondary connection unit so as to adjust the rotation parameter.

In one embodiment, the emergency brake device further includes: an emergency connection unit coupled with the secondary braking unit; and an emergency braking unit coupled with the emergency connection unit, wherein when the secondary connection unit fails, the emergency connection unit controls the emergency braking unit to be coupled with the adjusting device so as to adjust the rotation parameter.

In one embodiment, when the brake actuating device receives the external force, the brake actuating device generates a displacement; when the displacement is smaller than or equal to a preset distance, the main braking device is controlled by the braking device to adjust the rotation parameter; and when the displacement is greater than the preset distance, the secondary braking device is controlled by the braking device to adjust the rotation parameter.

In one embodiment, when the displacement is greater than the preset distance, the secondary braking device controls the adjusting device to adjust the rotation parameter according to an adjustment parameter, wherein the magnitude of the adjustment parameter is related to a difference between the displacement and the preset distance.

In one embodiment, the vehicle further comprises: a brake actuating device coupled to the primary brake device and the secondary brake device and configured to receive an external force, wherein: when the brake starting device receives the external force, the brake starting device controls one of the primary brake device and the secondary brake device to adjust the rotation parameter; and when the secondary braking device fails, the emergency braking device adjusts the rotation parameter without being controlled by the braking starting device.

In one embodiment, the vehicle further comprises: and a backup power source coupled to the primary braking device, wherein when a power source of the primary braking device fails, a backup power is provided to the primary braking device.

In order to solve the above problem, the present invention further provides a vehicle for controlling a brake to avoid brake failure, the vehicle comprising: a rotating device for moving the vehicle; a secondary braking device coupled with the rotating device and used for adjusting the rotating parameter of the rotating device when a primary braking device fails; and an emergency braking device coupled to the secondary braking device and used for adjusting the rotation parameter of the rotation device when the secondary braking device fails.

In one embodiment, the secondary braking device further includes: a secondary braking unit coupled with the rotating device and used for adjusting the rotating parameters; and a secondary connection unit coupled with the secondary braking unit and the braking device, wherein when the braking device receives the external force and the primary braking device fails, the braking device controls the secondary braking unit through the secondary connection unit so as to adjust the rotation parameter.

In one embodiment, the primary braking device is coupled to the rotating device and is used to control the rotating device to adjust the rotation parameter.

In one embodiment, the vehicle further comprises: and the adjusting device is coupled with the rotating device and is used for adjusting the rotating parameters of the rotating device.

In order to solve the above-mentioned problems, the present invention further provides a method for avoiding brake failure of a vehicle, the method comprising: when a brake starting device of the vehicle receives an external force, the brake starting device adjusts a rotating parameter of a rotating device of the vehicle through a main brake device of the vehicle; when the brake starting device receives the external force and the main brake device fails, the brake starting device adjusts the rotation parameters through a secondary brake device of the vehicle; and adjusting the rotation parameter by an emergency brake device of the vehicle when the secondary brake device fails.

In one embodiment, the brake actuating device is coupled to the primary and secondary braking devices, and controls one of the primary and secondary braking devices to adjust the rotation parameter when an external force is received.

In one embodiment, when the brake starting device receives the external force, the brake starting device controls one of the primary brake device and the secondary brake device to adjust the rotation parameter; and when the secondary braking device fails, the emergency braking device adjusts the rotation parameter without being controlled by the braking starting device.

By the mode, the vehicle has multiple back-up braking mechanisms, so that when a single braking failure occurs, other back-up braking can be used to avoid the braking failure.

Drawings

In order to more clearly illustrate the embodiments of the application or the technical solutions in the prior art, the drawings which are used in the description of the embodiments or the prior art will be briefly described, it being obvious that the drawings in the description below are only some embodiments of the application, and that other drawings can be obtained from them without inventive effort for a person skilled in the art.

FIG. 1 is a block diagram of a vehicle that controls a brake to avoid brake failure in one embodiment of the application.

FIG. 2 is a block diagram of a vehicle that controls a brake to avoid brake failure in accordance with another embodiment of the present application.

FIGS. 3A-3C are schematic diagrams illustrating operation of a vehicle having a drum brake system before and after braking a brake in accordance with one embodiment of the present application.

Fig. 4 is a schematic diagram of a position of a brake starting device before and after starting a brake in an embodiment of the present application.

FIGS. 5A-5C are schematic diagrams illustrating operation of a vehicle having a drum brake system in response to a secondary brake failure in accordance with one embodiment of the present application.

FIGS. 6A-6C are schematic diagrams illustrating operation of a vehicle having a drum brake system in a brake-activated state according to other embodiments of the present invention.

FIGS. 7A-7C are schematic diagrams illustrating operation of a vehicle having a disc brake system before and after braking a brake in accordance with an embodiment of the present invention.

Fig. 8A-8C are schematic diagrams illustrating operation of a vehicle having a disc brake system and an emergency brake device in a brake-on-a-fly according to another embodiment of the present invention.

FIGS. 9A-9C are schematic diagrams illustrating operation of a vehicle having a disc brake system in a brake-enabled state according to other embodiments of the present invention.

FIG. 10 is a flow chart of a method for controlling a vehicle brake to avoid brake failure in an embodiment of the invention.

FIG. 11 is a flow chart of a method for controlling a vehicle brake to avoid brake failure in accordance with another embodiment of the invention.

Detailed Description

The following description contains specific information pertaining to exemplary embodiments of the present invention. The drawings in the present invention and their accompanying detailed description are merely exemplary embodiments. However, the invention is not limited to such exemplary embodiments. Other variations and embodiments of the invention will occur to those skilled in the art. Unless otherwise indicated, identical or corresponding elements in the drawings may be indicated by identical or corresponding reference numerals. Moreover, the drawings and illustrations in the present invention are not generally drawn to scale and are not intended to correspond to actual relative dimensions.

For consistency and ease of understanding, the same features are labeled by reference numerals in the exemplary figures (although not so labeled in some examples). However, features in different embodiments may differ in other respects and therefore should not be narrowly limited to features shown in the drawings.

The terms "at least one embodiment," "an embodiment," "a plurality of embodiments," "different embodiments," "some embodiments," "the present embodiment," and the like may indicate that an embodiment of the invention so described may include a particular feature, structure, or characteristic, but not every possible embodiment of the invention necessarily includes the particular feature, structure, or characteristic. Furthermore, repeated use of the phrases "in an embodiment," "in this embodiment," and "in the present embodiment" do not necessarily refer to the same embodiment, although they may. Furthermore, the use of phrases such as "embodiments" in connection with the present invention does not necessarily mean that all embodiments of the invention may include a particular feature, structure, or characteristic, and it should be understood that "at least some embodiments of the invention" include the particular feature, structure, or characteristic. The term "coupled" is defined as connected, either directly or indirectly, through intervening elements, and not necessarily limited to physical connections. When the terms "comprises," "comprising," and "includes" are used in the sense of "including but not limited to," they are used in a generic sense to specify the presence of stated features, groups, sequences, and equivalents.

In addition, for purposes of explanation and not limitation, specific details are set forth such as functional entities, techniques, protocols, standards, etc. to provide an understanding of the described techniques. In other instances, detailed descriptions of well-known methods, techniques, systems, architectures, etc. are omitted so as not to obscure the description with unnecessary detail.

The terms "first," "second," and "third," and the like in the description and in the above drawings, are used for distinguishing between different objects and not necessarily for describing a particular sequential or chronological order. Furthermore, the terms "comprise," "include," and any variations thereof, are intended to cover a non-exclusive inclusion. For example, a process, method, system, article, or apparatus that comprises a list of steps or modules is not limited to only those steps or modules but may include other steps or modules not expressly listed or inherent to such process, method, article, or apparatus.

The invention is described in further detail below with reference to the embodiments of the drawings.

Referring to FIG. 1, FIG. 1 is a block diagram of a vehicle 100 for preventing brake failure by controlling a brake in accordance with an embodiment of the present invention. The vehicle 100 may be, but is not limited to, an automobile, a motorcycle, a tricycle, an electric vehicle, an electric motorcycle, an electric bicycle, a solar vehicle, a fuel cell vehicle, etc., and is not limited herein. The vehicle 100 includes a rotating device 110, an adjusting device 120, a brake starting device 130, a primary braking device 140, a secondary braking device 150, and an emergency braking device 160.

The turning device 110 is used for moving the vehicle 100 according to a turning parameter, and in one embodiment, the turning device 110 may be a wheel of the vehicle 100, and the turning parameter may be a turning speed of the wheel of the vehicle 100, or may be regarded as a moving speed of the vehicle 100 itself. The number of turning devices 110 may depend on the type of vehicle. Similarly, the adjustment device 120, the primary braking device 140, the secondary braking device 150, and the emergency braking device 160 can also be determined according to the type of the vehicle.

The adjusting device 120 is coupled to the rotating device 110 and is used for adjusting the rotation parameter of the rotating device 110. In one embodiment, the adjusting device 120 may be used to generate friction with the rotating device 110, thereby reducing the rotation parameter of the rotating device 110. In one embodiment, the adjustment device 120 can include a brake pad for generating friction with the rotating device 110.

The arrangement between the adjustment device 120 and the rotation device 110 can be selected from a variety of brake systems. The brake systems can include drum brake systems, disc brake systems, and the like. In an embodiment, if the adjusting device 120 and the rotating device 110 are configured with a drum brake system, the rotating device 110 further has a brake drum (not shown), and the adjusting device 120 has at least one brake pad for friction with the brake drum. In another embodiment, if the adjusting device 120 and the rotating device 110 are configured by a disc brake system, the rotating device 110 further has a brake disc (not shown), and the adjusting device 120 has a caliper and at least one brake pad for clamping the brake disc to generate friction.

When the brake actuating device 130 receives an external force, the brake actuating device 130 controls one of the primary brake device 140 and the secondary brake device 150 to adjust the rotation parameter. In one embodiment, the brake actuating device 130 can be a brake pedal or a brake handlebar. When the driving of the vehicle 100 steps on the brake actuating device 130, the brake actuating device 130 receives an external force applied from the driving to generate a displacement, and the brake actuating device 130 controls one of the primary brake device 140 and the secondary brake device 150 to adjust the rotation parameter through the displacement.

The main brake device 140 is coupled to the adjusting device 120 and the brake actuating device 130, and is used for controlling the adjusting device 120 to adjust the rotation parameter. The primary brake device 140 can be arranged in a manner selected from a variety of brake drive systems. The various brake driving systems can include driving systems such as an electric motor system, a hydraulic assembly system, a cable system, and the like.

The secondary braking device 150 is coupled to the adjusting device 120 and the braking device 130, and is used for controlling the adjusting device 120 to adjust the rotation parameter when the primary braking device fails. The secondary brake device 150 can be arranged in a manner selected from the plurality of brake driving systems. In one embodiment, the brake driving system of the primary brake device 140 is different from the brake driving system of the secondary brake device 150, for example: when the brake driving system of the primary brake device 140 is a hydraulic assembly system, the brake driving system of the secondary brake device 150 can be a cable system. In another embodiment, the brake driving system of the primary brake device 140 can be the same as the brake driving system of the secondary brake device 150.

The secondary brake device 150 and the primary brake device 140 are coupled to the adjustment device 120 and the brake actuating device 130, respectively, and when the external force is applied to the brake actuating device 130 to generate the displacement by the driving of the vehicle 100, the displacement drives the primary brake device 140 to control the adjustment device 120. Since the main brake device 140 itself generates a reverse resistance to the brake actuating device 130 due to the application of the external force, the displacement is limited to be less than or equal to a predetermined distance. Therefore, when the displacement is less than or equal to the preset distance, the brake actuating device 130 controls the main brake device 140 to adjust the rotation parameter.

However, when the primary brake device 140 fails (e.g., the hydraulic assembly system fluid leaks or the cable of the cable system breaks), the hydraulic resistance of the primary brake device 140 to the brake actuation device 130 disappears, and thus the external force directly displaces the displacement beyond the preset distance without being subjected to the hydraulic resistance. When the displacement is greater than the preset distance, the brake actuating device 130 can start to control the secondary brake device 150 to adjust the rotation parameter. Since the secondary brake device 150 itself generates a reverse resistance to the brake actuating device 130 due to the application of the external force, the displacement is limited not to exceed a limit distance. In one embodiment, the limit distance is greater than the preset distance, and the preset distance is a first displacement range of the brake actuating device 130 controlled by the reverse resistance of the primary brake device 140, and the limit distance is generated based on the preset distance and a second displacement range of the brake actuating device 130 controlled by the reverse resistance of the secondary brake device 150.

When the displacement enters the second displacement range, the adjustment device 120 is controlled by the secondary brake device 150 to adjust the rotation parameter according to an adjustment parameter. In one embodiment, the adjustment parameter is a magnitude of a braking force applied by the adjustment device 120 to the rotating device 110. In one embodiment, the magnitude of the braking force is related to the displacement. In another embodiment, since the displacement enters the second displacement range, which represents that the primary braking device 140 has failed to lose the reverse resistance generated by the primary braking device 140, the external force is to directly move the braking device 130 to the predetermined distance, so the magnitude of the braking force generated by the secondary braking device 150 should be related to the displacement and a difference of the predetermined distance.

The emergency brake device 160 is coupled to the secondary brake device 150, and is configured to couple to and control the adjustment device 120 to adjust the rotation parameter when the secondary brake device 150 fails. Since the emergency brake device 160 is not coupled to the brake actuating device 130, the emergency brake device 160 can directly adjust the rotation parameter by the adjusting device 120 without being controlled by the brake actuating device 130 when the secondary brake device 150 fails. In one embodiment, since the emergency brake device 160 is coupled to the secondary brake device 150, when the secondary brake device 150 fails (e.g., the hydraulic assembly system leaks out or the cable of the cable system breaks), the emergency brake device 160 loses a restraining force applied to the secondary brake device 150, so that the energy stored in the emergency brake device 160 is released and is coupled to the adjusting device 120, and the adjusting device 120 is controlled to adjust the rotation parameter. In one embodiment, the restraining force may be provided by a detent, cable, hook, bolt, or other mechanism means.

Referring to FIG. 2, FIG. 2 is a block diagram of a vehicle 200 that controls a brake to avoid brake failure in accordance with another embodiment of the present invention. The vehicle 200 may be, but is not limited to, an automobile, a motorcycle, a tricycle, an electric vehicle, an electric motorcycle, an electric bicycle, a solar vehicle, a fuel cell vehicle, etc., without limitation. The vehicle 200 includes a rotating device 210, an adjusting device 220, a brake start device 230, a primary brake device 240, a secondary brake device 250, and an emergency brake device 260. In one embodiment, vehicle 200 may further include a backup power supply 270.

The turning device 210 is used to move the vehicle 200 according to the turning parameters. The adjusting device 220 is coupled to the rotating device 210 and is used for adjusting the rotation parameter of the rotating device 210. When the brake actuating device 230 receives an external force, the brake actuating device 230 controls one of the primary brake device 240 and the secondary brake device 250 to adjust the rotation parameter. When the driving of the vehicle 200 steps on the brake actuating device 230, the brake actuating device 230 receives the external force applied by the driving to generate a displacement, and the brake actuating device 230 controls one of the primary brake device 240 and the secondary brake device 250 through the displacement to adjust the rotation parameter.

The main brake device 240 may include a main connection unit 241 and a main brake unit 242. The main connection unit 241 is coupled to the brake actuating device 230, and the main brake unit 242 is coupled to the adjusting device 220 and the main connection unit 241, and is used for adjusting the rotation parameter. When the brake actuating device 230 receives the external force, the brake actuating device 230 controls the main brake unit 242 through the main connecting unit 241 to adjust the rotation parameter.

The primary brake device 240 can be configured in a manner selected from a variety of brake drive systems. The various brake driving systems can include driving systems such as an electric motor system, a hydraulic assembly system, a cable system, and the like. When the brake driving system of the main brake device 240 is an electric control motor system, the main connection unit 241 can include a starting device connection signal line and a main brake signal line, and the main brake unit 242 can include any combination of a circuit board, a control program, a communication interface and an electronic brake pedal. When the brake driving system of the main brake device 240 is a hydraulic assembly system, the main connection unit 241 may include any combination of pipes and connectors, and the main brake unit 242 may include a hydraulic pump. When the brake driving system of the main brake device 240 is a cable system, the main connection unit 241 may include a cable, and the main brake unit 242 may include a cam shaft.

The secondary brake device 250 may include a secondary connection unit 251 and a secondary brake unit 252. The secondary connection unit 251 is coupled to the brake actuating device 230, and the secondary brake unit 252 is coupled to the adjusting device 220 and the secondary connection unit 251 for adjusting the rotation parameter. When the brake actuating device 230 receives the external force and the primary braking device 240 fails, the brake actuating device 230 controls the secondary braking unit 252 through the secondary connection unit 251 to adjust the rotation parameter. In one embodiment, the brake driving system of the primary brake device 240 is different from the brake driving system of the secondary brake device 250. In another embodiment, the brake driving system of the primary brake device 240 can be the same as the brake driving system of the secondary brake device 250.

The secondary connection unit 251 and the primary connection unit 241 are respectively coupled to the brake actuating device 230, and when the external force is applied to the brake actuating device 230 to generate the displacement by the driving of the vehicle 200, the displacement generates a force (e.g. hydraulic pushing force or cable pulling force) on the primary connection unit 241 to control the primary brake unit 242 to adjust the rotation parameter. Since the main connecting unit 241 itself generates a reverse resistance to the brake actuating apparatus 230 due to the application of the force, the displacement is restricted to be less than or equal to a predetermined distance.

However, when the primary braking device 240 fails, the hydraulic resistance of the primary braking device 240 to the brake actuating device 230 is lost, and therefore the external force directly displaces the displacement beyond the preset distance without being subjected to hydraulic resistance. When the displacement is greater than the predetermined distance, the displacement can start generating the force on the secondary connection unit 251, and the secondary brake unit 252 can start being controlled to adjust the rotation parameter. Since the secondary connection unit 251 itself generates a reverse resistance to the brake actuating apparatus 230 due to the application of the external force, the displacement is limited not to exceed a limit distance. In an embodiment, the limit distance is greater than the preset distance, and the preset distance is a first displacement range of the brake starting device 230 controlled by the reverse resistance of the secondary connection unit 241, and the limit distance is generated based on the preset distance and a second displacement range of the brake starting device 230 controlled by the reverse resistance of the secondary connection unit 251.

When the displacement enters the second displacement range, the adjusting device 220 is controlled by the secondary brake unit 252 to adjust the rotation parameter according to an adjustment parameter. In one embodiment, the adjustment parameter is a magnitude of a braking force applied by the adjusting device 220 to the rotating device 210. In an embodiment, when the displacement enters the second displacement range, the main brake device 240 fails to lose the reverse resistance generated by the main connection unit 241, so that the external force is to directly move the brake actuating device 230 to the predetermined distance, and the magnitude of the braking force generated by the secondary brake unit 252 should be related to the displacement and a difference of the predetermined distance.

In one embodiment, the secondary connection unit 251 is initially set in a relaxed state (i.e. the cable is not tensioned or the hydraulic line is not filled with fluid), and when the displacement is equal to or slightly greater than the predetermined distance, the secondary connection unit 251 is put into an activated state (i.e. the cable is tensioned or the hydraulic line is filled with fluid by squeezing), and the adjustment device 220 is controlled by the secondary brake unit 252 to adjust the rotation parameter.

The emergency brake device 260 may include an emergency connection unit 261 and an emergency brake unit 262. The emergency connection unit 261 is coupled with the secondary brake unit 252, and the emergency brake unit 262 is coupled with the emergency connection unit 261. In one embodiment, the emergency connection unit 261 controls the emergency brake unit 262 to be coupled to the adjustment device 220 to adjust the rotation parameter when the secondary brake device 250 fails. In one embodiment, the emergency brake unit 262 is coupled to the adjustment device 220 to adjust the rotation parameter when the secondary connection unit 251 fails (e.g., fluid of the hydraulic assembly system leaks or a cable of the cable system breaks).

Since the emergency brake device 260 is not coupled to the brake actuating device 230, the emergency brake device 260 can directly adjust the rotation parameter by the adjusting device 220 without being controlled by the brake actuating device 230 when the secondary brake device 250 fails. In one embodiment, since the emergency brake device 260 is coupled to the secondary brake device 250, when the secondary connection unit 251 fails (e.g. the hydraulic assembly system leaks out or the cable of the cable system breaks), the emergency brake unit 262 connected to the secondary brake unit 252 via the emergency connection unit 261 loses a restraining force applied by the secondary brake device 250, so that the energy stored in the emergency brake unit 262 is released and is coupled to the adjusting device 220, and the adjusting device 220 is controlled to adjust the rotation parameter. In one embodiment, the restraining force may be provided by a detent, cable, hook, bolt, or other mechanism means.

When the brake driving system of the main brake device 240 is an electric motor system, the main brake device 240 is coupled to an electric power source (not shown) and is powered by the electric power source to maintain the operation of the main brake device 240. The backup power supply 270 is coupled to the primary brake device 240. When the power source of the main brake device 240 fails, the backup power supply 270 provides backup power to the main brake device 240. In one embodiment, the power source may include any combination of generators, motors, batteries, and power transmission lines, which may cause an abnormal power supply when any of the devices of the power source fails, so that the primary braking device 240 fails. In one embodiment, the backup power supply 270 may be enabled only when the power source fails, and may be in a standby power-on state when the power source is not failed. In this embodiment, the main brake device 240 may further have a monitoring unit (not shown) for coupling with the backup power supply 270 and monitoring the stored power of the backup power supply 270. In another embodiment, the backup power supply 270 can continuously supply power to other systems inside the vehicle 200 and can be switched to supply power to the primary brake device 240 when the power source fails. The backup power supply 270 may be any combination of power supply devices such as a super capacitor, a battery, a generator, a brake recharging system, etc.

In another embodiment, when the brake driving system of the secondary braking device 250 is an electric motor system, the secondary braking device 250 is coupled to an electric power source (not shown) and is powered by the electric power source to maintain the operation of the secondary braking device 250. In this embodiment, the backup power supply 270 is coupled to the secondary brake device 250. When the power source of the secondary brake device 250 fails, the backup power supply 270 provides backup power to the secondary brake device 250.

FIGS. 3A-3C are schematic diagrams of a vehicle having a drum system in accordance with an embodiment of the present invention before and after braking. FIG. 3A is a schematic diagram illustrating the operation of the vehicle before the brake actuating device is applied with an external force. FIG. 3B is a schematic diagram illustrating the operation of the vehicle when a displacement less than or equal to a predetermined distance is generated after an external force is applied to the brake actuating device. FIG. 3C is a schematic diagram illustrating the operation of the vehicle when a displacement greater than a predetermined distance is generated after an external force is applied to the brake actuating device. The example of the vehicle in fig. 3A-3C is a brake drive system with a hydraulic assembly system as the primary braking device and a cable-rope system as the secondary braking device.

Referring to fig. 2 and 3A, the brake actuating device 330 is in a state when no external force is applied. The main brake unit 342 is coupled to the brake actuating device 330 via the main connection unit 341 and to the adjusting device 320 to adjust the rotation parameter. The secondary brake unit 352 is coupled to the brake actuating device 330 via the secondary connection unit 351 and to the adjustment device 320 to adjust the rotation parameter. The emergency braking unit 362 is coupled to the secondary braking unit 352 through the emergency connection unit 361, so that when the secondary braking device 250 fails, the emergency braking unit 362 can be coupled to the adjusting device 320, and the adjusting device 320 can be controlled to adjust the rotation parameter. The rotating device 210 can further include a brake drum 311. When the adjusting device 320 wants to adjust the rotation parameter, one of the primary braking unit 342, the secondary braking unit 352 and the emergency braking unit 362 pushes the adjusting device 320 to contact the brake drum 311, so as to generate a braking force on the rotating device 210 by the friction between the adjusting device 320 and the brake drum 311, thereby reducing the speed of the rotation parameter.

Although the brake actuating device 330 is coupled to the main connecting unit 341, since the brake actuating device 330 is not yet applied with an external force, the main connecting unit 341 is not pressurized by the brake actuating device 330, and the main brake unit 342 is not actuated to control the adjusting device 320. In addition, although the brake actuating device 330 is coupled to the secondary connection unit 351, the secondary connection unit 351 is not pulled by the brake actuating device 330, and the secondary brake unit 352 is not actuated to control the adjusting device 320, because the brake actuating device 330 is not applied with an external force. Finally, since the secondary connection unit 351 is still coupled to the brake device 330, the secondary braking device 250 formed by the secondary connection unit 351 and the secondary braking unit 352 is still in an operational state, and thus the emergency braking unit 362 is still influenced by the restraining force provided by the secondary braking device 250 and is not coupled to the adjusting device 320. Therefore, when the brake starting device 330 is in a state where no external force is applied, the adjustment device 320 does not move to contact the brake drum 311, and the rotation parameter is not affected by the adjustment device 320.

Referring to fig. 2 and 3B in combination, the brake starting device 330 is in a state when an external force is applied without failure of the main brake device 240. Since the brake starting device 330 is coupled to the main connection unit 341, when an external force is applied to the brake starting device 330, the main connection unit 341 is pressed by the brake starting device 330, so that the hydraulic system is pressed to push the main brake unit 342 to control the adjusting device 320. The adjusting device 320 is pushed by the main brake unit 342 to contact the brake drum 311 and generate friction force, and thereby generates braking force to the rotating device 210, so as to reduce the rotation parameter of the rotating device 210.

In addition, although the brake actuating device 330 is coupled to the secondary connection unit 351, since the secondary connection unit 351 is initially set in a relaxed state (i.e. the cable is not pulled), when the brake actuating device 330 is applied with an external force, the secondary connection unit 351 is still maintained in the relaxed state without entering a starting state (i.e. the cable is pulled), and the secondary brake unit 352 cannot be actuated to control the adjusting device 320 because the primary brake device 240 provides a reverse resistance force such that the displacement of the brake actuating device 330 does not exceed the preset distance. Finally, since the secondary connection unit 351 is still coupled to the brake actuating device 330, and the secondary braking device 250 is still in an operational state, the emergency braking unit 362 is still influenced by the restraining force provided by the secondary braking device 250 and is not coupled to the adjusting device 320. Therefore, when the brake starting device 330 is in a state where an external force is applied without failure of the main brake device 240, the adjusting device 320 is influenced by the main brake unit 342 to contact the brake drum 311 and generate a friction force, and the rotation parameter is influenced by the friction force to decrease.

Referring to fig. 2 and 3C, the brake starting device 330 is in a state when an external force is applied when the primary brake device 240 fails but the secondary brake device 250 does not fail. Although the brake starting device 330 is coupled to the main connection unit 341, when the main brake device 240 fails (e.g., the hydraulic circuit leaks), the main connection unit 341 cannot push the main brake unit 342 to control the adjusting device 320 even if the brake starting device 330 is applied with an external force.

In addition, the reverse resistance cannot be provided due to the failure of the primary braking device 240, so that the displacement of the braking device 330 directly exceeds the preset distance, and the secondary connection unit 351 directly enters the activated state. Therefore, when the brake actuating device 330 is applied with an external force, the secondary connection unit 351 is pulled by the brake actuating device 330, so that the cable is pulled tightly to push the secondary brake unit 352 to rotate to control the adjusting device 320. The adjusting device 320 is pushed by the secondary brake unit 352 to contact the brake drum 311 and generate friction force, and thereby generate braking force to the rotating device 210, so as to reduce the rotation parameter of the rotating device 210. Finally, since the secondary connection unit 351 is still coupled to the brake actuating device 330, and the secondary braking device 250 is still in an operational state, the emergency braking unit 362 is still influenced by the restraining force provided by the secondary braking device 250 and is not coupled to the adjusting device 320. Therefore, when the brake starting device 330 is in a state where an external force is applied when the primary brake device 240 fails but the secondary brake device 250 does not fail, the adjustment device 320 is influenced by the secondary brake unit 352 to contact the brake drum 311 and generate a friction force, so that the rotation parameter is influenced by the friction force to decrease.

Although the example of the vehicle in fig. 3A-3C uses the hydraulic assembly system as the brake driving system of the primary braking device and uses the cable system as the brake driving system of the secondary braking device as an example, the vehicle in fig. 3A-3C only needs to make a small fine adjustment, i.e. the cable system can be used as the brake driving system of the primary braking device 240 and the hydraulic assembly system can be used as the brake driving system of the secondary braking device 250. In an embodiment, if the cable of the secondary connection unit 351 in fig. 3A-3C is adjusted to be in a tensioned state when no external force is applied to the brake actuation device 330, and the hydraulic line of the primary connection unit 341 is adjusted to be in a state that the brake actuation device 330 must be moved to a predetermined distance, the hydraulic line is pressurized, the emergency connection unit 361 is changed to be a hydraulic line and connected to the hydraulic line of the primary connection unit 341, so that the primary and secondary relationships between the secondary connection unit 351 and the secondary brake unit 352 in fig. 3A-3C and the primary connection unit 341 and the primary brake unit 342 can be exchanged, the cable system is used as the brake driving system of the primary brake device 240, and the hydraulic assembly system is used as the brake driving system of the secondary brake device 250, so that the emergency brake unit 362 can be actuated due to the loss of the hydraulic limiting force of the emergency connection unit 361 when the hydraulic line leaks.

Fig. 4 is a schematic diagram of a position of a brake starting device before and after starting a brake in an embodiment of the present invention. Referring to fig. 3A and fig. 4, the brake actuating device 430 can stay at a home position 4300 before an external force is applied to the brake actuating device 430. At this time, the brake actuating device 430 does not provide any force to the primary connection unit 341 and the secondary connection unit 351, and therefore the adjusting device 320 is not acted upon to adjust the rotation parameters.

Referring to fig. 2, 3B and 4, when the brake actuation device 430 is applied with an external force without failure of the main brake device 240, the brake actuation device 430 moves toward a first brake position 4310 along a first rotation direction 4311 to generate a displacement. Since the main brake device 240 itself generates a reverse resistance to the brake starting device 430 due to the application of the external force, the displacement is limited to be less than or equal to a predetermined distance 4321 between the home position 4300 and the first brake position 4310. Therefore, when the primary brake device 240 is not disabled, the external force causes the displacement to be less than or equal to the preset distance 4321 due to the reverse resistance of the primary brake device 240, and the brake actuation device 430 controls the primary brake device 240, and controls the magnitude of the friction between the primary brake device 240 and the adjustment device 220 by the magnitude of the displacement of the brake actuation device 430, so as to determine the adjustment speed of the rotation parameter. In one embodiment, the first brake position 4310 is the final position to which the force can move the brake actuation device 430 without disabling the primary brake device 240.

Referring to fig. 2, 3C and 4, when the brake actuating device 430 is applied with an external force when the primary braking device 240 fails but the secondary braking device 250 is not failed, the brake actuating device 430 moves toward the first brake position 4310 along the first rotation direction 4311, and then moves toward the second brake position 4320 along the second rotation direction 4312 to generate a displacement. Since the primary brake device 240 fails, the primary brake device 240 itself cannot provide a reverse resistance force under the application of the external force, and the brake starting device 430 moves directly from the original position 4300 to the first brake position 4310 under the application of the external force. At this time, since the secondary brake device 250 is pulled by the brake actuating device 330 to provide another opposing resistance, the displacement is limited to be less than or equal to a limit distance 4322 between the home position 4300 and the second brake position 4320. Therefore, when the secondary brake device 250 is not disabled, the external force will cause the displacement to be less than or equal to the limit distance 4322 due to the reverse resistance of the secondary brake device 250, and the brake actuation device 430 controls the secondary brake device 250, and controls the magnitude of the friction between the secondary brake device 250 and the adjustment device 220 by the magnitude of the displacement of the brake actuation device 430, so as to determine the adjustment speed of the rotation parameter. In one embodiment, the second brake position 4320 is the final position to which the brake actuation device 430 can be moved by the external force in the event that the primary brake device 240 fails but the secondary brake device 250 does not fail.

FIGS. 5A-5C are schematic diagrams illustrating operation of a vehicle having a drum brake system in response to a secondary brake failure in accordance with one embodiment of the present invention. FIG. 5A is a schematic diagram illustrating the operation of the secondary brake device failure when the external force is not applied to the brake starting device. FIG. 5B is a schematic diagram illustrating the operation of the vehicle after an external force is applied to the brake starting device, and the secondary brake device fails without failure of the primary brake device. FIG. 5C is a schematic diagram illustrating the operation of the vehicle after the external force is applied to the brake activation device, and the secondary brake device is disabled after the primary brake device is disabled. The example of the vehicle in fig. 5A-5C is a brake drive system with a hydraulic assembly system as the primary braking device and a cable-rope system as the secondary braking device.

Referring to fig. 2, fig. 3A and fig. 5A in combination, fig. 5A may be a situation in which the brake starting device 330 of fig. 3A is in a situation in which the failure of the secondary brake device 250 suddenly occurs without an external force. Although the brake actuating device 530 is coupled to the main connecting unit 541, since the brake actuating device 530 is not yet applied with an external force, the main connecting unit 541 is not pressurized by the brake actuating device 530, and the main brake unit 542 is not actuated to control the adjusting device 520. In addition, since the secondary braking device 250 suddenly fails (e.g., the cable of the secondary connection unit 551 breaks), the secondary braking unit 552 loses the tension of the secondary connection unit 551 itself, and the emergency connection unit 561 loses a restraining force on the emergency braking unit 562, so that the emergency braking unit 562 pushes the adjusting device 520 due to release of a mechanical potential energy stored by the restraining force, so that a friction force is generated between the adjusting device 520 and the brake drum 511, and an adjusting effect of reducing the rotation parameter is achieved. In one embodiment, if the rotation parameter before the failure of the secondary braking device 250 is 0, the rotation parameter is maintained at 0 after the failure of the secondary braking device 250 due to the continuous attachment of the adjustment device 520 to the brake drum 511.

Referring to fig. 2, fig. 3B and fig. 5B in combination, fig. 5B can be a situation in which the brake starting device 330 of fig. 3B suddenly fails when an external force is applied to the secondary brake device 250 without failure of the primary brake device 240. Since the brake actuating device 530 is coupled to the main connection unit 541, when an external force is applied to the brake actuating device 530, the main connection unit 541 is pressed and pushed by the brake actuating device 530, so that the hydraulic system is pressed and pushes the main brake unit 542 to control the adjusting device 520. However, if the secondary braking device 250 suddenly fails (e.g. the cable of the secondary connection unit 551 breaks), the secondary braking unit 552 loses the tension of the secondary connection unit 551, and the emergency connection unit 561 loses the restraining force on the emergency braking unit 562, so that the emergency braking unit 562 pushes the adjusting device 520 to generate the friction force between the adjusting device 520 and the brake drum 511, thereby achieving the effect of reducing the rotation parameter.

Referring to fig. 2, 3C and 5C in combination, fig. 5C can be a situation in which the brake starting device 330 of fig. 3C suddenly fails when the primary brake device 240 fails but the secondary brake device 250 is applied with an external force without failure. Although the brake starting device 530 is coupled to the main connection unit 541, when the main brake device 240 fails (e.g., the hydraulic circuit leaks), the main connection unit 541 cannot push the main brake unit 542 to control the adjustment device 520 even if the brake starting device 530 is applied with an external force. In this embodiment, when the brake starting device 530 is applied with an external force, the secondary connection unit 551 is pulled by the brake starting device 530, so that the cable is pulled tightly to push the secondary brake unit 552 to rotate to control the adjustment device 520. However, if the secondary braking device 250 suddenly fails (e.g. the cable of the secondary connection unit 551 breaks), the secondary braking unit 552 loses the tension of the secondary connection unit 551, and the secondary braking unit 552 loses the original rotation and loses the control of the adjusting device 520, but the emergency connection unit 561 also loses the restraining force of the emergency braking unit 562 due to the loss of the tension of the secondary connection unit 551, so that the emergency braking unit 562 pushes the adjusting device 520 to generate the friction between the adjusting device 520 and the brake drum 511, so as to achieve the adjusting effect of reducing the rotation parameter.

Although the example of the vehicle in fig. 5A-5C uses a hydraulic assembly system as the brake driving system of the primary brake device 240 and uses a cable system as the brake driving system of the secondary brake device 250, the vehicle in fig. 5A-5C can also be used as the brake driving system of the primary brake device 240 and the hydraulic assembly system as the brake driving system of the secondary brake device 250 by performing similar fine tuning as the vehicle in fig. 3A-3C. In an embodiment, the tensile state of the secondary connection unit 551 and the hydraulic pipeline of the primary connection unit 541 in fig. 5A-5C may be adjusted, and the emergency connection unit 561 may be replaced with another hydraulic pipeline connected to the hydraulic pipeline of the primary connection unit 541, so that the primary and secondary relationships between the secondary connection unit 551 and the secondary brake unit 552 in fig. 5A-5C and the primary connection unit 541 and the primary brake unit 542 may be exchanged, and the cable system is used as the brake driving system of the primary brake device 240, and the hydraulic assembly system is used as the brake driving system of the secondary brake device 250, so that the emergency brake unit 562 may be started due to the fact that the emergency connection unit 561 loses the limiting force of the hydraulic pressure when the hydraulic pipeline leaks.

FIGS. 6A-6C are schematic diagrams illustrating operation of a vehicle having a drum brake system in a brake-activated state according to other embodiments of the present invention. FIG. 6A is a schematic diagram of a secondary braking device for a vehicle. FIG. 6B is a schematic diagram of a vehicle employing an emergency brake device on a cable drive system. FIG. 6C is a schematic diagram of a vehicle employing an emergency brake device on a brake drive system of a hydraulic line.

Referring to fig. 3A and fig. 6A, the difference between the two diagrams is only that fig. 3A has more emergency brake units 362 and emergency connection units 361. In one embodiment, the example of the vehicle in FIG. 6A can use a hydraulic drive system as the primary braking drive system and a cable system as the secondary braking drive system. In another embodiment, the example of the vehicle in FIG. 6A can have a cable-rope system as the braking drive system for the primary braking device and a hydraulic assembly system as the braking drive system for the secondary braking device. The two embodiments just need to adjust the stretching state of the secondary connection unit 651 and the hydraulic line of the primary connection unit 641 to switch between the two embodiments. In this embodiment, the primary connection unit 641 is coupled to the primary braking unit 642 and the brake actuating device 630, and the secondary connection unit 651 is coupled to the secondary braking unit 652 and the brake actuating device 630, so that when the primary braking device formed by the primary connection unit 641 and the primary braking unit 642 fails, the brake actuating device 630 can control the secondary braking unit 652 to bring the adjusting device 620 into contact with the brake drum 611 to generate braking force.

Referring to fig. 3A and fig. 6B, the difference between the two diagrams is only that fig. 3A has more main brake units 342 and main connection units 341. In one embodiment, the example of the vehicle in FIG. 6B can change the cable system to the brake drive system of the primary brake device and erect an emergency brake device on the cable system. In one embodiment, the main connection unit 641 is coupled to the main brake unit 642 and the brake starting device 630, and the emergency connection unit 661 is coupled to the main brake unit 642, so that when the main brake device formed by the main connection unit 641 and the main brake unit 642 fails, the emergency connection unit 661 loses a tension of the main connection unit 641 to the emergency brake unit 662 due to the failure of the main brake device (e.g. cable breakage). The pulling force can be a limiting force to the emergency brake unit 662, and when the emergency brake unit 662 loses the limiting force, the stored mechanical potential energy is released, and the adjusting device 620 is pushed to contact the brake drum 611 to generate braking force.

Referring to fig. 3A and 6C, the difference between the two diagrams is that fig. 3A has more secondary brake units 352 and secondary connection units 351, and the emergency connection unit 361 is changed to a hydraulic line to be coupled to the primary brake unit 342. In one embodiment, the example of the vehicle in fig. 6C still uses the hydraulic system as the brake drive system for the main brake device, and the emergency brake device is mounted on the hydraulic system. In one embodiment, the main connection unit 641 is coupled to the main brake unit 642 and the brake starting device 630, and the emergency connection unit 661 is coupled to the main brake unit 642, so that when the main brake device formed by the main connection unit 641 and the main brake unit 642 fails, the emergency connection unit 661 loses a hydraulic thrust of the main connection unit 641 to the emergency brake unit 662 due to the failure of the main brake device (e.g. leakage of hydraulic pipeline). The hydraulic thrust force may be a limiting force to the emergency brake unit 662, and when the emergency brake unit 662 loses the limiting force, the stored mechanical potential energy is released, so as to push the adjusting device 620 to contact the brake drum 611 to generate braking force.

The emergency brake unit 662 of FIG. 6B operates in a slightly different manner than the emergency brake unit 662 of FIG. 6C. In one embodiment, the emergency braking unit 662 in fig. 6B limits the shape of the emergency braking unit 662 by the tension of the main connection unit 641 before the main braking device fails, so that the emergency braking unit 662 is ejected to both sides due to the loss of the tension limit of the main connection unit 641 when the main braking device fails, thereby controlling the emergency braking unit 662 to push the adjusting device 620. In another embodiment, before the main brake device fails, the emergency braking unit 662 in fig. 6C limits the two ends of the emergency braking unit 662 to move closer to the main braking unit 642 by the hydraulic thrust of the main connecting unit 641, so that when the main brake device fails, the emergency braking unit 662 loses the thrust of the main connecting unit 641 and rebounds and pushes the adjusting device 620 against the brake drum 611 to generate braking force.

Fig. 7A-7C are schematic views illustrating operation of a vehicle having a disc brake system according to an embodiment of the present invention. FIG. 7A is a schematic diagram illustrating the operation of the vehicle before the brake actuating device is applied with an external force. FIG. 7B is a schematic diagram illustrating the operation of the vehicle when a displacement greater than a predetermined distance is generated after an external force is applied to the brake actuating device. FIG. 7C is a schematic diagram illustrating operation of the vehicle after the brake activation device is applied with an external force, and further failure of the secondary brake device occurs after the primary brake device has failed. The examples of the vehicles in fig. 7A to 7C all use an electric motor system as a brake driving system of a main brake device. In another embodiment, the electric motor system can also be used as a brake drive system for the secondary brake device.

Referring to fig. 2 and 7A, the brake actuating device 730 is in a state when no external force is applied. The main brake unit 242 is coupled to the brake actuating device 730 via the main connection unit 741 and to the adjusting device 720 to adjust the rotation parameters. The main brake unit 242 may include an electric control unit 7421, an electric control motor 7422, and a rotor 7423, and the adjusting device 720 may be at least one brake plate. In an embodiment, the adjusting device 720 can be disposed in a caliper 780, and the piston 781, the secondary brake unit 752, and the emergency brake unit 762 can be further contained in the caliper 780. The secondary brake unit 752 is coupled to the brake actuating device 730 via a secondary connection unit 751 and to the adjusting device 720 for adjusting the rotation parameters. The emergency brake unit 762 is coupled to the secondary brake unit 752 through the emergency connection unit 761, so that when the secondary brake device 250 fails, the emergency brake unit 762 can be coupled to the adjusting device 720, and the adjusting device 720 can be controlled to adjust the rotation parameter. The turning device 210 may further comprise a disc brake 712. When the adjusting device 220 is to adjust the rotation parameter, one of the rotor 7423, the secondary brake unit 752 and the emergency brake unit 762 pushes the adjusting device 720 to contact the disc brake 712, so as to generate a braking force to the rotating device 210 by the friction between the adjusting device 720 and the disc brake 712, so as to reduce the speed of the rotation parameter.

Although the brake actuating device 730 is coupled to the main connecting unit 741, since the brake actuating device 730 is not yet applied with an external force, the main connecting unit 741 is not pressurized by the brake actuating device 730, and the electric control unit 7421 is not actuated to control the electric control motor 7422 to rotate the rotor 7423, and the piston 781 cannot be pushed to control the rotation parameter. In addition, although the brake actuating device 730 is coupled to the secondary connection unit 751, since the brake actuating device 730 is not yet applied with an external force, the secondary connection unit 751 is not pulled by the brake actuating device 730, and the secondary brake unit 752 is not actuated to push the piston 781. Finally, since the secondary connection unit 751 is still coupled to the brake actuating device 730 and the secondary brake device 250 is still in an operational state, the emergency brake unit 762 is still influenced by a restraining force provided by the secondary brake device 250 and is not coupled to the adjusting device 720. Therefore, when the brake actuating device 730 is in a state where no external force is applied, the adjusting device 720 is not moved to contact the disc brake 712, and the rotation parameter is not affected by the adjusting device 720.

Please refer to fig. 2, fig. 4 and fig. 7A. When the brake starting device 730 receives an external force and moves in the first rotation direction 4311 toward a first brake position 4310 to generate a displacement, before the main brake device 240 fails, the main connection unit 741 is pressed and pushed by the brake starting device 730, so that the electric control unit 7421 controls the electric control motor 7422 to rotate, and further rotates the rotor 7423 to push the piston 781 to control the adjusting device 720. The adjusting device 720 is pushed by the piston 781 to contact with the disc brake 712 and generate friction force, thereby generating braking force to the rotating device 210, and reducing the rotation parameter of the rotating device 210.

In addition, the main brake device 240 is coupled to an electric power source, and the main brake device 240 is powered by the electric power source. In one embodiment, the primary braking device 240 can be further coupled to the backup power source 270, so that when the power source loses power or the circuit line breaks, the backup power source 270 can be turned to provide power to the electric control unit 7421 and the electric control motor 7422 in the primary braking device 240 to control the rotor 7423 to push the piston 781.

Furthermore, although the brake actuating device 730 is coupled to the secondary connection unit 751, since the secondary connection unit 751 is initially set in a relaxed state (i.e. the cable is not pulled), when the brake actuating device 730 is applied with an external force, the secondary connection unit 751 is still maintained in the relaxed state without entering a start state (i.e. the cable is pulled), and the secondary brake unit 752 cannot be actuated to control the adjusting device 720 because the primary brake device 240 provides a reverse resistance force such that the displacement of the brake actuating device 730 does not exceed the predetermined distance. Finally, since the secondary connection unit 751 is still coupled to the brake actuating device 730 and the secondary brake device 250 is still in an operational state, the emergency brake unit 762 is still influenced by the restraining force provided by the secondary brake device 250 and is not coupled to the adjusting device 720. Therefore, when the brake start device 730 is in a state where an external force is applied without failure of the main brake device 240, the adjustment device 720 is influenced by the main brake unit 242 to contact the disc brake 712 and generate a friction force, so that the rotation parameter is influenced by the friction force to decrease.

Referring to fig. 2 and 7B, the brake start device 730 is in a state when an external force is applied when the primary brake device 240 fails but the secondary brake device 250 does not fail. Although the brake actuating device 730 is coupled to the main connecting unit 741, when the main brake device 240 fails (e.g., a power source coupled to the main brake device 240 and the standby power supply 270 are both powered off), the main connecting unit 741 can not cause the electric control unit 7421 to push the piston 781 to control the adjusting device 720 even if the brake actuating device 730 is applied with an external force.

In addition, the reverse resistance cannot be provided due to the failure of the primary brake device 240, so that the displacement of the brake starting device 730 directly exceeds the preset distance, and the secondary connection unit 751 directly enters the starting state. Therefore, when an external force is applied to the brake starting device 730, the secondary connection unit 751 is pulled by the brake starting device 730, so that the cable is pulled tightly to pull the secondary brake unit 752 to rotate, and the piston 781 is pushed by the rotation of the secondary brake unit 752 to control the adjusting device 720. Finally, since the secondary connection unit 751 is still coupled to the brake actuating device 730 and the secondary brake device 250 is still in an operational state, the emergency brake unit 762 is still influenced by the restraining force provided by the secondary brake device 250 and is not coupled to the adjusting device 720. Therefore, when the brake start device 730 is in a state where an external force is applied when the primary brake device 240 fails but the secondary brake device 250 does not fail, the adjustment device 720 is influenced by the secondary brake unit 752 to contact the disc brake 712 and generate a friction force, so that the rotation parameter is influenced by the friction force to decrease.

Referring to fig. 2, fig. 7B, and fig. 7C in combination, fig. 7C can be a situation in which the brake starting device 730 of fig. 7B suddenly fails when the primary brake device 240 fails but the secondary brake device 250 is applied with an external force without failure. Although the brake actuating device 730 is coupled to the main connecting unit 741, when the main brake device 240 fails (e.g. the power source and the standby power supply 270 are both powered off), the main connecting unit 741 cannot cause the electric control unit 7421 to push the piston 781 to control the adjusting device 720 even if the brake actuating device 730 is applied with an external force. In this embodiment, when an external force is applied to the brake starting device 730, the secondary connection unit 751 is pulled by the brake starting device 730, so that the cable is pulled tightly to push the secondary brake unit 752 to rotate to control the adjustment device 720. However, if the secondary brake device 250 suddenly fails (e.g., the cable of the secondary connection unit 751 breaks), the secondary brake unit 752 suddenly loses the tension of the secondary connection unit 751 itself, and the secondary brake unit 752 loses the original rotation and the control of the adjusting device 720, but the emergency connection unit 761 also loses the restraining force of the emergency brake unit 762 due to the loss of the tension from the secondary connection unit 751, so that the emergency brake unit 762 is coupled to the adjusting device 720 to control the adjusting device 720 to adjust the rotation parameters.

In one embodiment, the secondary connection unit 751 may also suddenly fail when no external force is applied to the brake start device 730. At this time, the emergency connection unit 761 loses the restraining force on the emergency brake unit 762 due to the loss of the tension from the secondary connection unit 751, and the emergency brake unit 762 is further coupled to the adjusting device 720, so as to control the adjusting device 720 to adjust the rotation parameters. If the rotation parameter is already equal to zero before the secondary connection unit 751 fails, the rotation parameter will remain zero. In another embodiment, the secondary connection unit 751 may also suddenly fail the secondary brake device 250 when the primary brake device 240 fails after the brake starting device 730 is applied with an external force. At this time, the emergency connection unit 761 also loses the restraining force to the emergency brake unit 762 due to the loss of the tension from the secondary connection unit 751, and further couples the emergency brake unit 762 to the adjusting device 720 to control the adjusting device 720 to adjust the rotation parameters.

Fig. 8A-8C are schematic diagrams illustrating operation of a vehicle having a disc brake system and an emergency brake device in a brake-on-a-fly according to another embodiment of the present invention. FIG. 8A is another schematic diagram of a brake system of an electric motor for a vehicle with a cable system as the secondary braking device. FIG. 8B is a schematic diagram of a vehicle employing a hydraulic assembly system as a secondary braking device on a braking drive system of an electric motor. FIG. 8C is a schematic diagram of a vehicle with a hydraulic assembly system and a cable system on a brake drive system as a primary and secondary braking device.

Please refer to fig. 2, fig. 7A and fig. 8A. The difference between FIG. 7A and FIG. 8A is that the secondary brake unit 752 of FIG. 7A is removed and the rotor 7423 of FIG. 7A is used as a portion of the primary brake unit 242 and also as the secondary brake unit 252 connected to the secondary connection unit 851 of FIG. 8A. In addition, the rotor 8423 of FIG. 8A is also coupled to the emergency connection unit 861 as a result of acting as the secondary brake unit 252. The vehicle of FIG. 7A operates in substantially the same manner as the vehicle of FIG. 8A, with only slight differences in operation of the secondary brake device 250 and the emergency brake device 260. In one embodiment, when the brake actuator 830 is applied with an external force, the piston 881 is pushed by the main connection unit 841, the electronic control unit 8421, the electronic control motor 8422, and the rotor 8423 to adjust the rotation parameter.

In another embodiment, when the primary braking device 240 fails, if the secondary connection unit 851 is pulled by the brake starting device 830, the secondary connection unit 851 directly pulls the rotor 8423 to push the piston 881 forward, thereby pushing the adjusting device 820 to contact the disc brake 812 in the caliper clamp 880. In yet another embodiment, when both the primary and secondary braking devices 240 and 250 fail, the emergency connection unit 861 also loses a restraining force on the emergency braking unit 862 due to a loss of the tension of the rotor 8423 from the secondary connection unit 851, so that the emergency braking unit 862 is coupled to the adjustment device 820 to control the adjustment device 820 to adjust the rotation parameter. In this embodiment, since the rotor 8423 is used as part of both the primary and secondary braking devices 240 and 250, if only one of the primary and secondary braking devices 240 and 250 fails, the rotor 8423 is still subject to the other restraining force without releasing the emergency braking unit 862. Unless both the primary brake device 240 and the secondary brake device 250 are disabled, the emergency brake unit 862 is coupled to the adjustment device 820 to control the adjustment device 820 to adjust the rotation parameter.

Please refer to fig. 2, fig. 7A and fig. 8B. The difference between fig. 7A and 8B is that the camshaft as the secondary brake unit 752 in fig. 7A is replaced with a hydraulic slave cylinder as the secondary brake unit 852, and the secondary connection unit 751 and the emergency connection unit 761 in fig. 7A are replaced with the secondary connection unit 851 and the emergency connection unit 861 of the hydraulic system. The vehicle of FIG. 7A operates in substantially the same manner as the vehicle of FIG. 8B, with only slight differences in operation of the secondary brake device 250 and the emergency brake device 260. In one embodiment, when the brake actuator 830 is applied with an external force, the piston 881 is pushed by the main connection unit 841, the electronic control unit 8421, the electronic control motor 8422, and the rotor 8423 to adjust the rotation parameter.

In another embodiment, when the primary braking device 240 fails, if the secondary connection unit 851 pushes the hydraulic pressure due to the brake starting device 830 receiving an external force, the piston 881 is directly pushed by the hydraulic pushing of the secondary connection unit 851, so as to push the adjusting device 820 to contact the disc brake 812 in the caliper clamp 880. In yet another embodiment, when the secondary brake device 250 fails (e.g., hydraulic line leaks), the emergency connection unit 861 also loses a hydraulic pushing force of the secondary connection unit 851 to the emergency brake unit 862. The hydraulic thrust force may be a limiting force to the emergency brake unit 862, and when the limiting force is lost by the emergency brake unit 862, the stored mechanical potential energy is released, so as to push the adjusting device 820 to contact the disc brake 812 to generate braking force.

Please refer to fig. 2 and fig. 8C in combination. In one embodiment, when the brake starting device 830 is applied with an external force, the piston 881 is pushed by the main connection unit 841 and the main brake unit 842 to adjust the rotation parameter. In another embodiment, when the primary braking device 240 fails, if the secondary connection unit 851 is pulled by the brake starting device 830, the secondary connection unit 851 directly pulls the secondary braking unit 852 to push the piston 881 forward, thereby pushing the adjusting device 820 to contact the disc brake 812 in the caliper clamp 880. In yet another embodiment, when the secondary braking device 250 fails, the emergency connection unit 861 also loses a restraining force on the emergency braking unit 862 due to a loss of the tension from the secondary connection unit 851, so that the emergency braking unit 862 is coupled to the adjusting device 820 to control the adjusting device 820 to adjust the rotation parameter.

Although the example of the vehicle of FIG. 8C has a hydraulic assembly system as the primary brake device 240 and a cable system as the secondary brake device 250. However, only the tensile state of the secondary connection unit 851 and the hydraulic pipeline of the primary connection unit 841 need to be adjusted, and the emergency connection unit 861 is replaced by another hydraulic pipeline connected to the hydraulic pipeline of the primary connection unit 841, so that the primary and secondary relations between the secondary connection unit 851 and the secondary brake unit 852 and the primary connection unit 841 and the primary brake unit 842 in fig. 8C can be exchanged, and the cable system is used as the brake driving system of the primary brake device 240, and the hydraulic assembly system is used as the brake driving system of the secondary brake device 250, so that the emergency brake unit 862 can be started due to the fact that the emergency connection unit 861 also loses the hydraulic limiting force when the hydraulic pipeline leaks.

In one embodiment, please refer to fig. 2, fig. 4, fig. 6A, fig. 7A, and fig. 8A-fig. 8C. The emergency connection unit 761 and the emergency brake unit 762 in fig. 7A, and the emergency connection unit 861 and the emergency brake unit 862 in fig. 8A, 8B, and 8C can be removed to leave only the primary brake device 240 and the secondary brake device 250. Therefore, in the embodiment of the present invention, the vehicle under the disc brake system can also be the same as the vehicle in which only the primary brake device 240 and the secondary brake device 250 remain in fig. 6A. In this embodiment, the secondary braking device 250 is designed by the brake actuating device 430 of FIG. 4 such that the magnitude of the braking force generated by the secondary braking device 250 can be related to a displacement of the brake actuating device 430. In another embodiment, the magnitude of the braking force generated by the secondary braking device 250 is related to the displacement and a difference of the predetermined distance 4321.

FIGS. 9A-9C are schematic diagrams illustrating operation of a vehicle having a disc brake system in a brake-enabled state according to other embodiments of the present invention. Fig. 9A is a schematic diagram of a vehicle employing an emergency brake device on a brake driving system of an electric motor. FIG. 9B is a schematic diagram of a vehicle employing an emergency brake device on a cable drive system. Fig. 9C is a schematic diagram of a vehicle employing an emergency brake device on a brake driving system of a hydraulic line.

Please refer to fig. 2, fig. 8A and fig. 9A. The only difference between fig. 8A and fig. 9A is that fig. 8A has more secondary connection units 851. In one embodiment, the example of the vehicle in FIG. 9A can use the electric motor system as the brake drive system for the primary brake device 240 and use the cable to span the emergency brake device 260. In one embodiment, the main connection unit 941 is coupled to the electric control unit 9421, the electric control motor 9422, the rotor 9423, and the brake actuating device 930 included in the main brake unit 242, and the emergency connection unit 961 is coupled to the rotor 9423 of the main brake unit 242 to limit actuation of the emergency brake unit 962. Therefore, when the primary braking device 240 composed of the primary connection unit 941 and the primary braking unit 242 fails (e.g., the power source of the primary braking device 240 and the backup power source 270 are both powered off), the emergency connection unit 961 can lose the restriction of the rotor 9423 to rotate, so that the mechanical potential energy stored in the emergency braking unit 962 due to the restriction of the rotor 9423 can be released, and the adjusting device 920 can be pushed to contact the disc brake 912 to generate braking force. In one embodiment, since the caliper clamp 980 may be a moveable caliper, the piston 981 may also be moved forward while the adjustment device 920 is being pushed, such that the adjustment device 920 clamps the disc brake 912 in the caliper clamp 980 to generate a braking force.

Referring to fig. 2, 8C and 9B, the difference between fig. 8C and 9B is only that fig. 8C has more primary brake units 842 and primary connection units 841, and the secondary brake device 250 of fig. 8C is changed to the primary brake device 240. In one embodiment, the example of the vehicle in FIG. 9B uses a cable system as the brake drive system for the primary brake device 240, and the emergency brake device 260 is mounted on the cable system. In one embodiment, the primary connection unit 941 is coupled to the primary brake unit 942 and the brake actuating device 930, and the emergency connection unit 961 is coupled to the primary brake unit 942, so that when the primary brake device 240 formed by the primary connection unit 941 and the primary brake unit 942 fails, the emergency connection unit 961 loses a tension of the primary connection unit 941 to the emergency brake unit 962 due to the failure of the primary brake device (e.g. cable breakage). The pulling force can be a limiting force to the emergency brake unit 962, and when the limiting force is lost by the emergency brake unit 962, the stored mechanical potential energy is released to push the adjusting device 920 to contact the disc brake 912 to generate braking force.

Please refer to fig. 2, fig. 8C and fig. 9C. The difference between fig. 8C and fig. 9C is only that fig. 8C has more secondary brake units 852 and secondary connection units 851, and the emergency connection unit 861 is changed to a hydraulic line to be coupled to the primary brake unit 942. In one embodiment, the example of the vehicle in FIG. 9C can use the hydraulic assembly system as the brake drive system for the primary brake device 240 and mount the emergency brake device 260 on the hydraulic assembly system. In an embodiment, the main connection unit 941 is coupled to the main brake unit 942 and the brake actuating device 930, and the emergency connection unit 961 is coupled to the main brake unit 942, so that when the main brake device 240 formed by the main connection unit 941 and the main brake unit 942 fails, the emergency connection unit 961 loses a hydraulic thrust of the main connection unit 941 to the emergency brake unit 962 due to the failure of the main brake device (e.g. leakage of hydraulic pipeline). The hydraulic thrust force may be a limiting force to the emergency brake unit 962, and when the limiting force is lost to the emergency brake unit 962, the stored mechanical potential energy is released to push the adjusting device 920 to contact the disc brake 912 to generate braking force.

The emergency brake unit 962 of FIG. 9B is slightly different from the operation of the emergency brake unit 962 of FIG. 9C. In one embodiment, the emergency brake unit 962 in fig. 9B restricts the shape of the emergency brake unit 962 by the tension of the main connection unit 941 before the main brake device fails, so that when the main brake device 240 fails, the emergency brake unit 962 is ejected in the direction of the adjusting device 920 due to the loss of the tension restriction of the main connection unit 941, thereby controlling the emergency brake unit 962 to push the adjusting device 920. In another embodiment, before the main brake device fails, the emergency brake unit 962 in fig. 9C limits the emergency brake unit 962 to move toward the adjusting device 920 by the hydraulic thrust of the main connecting unit 941, so that when the main brake device 240 fails, the emergency brake unit 962 loses the thrust of the main connecting unit 941 to rebound and pushes the adjusting device 920 to push the adjusting device 920 to contact the disc brake 912 to generate braking force.

FIG. 10 is a flow chart of a method 1000 of controlling a vehicle brake to avoid brake failure in an embodiment of the invention. The method 1000 may be used in a vehicle, and the vehicle may be, but is not limited to, an automobile, a motorcycle, a tricycle, an electric vehicle, an electric motorcycle, an electric bicycle, a solar vehicle, a fuel cell vehicle, etc., without limitation.

Referring to fig. 2 and 10 in combination, in step S1001, the brake actuating device 230 of the vehicle 200 receives an external force.

In step S1002, whether the primary braking device 240 fails.

In one embodiment, the brake start device 230 is coupled with the primary brake device 240 and the secondary brake device 250. When the brake actuating device 230 receives the external force, the brake actuating device 230 controls one of the primary brake device 240 and the secondary brake device 250 to adjust a rotation parameter of the rotating device 210. In one embodiment, when the brake driving system of the main brake device 240 is an electric motor system, the main brake device 240 can be coupled to the backup power supply 270. Therefore, when one power source of the primary braking device 240 fails, the backup power supply 270 provides backup power to the primary braking device 240 to avoid failure of the primary braking device 240. In one embodiment, when the power source and the backup power 270 of the primary braking device 240 are both disabled and the primary braking device 240 cannot be powered, the primary braking device 240 is disabled and the braking force cannot be provided to adjust the rotation parameter. In one embodiment, the rotation parameter is a rotation speed of the rotation device 210. In one embodiment, the rotating device 210 is a wheel, and the rotation parameter is a rotation speed of the wheel of the rotating device 210.

In step S1003, when the primary braking device 240 fails, whether the secondary braking device 250 fails.

In one embodiment, the secondary brake unit 252 is coupled to the adjustment device 220 and is used to adjust the rotation parameter. The secondary connection unit 251 is coupled to the secondary brake unit 252 and the brake activation device 230. In an embodiment, when the brake starting device 230 receives the external force and the primary brake device 240 fails, the brake starting device 230 controls the secondary brake unit 252 through the secondary connection unit 251 to adjust the rotation parameter. Therefore, when the primary brake device 240 fails, the failure or non-failure of the secondary brake device 250 is related to whether the secondary brake unit 252 can continuously adjust the rotation parameter.

In step S1004, when the main brake device 240 is not deactivated, the brake starting device 230 adjusts a rotation parameter of the rotating device 210 through the main brake device 240.

In one embodiment, the main brake unit 242 can control the adjusting device 220 to adjust the rotation parameter when the main brake device 240 is not deactivated. In an embodiment, referring to fig. 2, fig. 4 and fig. 10, when the brake starting device 230 receives the external force, the brake starting device 230 generates a displacement along the first rotation direction 4311, and when the main brake device 240 is not disabled, the displacement is less than or equal to the preset distance 4321. In addition, the main brake device 240 controls the adjusting device 220 to adjust the rotation parameter according to a first adjustment parameter, and the magnitude of the first adjustment parameter is related to the magnitude of the displacement. The larger the displacement, the larger the first adjustment parameter will be. In one embodiment, the first adjustment parameter can be a magnitude of a brake braking force.

In step S1005, the brake starting device 230 adjusts the rotation parameter of the rotating device 210 via the secondary brake device 250 when the secondary brake device 250 is not deactivated.

In one embodiment, the secondary braking unit 252 can control the adjusting device 220 to adjust the rotation parameter when the primary braking device 240 fails but the secondary braking device 250 does not fail. In one embodiment, referring to fig. 2, fig. 4 and fig. 10, when the brake starting device 230 receives the external force, the brake starting device 230 generates the displacement along the first rotation direction 4311. As the primary braking device 240 fails, the primary braking device 240 fails to provide a counter-resistance, resulting in a displacement that is directly greater than the predetermined distance 4321 and further expands in the second rotational direction 4312. Thus, the displacement will be greater than the predetermined distance 4321. In one embodiment, the displacement is still less than or equal to the limit distance 4322.

In one embodiment, the secondary braking device 250 controls the adjusting device 220 to adjust the rotation parameter according to a second adjustment parameter, and the magnitude of the second adjustment parameter is related to the magnitude of the displacement. In one embodiment, when the displacement is greater than the predetermined distance, the magnitude of the adjustment parameter is related to a difference between the displacement and the predetermined distance 4321. The larger the difference, the larger the second adjustment parameter will be. In one embodiment, the second adjustment parameter can be a magnitude of the braking force of the brake.

In step S1006, when the secondary braking device 250 fails, the emergency braking device 260 adjusts the rotation parameter.

In one embodiment, the emergency connection unit 261 is coupled with the secondary brake unit 252. The emergency brake unit 262 is coupled to the emergency connection unit 261. In one embodiment, when the brake actuating device 230 receives the external force and the secondary braking device 250 fails, the emergency braking device 260 loses a restraining force applied by the secondary braking device 250, so that the energy stored in the emergency braking device 260 is released and coupled to the adjusting device 220, and the adjusting device 220 is controlled to adjust the rotation parameter. In one embodiment, the restraining force may be provided by a detent, cable, hook, bolt, or other mechanism means.

In an embodiment, since the emergency connection unit 261 is not coupled to the brake actuating device 230 and is only coupled to the secondary braking device 250, when the secondary braking device 250 fails, the emergency braking device 260 can adjust the rotation parameter without being controlled by the brake actuating device 230 regardless of whether the primary braking device 240 fails. In other words, if the primary braking device 240 is not deactivated, but the secondary braking device 250 is deactivated, the emergency braking device 260 is still activated to adjust the rotation parameter. In one embodiment, since the emergency connection unit 261 is not coupled to the primary braking device 240, when the primary braking device 240 fails but the secondary braking device 250 has not failed, the emergency braking device 260 continues to operate due to a limiting force of the secondary braking device 250, and the emergency braking device 260 does not release the energy stored therein to contact the adjusting device 220, so that the emergency braking device 260 does not adjust the rotating device.

FIG. 11 is a flow chart of a method 1100 of controlling a vehicle brake to avoid brake failure in accordance with another embodiment of the invention. The method 1100 may be used with a vehicle, and the vehicle may be, but is not limited to, an automobile, a motorcycle, a tricycle, an electric vehicle, an electric motorcycle, an electric bicycle, a solar vehicle, a fuel cell vehicle, etc., without limitation.

Referring to fig. 2 and 10, in step S1101, the vehicle 200 is started. In one embodiment, the turning device 210 of the vehicle 200 may be a wheel, and the turning parameter of the turning device 210 may be a wheel turning speed. In one embodiment, the rotation parameter may be 0 as the vehicle 200 has just started.

In step S1102, detection is started. In one embodiment, the vehicle 200 has a detection device or a central control system (not shown) that can detect whether each device on the vehicle 200 is functioning properly. In one embodiment, the devices sensed by the vehicle 200 may include, but are not limited to, various device elements provided by the present invention.

In step S1103, it is determined whether the brake system is normal. When the brake system fails to operate normally, step S1104 is entered; when the brake system is operating normally, step S1105 is entered. In one embodiment, after the detection result is obtained by the vehicle 200, the state of the brake system of the entire vehicle 200 can be known. In one embodiment, if one or more of the primary braking device 240, the secondary braking device 250 and the emergency braking device 260 fails, the vehicle 200 can determine that the braking system fails according to a predetermined rule, and if the primary braking device 240, the secondary braking device 250 and the emergency braking device 260 are operating normally, the vehicle 200 can determine that the braking system does not fail. In another embodiment, if more than two of the primary braking device 240, the secondary braking device 250 and the emergency braking device 260 fail, the vehicle 200 can determine that the braking system fails according to a predetermined rule, and if all of the primary braking device 240, the secondary braking device 250 and the emergency braking device 260 are operating normally or only one of them fails, the vehicle 200 can determine that the braking system is not failed. In yet another embodiment, if the primary braking device 240, the secondary braking device 250 and the emergency braking device 260 are all disabled, the vehicle 200 can determine that the braking system is disabled according to a predetermined rule, and if the primary braking device 240, the secondary braking device 250 and the emergency braking device 260 are not all disabled, the vehicle 200 can determine that the braking system is not disabled.

Step S1104, a fault light is displayed. In one embodiment, a warning may be provided to the user of the vehicle 200 by a display of a malfunction light (not shown). In one embodiment, if the fault light is displayed, the vehicle 200 may be locked by the central control system to avoid traveling of the vehicle 200.

In step S1105, the standby detection, that is, the continuous detection of whether the brake actuating device 230 receives the external force during the running of the vehicle 200, is performed. In one embodiment, the standby time of the brake device is when the brake starting device 230 does not receive an external force during the driving of the vehicle 200.

In step S1106, it is determined whether the main brake device 240 is operating normally. When the main brake device 240 fails, step S1107 is entered; when the main brake device 240 is operating normally, the process returns to step S1105. In an embodiment, when the main brake device 240 is operating normally, if the brake starting device 230 receives an external force, the main brake device 240 controls the adjusting device 220 to complete the adjustment of the rotation parameter of the rotating device 210, and returns to step S1105 and waits for the next external force when the external force received by the brake starting device 230 is released. However, when the primary braking device 240 fails, the vehicle 200 must activate a subsequent backup mechanism to avoid braking failure of the vehicle 200.

In step S1107, it is determined whether the standby power supply 270 is enabled. When the standby power 270 is not yet enabled, the process proceeds to step S1108; when the standby power supply 270 has been started, the process advances to step S1109. In one embodiment, the enabling of the backup power supply 270 refers to the vehicle 200 enabling the backup power supply 270 to provide power to the primary brake device 240. Thus, if the backup power supply 270 is supplying power to other devices in the vehicle 200, but is not supplying power to the primary brake device 240, it can still be considered that the backup power supply 270 is not activated. In one embodiment, if the vehicle 200 has activated the backup power supply 270 to provide power to the primary braking device 240, but the backup power supply 270 cannot normally supply power to the primary braking device 240 due to an abnormal circuit between the backup power supply 270 and the primary braking device 240 or an abnormal backup power supply 270 itself, the brake starting device 230 still activates the secondary braking device 250 because the primary braking device 240 cannot be supplied with power and cannot provide a reverse resistance to the brake starting device 230. Thus, whenever the backup power supply 270 is enabled to provide power to the primary braking device 240, whether the backup power supply 270 successfully provides power to the primary braking device 240 or not, it can be considered that the backup power supply 270 is already enabled.

In step S1108, the backup power supply 270 is enabled, i.e., the vehicle 200 enables the backup power supply 270 to provide power to the primary brake device 240. In one embodiment, when the backup power 270 is enabled, the main brake device 240 returns to normal operation, and then the process returns from step S1106 to step S1105. However, when the backup power supply 270 is enabled, the primary brake device 240 remains in the disabled state, then step S1107 is again entered from step S1106, and further entered into step S1109 because the backup power supply 270 has been enabled.

In step S1109, the secondary brake device 250 is switched. In one embodiment, since the primary braking device 240 and the secondary braking device 250 are both coupled to the braking device 230, when the primary braking device 240 fails, the primary braking device 240 cannot provide the braking device 230 with the reverse resistance, so that the external force received by the braking device 230 directly affects the secondary braking device 250, and the braking of the vehicle 200 is switched to the secondary braking device 250.

In step S1110, it is determined whether the secondary-brake device 250 is operating normally. When the secondary brake device 250 fails, the step S1111 is entered; when the secondary brake device 250 is operating normally, the process returns to step S1105. In one embodiment, when the primary braking device 240 fails and the secondary braking device 250 is operating normally, if the braking device 230 receives an external force, the secondary braking device 250 controls the adjusting device 220 to complete the adjustment of the rotation parameter of the rotating device 210, and returns to step S1105 and waits for the next external force when the external force received by the braking device 230 is released. However, when both the primary and secondary braking devices 240 and 250 fail, the vehicle 200 must activate the emergency braking device 260.

In step S1111, the emergency brake device 260 is activated. In one embodiment, if the brake actuating device 230 suddenly fails (e.g., the hydraulic assembly system leaks out or the cable of the cable system breaks) during the time when the brake actuating device 250 receives the external force, the emergency brake device 260 loses a restraining force applied to the brake actuating device 250, so that the energy stored in the emergency brake device 260 is released and coupled to the adjusting device 220, and the adjusting device 220 is controlled to adjust the rotation parameter. In one embodiment, the restraining force may be provided by a detent, cable, hook, bolt, or other mechanism means. In one embodiment, when the emergency brake device 260 is activated, the rotation parameter eventually drops to 0 due to the emergency brake unit 262 locking the adjustment device 220.

In one embodiment, since the emergency brake device 260 is not coupled to the primary brake device 240 and the brake actuating device 230, whether the brake actuating device 230 receives an external force or the primary brake device 240 is operating normally, the emergency brake device 260 can actuate the emergency brake device 260 due to the sudden failure of the secondary brake device 250, so that the emergency brake device 260 can be actuated if the secondary brake device 250 fails suddenly after the vehicle 200 is actuated, so as to avoid the vehicle 200 traveling without a brake backup mechanism.

It can be appreciated that with the embodiments of the present invention, the vehicle can avoid complete failure of the brake system of the vehicle under multiple backs of the backup power source, the secondary brake device, and the emergency brake device. In addition, by coupling the primary braking device and the secondary braking device with the braking starting device, even if the primary braking device fails, the vehicle can still control the braking force by the secondary braking device through the magnitude of the external force exerted on the braking starting device, so that the vehicle can not be braked by the emergency braking device as soon as the primary braking device fails. Therefore, the brake system of the vehicle can be used without excessively easily starting the emergency brake device to cause subsequent collision accidents.

The above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the invention.

In summary, the present invention meets the requirements of the invention, and the patent application is filed by law. However, the foregoing is only one preferred embodiment of the invention, and all equivalent modifications and variations as would be apparent to one skilled in the art are intended to be included within the scope of the following claims.

Description of the reference numerals

100. 200 vehicle

110. 210 rotating device

120. 220, 320, 520, 620, 720, 820, 920: adjusting means

130. 230, 330, 430, 530, 630, 730, 830, 930: brake starting device

140. 240 main brake device

150. 250 secondary brake device

160. 260 emergency brake device

241. 341, 541, 641, 741, 841, 941: main connection unit

242. 342, 542, 642, 842, 942 main brake units

251. 351, 551, 651, 751, 851 secondary connection unit

252. 352, 552, 652, 752, 852 secondary brake elements

261. 361, 561, 661, 761, 861, 961: emergency connection unit

262. 362, 562, 662, 762, 862, 962 emergency brake unit

270 standby power supply

311. 511, 611 brake drum

4300 original position

4310A first brake position

4320A second brake position

4311 first direction of rotation

4312 second direction of rotation

4321 preset distance

4322 limit distance

712. 812, 912, disc brake disc

7421. 8421, 9421 electric control unit

7422. 8422, 9422 electric motor

7423. 8423, 9423 rotor

780. 880, 980 calliper clamp

781. 881, 981 piston

1000. 1100 method

S1001-S1006 steps

S1101-S1111 step

Claims

1. A vehicle for controlling a brake to avoid brake failure, the vehicle comprising:

a rotating device for moving the vehicle according to a rotating parameter;

the adjusting device is coupled with the rotating device and is used for adjusting the rotating parameters of the rotating device;

the main brake device is coupled with the adjusting device and is used for controlling the adjusting device to adjust the rotation parameters;

a secondary braking device coupled to the adjusting device and used for controlling the adjusting device to adjust the rotation parameter when the primary braking device fails; and

and the emergency braking device is coupled with the secondary braking device and used for controlling the adjusting device to adjust the rotation parameter when the secondary braking device fails.

2. The vehicle of claim 1, further comprising:

And the brake starting device is coupled with the main brake device and the secondary brake device, and controls one of the main brake device and the secondary brake device to adjust the rotation parameter when receiving an external force.

3. The vehicle of claim 2, characterized in that the secondary braking device further comprises:

a secondary braking unit coupled with the adjusting device and used for adjusting the rotation parameter; and

the secondary connection unit is coupled with the secondary braking unit and the braking device, wherein when the braking device receives the external force and the primary braking device fails, the braking device controls the secondary braking unit through the secondary connection unit so as to adjust the rotation parameter.

4. The vehicle according to claim 3, characterized in that the emergency brake device further comprises:

an emergency connection unit coupled with the secondary braking unit; and

and the emergency connection unit controls the emergency brake unit to be coupled with the adjusting device so as to adjust the rotation parameter when the secondary connection unit fails.

5. The vehicle of claim 2, wherein:

when the brake starting device receives the external force, the brake starting device generates displacement;

when the displacement is smaller than or equal to a preset distance, the main braking device is controlled by the braking device to adjust the rotation parameter; and

when the displacement is larger than the preset distance, the secondary braking device is controlled by the braking device to adjust the rotation parameter.

6. The vehicle of claim 5, wherein:

when the displacement is larger than the preset distance, the secondary braking device controls the adjusting device to adjust the rotation parameter according to an adjusting parameter; and

the magnitude of the adjustment parameter is related to a difference between the displacement and the predetermined distance.

7. The vehicle of claim 1, further comprising:

a brake actuating device coupled to the primary brake device and the secondary brake device and configured to receive an external force, wherein:

when the brake starting device receives the external force, the brake starting device controls one of the primary brake device and the secondary brake device to adjust the rotation parameter; and

When the secondary braking device fails, the emergency braking device adjusts the rotation parameter without being controlled by the braking starting device.

8. The vehicle of claim 1, further comprising:

and a backup power source coupled to the primary braking device, wherein when a power source of the primary braking device fails, a backup power is provided to the primary braking device.

9. A vehicle for controlling a brake to avoid brake failure, the vehicle comprising:

a rotating device for moving the vehicle;

a secondary braking device coupled with the rotating device and used for adjusting the rotating parameter of the rotating device when a primary braking device fails; and

and the emergency braking device is coupled with the secondary braking device and is used for adjusting the rotation parameter of the rotation device when the secondary braking device fails.

10. A method of avoiding brake failure in a vehicle, the method comprising:

when a brake starting device of the vehicle receives an external force, the brake starting device adjusts a rotating parameter of a rotating device of the vehicle through a main brake device of the vehicle;

When the brake starting device receives the external force and the main brake device fails, the brake starting device adjusts the rotation parameters through a secondary brake device of the vehicle; and

when the secondary braking device fails, an emergency braking device of the vehicle adjusts the rotation parameter.