Commercial vehicle braking system and vehicle

Abstract

The invention discloses a commercial vehicle braking system and a vehicle. The commercial vehicle braking system comprises a vehicle frame, a trailer valve support, a rear fender support, a tail cross beam and an air cylinder unit. The core is that the air cylinder units are arranged in a dispersed manner: a first air cylinder is arranged on the side surface or below a trailer valve bracket and is close to a front axle brake chamber; the second air cylinders are symmetrically arranged on the rear fender supports on the two sides, and the space of a fender groove is utilized and the second air cylinders are close to a rear axle brake chamber. And the third air reservoir is accommodated in the inner cavity of the tail cross beam forming the semi-closed box body structure. By means of distributed, integrated and internally-wrapped optimized layout of the air cylinders, the ground clearance and trafficability of a vehicle are remarkably improved, precious space on the two sides of a vehicle frame is released to install a large oil tank, the braking response time is optimized due to the fact that the length of a braking pipeline is shortened, and the whole vehicle layout is more reasonable and efficient.

Description

Technical Field

[0001] This invention relates to the field of commercial vehicle technology, specifically to a commercial vehicle braking system and vehicle. Background Technology

[0002] The braking system is the core guarantee for the safe operation of commercial vehicles. Among them, the air reservoir, as the energy storage element of the braking system, plays a crucial role in the efficiency of the entire braking system and the overall braking performance of the vehicle. The braking response time is directly related to factors such as pipeline length, diameter, and layout. The closer the air reservoir is to the brake chamber, the shorter the braking response time and the better the braking effect.

[0003] Currently, there are two main layout options for air tanks in commercial vehicles: The first is a side-mounted design, where the air tank is placed on the outside of the longitudinal beams of the chassis, usually below the battery box. While this design facilitates maintenance, it significantly reduces the ground clearance on both sides of the chassis. In areas with poor road conditions or specific work scenarios (such as mining areas or construction sites), the air tank is highly susceptible to impact damage, affecting driving safety. Furthermore, for short-wheelbase models prioritizing maneuverability, the space on both sides of the chassis is already limited; placing the air tank there will encroach on the fuel tank's installation space, thus limiting the vehicle's range. The second option is a rear-mounted design, where the air tank is placed at the rear of the chassis, for example, below the rear crossbeam. This design is mainly used in tractor units to free up space on both sides of the chassis. However, suspending the air tank under the chassis also reduces the vehicle's departure angle and overall ground clearance, posing a risk of bottoming out when traversing bumpy roads or slopes, affecting the vehicle's passability.

[0004] Therefore, existing technologies generally suffer from a contradiction between the arrangement of air reservoirs and vehicle passability and chassis space utilization, while failing to fully optimize the distance between the air reservoir and the braking actuator to achieve the best braking response. An innovative air reservoir arrangement scheme is urgently needed to overcome these shortcomings. Summary of the Invention

[0005] The purpose of this application is to overcome the above-mentioned technical deficiencies and propose a commercial vehicle braking system and vehicle to solve the technical problems in the prior art where the air tank arrangement affects vehicle passability, occupies effective space of the vehicle frame, and has an unsatisfactory braking response.

[0006] To achieve the above-mentioned technical objectives, this application adopts the following technical solution: In a first aspect, this application provides a commercial vehicle braking system, comprising: The frame consists of a left longitudinal beam and a right longitudinal beam that are parallel to each other; Trailer valve bracket is fixedly connected between the left longitudinal beam and the right longitudinal beam near the front of the vehicle; Rear fender brackets, multiple rear fender brackets are respectively fixedly installed on the outer sides of the left longitudinal beam and the right longitudinal beam, which are far apart from each other; The rear crossbeam is fixedly connected between the left longitudinal beam and the right longitudinal beam near the rear of the vehicle, forming a semi-enclosed box structure. The air storage unit includes a first air storage tank, a second air storage tank, and a third air storage tank. The first air storage tank is disposed on the side or below the trailer valve bracket. The second air storage tank is symmetrically disposed on the rear mudguard brackets on both sides. The third air storage tank is disposed in the inner cavity of the tail beam box.

[0007] In some embodiments of this application, the rear fender bracket includes a middle wheel cover and a rear wheel cover that are connected to each other, and an upward-opening groove is provided between the middle wheel cover and the rear wheel cover. The second air reservoir is disposed in the groove of the rear fender bracket.

[0008] In some embodiments of this application, the cross-section of the second air reservoir is elliptical, the axial direction of the second air reservoir is perpendicular to the extension direction of the left longitudinal beam, the major axis of the ellipse is parallel to the extension direction of the left longitudinal beam, and the highest point of the second air reservoir is not higher than the highest points of the middle wheel cover and the rear wheel cover.

[0009] In some embodiments of this application, the gas storage cylinder support and a rubber pad are also included. The gas storage cylinder support is provided with an arc surface for supporting the gas storage cylinder. The diameter of the arc surface is larger than the diameter of the second gas storage cylinder. The rubber pad is disposed between the second gas storage cylinder and the arc surface.

[0010] In some embodiments of this application, a clamp is also included, wherein the second gas cylinder is fastened to the gas cylinder support by the clamp, and the clamp is pivotally connected to the gas cylinder support by a pin.

[0011] In some embodiments of this application, a support rod, a support, a bracket reinforcement strip, and a support plate are also included. Two support plates are arranged opposite each other, and the top of each support plate is embedded in the groove. The bracket reinforcement strip is located between the two support plates and together with the bottom of the support plates, it supports the second air tank. The support rod passes through the support plate, and the bracket reinforcement strip is fixedly connected to the vehicle frame through the support.

[0012] In some embodiments of this application, the tail beam is an integral stamped tail beam, and the integral stamped tail beam is provided with a concave arc surface structure for partially surrounding and accommodating the third gas storage cylinder.

[0013] In some embodiments of this application, the concave arcuate surface structure of the tail beam surrounds at least the upper half of the third gas storage cylinder.

[0014] In some embodiments of this application, when the first air reservoir is arranged on the side of the trailer valve, the cross-section of the first air reservoir is elliptical, the axial direction of the first air reservoir is perpendicular to the extension direction of the left longitudinal beam, and the minor axis of the ellipse is parallel to the extension direction of the left longitudinal beam.

[0015] Secondly, this application also provides a vehicle including a commercial vehicle braking system as described in any embodiment of the first aspect.

[0016] Compared with the prior art, the beneficial technical effects of the technical solution provided in this application include: The braking system of this application optimizes the air circuit layout. The first air reservoir is close to the front axle diaphragm air chamber, which shortens the transmission distance and improves the front axle braking response speed. The second air reservoir utilizes the rear fender groove and is arranged symmetrically on the left and right sides to reduce the rear axle air chamber delay and improve the overall braking efficiency. The third air reservoir has an enclosed design to form a semi-enclosed protection, which reduces dust intrusion, extends service life, and significantly improves the safety and reliability of commercial vehicles under complex road conditions. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this application, the accompanying drawings used in the embodiments will be briefly described below: Figure 1 This is a schematic diagram of the structure of a commercial vehicle braking system according to an embodiment of this application; Figure 2 This is a partial schematic diagram of a commercial vehicle braking system according to an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a rear mudguard bracket in an embodiment of this application; Figures 4A-4B This is a schematic diagram of the structure of a gas storage cylinder support in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a second gas storage cylinder according to an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a first gas storage cylinder in an embodiment of this application; Figure 7 This is a schematic diagram of another first gas storage cylinder in an embodiment of this application; Figure 8 This is a schematic diagram of the structure of a third gas storage cylinder in an embodiment of this application.

[0018] Figure label: Frame 100, left longitudinal beam 110, right longitudinal beam 120; Trailer valve bracket 200; Rear fender bracket 300, center wheel cover 310, rear wheel cover 320; Tail crossbeam 400; First gas storage cylinder 510, second gas storage cylinder 520, third gas storage cylinder 530; Gas storage tank bracket 601, support rod 602, support 603, bracket reinforcing strip 604, support plate 605, hoop 620. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0020] Those skilled in the art will understand that, in this specification, the term "comprising" is an open-ended expression, meaning that the stated feature is present but other features are excluded. Directional terms such as "upper," "lower," "left," and "right" refer to exemplary directions based on the accompanying drawings. Features specified as "first" or "second" implicitly include one or more of that feature. Singular expressions can also be used in plural forms. "Multiple" means two or more. The terms "installed," "connected," and "linked" can refer to a fixed connection, a detachable connection, or an integral connection; it can be a direct connection or an indirect connection via an intermediate medium, and it can be a connection within two components. Furthermore, "linked" can include wireless connections.

[0021] The purpose of this application is to overcome the above-mentioned technical deficiencies and propose a commercial vehicle braking system and vehicle to solve the technical problems in the prior art where the air tank arrangement affects vehicle passability, occupies effective space of the vehicle frame, and has an unsatisfactory braking response.

[0022] To achieve the above-mentioned technical objectives, this application adopts the following technical solution: Reference Figures 1-8 As shown. This invention provides a braking system for commercial vehicles. The braking system includes: The frame 100 typically includes a left longitudinal beam 110 and a right longitudinal beam 120 that are parallel to each other.

[0023] Trailer valve bracket 200 is typically a structural component that spans and is fixedly connected between the left longitudinal beam 110 and the right longitudinal beam 120 near the front of the vehicle, and is used to install air circuit components such as trailer valves.

[0024] There are usually multiple rear fender brackets 300, which are fixedly installed on the outside of the left longitudinal beam 110 and the right longitudinal beam 120 to support the fenders of the rear wheels.

[0025] The rear crossbeam 400 is fixedly connected to the left longitudinal beam 110 and the right longitudinal beam 120 near the rear of the vehicle. In this design, it is designed to form a semi-enclosed box structure, which enhances the structural strength of the rear of the frame.

[0026] The gas storage unit is a collection of multiple gas storage cylinders, including the first gas storage cylinder 510, the second gas storage cylinder 520 and the third gas storage cylinder 530.

[0027] The core innovation of this invention lies in the arrangement of the three air reservoirs: the first air reservoir 510 is located on the side or below the trailer valve bracket 200. This position is very close to the front axle and its brake diaphragm chamber, providing a rapid air source for the front brake circuit. The second air reservoir 520 is symmetrically arranged on the rear fender brackets 300 on both sides. This position utilizes the unused space between the fender and the wheel, and is adjacent to the rear axle spring brake chamber, dedicated to the rear brake circuit. The third air reservoir 530 is located within the housing of the rear crossbeam 400. This enclosed design protects the air reservoirs and completely integrates them into the frame structure, significantly increasing ground clearance.

[0028] This embodiment achieves maximum utilization of the vehicle space by distributing the air storage units to three different functional areas at the front, middle and rear of the vehicle frame. It also optimizes the air circuit layout according to the principle of "supplying air to the nearest location", fundamentally solving the contradiction between air storage convenience, space utilization and braking performance in the prior art.

[0029] The second air reservoir 520 and its installation position are further defined. The rear fender bracket 300 includes a center wheel cover 310 for covering the center wheel of the dual rear axle and a rear wheel cover 320 for covering the rear wheel. Between the center wheel cover 310 and the rear wheel cover 320, due to the curved shape of the fender, an upward-opening groove 330 is naturally formed. In this embodiment, the second air reservoir 520 is cleverly disposed in this groove 330.

[0030] This design integrates the second air tank 520 with the rear fender bracket 300, allowing the air tank's arrangement to blend with the body panel's shape. This not only results in a compact and aesthetically pleasing structure but also provides the air tank with lateral protection from the fender, improving the reliability of the arrangement.

[0031] The shape and installation orientation of the second air reservoir 520 are optimized. The cross-section of the second air reservoir 520 is designed to be elliptical. During installation, its axis is perpendicular to the extension direction of the left longitudinal beam 110 (i.e., arranged along the vehicle width direction). To maximize the use of the vertical space of the recess 330 and maintain a low profile, the major axis of the ellipse is parallel to the extension direction of the left longitudinal beam 110 (i.e., along the vehicle length direction), while the minor axis is vertical. Simultaneously, the installation height is controlled so that the highest point of the second air reservoir 520 does not exceed the highest points of the center wheel arch 310 and the rear wheel arch 320.

[0032] With an elliptical cross-section arranged in a specific direction, it can accommodate a larger volume within a limited vertical height compared to a circular cross-section, improving space utilization. Meanwhile, its top does not exceed the mudguard outline, ensuring that the installation plane of the superstructure (such as a cargo box) is not affected, and its appearance is more harmonious and unified. Furthermore, the original sharp mudguard brackets have been eliminated, and the smooth shape of the air tank is safer for surrounding personnel, improving human-machine safety.

[0033] A preferred gas cylinder mounting structure is provided. This structure includes a gas cylinder support 601 and a rubber pad. The gas cylinder support 601 has an arc-shaped surface for supporting the gas cylinder, the radius of curvature of which is designed to be slightly larger than the radius of curvature of the second gas cylinder 520, i.e., its equivalent diameter is larger than the diameter of the second gas cylinder 520. During installation, the flexible rubber pad is placed between the second gas cylinder 520 and the arc-shaped surface.

[0034] The rubber pad serves multiple purposes: First, it effectively eliminates manufacturing tolerances between the bracket and the air tank, achieving a tight fit; second, as an elastic element, it absorbs and cushions vibrations generated during vehicle operation, protecting the air tank from impacts, extending its service life and the reliability of pipe joints; finally, this design improves versatility, allowing the same bracket to be adapted to air tanks of different diameters or shapes by adjusting the thickness of the rubber pad.

[0035] The fastening method of the gas storage cylinder is described. The system also includes a clamp 620. The second gas storage cylinder 520 is fastened to the gas storage cylinder support 601 by the clamp 620. To improve the reliability of the connection and avoid fatigue fracture due to vibration, one end of the clamp 620 is pivotally connected to the gas storage cylinder support 601 by a pin 630.

[0036] The use of a pivot pin connection avoids the hard contact and stress concentration that can occur between the hoop and the bracket flange in traditional bolt fixing methods. During vehicle vibration, the pivot pin connection allows for slight relative rotation, releasing stress and effectively preventing long-term vibration fatigue fracture of the hoop due to machining burrs or uneven assembly preload, thus significantly improving driving safety.

[0037] A mating structure for an air tank support 601 is provided. It also includes a support rod 602, a support 603, a support reinforcement strip 604, and a support plate 605. Two support plates 605 are arranged opposite each other, their tops designed to be embedded and fixed in the groove 330 of the rear fender support. The support reinforcement strip 604 is horizontally arranged between the two support plates 605, its upper surface and the bottom of the support plates 605 forming a load-bearing platform for supporting the second air tank 520. The support rod 602, as the main load-bearing and connecting component, vertically penetrates the support plate 605 and the support reinforcement strip 604, and is securely fixed to the vehicle frame 100 (e.g., the left longitudinal beam 110 or the right longitudinal beam 120) via the support 603 at its bottom.

[0038] The support structure is reasonably designed with a clear force transmission path. Through the combination of multiple components, it achieves the functions of load bearing, reinforcement and connection, ensuring that the second air storage tank 520 can be stably and reliably fixed even under full-load air pressure and harsh road conditions, with high structural strength.

[0039] Returning to the description of the third gas reservoir 530, the structure of the tail beam 400 is defined. The tail beam 400 is preferably a one-piece stamped tail beam. This beam is formed by stamping a single piece of steel plate using a large stamping machine. Its key feature is that it has a concave arc surface structure 410, which is specifically designed to partially surround and accommodate the third gas reservoir 530.

[0040] The integrated stamped rear crossbeam is designed to perfectly match the cylindrical shape of the air tank, achieving an "inner enclosure" arrangement that maximizes ground clearance and departure angle at the rear of the vehicle. Simultaneously, the crossbeam itself provides robust physical protection for the air tank, preventing collisions from the rear and below. Compared to traditional welded square steel crossbeams, the stamped, curved surface structure offers more even stress distribution, stronger load-bearing capacity, and a more streamlined and aesthetically pleasing appearance.

[0041] The degree of enclosure of the concave arc surface structure 410 is further clarified. Preferably, the concave arc surface structure 410 of the tail crossbeam 400 surrounds at least the upper half of the third gas storage cylinder 530.

[0042] The upper part surrounding the air tank provides optimal protection without compromising the ease of installation and removal of the air tank from below, especially against impacts from above (such as falling cargo or rollovers). This structure also contributes significantly to the torsional rigidity of the rear of the chassis.

[0043] Returning to the description of the first air reservoir 510, its design is optimized for the specific case of its arrangement on the "side" of the trailer valve bracket 200. When space allows for a side arrangement, the cross-section of the first air reservoir 510 is preferably elliptical. When installed, its axial direction is perpendicular to the extension direction of the left longitudinal beam 110 (arranged along the vehicle width direction), but the minor axis of its ellipse is parallel to the extension direction of the left longitudinal beam 110 (i.e., the minor axis is along the vehicle length direction).

[0044] This special elliptical cross-section and orientation make the space occupied by the first air tank 510 in the length of the vehicle extremely small, forming a "flat" profile. This allows it to be installed close to the side of the trailer valve bracket 200, avoiding movement interference with the suspension, cargo box, etc., and achieving a compact arrangement in the complex space of the front of the vehicle.

[0045] The present invention also provides a vehicle, which can be a commercial vehicle such as a cargo truck, tractor, or dump truck, and the braking system of the vehicle adopts the commercial vehicle braking system as described in any one or a combination of the above embodiments.

[0046] Vehicles using the braking system of this invention inherit the beneficial effects of all the above embodiments, exhibiting improved passability, longer driving range (or larger storage space), more sensitive braking response, higher system reliability, and stronger adaptability to various vehicle operating conditions.

[0047] To further enhance the functionality and advancement of the present invention, the following technical features may also be included: The rear fender bracket 300 is designed as a multifunctional integrated carrier that integrates an air reservoir mounting base, a brake valve block mounting interface, and a sensor wiring harness fixing channel. For example, the bracket is integrally cast from high-strength aluminum alloy, with a hollow truss structure for lightweighting. Its inner side has pre-drilled standardized mounting screw holes and locating pin holes matching the electronic braking system (EBS) electronic braking module; at the bottom of the bracket, a waterproof junction box is integrated to collect the signal lines from the wheel speed sensor and brake pad wear sensor, and leads them out through a pre-set wiring harness channel inside.

[0048] Integrating the functions of multiple components onto a single carrier reduces the number of parts and assembly steps, lowering production costs and overall weight. Simultaneously, standardized interfaces and integrated wiring harness management result in a neater, more organized, and better protected pneumatic and electrical circuit layout, enhancing system reliability and ease of maintenance.

[0049] An air reservoir design with heat dissipation function. The outer surface of the air reservoir (e.g., a second air reservoir 520 or a third air reservoir 530) is provided with integrated heat dissipation fins, and their arrangement allows them to be fully exposed to the airflow generated during vehicle movement. For example, the air reservoir is manufactured from 6061 aluminum alloy with excellent thermal conductivity through an extrusion molding process, and the heat dissipation fins are naturally formed as part of the extruded profile. The surface is treated with black anodizing to increase thermal emissivity.

[0050] Compressed air releases heat during storage, especially under frequent braking conditions. Increased internal temperature leads to decreased gas density, reduced energy storage efficiency, and accelerated aging of seals. By adding heat dissipation fins and utilizing the airflow for forced cooling, the internal air temperature can be effectively reduced, gas density increased, effective air storage capacity increased, and the service life of valves and seals in the entire pneumatic system extended.

[0051] The second air tank 520 is integrated with the outer cover of the rear fender to form an integrated aerodynamic shape. A composite material guide plate that smoothly connects with the contour of the fender is added to the outside of the air tank. The guide plate, together with the elliptical outer surface of the air tank and the fender, forms a combined structure similar to the airfoil section.

[0052] This design actively manages the complex turbulence generated behind the wheels, smoothly guiding it to the rear and under the vehicle, thereby effectively reducing local air resistance in that area and contributing to lower overall fuel consumption. Furthermore, the optimized airflow organization significantly reduces mud and water spray and "water mist" kicked up at high speeds, improving visibility and friendliness to following vehicles.

[0053] A smart sensing module is integrated into the end cap of each air reservoir. This module contains pressure, temperature, and humidity sensors and communicates with the vehicle's electronic control unit (ECU) via a Controller Area Network (CAN) bus. The module is encapsulated in a metal housing with an Ingress Protection Rating (IP) of 67 and is directly installed on a pre-existing port on the air reservoir.

[0054] It enables real-time and precise monitoring of the air supply status of the braking system. When abnormal pressure drop rate (leak warning), humidity continuously exceeding the threshold (indicating air dryer failure), or temperature exceeding the limit is detected, the system can proactively issue a warning to the driver, realizing a shift from passive maintenance to predictive maintenance and greatly improving active safety.

[0055] The 620 band is improved by incorporating a quick-locking mechanism at the end not connected to the pin. This mechanism includes a lever-operated handle and a super-center locking cam structure.

[0056] This system enables tool-free, rapid assembly and disassembly of the air tank. Maintenance personnel can loosen the clamps simply by pulling the handle, eliminating the need for wrenches or other tools, and quickly inspect or replace the air tank. This significantly improves maintenance efficiency and is particularly suitable for harsh working conditions requiring frequent maintenance, such as in mines and construction sites.

[0057] An optimized composite arrangement scheme, particularly suitable for heavy-duty tractor units, is proposed. Specifically, a smaller capacity first air reservoir 510 (e.g., 10L) is positioned below the trailer valve bracket 200, dedicated to the front axle service brake circuit, which demands the highest response speed. Simultaneously, two larger capacity second air reservoirs 520 (e.g., 30L each) are symmetrically arranged on the left and right rear fender brackets 300; one is used for the rear axle service brake circuit, while the other is independently used for the parking / emergency braking circuit and the trailer brake circuit. All circuits are isolated from each other by a four-circuit protection valve.

[0058] This solution represents the pinnacle of the distributed layout concept of this invention. It provides a near-point-to-point dedicated air source for each critical braking circuit, minimizing the length of pipelines in each circuit and achieving top-tier braking response speed. Simultaneously, the physical partitioning and circuit independence ensure that if a single air reservoir or pipeline fails, other braking functions (especially parking and emergency braking) remain completely unaffected, maximizing system redundancy and safety.

[0059] Compared with the prior art, the technical solution provided in this application brings the following beneficial technical effects: improved vehicle passability: the air tank, which was originally suspended under the frame, is moved to a higher and more concealed position, such as the rear fender bracket and the inner cavity of the rear crossbeam, which significantly increases the ground clearance and departure angle of the vehicle, avoids the risk of the air tank being damaged by impacts in bad road conditions, and improves the adaptability and reliability of the vehicle.

[0060] Improved space utilization: It makes full use of the traditionally "unused space" around the trailer valve bracket, the rear mudguard recess, and the interior of the tail beam, and moves the air tank away from the sides of the frame, reserving valuable installation space for components such as larger capacity fuel tanks, toolboxes, or after-treatment systems. Especially for short wheelbase models, it can meet the requirements of long range while ensuring maneuverability.

[0061] Optimized braking performance: The first air reservoir is located at the front of the frame, near the front axle diaphragm chamber, shortening the length of the front brake circuit lines; the second air reservoir is located above the rear axle, near the rear axle spring chamber, shortening the length of the rear brake circuit lines. This proximity-based arrangement effectively reduces air pressure transmission delay, shortens braking response time, and improves braking efficiency and driving safety.

[0062] Rationalization of vehicle layout: By dispersing and integrating the single-function, regularly shaped air tank units, the overall chassis layout of the vehicle becomes more regular and compact, improving the overall design and maintenance convenience of the vehicle.

[0063] Those skilled in the art will understand that the steps, measures, and schemes in the various operations, methods, processes, and procedures discussed in this application can be alternated, modified, rearranged, decomposed, combined, or deleted.

[0064] The specific embodiments described above do not constitute a limitation on the scope of protection of this application. Any other corresponding changes and modifications made based on the technical concept of this application should be included within the scope of protection of the claims of this application.

Claims

1. A commercial vehicle braking system, characterized in that, include: The frame consists of a left longitudinal beam and a right longitudinal beam that are parallel to each other; Trailer valve bracket is fixedly connected to the area near the front of the vehicle between the left longitudinal beam and the right longitudinal beam; Rear fender brackets, multiple rear fender brackets are respectively fixedly installed on the outer sides of the left longitudinal beam and the right longitudinal beam, which are far apart from each other; The rear crossbeam is fixedly connected to the area near the rear of the vehicle between the left longitudinal beam and the right longitudinal beam, forming a semi-enclosed box structure. The air storage unit includes a first air storage tank, a second air storage tank, and a third air storage tank. The first air storage tank is disposed on the side or below the trailer valve bracket. The second air storage tank is symmetrically disposed on the rear mudguard brackets on both sides. The third air storage tank is disposed in the inner cavity of the tail beam box.

2. The commercial vehicle braking system according to claim 1, characterized in that, The rear fender bracket includes a middle wheel cover and a rear wheel cover that are connected to each other. A groove with an upward opening is provided between the middle wheel cover and the rear wheel cover. The second air storage cylinder is disposed in the groove of the rear fender bracket.

3. The commercial vehicle braking system according to claim 2, characterized in that, The second air reservoir has an elliptical cross-section, and its axis is perpendicular to the extension direction of the left longitudinal beam. The major axis of the ellipse is parallel to the extension direction of the left longitudinal beam, and the highest point of the second air reservoir is not higher than the highest points of the middle wheel cover and the rear wheel cover.

4. The commercial vehicle braking system according to claim 2, characterized in that, It also includes an air cylinder support and a rubber pad. The air cylinder support has an arc surface for supporting the air cylinder. The diameter of the arc surface is larger than the diameter of the second air cylinder. The rubber pad is disposed between the second air cylinder and the arc surface.

5. The commercial vehicle braking system according to claim 4, characterized in that, It also includes a clamp, through which the second gas storage cylinder is fastened to the gas storage cylinder support, and the clamp is pivotally connected to the gas storage cylinder support by a pin.

6. The commercial vehicle braking system according to claim 4, characterized in that, It also includes a support rod, a support, a bracket reinforcement strip, and a support plate. The two support plates are arranged opposite each other and the top of each support plate is embedded in the groove. The bracket reinforcement strip is located between the two support plates and together with the bottom of the support plates, it supports the second air tank. The support rod passes through the support plate, and the bracket reinforcement strip is fixedly connected to the vehicle frame through the support.

7. The commercial vehicle braking system according to claim 1, characterized in that, The tail beam is a one-piece stamped tail beam, and the one-piece stamped tail beam has a concave arc surface structure for partially surrounding and accommodating the third gas storage cylinder.

8. The commercial vehicle braking system according to claim 7, characterized in that, The concave arc-shaped structure of the tail beam surrounds at least the upper half of the third gas storage cylinder.

9. The commercial vehicle braking system according to claim 1, characterized in that, When the first air reservoir is arranged on the side of the trailer valve, the cross-section of the first air reservoir is elliptical, the axial direction of the first air reservoir is perpendicular to the extension direction of the left longitudinal beam, and the minor axis of the ellipse is parallel to the extension direction of the left longitudinal beam.

10. A vehicle, characterized in that, Including the commercial vehicle braking system as described in any one of claims 1 to 9.

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