Control Method, Device, Braking System and Engineering Vehicle for Braking System

Abstract

The present invention relates to the field of braking technologies, and discloses a control method, a device, a braking system and an engineering vehicle for a braking system. The master brake cylinder is respectively connected to a first left brake chamber, a first right brake chamber and a control member, and the control member is respectively connected to a second left brake chamber and a second right brake chamber; the control method includes: determining the driving mode of the engineering vehicle to which the braking system belongs; receiving a braking signal; in response to the braking signal, controlling the working state of the control member according to the driving mode so as to control the working states of the second left brake chamber and the second right brake chamber; in response to the braking signal, controlling the gas flow between the master brake cylinder and the first left brake chamber, the first right brake chamber and the control member respectively. The braking system has multiple braking modes to adapt to different driving modes of the engineering vehicle, and improves the driving safety by changing the maximum braking torque; in the light-load driving mode, fewer brake chambers participate in braking, and fuel can also be saved.

Description

Technical Field

[0001] The present invention relates to the field of braking technology, and particularly to a control method, device, braking system and engineering vehicle for a braking system. Background Art

[0002] Engineering vehicles include, but are not limited to, engineering cranes, heavy transport vehicles, and engineering rescue vehicles, etc. As an example, the working conditions of engineering vehicles at least include the following two situations. The first situation: When an engineering vehicle is operating in a construction site, it is usually in a heavy load state and driving on an unpaved road. At this time, the speed of the engineering vehicle is generally slow, usually less than 10 km / h, but the total weight may be as high as more than 200 tons, the vehicle inertia is large and the road surface condition is relatively poor. The second situation: After the engineering vehicle finishes its operation and is transferring to the next construction site, it usually needs to meet the vehicle regulation requirements. The total weight of the engineering vehicle is less than 55 tons, and the single axle load of the vehicle axle is even less than 6 tons. At this time, the vehicle inertia is small and the road surface is good. At present, the braking mode of the braking system on engineering vehicles is single, which is difficult to adapt to different working conditions of engineering vehicles, resulting in poor safety. Summary of the Invention

[0003] In order to overcome the deficiencies of the prior art, embodiments of the present invention provide a control method, device, braking system and engineering vehicle for a braking system.

[0004] To achieve the above object, a first aspect of the present invention provides a control method for a braking system. The braking system includes a first left brake chamber, a first right brake chamber, a second left brake chamber, a second right brake chamber, a brake master cylinder and a control member. Among them, the brake master cylinder is respectively connected to the first left brake chamber, the first right brake chamber and the control member, and the control member is respectively connected to the second left brake chamber and the second right brake chamber; the control method includes:

[0005] Determine the driving mode of the engineering vehicle to which the braking system belongs;

[0006] Receive a braking signal;

[0007] In response to the braking signal, control the working state of the control member according to the driving mode to control the working states of the second left brake chamber and the second right brake chamber;

[0008] In response to the braking signal, control the gas flow between the brake master cylinder and the first left brake chamber, the first right brake chamber and the control member respectively.

[0009] In the embodiments of the present invention, the braking system further includes a load sensor; determining the driving mode of the engineering vehicle to which the braking system belongs includes:

[0010] Determine the load of the engineering vehicle;

[0011] Determine the driving mode according to the load, where the driving mode includes a light-load driving mode and a heavy-load driving mode.

[0012] In an embodiment of the present invention, the control member includes a two-position three-way solenoid valve; in response to a braking signal, the working state of the control member is controlled according to the driving mode to control the working states of the second left brake air chamber and the second right brake air chamber, including:

[0013] In response to a braking signal, when the engineering vehicle is in the light-load driving mode, control the two-position three-way solenoid valve to lose power to prohibit the second left brake air chamber and the second right brake air chamber from ventilating;

[0014] In response to a braking signal, when the engineering vehicle is in the heavy-load driving mode, control the two-position three-way solenoid valve to be energized to enable the second left brake air chamber and the second right brake air chamber to ventilate.

[0015] In an embodiment of the present invention, the control method for the braking system further includes:

[0016] When no braking signal is received, control the two-position three-way solenoid valve to lose power.

[0017] In an embodiment of the present invention, the braking system further includes a left anti-lock solenoid valve and a right anti-lock solenoid valve, the control member includes a first sub-control member and a second sub-control member, the left anti-lock solenoid valve is arranged between the first sub-control member and the master brake cylinder, the left anti-lock solenoid valve is arranged between the second sub-control member and the master brake cylinder, the first sub-control member is connected to the second left brake air chamber, and the second sub-control member is connected to the second right brake air chamber;

[0018] In response to a braking signal, the working state of the control member is controlled according to the driving mode to control the working states of the second left brake air chamber and the second right brake air chamber, including:

[0019] In response to a braking signal, the working states of the first sub-control member and the second sub-control member are controlled according to the driving mode to control the working states of the second left brake air chamber and the second right brake air chamber;

[0020] In response to a braking signal, controlling the gas flow between the master brake cylinder and the first left brake air chamber, the first right brake air chamber, and the control member includes:

[0021] In response to a braking signal, control the gas flow between the master brake cylinder and the first left brake air chamber, the first right brake air chamber, the first sub-control member, and the second sub-control member.

[0022] In an embodiment of the present invention, the first left brake air chamber includes a left spring brake air chamber, the first right brake air chamber includes a right spring brake air chamber, the second left brake air chamber includes a left diaphragm brake air chamber, and the second right brake air chamber includes a right diaphragm brake air chamber.

[0023] In a second aspect of the present invention, a control device for a braking system is provided. The braking system includes a first left brake air chamber, a first right brake air chamber, a second left brake air chamber, a second right brake air chamber, a master brake cylinder, and a control member. Among them, the master brake cylinder is respectively connected to the first left brake air chamber, the first right brake air chamber, and the control member, and the control member is respectively connected to the second left brake air chamber and the second right brake air chamber. The control device includes:

[0024] a determination module for determining the driving mode of the engineering vehicle to which the braking system belongs;

[0025] a receiving module for receiving a braking signal;

[0026] a first control module for, in response to the braking signal, controlling the working state of the control member according to the driving mode to control the working states of the second left brake air chamber and the second right brake air chamber;

[0027] a second control module for, in response to the braking signal, controlling the gas flow between the master brake cylinder and the first left brake air chamber, the first right brake air chamber, and the control member respectively.

[0028] In a third aspect of the present invention, a braking system is provided, including a first left brake air chamber, a first right brake air chamber, a second left brake air chamber, a second right brake air chamber, a master brake cylinder, and a control member. Among them, the master brake cylinder is respectively connected to the first left brake air chamber, the first right brake air chamber, and the control member, and the control member is respectively connected to the second left brake air chamber and the second right brake air chamber;

[0029] The braking system further includes a processor configured to execute the above-mentioned control method for the braking system.

[0030] In an embodiment of the present invention, the braking system further includes:

[0031] a load sensor for detecting the load of the engineering vehicle to which the braking system belongs.

[0032] In a fourth aspect of the present invention, an engineering vehicle is provided, including the above-mentioned braking system.

[0033] In an embodiment of the present invention, the braking system includes a first left brake chamber, a first right brake chamber, a second left brake chamber, a second right brake chamber, a master brake cylinder, and a control member. Among them, the master brake cylinder is respectively connected to the first left brake chamber, the first right brake chamber, and the control member, and the control member is respectively connected to the second left brake chamber and the second right brake chamber. An engineering vehicle has multiple driving modes, and the load of the engineering vehicle varies greatly under different working conditions (different driving modes). Therefore, in response to a braking signal, the working state of the control member is controlled according to the driving mode of the engineering vehicle to control the working states of the second left brake chamber and the second right brake chamber; in response to a braking signal, the gas flow between the master brake cylinder and the first left brake chamber, the first right brake chamber, and the control member is controlled respectively. In this way, the braking system has multiple braking modes to adapt to different driving modes of the engineering vehicle, improving driving safety.

[0034] Exemplarily, when the engineering vehicle is in a light-load driving mode (such as a road driving mode), the control member is closed. At this time, the second left brake chamber and the second right brake chamber are not ventilated, and only the first left brake chamber and the first right brake chamber are ventilated, reducing the maximum braking torque. The braking force is not too large, avoiding the situation of sharp deceleration when gently stepping on the brake, which is beneficial for the driver to control the vehicle speed of the engineering vehicle. In the light-load driving mode (such as a road driving mode), fewer brake chambers participate in braking, consuming less energy, and achieving the effect of fuel saving; moreover, with fewer brake chambers participating in braking, in the case of the same air storage cylinder volume, the number of braking times increases, which is beneficial for safe driving, especially for the situation where multiple brakes need to be stepped on during long downhill working conditions. When the engineering vehicle is in a heavy-load driving mode, the control member works. At this time, the first left brake chamber, the first right brake chamber, the second left brake chamber, and the second right brake chamber are all ventilated, and all brake chambers participate in braking, increasing the maximum braking torque and braking force, and ensuring the driving safety of the engineering vehicle to the greatest extent. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The drawings are used to provide a further understanding of the embodiments of the present invention, and constitute a part of the specification. They are used together with the following specific embodiments to explain the embodiments of the present invention, but do not constitute a limitation to the embodiments of the present invention. In the drawings:

[0036] Figure 1 Schematically shows a schematic diagram of a braking system according to an embodiment of the present invention;

[0037] Figure 2 Schematically shows a flowchart of a control method for a braking system according to an embodiment of the invention;

[0038] Figure 3 Schematically shows one of the schematic diagrams of another braking system according to an embodiment of the present invention;

[0039] Figure 4 Schematically shows the second schematic diagram of another braking system according to an embodiment of the present invention;

[0040] Figure 5 Schematically shows the third schematic diagram of another braking system according to an embodiment of the present invention;

[0041] Figure 6 Schematically shows the fourth schematic diagram of another braking system according to an embodiment of the present invention.

[0042] Explanation of reference numerals

[0043] 10 - First left brake air chamber; 11 - First right brake air chamber;

[0044] 12 - Second left brake air chamber; 13 - Second right brake air chamber;

[0045] 14 - Master brake cylinder; 15 - Control member;

[0046] 16 - Service brake air reservoir; 17 - Right ABS solenoid valve;

[0047] 18 - First relay valve; 19 - Left ABS solenoid valve;

[0048] 20 - First left diaphragm brake air chamber; 21 - Second left diaphragm brake air chamber;

[0049] 22 - First right diaphragm brake air chamber; 23 - Second right diaphragm brake air chamber;

[0050] 24 - Second relay valve; 25 - Two - way three - way solenoid valve;

[0051] 26 - Left spring brake air chamber; 27 - Right spring brake air chamber;

[0052] 28 - Left diaphragm brake air chamber; 29 - Right diaphragm brake air chamber;

[0053] 30 - Parking brake air reservoir; 31 - Differential relay valve;

[0054] 32 - First left spring brake air chamber; 33 - First right spring brake air chamber;

[0055] 34 - Second left spring brake air chamber; 35 - Second right spring brake air chamber;

[0056] 36 - Third relay valve. Detailed implementation manners

[0057] The following will describe in detail the specific implementation manners of the embodiments of the present invention with reference to the accompanying drawings. It should be understood that the specific implementation manners described herein are only for explaining and illustrating the embodiments of the present invention, and are not used to limit the embodiments of the present invention.

[0058] It should be noted that if there are directional indications (such as up, down, left, right, front, back...) involved in the embodiments of the present application, then such directional indications are only used to explain the relative positional relationship and movement conditions between components in a specific posture (as shown in the accompanying drawings). If this specific posture changes, then the directional indications will also change accordingly.

[0059] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present application, then such descriptions of "first", "second", etc. are only for descriptive purposes, and cannot be understood as indicating or implying their relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first", "second" may explicitly or implicitly include at least one such feature. In addition, the technical solutions between various embodiments can be combined with each other, but it must be based on the fact that those skilled in the art can implement them. When the combination of technical solutions results in contradictions or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the protection scope required by the present application.

[0060] Figure 1 A schematic diagram of a braking system according to an embodiment of the present invention is schematically shown. As Figure 1 shown, the braking system includes a first left brake air chamber 10, a first right brake air chamber 11, a second left brake air chamber 12, a second right brake air chamber 13, a master brake cylinder 14, and a control member 15. Among them, the master brake cylinder 14 is respectively connected to the first left brake air chamber 10, the first right brake air chamber 11, and the control member 15, and the control member 15 is respectively connected to the second left brake air chamber 12 and the second right brake air chamber 13.

[0061] Figure 2 A flowchart of a control method for a braking system according to an embodiment of the present invention is schematically shown. As Figure 2 shown, in an embodiment of the present invention, a control method for a braking system is provided, including the following steps:

[0062] Step 201, determine the driving mode of the engineering vehicle to which the braking system belongs;

[0063] Step 202, receive a braking signal;

[0064] Step 203, in response to the braking signal, control the working state of the control member 15 according to the driving mode to control the working states of the second left brake air chamber 12 and the second right brake air chamber 13;

[0065] Step 204, in response to the braking signal, control the gas flow between the master brake cylinder 14 and the first left brake chamber 10, the first right brake chamber 11, and the control member 15 respectively.

[0066] Engineering vehicles include, but are not limited to, engineering cranes, heavy transport vehicles, and engineering rescue vehicles, etc. As an example, the working conditions (driving modes) of engineering vehicles at least include the following two situations. The first situation (heavy-load driving mode): When an engineering vehicle is operating at a construction site, it is usually in a heavy-load state and driving on an unpaved road. At this time, the speed of the engineering vehicle is generally slow, usually less than 10 km / h, but the total weight may be as high as more than 200 tons. The vehicle has a large inertia and the road conditions are relatively poor. The second situation (light-load driving mode, that is, road driving mode): After the engineering vehicle completes its operation and is transferring to the next construction site, it usually needs to meet the vehicle regulations. The total weight of the engineering vehicle is less than 55 tons, and the axle load of a single axle is even less than 6 tons. At this time, the vehicle has a small inertia and good road conditions. Engineering vehicles have multiple driving modes, and the loads of engineering vehicles vary greatly under different working conditions (different driving modes). In the embodiments of the present invention, the number of brake chambers participating in braking can be controlled by a control member, thereby realizing multiple braking modes. The braking system has multiple braking modes to adapt to different driving modes (i.e., different working conditions) of engineering vehicles, improving driving safety.

[0067] Exemplarily, when the engineering vehicle is in the light-load driving mode (such as the road driving mode), the control member 15 is closed. At this time, the second left brake chamber 10 and the second right brake chamber 13 are not ventilated, and only the first left brake chamber 10 and the first right brake chamber 11 are ventilated, reducing the maximum braking torque. The braking force is not too large, avoiding the situation of sharp deceleration when gently stepping on the brake, which is beneficial for the driver to control the vehicle speed of the engineering vehicle. In the light-load driving mode (such as the road driving mode), fewer brake chambers participate in braking, consuming less energy, and the fuel-saving effect can be achieved; moreover, with fewer brake chambers participating in braking, and in the case of the same air storage tank volume, the number of braking times increases, which is beneficial for safe driving, especially beneficial for the situation where multiple brakes need to be stepped on during long downhill working conditions. When the engineering vehicle is in the heavy-load driving mode, the control member works. At this time, the first left brake chamber 10, the first right brake chamber 11, the second left brake chamber 12, and the second right brake chamber 13 are all ventilated, and all brake chambers participate in braking, increasing the maximum braking torque and braking force, and ensuring the driving safety of the engineering vehicle to the greatest extent.

[0068] In one embodiment, the braking system further includes a load sensor. Determining the driving mode of the engineering vehicle in which the braking system is located includes: determining the load of the engineering vehicle; determining the driving mode according to the load, where the driving modes include a light-load driving mode and a heavy-load driving mode. During the design stage of the engineering vehicle, the braking modes corresponding to various driving modes of the engineering vehicle can be stored in the on-board computer. In one implementation, after the vehicle is powered on, axle load detection is performed to determine the current driving mode of the engineering vehicle. In this way, according to the result of the axle load detection, the on-board computer selects the corresponding braking mode. In another implementation, the corresponding braking mode can also be determined by turning the knob / button of the driving mode.

[0069] In one embodiment, the control member 15 includes a two-position three-way solenoid valve 25. In response to a braking signal, the working state of the control member is controlled according to the driving mode to control the working states of the second left brake chamber 12 and the second right brake chamber 13, including: in response to the braking signal, when the engineering vehicle is in the light-load driving mode, controlling the two-position three-way solenoid valve 25 to lose power to prohibit the second left brake chamber 12 and the second right brake chamber 13 from being ventilated; in response to the braking signal, when the engineering vehicle is in the heavy-load driving mode, controlling the two-position three-way solenoid valve 25 to be energized to allow the second left brake chamber 12 and the second right brake chamber 13 to be ventilated. In the embodiment of the present invention, the two-position three-way solenoid valve 25 can be a normally closed two-position three-way solenoid valve.

[0070] In the embodiment of the present invention, for the brake chamber, it includes but is not limited to the following three cases: (1) The first left brake chamber 10 is a first left diaphragm brake chamber 20, the first right brake chamber 11 is a first right diaphragm brake chamber 22, the second left brake chamber 12 is a second left diaphragm brake chamber 21, and the second right brake chamber 13 is a second right diaphragm brake chamber 23; (2) The first left brake chamber 10 is a left spring brake chamber, the first right brake chamber 11 is a right spring brake chamber, the second left brake chamber 12 is a left diaphragm brake chamber, and the second right brake chamber 13 is a right diaphragm brake chamber; (3) The first left brake chamber 10 is a first left spring brake chamber, the first right brake chamber 11 is a first right spring brake chamber, the second left brake chamber 12 is a second left spring brake chamber, and the second right brake chamber 13 is a second right spring brake chamber. That is to say, the control method for the braking system provided by the embodiment of the present invention can be applied to spring brake chambers, diaphragm brake chambers, and other types of brake chambers, with a wide application range and good adaptability.

[0071] Figure 3 One of the schematic diagrams of another braking system according to an embodiment of the present invention is schematically shown, as Figure 3As shown, in one embodiment, the braking system includes: an air storage tank 16 for service braking, a right ABS (Anti-lock Braking System) solenoid valve 17, a first relay valve 18, a left ABS solenoid valve 19, a first left diaphragm brake chamber 20, a second left diaphragm brake chamber 21, a first right diaphragm brake chamber 22, a second right diaphragm brake chamber 23, a second relay valve 24, and a two-position three-way solenoid valve 25. The connection relationships between the components in the braking system can be directly referred to Figure 3 . In Figure 3 , the port 1 in the first relay valve 18 and the second relay valve 24 represents the air inlet, the port 2 represents the air outlet, and the port 4 represents the control port.

[0072] . In Figure 3 , double diaphragm brake chambers are selected. According to Figure 3 , the self-adaptive air braking principle of a single axle equipped with double diaphragm brake chambers can be understood. As Figure 3 shows, on a single axle, two diaphragm brake chambers are equipped on each of the left and right sides. The first relay valve 18 is connected to two ABS solenoid valves. The left ABS solenoid valve 19 is connected to the first left diaphragm brake chamber 20, and the right ABS solenoid valve 17 is connected to the first right diaphragm brake chamber 22. The inlet (port 1) of the two-position three-way solenoid valve 25 is connected to the master cylinder 14, and the outlet (port 2) is connected to the control port (port 4) of the second relay valve 24. The outlets of the second relay valve 24 are respectively connected to the second right diaphragm brake chamber 23 and the second left diaphragm brake chamber 21. Among them, the relay valves (the first relay valve 18 and the second relay valve 24) are part of the air brake system. In the braking system of a heavy vehicle, the relay valve plays a role in shortening the response time and the pressure build-up time.

[0073] . In one embodiment, when the engineering vehicle is in the light-load driving mode, the two-position three-way solenoid valve 25 can be controlled to lose power (i.e., not be energized). When the two-position three-way solenoid valve 25 is not energized, when the driver steps on the brake, the first relay valve 18 supplies air to the first left diaphragm brake chamber 20 and the first right diaphragm brake chamber 22. The first left diaphragm brake chamber 20 drives the first left caliper to work, and the first right diaphragm brake chamber 22 drives the first right caliper to work; at this time, the second left brake chamber 21 and the second right brake chamber 23 are not supplied with air, and the corresponding second left caliper and second right caliper do not work. When the driver releases the brake, the first left diaphragm brake chamber 20 and the first right diaphragm brake chamber 22 exhaust air, so that the corresponding brake calipers do not work.

[0074] In one embodiment, when the construction vehicle is in the heavy-load driving mode, the two-way three-position solenoid valve 25 can be controlled to be energized (i.e., powered on). When the two-way three-position solenoid valve 25 is energized, when the driver steps on the brake, the first relay valve 18 supplies air to the first left diaphragm brake chamber 20 and the first right diaphragm brake chamber 22. The first left diaphragm brake chamber 20 drives the first left caliper to work, and the first right diaphragm brake chamber 22 drives the first right caliper to work; the second relay valve 24 supplies air to the second left diaphragm brake chamber 21 and the second right diaphragm brake chamber 23, thereby driving the second left caliper and the second right caliper to work. When the driver releases the brake, all the brake chambers exhaust air, so that all the brake calipers do not work.

[0075] In summary, when the two-way three-position solenoid valve 25 is not energized, only half of the brake calipers of the axle work when the driver steps on the brake; when the two-way three-position solenoid valve 25 is energized, all the brake calipers work when the driver steps on the brake. In this way, the number of calipers participating in braking can be controlled by controlling whether the two-way three-position solenoid valve 25 is energized.

[0076] Figure 4 Figure 2 schematically shows another schematic diagram of a braking system according to an embodiment of the present invention. As Figure 4 shown, in one embodiment, the braking system includes: a service brake air storage tank 16, a right ABS solenoid valve 17, a first relay valve 18, a left ABS solenoid valve 19, a second relay valve 24, a two-way three-position solenoid valve 25, a left spring brake chamber 26, a right spring brake chamber 27, a left diaphragm brake chamber 28, a right diaphragm brake chamber 29, a parking brake air storage tank 30, and a differential relay valve 31. The connection relationship between the components in the braking system can be directly referred to Figure 4 , different from the system in Figure 3 , in Figure 4 , spring brake chambers and diaphragm brake chambers are selected. According to Figure 4 , the adaptive air braking principle of a single axle equipped with spring brake chambers and diaphragm brake chambers can be understood.

[0077] Figure 5 Figure 3 schematically shows another schematic diagram of a braking system according to an embodiment of the present invention. As Figure 5 shown, in one embodiment, the braking system includes: a service brake air storage tank 16, a right ABS solenoid valve 17, a first relay valve 18, a left ABS solenoid valve 19, a second relay valve 24, a two-way three-position solenoid valve 25, a parking brake air storage tank 30, a differential relay valve 31, a first left spring brake chamber 32, a first right spring brake chamber 33, a second left spring brake chamber 34, and a second right spring brake chamber 35. The connection relationship between the components in the braking system can be directly referred to Figure 5 , different from the system in Figure 3 , inFigure 5 In this case, a double-spring brake chamber is selected. According to Figure 5 the self-adaptive air braking principle with a double-spring brake chamber equipped on a single axle can be understood.

[0078] Figure 4 and Figure 5 the working principle of the braking system in Figure 3 is similar to that of

[0079] In an embodiment, the control method for the braking system further includes: when no braking signal is received (i.e., the brake is released), controlling the two-way three-way solenoid valve 25 to lose power. To avoid the coil of the two-way three-way solenoid valve 25 being burned out due to long-term power-on, an induction piece (such as a switch-type induction piece, or a sensor can also be used, and the vehicle computer takes the signal of a certain point according to the output signal of the sensor) can be set on the master brake cylinder 14. When the driver steps on the brake, an electrical signal is output, and when the driver releases the brake, no electrical signal is output, so as to achieve the purpose of detecting whether the driver steps on the brake. When the driver releases the brake, the master brake cylinder 14 stops outputting the electrical signal, and the vehicle computer controls the two-way three-way solenoid valve 25 to lose power, avoiding the two-way three-way solenoid valve 25 being burned out due to long-term power-on. Since the driver releases the brake, the gas between the master brake cylinder 14 and the first relay valve 18 and the two-way three-way solenoid valve 25 is discharged through the exhaust port of the master brake cylinder 14, and the gas between the two-way three-way solenoid valve 25 and the second relay valve 24 is discharged through the exhaust hole of the two-way three-way solenoid valve 25; furthermore, the compressed air in the brake chamber is discharged through the first relay valve 18 and the second relay valve 24, thereby releasing the brake.

[0080] In the embodiment of the present invention, when the engineering vehicle is in the light-load driving mode (i.e., the light-load driving condition), the braking system corresponds to the light-load driving braking mode, and the two-way three-way solenoid valves 25 are not energized. When the driver steps on the brake, only half of the number of brake chambers and half of the number of brake calipers on the axles equipped with the two-way three-way solenoid valves 25 participate in braking, weakening the braking ability of the engineering vehicle and making the deceleration of the engineering vehicle not too large. In different braking modes, the number of brake chambers participating in braking is different. The vehicle computer controls the number of brake chambers participating in braking by controlling whether the two-way three-way solenoid valves 25 are energized, thereby realizing multiple braking modes.

[0081] When the engineering vehicle is in the heavy-load driving mode (i.e., the heavy-load driving condition), the braking system corresponds to the heavy-load driving braking mode, the driver steps on the brake, and the master brake cylinder 14 outputs an electrical signal. After receiving the electrical signal from the master brake cylinder 14, the on-board computer controls the two-position three-way solenoid valve 25 to be energized, thereby connecting ports 1 and 2 of the two-position three-way solenoid valve 25. After passing through the master brake cylinder 14, the compressed air can reach the first relay valve 18 and the second relay valve 24, and then control the first relay valve 18 and the second relay valve 24 to inflate all the brake air chambers, and then drive all the brake calipers to brake, thereby improving the braking capacity of the engineering vehicle, ensuring that the engineering vehicle has a larger braking deceleration, and ensuring driving safety.

[0082] In this way, the current driving mode of the engineering vehicle can be determined through axle load detection and calculation, and then the corresponding braking mode can be entered. In the corresponding braking mode, the driving computer indirectly controls the number of brake air chambers and brake calipers involved in braking by controlling whether the two-position three-way solenoid valve 25 is energized, thereby achieving the purpose of controlling the maximum braking torque of the current braking mode. Figure 3 , Figure 4 as well as Figure 5 The diagram shows the principle of adaptive air braking of a single axle. An engineering vehicle may include multiple axles, and multiple axles can be arranged in this way. The charging and discharging of the corresponding brake air chambers can be controlled by controlling whether one or more two-position three-way solenoid valves 25 are energized, thereby achieving the purpose of changing the maximum braking torque.

[0083] For one axle, the adaptive air brake solution in the embodiment of the present invention can realize two braking modes. Correspondingly, if the engineering vehicle has n axles adopting the adaptive air brake solution, the entire engineering vehicle can realize n+1 braking modes, and control n+1 different numbers of brake calipers to participate in braking. For example, assuming that the engineering vehicle has three axles, each axle is equipped with a two-position three-way solenoid valve 25, then the engineering vehicle can realize four braking modes, namely: (1) the three two-position three-way solenoid valves 25 in the three axles are all energized; (2) the three two-position three-way solenoid valves 25 in the three axles are all de-energized; (3) two of the three two-position three-way solenoid valves 25 in the three axles are energized; (4) one of the three two-position three-way solenoid valves 25 in the three axles is energized.

[0084] Figure 6 A fourth schematic diagram schematically shows another braking system according to an embodiment of the present invention, which can be seen in FIG. Figure 6, in the embodiment of the present invention, the braking system further includes a left anti-lock solenoid valve 19 (i.e., left ABS solenoid valve 19) and a right anti-lock solenoid valve 17 (i.e., right ABS solenoid valve 17). The control member 15 includes a first sub-control member (i.e., two-way three-position solenoid valve 25) and a second sub-control member (i.e., two-way three-position solenoid valve 25). The left anti-lock solenoid valve 19 is arranged between the first sub-control member and the master brake cylinder 14, and the left anti-lock solenoid valve is arranged between the second sub-control member and the master brake cylinder 14. The first sub-control member is connected to the second left brake chamber (i.e., second left diaphragm brake chamber 21), and the second sub-control member is connected to the second right brake chamber (i.e., second right diaphragm brake chamber 23).

[0085] In one embodiment, in response to a braking signal, the working state of the control member 15 is controlled according to the driving mode to control the working states of the second left brake chamber 12 and the second right brake chamber 13, including: in response to a braking signal, the working states of the first sub-control member and the second sub-control member are controlled according to the driving mode to control the working states of the second left brake chamber 12 and the second right brake chamber 13; in response to a braking signal, controlling the gas flow between the master brake cylinder 14 and the first left brake chamber 10, the first right brake chamber 11, and the control member 15 respectively includes: in response to a braking signal, controlling the gas flow between the master brake cylinder 14 and the first left brake chamber 10, the first right brake chamber 11, the first sub-control member, and the second sub-control member respectively.

[0086] See Figure 3 and Figure 6 , as another implementation manner, Figure 6 It can be an alternative solution to the adaptive air braking principle with double diaphragm brake chambers for a single axle. In Figure 6 , 1 two-way three-position solenoid valve and 1 relay valve are used to control the brake chamber on the left side, and another 1 two-way three-position solenoid valve and another 1 relay valve are used to control the brake chamber on the right side. And in Figure 6 , the inlets (port 1) of the 2 two-way three-position solenoid valves 25 are both connected after the ABS solenoid valve. Comparing Figure 3 and Figure 6 , the inlets (port 1) of the two-way three-position solenoid valve 25 can not only be directly connected to the master brake cylinder 14; the inlets (port 1) of the two-way three-position solenoid valve 25 can also be connected after the ABS solenoid valve, that is, one of the two-way three-position solenoid valves 25 is connected to the right ABS solenoid valve 17, and the other two-way three-position solenoid valve 25 is connected to the left ABS solenoid valve 19.

[0087] In an embodiment of the present invention, the braking system includes a first left brake chamber 10, a first right brake chamber 11, a second left brake chamber 12, a second right brake chamber 13, a master brake cylinder 14, and a control member. Among them, the master brake cylinder 14 is respectively connected to the first left brake chamber 10, the first right brake chamber 11, and the control member 15, and the control member 15 is respectively connected to the second left brake chamber 12 and the second right brake chamber 13. An engineering vehicle has multiple driving modes, and the load of the engineering vehicle varies greatly under different working conditions (different driving modes). Therefore, in response to a braking signal, the working state of the control member 15 is controlled according to the driving mode of the engineering vehicle to control the working states of the second left brake chamber 12 and the second right brake chamber 13; in response to the braking signal, the gas flow between the master brake cylinder 14 and the first left brake chamber 10, the first right brake chamber 11, and the control member 15 is controlled respectively. In this way, the braking system has multiple braking modes to adapt to different driving modes of the engineering vehicle, improving driving safety.

[0088] Exemplarily, when the engineering vehicle is in a light-load driving mode (such as a road driving mode), the control member 15 is closed. At this time, the second left brake chamber 12 and the second right brake chamber 13 are not ventilated, and only the first left brake chamber 10 and the first right brake chamber 11 are ventilated, reducing the maximum braking torque. The braking force is not too large, avoiding the situation of sharp deceleration when gently stepping on the brake, which is beneficial for the driver to control the vehicle speed of the engineering vehicle. In the light-load driving mode (such as a road driving mode), fewer brake chambers participate in braking, consuming less energy, and achieving the effect of fuel saving; moreover, with fewer brake chambers participating in braking, and under the condition of the same air storage cylinder volume, the number of braking times increases, which is beneficial for safe driving, especially for the situation where the brakes need to be stepped on multiple times during a long downhill working condition. When the engineering vehicle is in a heavy-load driving mode, the control member 15 works. At this time, the first left brake chamber 10, the first right brake chamber 11, the second left brake chamber 12, and the second right brake chamber 13 are all ventilated, and all brake chambers participate in braking, increasing the maximum braking torque and braking force, and ensuring the driving safety of the engineering vehicle to the greatest extent.

[0089] An embodiment of the present invention provides a control device for a braking system. The braking system includes a first left brake chamber, a first right brake chamber, a second left brake chamber, a second right brake chamber, a master brake cylinder, and a control member. Among them, the master brake cylinder is respectively connected to the first left brake chamber, the first right brake chamber, and the control member, and the control member is respectively connected to the second left brake chamber and the second right brake chamber; the control device includes:

[0090] A determination module, configured to determine the driving mode of the engineering vehicle to which the braking system belongs;

[0091] A receiving module, configured to receive a braking signal;

[0092] The first control module is configured to respond to a braking signal and control the working state of a control member according to a driving mode, so as to control the working states of a second left braking air chamber and a second right braking air chamber;

[0093] The second control module is configured to respond to a braking signal and control the gas flow between a master brake cylinder and a first left braking air chamber, a first right braking air chamber, and the control member respectively.

[0094] An embodiment of the present invention provides a braking system, including a first left braking air chamber, a first right braking air chamber, a second left braking air chamber, a second right braking air chamber, a master brake cylinder, and a control member. The master brake cylinder is connected to the first left braking air chamber, the first right braking air chamber, and the control member respectively, and the control member is connected to the second left braking air chamber and the second right braking air chamber respectively;

[0095] The braking system further includes a processor configured to execute the above control method for the braking system.

[0096] In an embodiment of the present invention, the braking system further includes:

[0097] A load sensor for detecting the load of an engineering vehicle to which the braking system belongs.

[0098] An embodiment of the present invention provides an engineering vehicle including the above braking system.

[0099] Those skilled in the art should understand that the embodiments of the present application may be provided as a method, a system, or a computer program product. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0100] The present application is described with reference to the flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present application. It should be understood that each process and / or block in the flowcharts and / or block diagrams, and the combination of processes and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing devices generate means for implementing the specified functions in Figure 1 one process or multiple processes and / or blocks Figure 1 one block or multiple blocks.

[0101] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to work in a specific manner, such that the instructions stored in the computer-readable memory produce a manufacture including an instruction device that implements the functions specified in one process Figure 1 one process or multiple processes and / or blocks Figure 1 specified in one block or multiple blocks.

[0102] These computer program instructions can also be loaded onto a computer or other programmable data processing device, such that a series of operation steps are executed on the computer or other programmable device to produce a computer-implemented process, and thus the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in one process Figure 1 one process or multiple processes and / or blocks Figure 1 specified in one block or multiple blocks.

[0103] In a typical configuration, a computing device includes one or more processors (CPUs), an input / output interface, a network interface, and memory.

[0104] The memory may include non-permanent memory in the form of computer-readable media, random access memory (RAM), and / or non-volatile memory such as read-only memory (ROM) or flash memory (flash RAM). The memory is an example of computer-readable media.

[0105] Computer-readable media includes permanent and non-permanent, removable and non-removable media and can store information by any method or technology. The information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette tapes, tape magnetic disk storage or other magnetic storage devices, or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer-readable media does not include transitory computer-readable media such as modulated data signals and carrier waves.

[0106] It should also be noted that the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, commodity or device comprising a series of elements not only includes those elements but also includes other elements not expressly listed, or further includes elements inherent to such process, method, commodity or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, commodity or device comprising the element.

[0107] The above are only embodiments of the present application and are not used to limit the present application. For those skilled in the art, various changes and modifications can be made to the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included within the scope of the claims of the present application.

Claims

1. A control method for a braking system, characterized in that, the braking system includes a first left brake air chamber, a first right brake air chamber, a second left brake air chamber, a second right brake air chamber, a master brake cylinder, a control member, a left anti-lock solenoid valve and a right anti-lock solenoid valve. Among them, the master brake cylinder is respectively connected to the first left brake air chamber, the first right brake air chamber and the control member, the control member is respectively connected to the second left brake air chamber and the second right brake air chamber, the control member includes a first sub-control member and a second sub-control member, the left anti-lock solenoid valve is arranged between the first sub-control member and the master brake cylinder, the right anti-lock solenoid valve is arranged between the second sub-control member and the master brake cylinder, the first sub-control member is connected to the second left brake air chamber, the second sub-control member is connected to the second right brake air chamber, and the control method includes: Determine the driving mode of the engineering vehicle to which the braking system belongs; Receive a braking signal; In response to the braking signal, control the working state of the control member according to the driving mode to control the working states of the second left brake air chamber and the second right brake air chamber; In response to the braking signal, control the gas flow between the master brake cylinder and the first left brake air chamber, the first right brake air chamber and the control member respectively; The step of, in response to the braking signal, controlling the working state of the control member according to the driving mode to control the working states of the second left brake air chamber and the second right brake air chamber includes: In response to the braking signal, control the working states of the first sub-control member and the second sub-control member according to the driving mode to control the working states of the second left brake air chamber and the second right brake air chamber; The step of, in response to the braking signal, controlling the gas flow between the master brake cylinder and the first left brake air chamber, the first right brake air chamber and the control member respectively includes: In response to the braking signal, control the gas flow between the master brake cylinder and the first left brake air chamber, the first right brake air chamber, the first sub-control member and the second sub-control member respectively.

2. The control method according to claim 1, characterized in that, the braking system further includes a load sensor; the step of determining the driving mode of the engineering vehicle to which the braking system belongs includes: Determine the load of the engineering vehicle; Determine the driving mode according to the load, wherein the driving mode includes a light-load driving mode and a heavy-load driving mode.

3. The control method according to claim 2, characterized in that, the control member includes a two-position three-way solenoid valve; the step of, in response to the braking signal, controlling the working state of the control member according to the driving mode to control the working states of the second left brake air chamber and the second right brake air chamber includes: In response to the braking signal, when the engineering vehicle is in the light-load driving mode, control the two-position three-way solenoid valve to lose power to prohibit the second left brake air chamber and the second right brake air chamber from ventilating; In response to the braking signal, when the construction vehicle is in the heavy-load driving mode, control the two-way three-way solenoid valve to be energized so that the second left brake air chamber and the second right brake air chamber are ventilated.

4. The control method according to claim 3, wherein, further comprising: When the braking signal is not received, control the two-way three-way solenoid valve to lose power.

5. The control method according to claim 1, wherein, The first left brake air chamber includes a left spring brake air chamber, the first right brake air chamber includes a right spring brake air chamber, the second left brake air chamber includes a left diaphragm brake air chamber, and the second right brake air chamber includes a right diaphragm brake air chamber.

6. A control device for a braking system, wherein, The braking system includes a first left brake air chamber, a first right brake air chamber, a second left brake air chamber, a second right brake air chamber, a master brake cylinder, a control member, a left anti-lock solenoid valve, and a right anti-lock solenoid valve. Among them, the master brake cylinder is respectively connected to the first left brake air chamber, the first right brake air chamber, and the control member, the control member is respectively connected to the second left brake air chamber and the second right brake air chamber, the control member includes a first sub-control member and a second sub-control member, the left anti-lock solenoid valve is arranged between the first sub-control member and the master brake cylinder, the right anti-lock solenoid valve is arranged between the second sub-control member and the master brake cylinder, the first sub-control member is connected to the second left brake air chamber, the second sub-control member is connected to the second right brake air chamber, and the control device includes: A determination module for determining the driving mode of the construction vehicle to which the braking system belongs; A receiving module for receiving a braking signal; A first control module for, in response to the braking signal, controlling the working state of the control member according to the driving mode to control the working states of the second left brake air chamber and the second right brake air chamber; A second control module for, in response to the braking signal, controlling the gas flow between the master brake cylinder and the first left brake air chamber, the first right brake air chamber, and the control member respectively; The first control module is further configured to, in response to the braking signal, control the working states of the first sub-control member and the second sub-control member according to the driving mode to control the working states of the second left brake air chamber and the second right brake air chamber; The second control module is further configured to, in response to the braking signal, control the gas flow between the master brake cylinder and the first left brake air chamber, the first right brake air chamber, the first sub-control member, and the second sub-control member respectively.

7. A braking system, wherein, It includes a first left brake air chamber, a first right brake air chamber, a second left brake air chamber, a second right brake air chamber, a master brake cylinder, and a control member. Among them, the master brake cylinder is respectively connected to the first left brake air chamber, the first right brake air chamber, and the control member, and the control member is respectively connected to the second left brake air chamber and the second right brake air chamber; The braking system further includes a processor configured to execute the control method for the braking system according to any one of claims 1-5.

8. The braking system according to claim 7, wherein, it further includes: a load sensor for detecting the load of the engineering vehicle to which the braking system belongs.

9. An engineering vehicle, wherein, it includes the braking system according to any one of claims 7-8.

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