A vehicle emergency braking system combined with an air suspension

Abstract

This application discloses a vehicle emergency braking system incorporating an air suspension, comprising an ECU assembly, an air processing unit (APU), an air storage unit, a front axle brake chamber, a rear axle brake chamber, a rear axle air suspension, a mechanical leveling valve, and an emergency brake solenoid valve. The air storage unit is used to supply air to the front and rear axle brake chambers during vehicle braking. The air storage unit is connected to the rear axle air suspension via the mechanical leveling valve and the emergency brake solenoid valve in sequence. The ECU assembly controls the emergency brake solenoid valve based on vehicle speed information to cut off the connection between the mechanical leveling valve and the rear axle air suspension during braking and discharge air from the rear axle air suspension. The system disclosed in this application can lower the vehicle's center of mass during emergency braking, shift the axle load rearward, reduce front wheel braking force, increase braking deceleration, shorten braking distance, and enhance the vehicle's anti-rollover capability.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle braking control, and in particular to a vehicle emergency braking system combined with an air suspension. Background Art

[0002] As people's living standards continue to improve, the demand for comfort and stability in commercial vehicles is becoming increasingly demanding. Air suspension offers significant advantages over mechanical suspension (leaf springs), particularly its significantly improved comfort, and is therefore beginning to be used on the rear axles of light commercial trucks. Currently, commercial vehicle air suspension control systems primarily fall into two types: mechanical and electronic. Mechanical control is less expensive, and therefore, for cost reasons, the air suspension control mode for light commercial trucks is mechanical. Mechanical control utilizes a mechanical height valve, which controls the inflation and deflation of the airbags by adjusting the opening of the height valve, thereby maintaining a constant ride height. However, this system lacks additional auxiliary functions and is limited in functionality. Furthermore, it fails to fully utilize the advantages of air suspension and cannot achieve dynamic ride height adjustment with vehicle speed.

[0003] On the other hand, light trucks currently carry a lot of cargo, making them prone to overloading. When a vehicle encounters a special situation ahead and requires emergency braking, the front wheels require significant braking force to lock. Failure to lock the front wheels results in insufficient braking deceleration and long stopping distances, making collisions more likely and causing irreversible damage. Furthermore, rollovers of light commercial trucks have become a significant safety issue. According to statistics, commercial vehicle rollovers are the second most serious traffic accident after head-on collisions. Continuous improvements in both passive and active vehicle safety can significantly reduce the number of major accidents resulting in casualties. However, because most safety systems developed in the past have primarily focused on occupant safety rather than directly on rollover prevention, the proportion of rollovers among major accidents continues to increase year by year. Consequently, there is an urgent need to improve vehicles' pit-rolling capabilities to prevent rollovers. Summary of the Invention

[0004] The present application provides a vehicle emergency braking system combined with an air suspension to solve at least one of the above technical problems.

[0005] The technical solutions adopted in this application are:

[0006] A vehicle emergency braking system combined with an air suspension includes an ECU assembly, an air processing unit (APU), an air storage unit, a front axle brake chamber, and a rear axle brake chamber. The air storage unit is used to supply gas to the front axle brake chamber and the rear axle brake chamber when the vehicle brakes. The vehicle emergency braking system also includes a rear axle air suspension, a mechanical height valve, and an emergency brake solenoid valve. The air storage unit is connected to the rear axle air suspension via the mechanical height valve and the emergency brake solenoid valve in sequence. The ECU assembly can control the emergency brake solenoid valve to cut off the connection between the mechanical height valve and the rear axle air suspension and discharge the gas in the rear axle air suspension according to the vehicle's driving speed information when the vehicle brakes.

[0007] The vehicle emergency braking system combined with air suspension in this application also has the following additional technical features:

[0008] The emergency brake solenoid valve is set as a two-position three-way solenoid valve, which includes a first valve port, a second valve port and a third valve port. The first valve port is connected to the air outlet of the mechanical height valve, the second valve port is connected to the air inlet of the rear axle air suspension, and the third valve port is used to discharge the gas in the rear axle air suspension; the two-position three-way solenoid valve is electrically connected to the ECU assembly, and the ECU assembly controls the first valve port and the third valve port to select one of them to be connected to the second valve port.

[0009] The vehicle emergency braking system further includes a vehicle speed sensor, which is used to transmit wheel speed information to the ECU assembly.

[0010] The vehicle speed sensors include a left front vehicle speed sensor for measuring the left front wheel speed, a right front vehicle speed sensor for measuring the right front wheel speed, a left rear vehicle speed sensor for measuring the left rear wheel speed, and a right rear vehicle speed sensor for measuring the right rear wheel speed.

[0011] The rear axle air suspension includes a left rear suspension airbag and a right rear suspension airbag. The air storage unit is connected to the left rear suspension airbag through a first branch, and the air storage unit is connected to the right rear suspension airbag through a second branch. The mechanical height valve includes a first mechanical height valve arranged on the first branch and a second mechanical height valve arranged on the second branch. The emergency brake solenoid valve includes a first emergency brake solenoid valve arranged on the first branch and a second emergency brake solenoid valve arranged on the second branch.

[0012] The vehicle emergency braking system also includes a height sensor, which is used to electrically transmit height information to the ECU assembly; the height sensor includes a left rear height sensor and a right rear height sensor, the left rear height sensor is used to detect the height of the left rear suspension airbag, and the right rear height sensor is used to detect the height of the right rear suspension airbag.

[0013] The vehicle emergency braking system also includes a pressure sensor, which is used to electrically transmit pressure information of the vehicle's rear axle air suspension to the ECU assembly; the pressure sensor includes a left rear pressure sensor and a right rear pressure sensor, the left rear pressure sensor is used to detect the internal air pressure of the left rear suspension airbag, and the right rear pressure sensor is used to detect the internal air pressure of the right rear suspension airbag.

[0014] The vehicle emergency braking system further includes a camera acquisition device, which is used to acquire curve data of a road section and transmit the data to the ECU assembly.

[0015] The air storage unit includes a front circuit air cylinder, a rear circuit air cylinder and an emergency brake auxiliary air cylinder. The front circuit air cylinder is used to supply gas to the front axle brake air chamber when the vehicle brakes; the rear circuit air cylinder is used to supply gas to the rear axle brake air chamber when the vehicle brakes. The air inlet of the mechanical height valve is connected to the emergency brake auxiliary air cylinder.

[0016] The front circuit air reservoir is connected to the front axle brake air chamber in sequence via the brake valve, quick release valve, and first ABS solenoid valve; the rear circuit air reservoir is connected to the rear axle brake air chamber in sequence via the brake valve, relay valve, and second ABS solenoid valve; the first ABS solenoid valve and the second ABS solenoid valve are both electrically connected to the ECU assembly.

[0017] Due to the adoption of the above technical solution, the technical effects achieved by this application are:

[0018] 1. During driving of a vehicle equipped with the vehicle emergency braking system combined with air suspension provided by the present application, when the driver performs emergency braking, the ECU assembly controls the emergency braking solenoid valve to change from a state in which the mechanical height valve and the rear axle air suspension are connected to a state in which the mechanical height valve and the rear axle air suspension are disconnected, and the gas in the rear axle air suspension is discharged through the emergency braking solenoid valve. The height and stiffness of the rear axle air suspension are reduced, thereby lowering the center of gravity height of the entire vehicle, moving the axle load rearward, reducing the braking force required by the front wheels, making the braking force distribution more reasonable, improving the braking deceleration, shortening the braking distance, reducing the hysteresis of the emergency braking system, alleviating or avoiding vehicle collisions, and improving the safety performance of the entire vehicle.

[0019] 2. During emergency braking and evasive steering, the ECU assembly controls the emergency brake solenoid valve to change from a state in which the mechanical height valve and the rear axle air suspension are connected to a state in which the mechanical height valve and the rear axle air suspension are disconnected. The gas in the rear axle air suspension is discharged through the emergency brake solenoid valve, and the height and stiffness of the rear axle air suspension are reduced, thereby lowering the center of gravity of the vehicle and reducing the vehicle's rollover factor, increasing the vehicle's rollover threshold and anti-rollover ability, and improving steering stability, thereby significantly reducing the possibility of the vehicle rolling over and causing a rollover accident during emergency steering and braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0021] Figure 1 A working principle diagram of a vehicle emergency braking system combined with air suspension provided in this application;

[0022] Figure 2 This is a schematic diagram of the emergency brake solenoid valve provided in this application.

[0023] Reference numerals:

[0024] 1. ECU assembly, 2. Air processing unit (APU), 31. Front axle brake chamber, 32. Rear axle brake chamber, 41. First mechanical height valve, 42. Second mechanical height valve, 51. First emergency brake solenoid valve, 52. First emergency brake solenoid valve, A. First valve port, B. Second valve port, C. Third valve port, 61. Left front vehicle speed sensor, 62. Right front vehicle speed sensor, 63. Left rear vehicle speed sensor, 64. Right rear vehicle speed sensor, 71. Left rear suspension airbag, 72. Right rear suspension airbag, 81. Front circuit air reservoir, 82. Rear circuit air reservoir, 83. Emergency brake auxiliary air reservoir, 91. Brake valve, 92. Quick release valve, 93. First ABS solenoid valve, 94. Relay valve, 95. Second ABS solenoid valve. DETAILED DESCRIPTION

[0025] In order to more clearly illustrate the overall concept of the present application, a detailed description is given below in an illustrative manner in conjunction with the accompanying drawings.

[0026] In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of the present application is not limited to the specific embodiments disclosed below.

[0027] In this application, unless otherwise expressly specified or limited, terms such as "installed," "connected," "connect," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection, or communication; direct connection or indirect connection through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0028] In this application, unless otherwise expressly specified and limited, a first feature "above" or "below" a second feature may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in an appropriate manner in any one or more embodiments or examples.

[0029] It should be noted that the expressions "first" and "second" used in the embodiments of the present invention are intended to distinguish two non-identical entities or non-identical parameters with the same name. It can be seen that "first" and "second" are only for the convenience of expression and should not be understood as limitations on the embodiments of the utility model. Subsequent embodiments will not explain this one by one.

[0030] like Figure 1 As shown, a vehicle emergency braking system combined with an air suspension includes an ECU assembly 1, an air processing unit APU2, an air storage unit, a front axle brake air chamber 31, and a rear axle brake air chamber 32. The air storage unit is used to supply gas to the front axle brake air chamber 31 and the rear axle brake air chamber 32 when the vehicle brakes; the vehicle emergency braking system also includes a rear axle air suspension, a mechanical height valve, and an emergency brake solenoid valve. The air storage unit is connected to the rear axle air suspension via the mechanical height valve and the emergency brake solenoid valve in sequence; the ECU assembly 1 can control the emergency brake solenoid valve to cut off the connection between the mechanical height valve and the rear axle air suspension and discharge the gas in the rear axle air suspension according to the vehicle's driving speed information when the vehicle brakes.

[0031] The Electronic Control Unit (ECU) 1 receives status signals from system sensors and issues commands to the execution structure. It manages and stores different vehicle heights, controls multiple vehicle heights, including the normal height, collects and exchanges bus data, monitors the operation of all system components, and detects and stores system faults.

[0032] The air processing unit (APU) 2 is a multifunctional, highly integrated air purification unit, which mainly includes an air dryer and a multi-circuit protection valve. The air dryer is used to dry and clean the compressed air supplied by the air compressor and control the air pressure in the brake line. The multi-circuit protection valve is used to limit the brake pressure in the multi-circuit brake system and provide brake protection.

[0033] The gas storage unit is used to store the gas processed by the air unit and supply the gas to the front axle brake chamber 31 and the rear axle brake chamber 32 when the vehicle brakes.

[0034] The front axle brake chamber 31 is used to brake the vehicle's front wheels, while the rear axle brake chamber 32 is used to brake the vehicle's rear wheels. For example, when the brake pedal is depressed, compressed air enters the brake chamber. The air pressure deforms the diaphragm, pushing the push rod, which in turn drives the adjusting arm, rotating the brake cam and pressing the shoe against the brake drum, producing braking action. When the brake pedal is released, the air in the brake chamber is discharged to the atmosphere through the brake valve exhaust port. The push rod and diaphragm return to their original position under the action of the diaphragm spring, releasing the brakes. The mechanical height valve is used to promptly complete the intake and exhaust of air to the rear axle air suspension to adjust the height of the rear axle air suspension, ensuring that the vehicle body maintains a constant height during normal straight-line driving.

[0035] Specifically, if Figure 1 As shown, the air storage unit includes a front-circuit air reservoir 81, a rear-circuit air reservoir 82, and an emergency brake assist air reservoir 83. The front-circuit air reservoir 81 is used to supply air to the front axle brake chamber 31 during vehicle braking; the rear-circuit air reservoir 82 is used to supply air to the rear axle brake chamber 32 during vehicle braking. The air inlet of the mechanical height valve is connected to the emergency brake assist air reservoir 83. During vehicle operation, the air processing unit (APU2) must always ensure that there is air in the front-circuit air reservoir 81, the rear-circuit air reservoir 82, and the emergency brake assist air reservoir 83 for emergency braking.

[0036] The front circuit air reservoir 81 is connected to the front axle brake air chamber 31 via the brake valve 91, the quick release valve 92, and the first ABS solenoid valve 93 in sequence, and the rear circuit air reservoir 82 is connected to the rear axle brake air chamber 32 via the brake valve 91, the relay valve 94, and the second ABS solenoid valve 95 in sequence. The first ABS solenoid valve 93 and the second ABS solenoid valve 95 are both electrically connected to the ECU assembly 1. During emergency braking, the compressed gas in the front circuit air reservoir 81 enters the quick release valve 92 through the lower chamber of the brake valve 91, and enters the first ABS solenoid valve 93 after coming out of the quick release valve 92. At the same time, the ECU assembly 1 controls the first ABS solenoid valve 93 to open, and the gas enters the front axle brake air chamber 31 from the first ABS solenoid valve 93 to brake the front axle. At the same time, the compressed gas in the rear circuit air reservoir 82 enters the relay valve 94 through the upper chamber of the brake valve 91, and enters the second ABS solenoid valve 95 after coming out of the relay valve 94. At the same time, the ECU assembly 1 controls the second ABS solenoid valve 95 to open, and the gas enters the rear axle brake air chamber 32 from the second ABS solenoid valve 95 to brake the rear axle.

[0037] In addition, in the case of emergency braking of the front and rear axles, when the ECU assembly 1 detects that the braking deceleration is greater than a preset value (the preset value can be determined based on the threshold range for maintaining a reasonable braking distance for the vehicle), an instruction is sent to the emergency brake solenoid valve to cut off the air path between the mechanical height valve and the rear axle air suspension. The mechanical height valve can no longer inflate the rear axle air suspension. At the same time, the emergency brake solenoid valve quickly discharges the gas in the rear axle air suspension, reducing the height and stiffness of the rear axle air suspension, thereby reducing the center of gravity height of the vehicle, moving the axle load backward, reducing the braking force required by the front wheels, and making the braking force distribution more reasonable. This increases the braking deceleration, shortens the braking distance, reduces the hysteresis of the emergency braking system, reduces or avoids vehicle collisions, and improves the safety performance of the vehicle.

[0038] During emergency braking and evasive steering, ECU assembly 1 controls the emergency brake solenoid valve to change from a state of connecting the mechanical height valve and the rear axle air suspension to a state of cutting off the connection between the mechanical height valve and the rear axle air suspension. The gas in the rear axle air suspension is discharged through the emergency brake solenoid valve, and the height and stiffness of the rear axle air suspension are reduced, thereby lowering the center of gravity of the entire vehicle and reducing the vehicle's rollover factor, increasing the vehicle's rollover threshold and vehicle anti-rollover ability, improving steering stability, and greatly reducing the possibility of a rollover accident caused by the vehicle rolling over during emergency steering.

[0039] The tipping factor R can be expressed by the following formula: R = (F R -F L ) / (F R +F L ), where F Lis the contact force between the left wheel and the ground, F R is the contact force between the right wheel and the ground. If the vehicle is in a stable straight-line driving state and the load mass is symmetrical, then F L =F R , then R=0; if the vehicle reaches the critical state of overturning, that is, the left or right wheel of the vehicle is about to leave the ground and lift up, then F L =0 or F R =0, so R = ±1; if the vehicle is in an intermediate state, that is, no wheels are lifted from the ground and the left and right loads are asymmetric, then the absolute value of R is between 0 and 1, indicating that the vehicle is in a rollover-stable state. The smaller the absolute value of R, the better the vehicle's rollover stability. The rollover threshold refers to the critical point parameter required for the vehicle to roll over, which can be expressed as the vehicle's lateral acceleration. When the car turns, as the speed increases, the vertical load on the inside wheel transfers from the inside of the curve to the outside until the vertical load on the inside wheel is zero. The lateral acceleration when the vertical load on the inside wheel is zero is defined as the vehicle's rollover threshold. Therefore, the higher the rollover threshold, the greater the vehicle's anti-rollover ability. It can be seen that the air suspension can suppress vehicle rollover by suppressing the vehicle rollover factor and increasing the vehicle rollover threshold. Therefore, when the vehicle brakes suddenly and turns to avoid, the emergency brake solenoid valve can be used to discharge the gas on the left and / or right sides of the rear axle air suspension, changing the stiffness of the left and right sides of the rear axle air suspension, lowering the vehicle's center of gravity height, and improving the contact force between the steering inner wheel and the ground, thereby reducing the absolute value of the rollover factor, increasing the rollover threshold, and achieving the purpose of improving wheel stability.

[0040] As a preferred embodiment of the present application, Figure 2 As shown, the emergency brake solenoid valve is set as a two-position three-way solenoid valve, and the two-position three-way solenoid valve includes a first valve port A, a second valve port B and a third valve port C. The first valve port A is connected to the air outlet of the mechanical height valve, the second valve port B is connected to the air inlet of the rear axle air suspension, and the third valve port C is used to discharge the gas in the rear axle air suspension; the two-position three-way solenoid valve is electrically connected to the ECU assembly 1, and the ECU assembly 1 controls the first valve port A and the third valve port C to select one of the second valve port B to be connected.

[0041] When the vehicle is traveling in a normal straight line, the emergency brake solenoid valve's first valve port A and second valve port B are connected, while the third valve port C is closed. The emergency brake auxiliary air reservoir 83 regulates the inflation and deflation of the rear axle air suspension via a mechanical height valve, thereby maintaining a constant vehicle ride height. When the vehicle enters an emergency braking state and the ECU assembly 1 detects a braking deceleration greater than a preset value, it issues a command to the emergency brake solenoid valve, closing the first valve port A and connecting the second valve port B and the third valve port C. This allows the air in the rear axle air suspension to be discharged through the third valve port C, thereby lowering the rear axle air suspension height, lowering the vehicle's center of mass, shifting the axle load rearward, reducing the braking force required on the front wheels, increasing braking deceleration, and shortening the braking distance.

[0042] As a preferred embodiment of the present application, the vehicle emergency braking system further includes a vehicle speed sensor, which is used to transmit wheel speed information to the ECU assembly 1.

[0043] Those skilled in the art will appreciate that wheel speed information, particularly vehicle deceleration information during braking, can be transmitted to the ECU assembly 1 via a vehicle speed sensor. After the vehicle speed sensor transmits the deceleration signal to the ECU assembly 1, the ECU assembly 1 analyzes the deceleration signal and compares the deceleration value with a preset value for sending a command to the emergency brake solenoid valve. When the deceleration exceeds the preset value, a command is sent to the emergency brake solenoid valve to exhaust air from the rear axle air suspension. Specifically, the vehicle speed sensor can be mounted directly on the wheel hub or on the vehicle's final drive or transmission. The vehicle speed sensor is preferably a deceleration sensor, but it can also be a wheel speed sensor.

[0044] Further, if Figure 1 As shown, the vehicle speed sensor includes a left front vehicle speed sensor 61 for measuring the left front wheel speed, a right front vehicle speed sensor 62 for measuring the right front wheel speed, a left rear vehicle speed sensor 63 for measuring the left rear wheel speed, and a right rear vehicle speed sensor 64 for measuring the right rear wheel speed.

[0045] Those skilled in the art will appreciate that the left front vehicle speed sensor 61, the right front vehicle speed sensor 62, the left rear vehicle speed sensor 63, and the right rear vehicle speed sensor 64 can respectively transmit the wheel speed information of the front axle left wheel, the front axle right wheel, the rear axle left wheel, and the rear axle right wheel to the ECU assembly 1, so that the ECU assembly 1 can analyze and compare the wheel speed information, thereby reasonably allocating the braking force of each wheel to achieve a better braking effect.

[0046] Further, if Figure 1As shown, the rear axle air suspension includes a left rear suspension airbag 71 and a right rear suspension airbag 72, the air storage unit is connected to the left rear suspension airbag 71 through a first branch, and the air storage unit is connected to the right rear suspension airbag 72 through a second branch, the mechanical height valve includes a first mechanical height valve 41 provided on the first branch and a second mechanical height valve 42 provided on the second branch, and the emergency brake solenoid valve includes a first emergency brake solenoid valve 51 provided on the first branch and a second emergency brake solenoid valve 52 provided on the second branch.

[0047] When the vehicle is traveling in a straight line and performs emergency braking, the ECU assembly 1 can control the first emergency brake solenoid valve 51 and the second emergency brake solenoid valve 52 to discharge the gas in the left rear suspension airbag 71 and the right rear suspension airbag 72 respectively, thereby reducing the stiffness of the left and right sides of the rear axle air suspension at the same time, and the exhaust volume of the left rear suspension airbag 71 and the right rear suspension airbag 72 remains consistent, that is, the height and stiffness reduction of the left rear suspension airbag 71 and the right rear suspension airbag 72 remain consistent. When the vehicle turns and performs emergency braking, taking the vehicle turning left and performing emergency braking as an example, the ECU assembly 1 can control the first emergency brake solenoid valve 51 and the second emergency brake solenoid valve 52 to discharge the gas in the left rear suspension airbag 71 and the right rear suspension airbag 72 respectively, thereby reducing the stiffness of the left and right sides of the rear axle air suspension at the same time, but the exhaust volume of the left rear suspension airbag 71 can be made greater than the exhaust volume of the right rear suspension airbag 72, so that the height and stiffness of the left rear suspension airbag 71 are reduced more than those of the right rear suspension airbag 72, thereby improving the contact force between the left wheel and the ground, suppressing the left tilt of the vehicle body, and improving the anti-rollover ability.

[0048] As a preferred embodiment of the present application, the vehicle emergency braking system further includes a height sensor for electrically transmitting height information to the ECU assembly 1; the height sensor includes a left rear height sensor and a right rear height sensor, the left rear height sensor for detecting the height of the left rear suspension airbag 71, and the right rear height sensor for detecting the height of the right rear suspension airbag 72. As another preferred embodiment of the present application, the vehicle emergency braking system further includes a pressure sensor for electrically transmitting pressure information of the vehicle's rear axle air suspension to the ECU assembly 1; the pressure sensor includes a left rear pressure sensor and a right rear pressure sensor, the left rear pressure sensor for detecting the internal air pressure of the left rear suspension airbag 71, and the right rear pressure sensor for detecting the internal air pressure of the right rear suspension airbag 72.

[0049] The height sensor and pressure sensor can calibrate the vehicle's normal height, upper and lower height limits. The pressure sensor can be used to calibrate atmospheric pressure and the permissible airbag pressure. Specifically, both the height sensor and the pressure sensor can be electrically connected to the ECU assembly 1. The left and right rear height sensors transmit real-time height information of the left and right rear suspension airbags 71 and 72 to the ECU assembly 1. The ECU assembly 1 indirectly obtains the vehicle's height information from this height information. The left and right rear pressure sensors transmit real-time internal and pressure information of the left and right rear suspension airbags 71 and 72 to the ECU assembly 1. Based on the information transmitted by the height and pressure sensors, the ECU assembly 1 monitors the height and pressure of the left and right rear suspension airbags 71 and 72, automatically adjusting them according to the vehicle's calibrated height and stabilizing the pressure within a safe range.

[0050] As a preferred embodiment of the present application, the vehicle emergency braking system may further include a camera acquisition device, which is used to acquire curve data of the road section and transmit it to the ECU assembly 1.

[0051] It will be understood by those skilled in the art that, by configuring a video acquisition device in the system, the video acquisition device can collect the current driving curve data in real time and obtain the curvature of the current road, so that when cornering, the ECU assembly 1 can more scientifically adjust the height difference between the left and right sides of the rear axle air suspension through the emergency brake solenoid valve to change the vehicle posture and improve the anti-rollover capability. It can even adjust the height difference between the left and right sides of the rear axle air suspension through the emergency brake solenoid valve in advance according to the curvature data to achieve the purpose of anti-rollover warning.

[0052] Anything not described in this application can be achieved by adopting or drawing on existing technologies.

[0053] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on the differences from other embodiments.

[0054] The foregoing is merely an embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application should all be included within the scope of the claims of the present application.

Claims

1. A vehicle emergency braking system combined with an air suspension, characterized in that: It includes an ECU assembly, an air processing unit (APU), an air storage unit, a front axle brake air chamber, and a rear axle brake air chamber. The air storage unit is used to supply air to the front axle brake air chamber and the rear axle brake air chamber when the vehicle brakes. The vehicle emergency braking system also includes a rear axle air suspension, a mechanical height valve, an emergency brake solenoid valve and a vehicle speed sensor. The air storage unit is connected to the rear axle air suspension via the mechanical height valve and the emergency brake solenoid valve in sequence. The emergency brake solenoid valve is configured as a two-position three-way solenoid valve. The two-position three-way solenoid valve includes a first valve port, a second valve port and a third valve port. The first valve port is connected to the air outlet of the mechanical height valve, the second valve port is connected to the air inlet of the rear axle air suspension, and the third valve port is used to discharge the gas in the rear axle air suspension. The two-position three-way solenoid valve is electrically connected to the ECU assembly. The ECU assembly controls the first valve port and the third valve port to selectively connect to the second valve port. The vehicle speed sensor is used to transmit wheel speed information to the ECU assembly. The ECU assembly can control the emergency brake solenoid valve according to the vehicle's driving speed information to cut off the communication between the mechanical height valve and the rear axle air suspension and discharge the gas in the rear axle air suspension when the vehicle brakes.

2. The vehicle emergency braking system combined with air suspension according to claim 1, characterized in that: The vehicle speed sensors include a left front vehicle speed sensor for measuring the left front wheel speed, a right front vehicle speed sensor for measuring the right front wheel speed, a left rear vehicle speed sensor for measuring the left rear wheel speed, and a right rear vehicle speed sensor for measuring the right rear wheel speed.

3. The vehicle emergency braking system combined with air suspension according to claim 2, characterized in that: The rear axle air suspension includes a left rear suspension airbag and a right rear suspension airbag. The air storage unit is connected to the left rear suspension airbag through a first branch, and the air storage unit is connected to the right rear suspension airbag through a second branch. The mechanical height valve includes a first mechanical height valve arranged on the first branch and a second mechanical height valve arranged on the second branch. The emergency brake solenoid valve includes a first emergency brake solenoid valve arranged on the first branch and a second emergency brake solenoid valve arranged on the second branch.

4. The vehicle emergency braking system combined with air suspension according to claim 3, characterized in that: The vehicle emergency braking system further includes a height sensor, which is used to electrically transmit height information to the ECU assembly; The height sensor includes a left rear height sensor and a right rear height sensor. The left rear height sensor is used to detect the height of the left rear suspension airbag, and the right rear height sensor is used to detect the height of the right rear suspension airbag.

5. The vehicle emergency braking system combined with air suspension according to claim 3, characterized in that: The vehicle emergency brake system further includes a pressure sensor, which is used to electrically transmit pressure information of the vehicle's rear axle air suspension to the ECU assembly; The pressure sensor includes a left rear pressure sensor and a right rear pressure sensor. The left rear pressure sensor is used to detect the internal air pressure of the left rear suspension airbag, and the right rear pressure sensor is used to detect the internal air pressure of the right rear suspension airbag.

6. The vehicle emergency braking system combined with air suspension according to claim 1, characterized in that: The vehicle emergency braking system further includes a camera acquisition device, which is used to acquire curve data of a road section and transmit the data to the ECU assembly.

Images