A vehicle braking system

Abstract

This application provides a vehicle braking system; the system includes: an air spring sensor providing air spring pressure data; a relay valve having a first pressure outlet for outputting brake cylinder pressure, and a first control chamber and a second control chamber for controlling the brake cylinder pressure value; an emergency braking unit having a load valve and an emergency solenoid valve connected to each other, the load valve also being connected to the air spring sensor and outputting emergency braking pressure to the first control chamber based on the air spring pressure data, the emergency solenoid valve also being connected to the first control chamber; a service braking unit having a pressure limiting valve and a service solenoid valve group connected to each other, the service solenoid valve group also being connected to the second control chamber and outputting service braking pressure to the second control chamber; a brake cylinder connected to the first pressure outlet and controlled by the brake cylinder pressure; and an electronic control unit electrically connected to the air spring sensor, the service braking unit, and the emergency braking unit, and controlling the service solenoid valve group and the emergency solenoid valve.

Description

Technical Field

[0001] The embodiments of this application relate to the field of vehicle safety technology, and in particular to a vehicle braking system. Background Technology

[0002] In vehicle braking systems, brake valves are often designed with a large volume due to their complex valve assembly structure. This is especially true for train brake valves, which need to be located between two bogies. The large and complex structure lacks flexibility and results in unsatisfactory braking control accuracy and response time.

[0003] Therefore, a solution is needed that can improve control accuracy and response time while reducing the footprint and structural complexity. Summary of the Invention

[0004] For the purposes described above, this application provides a vehicle braking system, comprising:

[0005] Air spring sensor provides air spring pressure data;

[0006] The relay valve is provided with a first pressure outlet, a first control chamber, and a second control chamber; the first pressure outlet is used to output the brake cylinder pressure, and the first and second control chambers are used to control the value of the brake cylinder pressure.

[0007] An emergency braking unit includes a load valve and an emergency solenoid valve connected to each other; the load valve is connected to the air spring sensor and outputs emergency braking pressure to the emergency solenoid valve according to the air spring pressure data; the emergency solenoid valve is connected to the first control chamber and controls the emergency braking pressure output to the first control chamber.

[0008] The service braking unit includes a pressure relief valve and a service solenoid valve group connected to each other; the service solenoid valve group is connected to the second control chamber and outputs the service braking pressure to the second control chamber.

[0009] A brake cylinder is connected to the first pressure outlet and is controlled by the pressure of the brake cylinder.

[0010] The electronic control unit is electrically connected to the air spring sensor, the service brake unit, and the emergency brake unit, and controls the service solenoid valve group and the emergency solenoid valve.

[0011] Furthermore, it also includes: a main air cylinder, which is connected to the load valve, the pressure limiting valve and the relay valve, and provides main air pressure.

[0012] Furthermore, at least one air spring sensor is provided and configured to: acquire the air spring pressure and send the air pressure as air spring pressure data to the electronic control unit and the load valve;

[0013] The air spring pressure varies depending on the vehicle's load.

[0014] Furthermore, the relay valve is configured to take the larger value between the emergency braking pressure introduced into the first control chamber and the normal braking pressure introduced into the second control chamber as the brake cylinder pressure.

[0015] Furthermore, the load valve is configured as follows:

[0016] Obtain the air spring pressure data of all the air spring sensors and take the average pressure value;

[0017] The emergency braking pressure is adjusted using the average pressure value and then output to the emergency solenoid valve.

[0018] Specifically, in response to determining that the air pressure is 0, the load valve outputs the emergency braking force required when the vehicle is empty.

[0019] Furthermore, the emergency solenoid valve is configured to: in response to determining that the emergency solenoid valve is de-energized, the emergency solenoid valve outputs the emergency braking pressure to the first control chamber.

[0020] Furthermore, the pressure relief valve is configured as follows:

[0021] The main air pressure provided by the main air cylinder to the common air braking unit is limited to a preset pressure to mitigate the impact received by the common air solenoid valve group and reduce the adjustment time of the solenoid valve group.

[0022] Furthermore, the commonly used solenoid valve assembly includes:

[0023] A series of interconnected high-flow-rate solenoid valves, low-flow-rate solenoid valves, high-flow-rate relief solenoid valves, and low-flow-rate relief solenoid valves;

[0024] The high-flow-rate solenoid valve is configured to increase and / or maintain the normal braking pressure leading to the second control chamber by a high flow rate.

[0025] The low-flow-rate solenoid valve is configured to increase and / or maintain the usual braking pressure leading to the second control chamber by a low flow rate.

[0026] The high-flow-rate relief solenoid valve is configured to reduce the normal braking pressure leading to the second control chamber by a high flow rate;

[0027] The low-flow relief solenoid valve is configured to reduce the normal braking pressure leading to the second control chamber at a low flow rate.

[0028] Furthermore, the electronic braking control unit includes:

[0029] Driver's control handle, emergency brake button, and electronic controller;

[0030] The driver's control handle generates a level position signal and sends the level position signal to the electronic controller electrically connected to it;

[0031] The emergency brake button controls the energization and / or de-energization of the emergency solenoid valve via an electronically connected controller.

[0032] The electronic controller calculates the required value of the normal braking pressure using the level signal and the air spring pressure data, and controls the normal braking pressure to the required value by adjusting the high flow application solenoid valve, the low flow application solenoid valve, the high flow release solenoid valve, and the low flow release solenoid valve.

[0033] Furthermore, the Sikong handle is configured as follows:

[0034] Different level position signals are output depending on the different stretching angles;

[0035] In response to determining that the maximum stretch angle is reached, a full voltage signal is output, which is equivalent to 100% of the level signal;

[0036] In response to determining that the minimum stretch angle is reached, the minimum voltage signal is output, which is equivalent to the minimum level signal.

[0037] In response to determining the stretching angle at the middle, a voltage signal proportional to the stretching angle is output, and is equivalent to the level signal proportional to the stretching angle.

[0038] As can be seen from the above, the vehicle braking system provided in this application is based on a modular design including a relay valve, a service brake unit, an emergency brake unit, and an electronic control unit. The design of the brake valve group takes into account the air spring pressure that bears the vehicle weight and different braking requirements. This allows the relay valve to control the brake cylinder by connecting the emergency brake unit and the service brake unit, and to control the service electromagnetic group by using the connected electronic control unit. This improves the accuracy and response time of the brake cylinder pressure output, and the modular design effectively reduces the complexity and volume of the system. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 This is a schematic diagram of the vehicle braking system control according to an embodiment of this application;

[0041] Figure 2 This is a schematic diagram of the valve assembly air path according to an embodiment of this application;

[0042] Figure 3 This is a schematic diagram of the air circuit of the emergency braking unit according to an embodiment of this application;

[0043] Figure 4 This is a schematic diagram of the air circuit of a commonly used braking unit in an embodiment of this application.

[0044] The components indicated by each number in the diagram are shown below:

[0045] 1: Electronic control unit 2: Air Spring Sensor 2-1: First air spring sensor 2-2: Second air spring sensor 3: Emergency Braking Unit 3-1: Load valve 3-2: Emergency Solenoid Valve 3-1-1: First control port 3-1-2: Second control port 3-1-3: Second Main Wind Inlet 4: Common braking units 4-1: Pressure relief valve 4-2: Commonly Used Solenoid Valve Assemblies 4-1-1: Third Main Wind Inlet 4-2-1: High-flow-rate solenoid valve 4-2-2: Applying solenoid valve at low flow rates 4-2-3: High-flow-rate solenoid valve 4-2-4: Low-flow relief solenoid valve 5: Relay valve 5-1: First control cavity 5-2: Second control chamber 5-3: First pressure outlet 5-4: First exhaust port 5-5: First Main Wind Inlet 6: Brake cylinder 7: Main air cylinder Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0047] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0048] As described in the background section, the relevant vehicle braking systems are still difficult to meet the needs of actual use.

[0049] In the process of implementing this application, the applicant discovered that the main problem with the relevant vehicle braking system is that the design of the brake valve in the vehicle braking system is often large in volume due to the complex valve group structure. In particular, for the brake valve of the train, it needs to be arranged between two bogies. The large and complex structure lacks flexibility and the control accuracy and response time of braking are not ideal.

[0050] The technical solution of this application will be described in detail below through specific embodiments.

[0051] In this embodiment, the braking system of a train vehicle is used as an example.

[0052] refer to Figure 1 One embodiment of the vehicle braking system of this application is located near the bogie of the vehicle and includes:

[0053] The main air cylinder 7, air spring sensor 2, relay valve 5, emergency braking unit 3, service braking unit 4, brake cylinder 6, and electronic control unit 1, etc.

[0054] The main air cylinder 7 is connected to the relay valve 5, the load valve 3-1 of the emergency braking unit 3, and the pressure limiting valve 4-1 of the service braking unit 4, and provides main air pressure to each valve group in the braking system.

[0055] like Figure 2 As shown, in this embodiment, there can be two air spring sensors 2: a first air spring sensor 2-1 and a second air spring sensor 2-2, which respectively monitor the air spring pressure of the two axles on the supporting suspension and change with the load weight of the train vehicle carrying passengers.

[0056] Furthermore, the air spring sensor 2 sends the air spring pressure as air spring pressure data to the electronic control unit 1 and the load valve 3-1, which are electrically connected to it.

[0057] like Figure 2 As shown, the relay valve 5 is provided with a first control chamber 5-1 and a second control chamber 5-2, which serve as control ports respectively. The first control chamber 5-1 is connected to the emergency braking unit 3 and introduces emergency braking pressure into the relay valve 5. The second control chamber 5-2 is connected to the service braking unit 4 and introduces service braking pressure into the relay valve 5.

[0058] The relay valve 5 is also equipped with a first main air inlet 5-5, a first exhaust port 5-4, and a first pressure outlet 5-3.

[0059] The first main air inlet 5-5 is connected to the main air cylinder 7 to receive the main air pressure; the first exhaust port 5-4 is open to the atmosphere; and the first pressure outlet 5-3 is connected to the brake cylinder 6 to input the brake cylinder pressure required for braking into the brake cylinder 6.

[0060] In this relay valve 5, both the first control chamber 5-1 and the second control chamber 5-2 can control the brake cylinder pressure output from the first pressure outlet 5-3. That is, the brake cylinder pressure of the first pressure outlet 5-3 is linearly proportional to the pressure of any of the above control chambers. For ease of control, the proportional relationship can be selected according to a 1:1 ratio.

[0061] In the relay valve 5 of this embodiment, the pressures of the two control chambers cannot be superimposed. When both the first control chamber 5-1 and the second control chamber 5-2 can provide pressure, the relay valve 5 will take the larger value as the output brake cylinder pressure.

[0062] Furthermore, the specific control process of the relay valve 5 is as follows: a high-pressure air source is introduced from the first main air inlet 5-5. When there is no pressure in either of the two control chambers, the relay valve 5 is shut off, meaning there is no pressure output, and the first pressure outlet 5-3 is connected to the atmosphere. When there is pressure in either control chamber, the valve core of the relay valve 5 opens to a certain degree, the first pressure outlet 5-3 is connected to the first main air inlet 5-5, and the passage between the first pressure outlet 5-3 and the exhaust port is closed simultaneously. Furthermore, the brake cylinder pressure at the first pressure outlet 5-3... When the pressure in the brake cylinder rises to the same level as the pressure in the control chamber, the valve core of the relay valve 5 closes, cutting off the passage between the first pressure outlet 5-3 and the first main air inlet 5-5. At the same time, the passage between the first pressure outlet 5-3 and the first exhaust port 5-4 remains closed. Further, when the pressure in the control chamber continues to rise, the valve core of the relay valve 5 opens, and the pressure in the brake cylinder continues to rise to the same level as the pressure in the control chamber. Similarly, when the pressure in the control chamber decreases, the pressure in the brake cylinder will also decrease to the same level as the pressure in the control chamber.

[0063] like Figure 3 As shown, the emergency braking unit 3 is equipped with a load valve 3-1 and an emergency solenoid valve 3-2 that are connected to each other. The load valve 3-1 is also connected to the air spring sensor 2 and outputs emergency braking pressure to the first control chamber 5-1 according to the air spring pressure data. The emergency solenoid valve 3-2 is also connected to the first control chamber 5-1.

[0064] The load valve 3-1 has a second main air inlet 3-1-3 connected to the main air cylinder 7 to receive the main air pressure. The load valve 3-1 is also connected to an emergency solenoid valve 3-2 to output the regulated main air pressure to the first control chamber 5-1 through the emergency solenoid valve 3-2.

[0065] The load valve 3-1 also has a first control port 3-1-1 connected to the first air spring sensor 2-1, and a second control port 3-1-2 connected to the second air spring sensor 2-2.

[0066] Furthermore, after receiving the air spring pressure data from the two air spring sensors 2, the load valve 3-1 takes the average value and calculates the braking force required for the vehicle weight based on the average value. It then adjusts the main air pressure based on the required braking force and further connects the adjusted main air pressure to the emergency solenoid valve 3-2 as the brake cylinder pressure.

[0067] Furthermore, the load valve 3-1 also has a zero-pressure protection function. When the vehicle's suspension system loses pressure and the air spring pressure is zero, making it impossible to obtain the correct vehicle load, the load valve 3-1 will adjust the main air pressure according to the empty vehicle load.

[0068] In this embodiment, the emergency solenoid valve 3-2 is designed as a two-position three-way normally closed pneumatic valve and is electrically connected to the electronic control unit 1. It is controlled by the electronic control unit 1. When the emergency solenoid valve 3-2 is de-energized, it is turned on, and the brake cylinder pressure of the load valve 3-1 is connected to the first control chamber 5-1 to realize emergency braking. When the emergency solenoid valve 3-2 is energized, the brake cylinder pressure connected to the load valve 3-1 cannot be introduced into the first control chamber 5-1 of the relay valve 5, that is, the emergency braking is not activated.

[0069] like Figure 4 As shown, the service braking unit 4 is equipped with a pressure limiting valve 4-1 and a service solenoid valve group 4-2 that are connected to each other. The service solenoid valve group 4-2 is also connected to the second control chamber 5-2 and outputs the service braking pressure to the second control chamber 5-2.

[0070] The pressure relief valve 4-1 has a third main air inlet 4-1-1 connected to the main air cylinder 7 to receive the main air pressure, and is connected to the commonly used solenoid valve group 4-2.

[0071] The pressure relief valve 4-1 is used to limit the main air pressure to a preset pressure value, so as to reduce the impact of the main air pressure on the commonly used solenoid valve group 4-2 and reduce the adjustment time of the solenoid valve group. In this embodiment, the preset pressure value can be set to 500 kPa.

[0072] In this embodiment, the commonly used solenoid valve group 4-2 may include: a large flow rate applying solenoid valve 4-2-1, a small flow rate applying solenoid valve 4-2-2, a large flow rate easing solenoid valve 4-2-3, and a small flow rate easing solenoid valve 4-2-4. The large flow rate applying solenoid valve 4-2-1 and the small flow rate applying solenoid valve 4-2-2 may be two-position normally open solenoid valves, and the large flow rate easing solenoid valve 4-2-3 and the small flow rate easing solenoid valve 4-2-4 may be two-position normally closed solenoid valves.

[0073] The four solenoid valves are interconnected and electrically connected to the electronic control unit 1. The electronic control unit 1 controls the main air pressure to adjust it to the required normal braking pressure and guide it into the second control chamber 5-2.

[0074] Furthermore, the high-flow-rate solenoid valve 4-2-1 can increase and / or maintain the normal braking pressure leading to the second control chamber 5-2, and regulate the normal braking pressure with a high flow rate to achieve a wide range of pressure adjustments in a short time; the low-flow-rate solenoid valve 4-2-2 can also increase and / or maintain the normal braking pressure leading to the second control chamber 5-2, and regulate the normal braking pressure with a low flow rate to achieve precise pressure adjustments within a small range in a short time.

[0075] Furthermore, since both the high-flow-rate solenoid valve 4-2-1 and the low-flow-rate solenoid valve 4-2-2 are two-position normally open solenoid valves, when they are de-energized, they connect to the pressure channel of the second control chamber 5-2, and when they are energized, they close the pressure channel of the second control chamber 5-2.

[0076] The high-flow-rate relief solenoid valve 4-2-3 can reduce the normal braking pressure leading to the second control chamber 5-2 and regulate the normal braking pressure with a high flow rate to achieve a wide range of pressure adjustment in a short time; the low-flow-rate relief solenoid valve 4-2-4 can also reduce the normal braking pressure leading to the second control chamber 5-2 and regulate the normal braking pressure with a low flow rate to achieve a precise adjustment of the pressure within a small range in a short time.

[0077] Furthermore, since both the large-flow relief solenoid valve 4-2-3 and the small-flow relief solenoid valve 4-2-4 are two-position normally closed solenoid valves, when they are de-energized, the pressure channel with the second control chamber 5-2 is closed, and when they are energized, the channel between the first control chamber 5-1 of the relay valve 5 and the first exhaust port 5-4 is opened, thereby allowing the brake cylinder pressure in the brake cylinder 6 to be discharged to the atmosphere through the relay valve 5.

[0078] The brake cylinder 6 is connected to the relay valve 5 through the first pressure outlet 5-3 and is controlled by the pressure of the brake cylinder.

[0079] like Figure 1 As shown, in this embodiment, the electronic control unit 1 is electrically connected to the air spring sensor 2, the service brake unit 4, and the emergency brake unit 3, and controls the service solenoid valve group 4-2 and the emergency solenoid valve 3-2.

[0080] Specifically, the electronic control unit 1 is used for the normal braking control and emergency braking control of the train, and includes: a brake handle, an emergency brake button and an electronic controller.

[0081] The control handle and the emergency brake button are both electrically connected to the electronic controller; the control handle is used to control the adjustment of the common solenoid valve group 4-2 in the common braking unit 4; the emergency brake button is used to control the energization and de-energization of the emergency solenoid valve 3-2 in the emergency braking unit 3.

[0082] Furthermore, when using the handbrake handle to apply service braking to the train, the handbrake handle will output different level signals to the electronic controller according to the different tension angles it is in.

[0083] Specifically, when the Sikong handle is at its maximum extension angle, a full voltage signal is output, which can be equivalent to a 100% level signal; when the Sikong handle is at its minimum extension angle, a minimum voltage signal is output, which can be equivalent to a minimum level signal; when the Sikong handle's extension angle is between the maximum and minimum, a proportional voltage signal can be output according to the ratio of the extension angle, which can be equivalent to a corresponding proportional level signal.

[0084] Furthermore, the electronic controller can obtain the corresponding deceleration required during braking based on the received different level signals, and can obtain the vehicle load from the air spring pressure data electrically connected to it; furthermore, the electronic controller calculates the normal braking pressure required for braking based on the deceleration and the vehicle load, and quickly adjusts the normal braking pressure in the second control chamber 5-2 to the required pressure value by adjusting the normal solenoid valve group 4-2.

[0085] Furthermore, when the train is braked in an emergency using the emergency brake button, the emergency brake button will output a control signal to the electronic controller, which will then control the opening or closing of the emergency solenoid valve 3-2, i.e., energize or de-energize it.

[0086] As can be seen, the vehicle braking system of the embodiments of this application is based on a modular design including a relay valve, a service brake unit, an emergency brake unit, and an electronic control unit. The design of the brake valve group takes into account the air spring pressure that bears the vehicle weight and different braking requirements. This allows the relay valve to control the brake cylinder by connecting the emergency brake unit and the service brake unit, and to control the service electromagnetic group by using the connected electronic control unit. This improves the accuracy and response time of the brake cylinder pressure output, and the modular design effectively reduces the complexity and volume of the system.

[0087] It should be noted that the method of the embodiments of this application can be executed by a single device, such as a computer or server. The method of this embodiment can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method of the embodiments of this application, and the multiple devices will interact with each other to complete the method described.

[0088] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0089] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0090] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0091] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0092] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A vehicle braking system, comprising: Air spring sensor provides air spring pressure data; The relay valve is provided with a first pressure outlet, a first control chamber, and a second control chamber; The first pressure outlet is used to output the brake cylinder pressure, and the first control chamber and the second control chamber are used to control the value of the brake cylinder pressure. An emergency braking unit includes a load valve and an emergency solenoid valve connected to each other; the load valve is connected to the air spring sensor and outputs emergency braking pressure to the emergency solenoid valve according to the air spring pressure data; the emergency solenoid valve is connected to the first control chamber and controls the emergency braking pressure output to the first control chamber. The service braking unit includes a pressure relief valve and a service solenoid valve group connected to each other; the service solenoid valve group is connected to the second control chamber and outputs the service braking pressure to the second control chamber. A brake cylinder is connected to the first pressure outlet and is controlled by the pressure of the brake cylinder. The electronic control unit is electrically connected to the air spring sensor, the service brake unit, and the emergency brake unit, and controls the service solenoid valve group and the emergency solenoid valve. At least one air spring sensor is provided and configured to: acquire air spring pressure and send the air spring pressure as air spring pressure data to the electronic control unit and the load valve; wherein the air spring pressure varies according to the vehicle load.

2. The system according to claim 1, further comprising: The main air cylinder is connected to the load valve, the pressure limiting valve and the relay valve, and provides main air pressure.

3. The system according to claim 1, characterized in that, The relay valve is configured as follows: The larger of the emergency braking pressure introduced into the first control chamber and the normal braking pressure introduced into the second control chamber is taken as the brake cylinder pressure.

4. The system according to claim 1, characterized in that, The load valve is configured as follows: Obtain the air spring pressure data of all the air spring sensors and take the average pressure value; The emergency braking pressure is adjusted using the average pressure value and then output to the emergency solenoid valve. In response to determining that the air spring pressure is 0, the load valve outputs the emergency braking pressure required when the vehicle is empty.

5. The system according to claim 1, characterized in that, The emergency solenoid valve is configured as follows: In response to determining that the emergency solenoid valve is de-energized, the emergency solenoid valve outputs the emergency braking pressure to the first control chamber.

6. The system according to claim 2, characterized in that, The pressure relief valve is configured as follows: The main air pressure provided by the main air cylinder to the common air braking unit is limited to a preset pressure to mitigate the impact received by the common air solenoid valve group and reduce the adjustment time of the solenoid valve group.

7. The system according to claim 1, characterized in that, The commonly used solenoid valve assembly includes: A series of interconnected high-flow-rate solenoid valves, low-flow-rate solenoid valves, high-flow-rate relief solenoid valves, and low-flow-rate relief solenoid valves; The high-flow-rate solenoid valve is configured to increase and / or maintain the normal braking pressure leading to the second control chamber by a high flow rate. The low-flow-rate solenoid valve is configured to increase and / or maintain the usual braking pressure leading to the second control chamber by a low flow rate. The high-flow-rate relief solenoid valve is configured to reduce the normal braking pressure leading to the second control chamber by a high flow rate; The low-flow relief solenoid valve is configured to reduce the normal braking pressure leading to the second control chamber at a low flow rate.

8. The system according to claim 7, characterized in that, The electronic control unit includes: Driver's control handle, emergency brake button, and electronic controller; The driver's control handle generates a level position signal and sends the level position signal to the electronic controller electrically connected to it; The emergency brake button controls the energization and / or de-energization of the emergency solenoid valve via an electronically connected controller. The electronic controller calculates the required value of the normal braking pressure using the level signal and the air spring pressure data, and controls the normal braking pressure to the required value by adjusting the high flow application solenoid valve, the low flow application solenoid valve, the high flow release solenoid valve, and the low flow release solenoid valve.

9. The system according to claim 8, characterized in that, The driver's control handle is configured as follows: Different level position signals are output depending on the different stretching angles; In response to determining that the maximum stretch angle is reached, a full voltage signal is output, which is equivalent to 100% of the level signal; In response to determining that the minimum stretch angle is reached, the minimum voltage signal is output, which is equivalent to the minimum level signal. In response to determining the stretching angle at the middle, a voltage signal proportional to the stretching angle is output, and is equivalent to the level signal proportional to the stretching angle.

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