A monitoring method and system for air pressure parking system

Abstract

The present invention discloses a monitoring method and system for a pneumatic parking system. The method comprises: adjusting the flow parameters of the service brake unit and the parking brake unit in the target test bench according to the actual vehicle flow parameters of the target vehicle during actual vehicle operation, and adjusting the pressure parameters of the air source unit, the service brake unit and the parking brake unit according to the actual vehicle pressure parameters during actual vehicle operation to obtain a first coupling force parameter; controlling the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve in the target test bench to enter a charging and pressure-maintaining state to obtain a second coupling force parameter; controlling the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve to enter an exhaust and pressure-maintaining state to obtain a target coupling force parameter; and generating a monitoring result according to the parameter relationship between the target coupling force parameter and the first coupling force parameter and the second coupling force parameter. Through the technical solution of the present invention, the pneumatic parking system can be monitored according to the real-time coupling force, thereby improving the safety performance of the target vehicle.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to a monitoring method and system for a pneumatic parking system. Background Art

[0002] With the rapid development of lightweight automobiles, pneumatic brakes need to reduce weight while also bearing a larger air chamber actuating force. Therefore, higher requirements are placed on the reliability of the brakes and the load-bearing capacity of the brake drums.

[0003] Traditional commercial vehicle rear axle air pressure systems are usually connected to the brake springs using a combination of a driving relay valve and a parking relay valve. However, during actual vehicle parking, the driving force and parking force of the brake spring cylinder may be superimposed on each other. However, the superposition of the driving force and the parking force can cause significant damage to the brakes and brake drums.

[0004] To avoid the problem of superposition of driving force and parking force, the prior art uses a differential relay valve instead of a parking relay valve to form a pneumatic parking system. However, due to the improper matching between the differential relay valve and the driving relay valve, the driving air pressure in the front chamber of the brake spring cylinder may be released or the air pressure is very low, while the air pressure in the rear chamber of the brake spring cylinder has not been completely discharged, and the parking spring force is not fully applied to the brake spring cylinder push rod. As a result, during the coupling process of the driving force and the parking force, the instantaneous force on the push rod is less than the design value of the parking brake force of the entire vehicle, resulting in the problem of slipping. In addition, due to the improper matching between the differential relay valve and the driving relay valve, the driving air pressure in the front chamber of the brake spring cylinder may not be completely released or the air pressure is relatively high, while the air pressure in the rear chamber of the brake spring cylinder has been discharged, and the parking spring force is almost fully applied to the brake spring cylinder push rod. As a result, during the coupling process of the driving force and the parking force, the instantaneous force on the push rod seriously exceeds the design value of the parking brake force of the entire vehicle, causing significant damage to the brake drum and the brake assembly. Therefore, how to monitor the pneumatic parking system, evaluate the vehicle's rolling condition and the damage to the brakes and brake drums, and improve the vehicle's safety performance is an urgent problem that needs to be solved. Summary of the Invention

[0005] The present invention provides a monitoring method and system for a pneumatic parking system, which can solve the problem in the prior art that the vehicle's slipping condition and the damage to the brake and brake drum cannot be monitored in real time.

[0006] According to one aspect of the present invention, a method for monitoring a pneumatic parking system is provided, comprising:

[0007] Obtain the actual vehicle flow parameters and actual vehicle pressure parameters of the target vehicle during actual vehicle operation;

[0008] adjusting the flow parameters of the service brake unit and the parking brake unit in the target test bench according to the actual vehicle flow parameters, and adjusting the pressure parameters of the air source unit, the service brake unit, and the parking brake unit in the target test bench according to the actual vehicle pressure parameters, to obtain a first coupling force parameter;

[0009] Controlling the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve in the parking simulation drive unit in the target test bench to enter a pressure charging and holding state to obtain a second coupling force parameter;

[0010] Controlling the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve to enter an exhaust pressure maintaining state to obtain a target coupling force parameter;

[0011] A monitoring result is generated according to a parameter relationship between the target coupling force parameter and the first coupling force parameter and the second coupling force parameter.

[0012] According to another aspect of the present invention, there is provided a monitoring system for a pneumatic parking system, comprising: a processor and a target stand;

[0013] a processor configured to obtain actual vehicle flow parameters and actual vehicle pressure parameters of the target vehicle during actual vehicle operation; adjust the flow parameters of the service brake unit and the parking brake unit in the target test bench according to the actual vehicle flow parameters, and adjust the pressure parameters of the air source unit, the service brake unit, and the parking brake unit in the target test bench according to the actual vehicle pressure parameters, to obtain a first coupling force parameter;

[0014] The target test bench is used to respond to the flow parameter adjustment instruction issued by the processor through the service brake unit and the parking brake unit in the target test bench, respond to the pressure parameter adjustment instruction issued by the processor through the air source unit, the service brake unit and the parking brake unit in the target test bench, and collect the first coupling force parameter through the coupling force sensor in the target test bench and upload it to the processor;

[0015] a processor for controlling a parking three-position three-way solenoid valve and a driving three-position three-way solenoid valve in a parking simulation drive unit in a target test bench to enter a pressure charging and holding state, thereby obtaining a second coupling force parameter;

[0016] The target test bench is used to respond to the pressure charging and holding instructions issued by the processor through the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve in the parking simulation drive unit in the target test bench, and collect the second coupling force parameter through the coupling force sensor in the target test bench and upload it to the processor;

[0017] a processor, configured to control the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve to enter an exhaust pressure maintaining state, and obtain a target coupling force parameter;

[0018] The target test bench is used to respond to the exhaust pressure maintenance instruction issued by the processor through the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve in the parking simulation drive unit in the target test bench, and collect the target coupling force parameters through the coupling force sensor in the target test bench and upload them to the processor;

[0019] The processor is configured to generate a monitoring result according to a parameter relationship between a target coupling force parameter and the first coupling force parameter and the second coupling force parameter.

[0020] The technical solution of the embodiment of the present invention obtains the actual vehicle flow parameters and actual vehicle pressure parameters of the target vehicle during the actual vehicle operation; then, adjusts the flow parameters of the service brake unit and the parking brake unit in the target test bench according to the actual vehicle flow parameters, and adjusts the pressure parameters of the air source unit, the service brake unit and the parking brake unit in the target test bench according to the actual vehicle pressure parameters to obtain a first coupling force parameter; then controls the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve in the parking simulation drive unit in the target test bench to enter the charging and pressure-maintaining state to obtain a second coupling force parameter; further, controls the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve to enter the exhaust and pressure-maintaining state to obtain a target coupling force parameter; finally, generates a monitoring result based on the parameter relationship between the target coupling force parameter and the first coupling force parameter and the second coupling force parameter, thereby solving the problem of low monitoring granularity of the pneumatic parking system, and can monitor the pneumatic parking system according to the real-time coupling force, evaluate the vehicle's slipping condition and the damage effect of the brakes and brake drums, and improve the safety performance of the target vehicle.

[0021] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0023] Figure 1 This is a flow chart of a method for monitoring a pneumatic parking system according to a first embodiment of the present invention;

[0024] Figure 2 This is a flow chart of a method for monitoring a pneumatic parking system according to a second embodiment of the present invention;

[0025] Figure 32 is a schematic structural diagram of a monitoring system for a pneumatic parking system according to a third embodiment of the present invention;

[0026] Figure 4 1 is a schematic structural diagram of a target stand provided according to embodiment 3 of the present invention. DETAILED DESCRIPTION

[0027] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0028] It should be noted that the terms "first," "second," "target," and the like in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the numbers used in this way are interchangeable where appropriate so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having," as well as any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or apparatus comprising a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to these processes, methods, products, or apparatus.

[0029] Example 1

[0030] Figure 1 This is a flow chart of a method for monitoring a pneumatic parking system provided in the first embodiment of the present invention. This embodiment is applicable to monitoring a pneumatic parking system based on real-time coupling force, and evaluating the vehicle's rolling condition and the damage to the brakes and brake drums. Figure 1 As shown, the method includes:

[0031] S110 : Acquire actual vehicle flow parameters and actual vehicle pressure parameters of the target vehicle during actual vehicle operation.

[0032] The target vehicle may refer to a vehicle equipped with a pneumatic parking system and requiring monitoring and evaluation. The actual vehicle flow parameter may refer to the exhaust flow parameter of the target vehicle during actual operation. For example, it may refer to the exhaust flow parameter of the target vehicle during actual parking braking. The actual vehicle pressure parameter may refer to the pressure value generated during actual operation of the target vehicle. For example, it may refer to the pressure value generated during actual parking of the target vehicle.

[0033] In an optional embodiment, the method of obtaining the actual vehicle flow parameters of the target vehicle during the actual vehicle operation process includes: obtaining the first actual vehicle flow parameter corresponding to the target vehicle when the brake pedal opening changes from the minimum value to the maximum value during the actual vehicle parking braking process; obtaining the second actual vehicle flow parameter corresponding to the target vehicle when the hand brake valve opening changes from the minimum value to the maximum value during the actual vehicle parking braking process; combining the first actual vehicle flow parameter and the second actual vehicle flow parameter to generate an actual vehicle flow parameter.

[0034] The minimum brake pedal opening value may indicate that the brake pedal is at zero opening, i.e., the brake pedal is fully depressed. The maximum brake pedal opening value may indicate that the brake pedal is at its maximum opening, i.e., the brake pedal is fully released. The first actual vehicle flow rate parameter may refer to the exhaust flow rate parameter collected by the flow meter corresponding to the target vehicle's service brake unit when the brake pedal is fully depressed and then released during an actual parking brake operation.

[0035] The handbrake valve may refer to the handbrake component of the target vehicle. The minimum handbrake valve opening may refer to the handbrake valve being at zero opening, i.e., when the handbrake valve is pulled. The maximum handbrake valve opening may refer to the handbrake valve being at its maximum opening, i.e., when the handbrake valve is released. The second actual vehicle flow rate parameter may refer to the exhaust flow rate parameter collected by the flow meter corresponding to the target vehicle's parking brake unit when the handbrake valve is released during an actual parking brake operation.

[0036] Specifically, by obtaining the first actual vehicle flow parameter corresponding to when the brake pedal of the target vehicle is pressed to the bottom and then released during the actual vehicle parking braking process; and the second actual vehicle flow parameter corresponding to when the handbrake valve is released during the actual vehicle parking braking process, the exhaust flow parameters during the parking braking process can be fully obtained, providing an effective basis for subsequent operations.

[0037] In an optional embodiment, the obtaining of the actual vehicle pressure parameters of the target vehicle during the actual vehicle operation process includes: obtaining the first pressure value of the actual vehicle air tank when the brake pedal opening is minimum and the hand brake valve opening is minimum during the actual vehicle parking process; obtaining the second pressure value corresponding to the actual vehicle driving relay valve before the actual vehicle driving relay valve opens the hand brake valve opening and the third pressure value corresponding to the actual vehicle differential relay valve before the actual vehicle differential relay valve opens the hand brake valve opening during the actual vehicle parking process; combining the first pressure value, the second pressure value and the third pressure value to generate the actual vehicle pressure parameters.

[0038] The actual vehicle air reservoir may refer to a device for storing compressed air in the target vehicle. The first pressure value may refer to a pressure value of the actual vehicle air reservoir before the handbrake valve and the brake pedal are released during parking.

[0039] The service relay valve may refer to a device that shortens reaction time and pressure buildup time. The actual vehicle service relay valve may refer to the service relay valve in the target vehicle. Typically, an actual vehicle service relay valve has multiple outlets. The second pressure value may refer to the pressure value before the handbrake valve is pulled at the four outlets of the actual vehicle service relay valve.

[0040] The term "differential relay valve" refers to a device that shortens the charging and discharging time of a large-volume spring brake chamber located at the end of a long pipeline. The term "actual vehicle differential relay valve" refers to a differential relay valve in a target vehicle. Typically, actual vehicle differential relay valves have multiple outlets. The third pressure value refers to the pressure value immediately before port 42 of the actual vehicle differential relay valve is pulled to open the handbrake valve.

[0041] Specifically, by obtaining the first pressure value of the air tank of the actual vehicle when the target vehicle has not released the brake pedal and the handbrake valve during the actual parking process; the second pressure value corresponding to the actual vehicle driving relay valve before the actual vehicle driving relay valve opens the handbrake valve opening, and the third pressure value corresponding to the actual vehicle differential relay valve before the actual vehicle differential relay valve opens the handbrake valve opening, the pressure parameters during the parking process can be fully obtained, providing an effective basis for subsequent operations.

[0042] S120. Adjust the flow parameters of the service brake unit and the parking brake unit in the target test bench according to the actual vehicle flow parameters, and adjust the pressure parameters of the air source unit, the service brake unit and the parking brake unit in the target test bench according to the actual vehicle pressure parameters to obtain a first coupling force parameter.

[0043] The target test bench may refer to a test bench that matches the pneumatic parking system of the target vehicle. Typically, the target test bench has the same number of device units as the pneumatic parking system, and the connection status of each device unit is also the same.

[0044] Among them, the service brake unit may refer to a unit composed of a series of devices that force the vehicle's driving speed to be reduced. Exemplarily, the service brake unit may include a throttle valve, a flow meter, a service relay valve, a front chamber of the brake spring cylinder, a coupling force sensor and a front chamber push rod. The parking brake unit may refer to a brake unit used when the vehicle is stationary. Exemplarily, the parking brake unit may include a throttle valve, a flow meter, a differential relay valve and a rear chamber of the brake spring cylinder. The air source unit may refer to a unit that provides compressed air. Exemplarily, the air source unit may include an air pump, a pneumatic triplet, a vehicle air tank and a pressure gauge.

[0045] The coupling force parameter may refer to a parameter collected by a coupling force sensor in a service brake unit. The first coupling force parameter may refer to a parameter collected by a coupling force sensor when adjusting a flow parameter in a target test bench to an actual vehicle flow parameter, and when adjusting a pressure parameter in a target test bench to an actual vehicle pressure parameter.

[0046] Specifically, a flow parameter adjustment instruction can be generated based on the actual vehicle flow parameters, and then the flow parameter adjustment instruction can be sent to the target test bench, so that the service brake unit and parking brake unit in the target test bench respond to the flow parameter adjustment instruction, thereby adjusting the flow parameters of the service brake unit and parking brake unit. Similarly, a pressure parameter adjustment instruction can be generated based on the actual vehicle pressure parameters, and then the pressure parameter adjustment instruction can be sent to the target test bench, so that the air source unit, service brake unit, and parking brake unit in the target test bench respond to the pressure parameter adjustment instruction, thereby adjusting the pressure parameters of the air source unit, service brake unit, and parking brake unit.

[0047] In an optional embodiment, before adjusting the flow parameters of the service brake unit and the parking brake unit in the target test bench according to the actual vehicle flow parameters, it may also include: controlling the adjustment arm of the brake load unit in the target test bench to adjust the clearance of the brake in the brake load unit.

[0048] The brake load unit may refer to a brake adjustment unit. The brake may refer to a component that generates a force that impedes the movement or tendency of a vehicle to move. The adjustment arm may refer to a component that adjusts the gap between the brake drum and the brake lining.

[0049] Specifically, before adjusting the flow parameters of the target test bench, a gap adjustment instruction can be sent to the adjustment arm in the brake load unit, so that the adjustment arm adjusts the gap between the brake drum and the brake lining to a preset design value range that matches the brake model, such as 0.6mm-1.2mm, to ensure that the braking stroke of the brake spring cylinder is consistent with the actual vehicle stroke.

[0050] It is worth noting that in the implementation of the present invention, after controlling the adjusting arm of the brake load unit in the target test bench to adjust the gap of the brake in the brake load unit, it can also include generating a pushing instruction and sending the pushing instruction to the rear cavity push rod of the target test bench to control the rear cavity push rod to rotate into the rear cavity of the brake spring cylinder of the target test bench.

[0051] S130 , controlling the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve in the parking simulation drive unit in the target test bench to enter a pressure charging and holding state, and obtaining a second coupling force parameter.

[0052] The parking simulation drive unit can refer to the component in the target test bench that simulates the vehicle parking process. Exemplary components include a driving pressure-reducing valve, a driving three-position, three-way solenoid valve, a parking pressure-reducing valve, and a parking three-position, three-way solenoid valve. A three-position, three-way solenoid valve can refer to a solenoid valve with three states and three channels: open, hold, and closed. The three channels are the air source port, working port, and exhaust port. A three-position, three-way solenoid valve typically contains two electromagnets. When power is applied to either end of the magnet, the other end is attracted to it. The piston in the middle, squeezed by oil, drives the piston rod, which in turn drives the mechanical device. Similarly, when both electromagnets are de-energized, the valve enters the hold state. A parking three-position, three-way solenoid valve can refer to a three-position, three-way solenoid valve that simulates the handbrake valve during parking. A driving three-position, three-way solenoid valve can refer to a three-position, three-way solenoid valve that simulates the brake pedal during parking.

[0053] The charging and holding pressure state may refer to a state in which the pressure is maintained at the set pressure value after charging to the set pressure value. The second coupling force parameter may refer to a parameter collected by the coupling force sensor when the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve in the parking simulation drive unit enter the charging and holding pressure state.

[0054] Specifically, a charging and pressure-maintaining instruction can be generated according to the set voltage value, and the charging and pressure-maintaining instruction can be sent to the target test bench, so that the three-position three-way parking solenoid valve and the three-position three-way driving solenoid valve in the parking simulation drive unit in the target test bench respond to the charging and pressure-maintaining instruction, thereby realizing the state adjustment of the three-position three-way parking solenoid valve and the three-position three-way driving solenoid valve.

[0055] S140 , controlling the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve to enter an exhaust pressure maintaining state to obtain a target coupling force parameter.

[0056] The exhaust pressure holding state may refer to a state in which the current pressure value is maintained after exhaust is completed. The target coupling force parameter may refer to a parameter collected by the coupling force sensor when the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve enter the exhaust pressure holding state.

[0057] Specifically, an exhaust pressure maintaining instruction can be generated according to the exhaust time, and the exhaust pressure maintaining instruction can be sent to the target test bench, so that the three-position three-way parking solenoid valve and the three-position three-way driving solenoid valve in the parking simulation drive unit in the target test bench respond to the exhaust pressure maintaining instruction, thereby realizing the state adjustment of the three-position three-way parking solenoid valve and the three-position three-way driving solenoid valve.

[0058] S150: Generate a monitoring result according to a parameter relationship between the target coupling force parameter and the first coupling force parameter and the second coupling force parameter.

[0059] The parameter relationship may refer to the numerical comparison relationship between various coupling force parameters. The monitoring result may refer to the evaluation and analysis result obtained based on the numerical comparison result. For example, it may include the presence of damage to the brake and brake drum, the absence of damage to the brake and brake drum, the presence of slipping, and the absence of slipping.

[0060] In an optional embodiment, after generating the monitoring result according to the parameter relationship between the target coupling force parameter and the first coupling force parameter and the second coupling force parameter, the method further includes: generating adjustment measures according to the monitoring result, and displaying the adjustment measures interface.

[0061] The adjustment measures may include adjusting the pressure discharge rate of the driving three-position three-way solenoid valve or the parking three-position three-way solenoid valve in the parking simulation drive unit, or adjusting the pressure application rate of the driving three-position three-way solenoid valve or the parking three-position three-way solenoid valve. Typically, the parking state is entered when the driving three-position three-way solenoid valve is charged, and the parking state is entered when the parking three-position three-way solenoid valve is discharged. Therefore, when there is damage to the brakes and brake drum, it is necessary to increase the pressure application rate of the driving three-position three-way solenoid valve or slow down the pressure discharge rate of the parking three-position three-way solenoid valve. Similarly, when the vehicle is slipping, it is necessary to slow down the pressure discharge rate of the driving three-position three-way solenoid valve or increase the pressure application rate of the parking three-position three-way solenoid valve to ensure the safety performance of the vehicle.

[0062] Specifically, after the monitoring results are generated, measures can be generated to adjust the pressure discharge rate of the three-position three-way solenoid valve for driving or the three-position three-way solenoid valve for parking in the parking simulation drive unit, or to adjust the pressure increase rate of the three-position three-way solenoid valve for driving or the three-position three-way solenoid valve for parking based on the monitoring results, and the adjustment measures can be fed back for subsequent operations to improve the safety performance of the vehicle.

[0063] The technical solution of the embodiment of the present invention obtains the actual vehicle flow parameters and actual vehicle pressure parameters of the target vehicle during the actual vehicle operation; then, adjusts the flow parameters of the service brake unit and the parking brake unit in the target test bench according to the actual vehicle flow parameters, and adjusts the pressure parameters of the air source unit, the service brake unit and the parking brake unit in the target test bench according to the actual vehicle pressure parameters to obtain a first coupling force parameter; then controls the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve in the parking simulation drive unit in the target test bench to enter the charging and pressure-maintaining state to obtain a second coupling force parameter; further, controls the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve to enter the exhaust and pressure-maintaining state to obtain a target coupling force parameter; finally, generates a monitoring result based on the parameter relationship between the target coupling force parameter and the first coupling force parameter and the second coupling force parameter, thereby solving the problem of low monitoring granularity of the pneumatic parking system, and can monitor the pneumatic parking system according to the real-time coupling force, evaluate the vehicle's slipping condition and the damage effect of the brakes and brake drums, and improve the safety performance of the target vehicle.

[0064] Example 2

[0065] Figure 2 The flowchart of a monitoring method for a pneumatic parking system provided in the second embodiment of the present invention is a refinement of the above embodiment. In this embodiment, the operation of adjusting the flow parameters of the service brake unit and the parking brake unit in the target test bench according to the actual vehicle flow parameters is specifically refined. Specifically, it may include: controlling the first throttle valve of the service brake unit in the target test bench to adjust the flow until the flow value of the first flow meter in the service brake unit is the first actual vehicle flow parameter; controlling the second throttle valve of the parking brake unit in the target test bench to adjust the flow until the flow value of the second flow meter in the parking brake unit is the second actual vehicle flow parameter. Figure 2 As shown, the method includes:

[0066] S210. Obtain the actual vehicle flow parameters and actual vehicle pressure parameters of the target vehicle during actual vehicle operation; wherein, the actual vehicle flow parameters include a first actual vehicle flow parameter and a second actual vehicle flow parameter; and the actual vehicle pressure parameters include a first pressure value, a second pressure value, and a third pressure value.

[0067] Specifically, the actual vehicle flow parameter is obtained by combining the first actual vehicle flow parameter corresponding to the target vehicle's shift from the minimum brake pedal opening to the maximum brake pedal opening during the actual vehicle parking braking process, and the second actual vehicle flow parameter corresponding to the target vehicle's shift from the minimum handbrake valve opening to the maximum handbrake valve opening during the actual vehicle parking braking process. Similarly, the actual vehicle pressure parameter is obtained by combining the first pressure value of the actual vehicle's air reservoir when the brake pedal opening is minimum and the handbrake valve opening is minimum during the actual vehicle parking process, the second pressure value corresponding to the actual vehicle's driving relay valve before the actual vehicle's driving relay valve opens the handbrake valve opening, and the third pressure value corresponding to the actual vehicle's differential relay valve before the actual vehicle's differential relay valve opens the handbrake valve opening, thereby providing an effective basis for subsequent operations.

[0068] S220: Control the first throttle valve of the service brake unit in the target test bench to adjust the flow until the flow value of the first flow meter in the service brake unit reaches the first actual vehicle flow parameter.

[0069] The throttle valve may refer to a valve that controls fluid flow by changing the throttle cross-section or throttle length. The first throttle valve may refer to a throttle valve in a service brake unit. The flowmeter may refer to a component that calculates fluid flow. In embodiments of the present invention, it may be a gas flowmeter. The first flowmeter may refer to a flowmeter in a service brake unit in a target test bench.

[0070] Specifically, a first flow parameter adjustment instruction can be generated based on the first actual vehicle flow parameter, and the first flow parameter adjustment instruction can be sent to the first throttle valve of the service brake unit in the target test bench, so that the first throttle valve responds to the first flow parameter adjustment instruction until the flow value of the first flow meter is the first actual vehicle flow parameter, thereby realizing the flow parameter adjustment of the service brake unit.

[0071] S230: Control the second throttle valve of the parking brake unit in the target test bench to adjust the flow until the flow value of the second flow meter in the parking brake unit reaches the second actual vehicle flow parameter.

[0072] The second throttle valve may refer to a throttle valve in a parking brake unit. The second flow meter may refer to a flow meter in a parking brake unit.

[0073] Specifically, a second flow parameter adjustment instruction can be generated based on the second actual vehicle flow parameter, and the second flow parameter adjustment instruction can be sent to the second throttle valve of the parking brake unit in the target test bench, so that the second throttle valve responds to the second flow parameter adjustment instruction until the flow value of the second flow meter is the second actual vehicle flow parameter, thereby realizing the flow parameter adjustment of the parking brake unit.

[0074] S240: Control the pneumatic triplex of the air source unit in the target test bench to adjust the opening until the pressure value of the actual vehicle air storage cylinder in the air source unit reaches the first pressure value.

[0075] Among them, the pneumatic triplex can refer to the component that separates water and solid particles in the compressed air and then adjusts the compressed air to the required pressure.

[0076] Specifically, a first pressure parameter adjustment instruction can be generated based on the first pressure value, and the first pressure parameter adjustment instruction can be sent to the pneumatic triplet in the air source unit, so that the pneumatic triplet responds to the first pressure parameter adjustment instruction to realize the pressure value parameter adjustment of the actual vehicle air tank.

[0077] It is worth noting that the pressure value of the actual vehicle air tank is monitored by a pressure gauge installed on the actual vehicle air tank.

[0078] S250: Control the service pressure reducing valve of the parking simulation drive unit in the target test bench to adjust the opening until the pressure value of the service relay valve in the service brake unit reaches the second pressure value.

[0079] The pressure-reducing valve refers to a component that changes the flow rate and kinetic energy of the fluid by changing the throttle area, resulting in different pressure losses, thereby achieving pressure reduction. The service pressure-reducing valve refers to the corresponding pressure-reducing valve during the service braking process.

[0080] Specifically, a second pressure parameter adjustment instruction can be generated according to the second pressure value, and the second pressure parameter adjustment instruction can be sent to the driving pressure reducing valve, so that the driving pressure reducing valve responds to the second pressure parameter adjustment instruction to realize the pressure parameter adjustment of the driving relay valve 4 port.

[0081] S260: Control the parking pressure reducing valve of the parking simulation drive unit in the target test bench to adjust the opening until the pressure value of the differential relay valve in the parking brake unit reaches a third pressure value, thereby obtaining a first coupling force parameter.

[0082] The parking pressure reducing valve may refer to a corresponding pressure reducing valve during parking braking.

[0083] Specifically, a third pressure parameter adjustment instruction can be generated according to the third pressure value, and the third pressure parameter adjustment instruction can be sent to the parking pressure reducing valve, so that the parking pressure reducing valve responds to the third pressure parameter adjustment instruction to achieve pressure parameter adjustment of the parking relay valve 42 port.

[0084] It is worth noting that, in the embodiment of the present invention, the order of adjusting the pressure parameters of the air reservoir, the driving relay valve and the parking relay valve of the actual vehicle is not limited.

[0085] S270, controlling the parking three-position three-way solenoid valve in the parking simulation drive unit in the target test bench to charge pressure into the differential relay valve in the parking brake unit until the pressure value of the differential relay valve reaches a third pressure value, and controlling the parking three-position three-way solenoid valve to enter a pressure maintaining state.

[0086] Specifically, after adjusting the flow parameters of the service brake unit and the parking brake unit according to the actual vehicle flow parameters, and adjusting the pressure parameters of the air source unit, the service brake unit and the parking brake unit according to the actual vehicle pressure parameters, and obtaining the first coupling force parameter, the first charging and pressure maintaining instruction can be generated again according to the third pressure value, and the first charging and pressure maintaining instruction can be sent to the parking three-position three-way solenoid valve to make the parking three-position three-way solenoid valve charge the differential relay valve 42 port, and when the pressure value of the differential relay valve reaches the third pressure value, stop charging, and maintain the pressure value of the differential relay valve 42 port at the third pressure value, to realize the action simulation of the hand brake valve returning to the driving position before parking, providing an effective basis for subsequent operations.

[0087] S280, controlling the driving three-position three-way solenoid valve in the parking simulation drive unit in the target test bench to charge the driving relay valve in the driving brake unit until the pressure value of the driving relay valve reaches a second pressure value, controlling the driving three-position three-way solenoid valve to enter a pressure-maintaining state, and obtaining a second coupling force parameter.

[0088] Specifically, after simulating the handbrake valve returning to the driving position before parking, a second charging and pressure-maintaining instruction can be generated again according to the second pressure value, and the second charging and pressure-maintaining instruction can be sent to the three-position three-way solenoid valve for driving, so that the three-position three-way solenoid valve for driving charges pressure to the 4th port of the driving relay valve, and when the pressure value of the 4th port of the driving relay valve reaches the second pressure value, the charging is stopped, and the pressure value of the 4th port of the driving relay valve is maintained at the second pressure value, realizing the action simulation of the pedal opening being the minimum value before parking, providing an effective basis for subsequent operations.

[0089] On the basis of the above embodiment, the differential relay valve 41 port can also be pressurized through the three-position three-way solenoid valve of the driving vehicle, and when the pressure value of the differential relay valve 41 port reaches the second pressure value, the pressurization is stopped and the pressure value of the differential relay valve 41 port is maintained at the second pressure value.

[0090] S290: Control the parking three-position three-way solenoid valve to enter the exhaust state, and record the first exhaust time.

[0091] The first exhaust time may refer to the time taken for the parking three-position three-way solenoid valve to exhaust gas.

[0092] Specifically, after simulating the action of the pedal opening being the minimum before parking, an exhaust command may be issued to the parking three-position three-way solenoid valve to enable the parking three-position three-way solenoid valve to exhaust gas in the differential relay valve 42 .

[0093] S2100: When the first exhaust time reaches a preset time threshold, the parking three-position three-way solenoid valve is controlled to enter a pressure holding state, and a target coupling force parameter is obtained in real time.

[0094] The preset time threshold may refer to a preset value for evaluating the exhaust time, for example, 2s or 3s.

[0095] Specifically, when the first exhaust time is a preset time threshold, a pressure holding instruction can be generated and sent to the three-position three-way parking solenoid valve, and then the target coupling force parameters are obtained to realize the action simulation of the minimum opening of the hand brake valve during parking.

[0096] S2110, controlling the three-position three-way solenoid valve of the driving vehicle to enter the exhaust state, and recording the second exhaust time.

[0097] The second exhaust time may refer to the time taken by the three-position three-way solenoid valve of the driving vehicle to exhaust gas.

[0098] Specifically, after the parking three-position three-way solenoid valve enters the pressure maintaining state, an exhaust command can be sent to the driving three-position three-way solenoid valve to enable the driving three-position three-way solenoid valve to exhaust gas from port 4 of the driving relay valve.

[0099] S2120: When the second exhaust time reaches a preset time threshold, the driving three-position three-way solenoid valve is controlled to enter a pressure holding state, and acquisition of the target coupling force parameter is stopped.

[0100] Specifically, when the second exhaust time reaches the preset time threshold, a pressure holding instruction can be generated and sent to the three-position three-way solenoid valve for driving, thereby stopping the acquisition of the target coupling force parameters to realize the action simulation of releasing the pedal during parking.

[0101] S2130 , obtaining a maximum coupling force parameter and a minimum coupling force parameter from each of the target coupling force parameters.

[0102] The maximum value of the coupling force parameter may refer to the maximum value among all target coupling force parameters, and the minimum value of the coupling force parameter may refer to the maximum value among all target coupling force parameters.

[0103] Specifically, the real-time acquired coupling force parameters of each target are analyzed to obtain the maximum and minimum coupling force parameters, providing an effective basis for the final detection results.

[0104] S2140 , numerically compare the maximum value and the minimum value of the coupling force parameter with the first coupling force parameter and the second coupling force parameter, respectively, and generate a monitoring result according to the numerical comparison results.

[0105] Specifically, the maximum value and the minimum value of the coupling force parameter are numerically compared with the first coupling force parameter and the second coupling force parameter respectively. If the maximum value of the coupling force parameter is greater than the second coupling force parameter, it indicates that there is a serious superposition state of driving force and parking force, and the coupling force has exceeded the maximum value of the driving braking force. The corresponding monitoring result may be that there is a damaging effect on the brake and the brake drum; if the maximum value of the coupling force parameter is equal to the second coupling force parameter, it indicates that during the parking process, regardless of whether there is a superposition state or not, it does not exceed the brake force design value, and the corresponding monitoring result may be that there is no damaging effect on the brake and the brake drum; if the minimum value of the coupling force parameter is greater than the first coupling force parameter, it indicates that during the parking process, there is no coupling force greater than the design value of the parking force of the whole vehicle, and the corresponding monitoring result may be that there is no slipping situation; if the minimum value of the coupling force parameter is less than the first coupling force parameter, it indicates that during the parking process, there is a moment when the coupling force is less than the design value of the parking force of the whole vehicle, and the corresponding monitoring result may be that there is a slipping situation.

[0106] The technical solution of the embodiment of the present invention is to control the first throttle valve of the service brake unit in the target test bench to adjust the flow according to the first actual vehicle flow parameter obtained, until the flow value of the first flow meter in the service brake unit is the first actual vehicle flow parameter, and control the second throttle valve of the parking brake unit in the target test bench to adjust the flow according to the second actual vehicle flow parameter obtained, until the flow value of the second flow meter in the parking brake unit is the second actual vehicle flow parameter; and control the pneumatic triplex of the air source unit in the target test bench to adjust the opening according to the first pressure value obtained in the actual vehicle pressure parameter, until the pressure of the actual vehicle air tank in the air source unit is The force value is a first pressure value; according to the second pressure value in the actual vehicle pressure parameter obtained, the driving pressure reducing valve of the parking simulation drive unit in the target test bench is controlled to adjust the opening until the pressure value of the driving relay valve in the service brake unit is the second pressure value; according to the third pressure value in the actual vehicle pressure parameter obtained, the parking pressure reducing valve of the parking simulation drive unit in the target test bench is controlled to adjust the opening until the pressure value of the differential relay valve in the parking brake unit is the third pressure value, and the first coupling force parameter is obtained; further, the parking three-position three-way solenoid valve in the parking simulation drive unit in the target test bench is controlled to charge the differential relay valve in the parking brake unit until the pressure value of the differential relay valve is is the third pressure value, controls the parking three-position three-way solenoid valve to enter the pressure-maintaining state; and controls the driving three-position three-way solenoid valve in the parking simulation drive unit in the control target test bench to charge the driving relay valve in the driving brake unit until the pressure value of the driving relay valve is the second pressure value, controls the driving three-position three-way solenoid valve to enter the pressure-maintaining state, and obtains the second coupling force parameter; further, controls the parking three-position three-way solenoid valve to enter the exhaust state, and records the first exhaust time. When the first exhaust time reaches the preset time threshold, controls the parking three-position three-way solenoid valve to enter the pressure-maintaining state, and obtains the target coupling force parameter in real time; after that, controls the driving three-position three-way solenoid valve to enter the exhaust state, and records the second exhaust time. When the second exhaust time reaches the preset time threshold, the driving three-position three-way solenoid valve is controlled to enter the pressure maintaining state, and the acquisition of the target coupling force parameters is stopped; finally, the maximum value and the minimum value of the coupling force parameter are obtained in each target coupling force parameter, and the maximum value and the minimum value of the coupling force parameter are numerically compared with the first coupling force parameter and the second coupling force parameter respectively, and the monitoring result is generated according to the numerical comparison result, which solves the problem of low monitoring granularity of the pneumatic parking system. The pneumatic parking system can be monitored according to the real-time coupling force, and the vehicle's slipping condition and the damage influence of the brake and brake drum are evaluated, thereby improving the safety performance of the target vehicle.

[0107] Example 3

[0108] Figure 3 This is a schematic diagram of the structure of a monitoring system for a pneumatic parking system provided by the third embodiment of the present invention. Figure 3As shown, the system includes: a processor 310 and a target stand 320;

[0109] The processor 310 is configured to obtain actual vehicle flow parameters and actual vehicle pressure parameters of the target vehicle during actual vehicle operation; adjust the flow parameters of the service brake unit and the parking brake unit in the target test bench 320 according to the actual vehicle flow parameters, and adjust the pressure parameters of the air source unit, the service brake unit, and the parking brake unit in the target test bench 320 according to the actual vehicle pressure parameters to obtain a first coupling force parameter;

[0110] The target test bench 320 is configured to respond to the flow parameter adjustment instruction issued by the processor 310 via the service brake unit and the parking brake unit in the target test bench 320, respond to the pressure parameter adjustment instruction issued by the processor 310 via the air source unit, the service brake unit, and the parking brake unit in the target test bench 320, and collect the first coupling force parameter via the coupling force sensor in the target test bench 320 and upload the collected data to the processor 310;

[0111] The processor 310 is configured to control the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve in the parking simulation drive unit in the target test bench 320 to enter a pressure charging and holding state, thereby obtaining a second coupling force parameter;

[0112] The target test bench 320 is used to respond to the pressure charging and holding instructions issued by the processor 310 through the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve in the parking simulation drive unit in the target test bench 320, and collect the second coupling force parameter through the coupling force sensor in the target test bench 320 and upload it to the processor 310;

[0113] The processor 310 is configured to control the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve to enter an exhaust pressure maintaining state, and obtain a target coupling force parameter;

[0114] The target test bench 320 is used to respond to the exhaust pressure maintenance instruction issued by the processor 310 through the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve in the parking simulation drive unit in the target test bench 320, and collect target coupling force parameters through the coupling force sensor in the target test bench 320 and upload them to the processor 310;

[0115] The processor 310 is configured to generate a monitoring result according to a parameter relationship between a target coupling force parameter and the first coupling force parameter and the second coupling force parameter.

[0116] According to the technical solution of the embodiment of the present invention, the processor 310 is used to obtain the actual vehicle flow parameters and actual vehicle pressure parameters of the target vehicle during the actual vehicle operation process, adjust the flow parameters of the service brake unit and the parking brake unit in the target test bench 320 according to the actual vehicle flow parameters, and adjust the pressure parameters of the air source unit, the service brake unit and the parking brake unit in the target test bench 320 according to the actual vehicle pressure parameters to obtain the first coupling force parameter; the target test bench 320 is used to respond to the processor 310 through the service brake unit and the parking brake unit in the target test bench 320. The flow parameter adjustment instruction issued by the processor 310 is responded to by the air source unit, the service brake unit and the parking brake unit in the target test bench 320, and the first coupling force parameter is collected by the coupling force sensor in the target test bench 320 and uploaded to the processor 310; the processor 310 is used to control the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve in the parking simulation drive unit in the target test bench 320 to enter the charging and holding pressure state, and obtain the second coupling force parameter; the target test bench 320 is used to obtain the second coupling force parameter by the target test bench 320 The three-position parking three-way solenoid valve and the three-position driving three-way solenoid valve in the parking simulation drive unit respond to the charging and holding pressure instructions issued by the processor 310, and collect the second coupling force parameter through the coupling force sensor in the target test bench 320, and upload it to the processor 310; the processor 310 is used to control the three-position parking three-way solenoid valve and the three-position driving three-way solenoid valve to enter the exhaust and pressure holding state to obtain the target coupling force parameter; the target test bench 320 is used to respond to the exhaust and pressure holding instructions issued by the processor 310 through the three-position parking three-way solenoid valve and the three-position driving three-way solenoid valve in the parking simulation drive unit in the target test bench 320, and collect the target coupling force parameter through the coupling force sensor in the target test bench 320, and upload it to the processor 310; the processor 310 is used to generate a monitoring result based on the parameter relationship between the target coupling force parameter and the first coupling force parameter and the second coupling force parameter, thereby solving the problem of low monitoring granularity of the pneumatic parking system. The pneumatic parking system can be monitored based on the real-time coupling force, and the vehicle's slipping condition and the damage to the brake and brake drum can be evaluated, thereby improving the safety performance of the target vehicle.

[0117] Optionally, the processor 310 can be specifically used to: obtain a first real vehicle flow parameter corresponding to the target vehicle when the brake pedal opening changes from the minimum value to the maximum value during the parking braking process of the actual vehicle; obtain a second real vehicle flow parameter corresponding to the target vehicle when the hand brake valve opening changes from the minimum value to the maximum value during the parking braking process of the actual vehicle; combine the first real vehicle flow parameter and the second real vehicle flow parameter to generate a real vehicle flow parameter; and obtain a first pressure value of the real vehicle air tank when the brake pedal opening is minimum and the hand brake valve opening is minimum during the parking process of the actual vehicle; obtain a second pressure value corresponding to the real vehicle driving relay valve before the real vehicle driving relay valve opens the hand brake valve opening and a third pressure value corresponding to the real vehicle differential relay valve before the real vehicle differential relay valve opens the hand brake valve opening during the parking process of the actual vehicle; combine the first pressure value, the second pressure value and the third pressure value to generate a real vehicle pressure parameter.

[0118] Optionally, the processor 310 may be specifically configured to: control a first throttle valve of a service brake unit in the target test bench 320 to perform flow regulation until a flow value of a first flow meter in the service brake unit reaches a first actual vehicle flow parameter; control a second throttle valve of a parking brake unit in the target test bench 320 to perform flow regulation until a flow value of a second flow meter in the parking brake unit reaches a second actual vehicle flow parameter;

[0119] The service brake unit in the target test bench 320 may specifically include a first throttle valve and a first flow meter; the parking brake unit may specifically include a second throttle valve and a second flow meter;

[0120] The first throttle valve is configured to receive a first flow parameter adjustment instruction generated by the processor 310 according to the first actual vehicle flow parameter, and respond to the first flow parameter adjustment instruction until the flow value of the first flow meter reaches the first actual vehicle flow parameter;

[0121] The first flow meter is used to collect the flow value corresponding to the first throttle valve;

[0122] The second throttle valve is configured to receive a second flow parameter adjustment instruction generated by the processor 310 according to the second actual vehicle flow parameter, and respond to the second flow parameter adjustment instruction until the flow value of the second flow meter reaches the second actual vehicle flow parameter;

[0123] The second flow meter is used to collect the flow value corresponding to the second throttle valve.

[0124] Optionally, the processor 310 may be specifically configured to: control the pneumatic triplex of the air source unit in the target test bench 320 to adjust its opening until the pressure value of the actual vehicle air reservoir in the air source unit reaches a first pressure value; control the service pressure-reducing valve of the parking simulation drive unit in the target test bench 320 to adjust its opening until the pressure value of the service relay valve in the service brake unit reaches a second pressure value; control the parking pressure-reducing valve of the parking simulation drive unit in the target test bench 320 to adjust its opening until the pressure value of the differential relay valve in the parking brake unit reaches a third pressure value;

[0125] The air source unit in the target test bench 320 may specifically include a pneumatic triplex and a real vehicle air storage cylinder;

[0126] The pneumatic triplet may be specifically configured to receive a first pressure parameter adjustment instruction generated by the processor 310 according to the first pressure value, and respond to the first pressure parameter adjustment instruction until the pressure value of the air tank of the actual vehicle reaches the first pressure value.

[0127] The actual vehicle air reservoir is used to receive the compressed air generated by the pneumatic triple connection;

[0128] The parking simulation drive unit in the target test bench 320 may specifically include a driving pressure reducing valve and a parking pressure reducing valve;

[0129] The service pressure reducing valve may be specifically configured to receive a second pressure parameter adjustment instruction generated by the processor 310 according to the second pressure value, and respond to the second pressure parameter adjustment instruction until the pressure value of the service relay valve in the service brake unit reaches the second pressure value.

[0130] The parking pressure reducing valve may be specifically configured to receive a third pressure parameter adjustment instruction generated by the processor 310 according to the third pressure value, and respond to the third pressure parameter adjustment instruction until the pressure value of the differential relay valve in the parking brake unit reaches the third pressure value.

[0131] Optionally, the processor 310 may be further configured to control an adjustment arm of a brake load unit in the target test bench 320 to adjust the clearance of the brake in the brake load unit before adjusting the flow parameters of the service brake unit and the parking brake unit in the target test bench according to the actual vehicle flow parameters;

[0132] The brake load unit in the target gantry 320 may specifically include an adjustment arm;

[0133] The adjustment arm is used to receive the gap adjustment instruction sent by the processor 310, respond to the gap adjustment instruction, and adjust the gap of the brake in the brake load unit.

[0134] Optionally, the processor 310 can be specifically used to control the parking three-position three-way solenoid valve in the parking simulation drive unit in the control target test bench 320 to charge pressure to the differential relay valve in the parking brake unit until the pressure value of the differential relay valve reaches a third pressure value, and control the parking three-position three-way solenoid valve to enter a pressure-holding state; control the driving three-position three-way solenoid valve in the parking simulation drive unit in the control target test bench 320 to charge pressure to the driving relay valve in the driving brake unit until the pressure value of the driving relay valve reaches a second pressure value, and control the driving three-position three-way solenoid valve to enter a pressure-holding state to obtain a second coupling force parameter;

[0135] The parking simulation drive unit in the target test bench 320 may specifically include a three-way solenoid valve for parking and a three-way solenoid valve for driving;

[0136] The parking three-position three-way solenoid valve may be specifically configured to receive a first pressure-charging and pressure-maintaining instruction generated by the processor 310 according to the third pressure value, and respond to the first pressure-charging and pressure-maintaining instruction until the pressure value of the differential relay valve reaches the third pressure value and enters a pressure-maintaining state.

[0137] The driving three-position three-way solenoid valve can be specifically configured to receive a second pressure-charging and pressure-maintaining instruction generated by the processor 310 according to the second pressure value, and respond to the second pressure-charging and pressure-maintaining instruction until the pressure value of the driving relay valve reaches the second pressure value and enters a pressure-maintaining state;

[0138] The coupling force sensor in the target stand 320 can be specifically used to collect the second coupling force parameter and upload it to the processor 310 .

[0139] Optionally, the processor 310 can be specifically used to control the parking three-position three-way solenoid valve to enter the exhaust state and record the first exhaust time; when the first exhaust time reaches a preset time threshold, the parking three-position three-way solenoid valve is controlled to enter the pressure holding state, and the target coupling force parameters are obtained in real time; the driving three-position three-way solenoid valve is controlled to enter the exhaust state and record the second exhaust time; when the second exhaust time reaches the preset time threshold, the driving three-position three-way solenoid valve is controlled to enter the pressure holding state, and stop obtaining the target coupling force parameters.

[0140] Optionally, the processor 310 can be specifically used to obtain the maximum value and the minimum value of the coupling force parameter in each of the target coupling force parameters; perform numerical comparisons on the maximum value and the minimum value of the coupling force parameter with the first coupling force parameter and the second coupling force parameter respectively, and generate monitoring results based on the numerical comparison results.

[0141] Optionally, the processor 310 can be specifically used to generate adjustment measures according to the monitoring results after generating the monitoring results based on the parameter relationship between the target coupling force parameter and the first coupling force parameter and the second coupling force parameter, and display the adjustment measures interface.

[0142] It should be noted that the above embodiments only comprise preliminary components of the target gantry. Figure 4 It is a structural diagram of a target test bench provided by an embodiment of the present invention. Specifically, the target test bench may include an air source unit, a parking simulation drive unit, a service brake unit, a parking brake unit and a brake load unit; wherein, the air source unit includes an air source 1, a pneumatic triplet 2, a real vehicle air cylinder 3 and a pressure gauge 4, which provide stable and clean compressed air for the target test bench and conform to the air pressure value of the real vehicle; the air outlet of the air source 1 is connected to the pneumatic triplet 2, the pneumatic triplet 2 is connected to the real vehicle air cylinder 3, and the pressure gauge 4 is installed on the real vehicle air cylinder 3 to monitor the air pressure value in the cylinder. By adjusting the pneumatic triplet 2, the air pressure in the real vehicle air cylinder 3 is adjusted to the air pressure value in the cylinder collected by the whole vehicle. The parking simulation drive unit includes a driving pressure reducing valve 5, a driving three-position three-way solenoid valve 6, a parking pressure reducing valve 20 and a parking three-position three-way solenoid valve 9, which can control two lines of compressed gas for inflation, pressure stabilization and exhaust, simulating the action and operation of the hand brake valve and brake pedal when parking; the air outlet of the actual vehicle air cylinder 3 is connected to the driving pressure reducing valve 5 and the parking pressure reducing valve 20, the driving pressure reducing valve 5 is connected to the center air inlet of the driving three-position three-way solenoid valve 6, and the parking pressure reducing valve 20 is connected to the center air inlet of the parking three-position three-way solenoid valve 9. The service brake unit includes a first throttle valve 7, a first flowmeter 8, a service relay valve 10, a front chamber of the brake spring cylinder 15, a coupling force sensor 14 and a front chamber push rod 13; the center air outlet of the three-position three-way solenoid valve 6 of the service is connected to the first throttle valve 7, the first throttle valve 7 is connected to the first flowmeter 8, the first flowmeter 8 is connected to the 4th port of the service relay valve 10, the 1st port of the service relay valve 10 is connected to the actual vehicle air storage cylinder 3, the 2nd port of the service relay valve 10 is connected to the 1st port of the front chamber 15 of the brake spring cylinder, and the coupling force sensor 14 is located at the front end of the front chamber push rod 13. The parking brake unit includes a second throttle valve 17, a second flowmeter 18, a differential relay valve 19, and the rear chamber 16 of the brake spring cylinder. The center outlet of the parking three-position, three-way solenoid valve 9 is connected to the second throttle valve 17, which is connected to the second flowmeter 18. The second flowmeter 18 is connected to port 42 of the differential relay valve 19. Port 1 of the differential relay valve 19 is connected to the vehicle's air reservoir 3. Port 2 of the differential relay valve 19 is connected to port 2 of the rear chamber 16 of the brake spring cylinder. Port 41 of the differential relay valve 19 is connected to the outlet of the first flowmeter 8. The brake load unit includes an adjusting arm 12 and a brake 11. The front chamber push rod 13 is hinged to the adjusting arm 12, which is connected to the brake 11.

[0143] It is worth noting that the air tank, driving relay valve, differential relay valve, parking spring cylinder, adjusting arm and brake in the target test bench are installed and connected according to the actual vehicle status of the target vehicle. The parking brake unit adopts the actual vehicle pipeline of the target vehicle. The length and thickness of each section of the pipeline in other units are basically consistent with the actual vehicle pipeline of the target vehicle.

[0144] The monitoring system for the pneumatic parking system provided in the embodiment of the present invention can execute the monitoring method for the pneumatic parking system provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0145] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present invention can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved. This is not limited herein.

[0146] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A method for monitoring a pneumatic parking system, characterized in that: include: Obtain the actual vehicle flow parameters and actual vehicle pressure parameters of the target vehicle during actual vehicle operation; adjusting the flow parameters of the service brake unit and the parking brake unit in the target test bench according to the actual vehicle flow parameters, and adjusting the pressure parameters of the air source unit, the service brake unit, and the parking brake unit in the target test bench according to the actual vehicle pressure parameters, to obtain a first coupling force parameter; Controlling the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve in the parking simulation drive unit in the target test bench to enter a pressure charging and holding state to obtain a second coupling force parameter; Controlling the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve to enter an exhaust pressure maintaining state to obtain a target coupling force parameter; generating a monitoring result according to a parameter relationship between the target coupling force parameter and the first coupling force parameter and the second coupling force parameter; Wherein, the obtaining of the actual vehicle flow parameter of the target vehicle during the actual vehicle operation process includes: obtaining a first actual vehicle flow parameter corresponding to the target vehicle when the brake pedal opening is from the minimum value to the maximum value during the parking braking process of the actual vehicle; obtaining a second actual vehicle flow parameter corresponding to the target vehicle when the hand brake valve opening is from the minimum value to the maximum value during the parking braking process of the actual vehicle; combining the first actual vehicle flow parameter and the second actual vehicle flow parameter to generate the actual vehicle flow parameter; The method of obtaining the actual vehicle pressure parameters of the target vehicle during the actual vehicle operation process includes: obtaining a first pressure value of the actual vehicle air tank when the brake pedal opening is minimum and the hand brake valve opening is minimum during the actual vehicle parking process; obtaining a second pressure value corresponding to the actual vehicle driving relay valve before the actual vehicle driving relay valve opens the hand brake valve opening and a third pressure value corresponding to the actual vehicle differential relay valve before the actual vehicle differential relay valve opens the hand brake valve opening during the actual vehicle parking process; and combining the first pressure value, the second pressure value and the third pressure value to generate the actual vehicle pressure parameter.

2. The method according to claim 1, characterized in that The adjusting the flow parameters of the service brake unit and the parking brake unit in the target test bench according to the actual vehicle flow parameters includes: Controlling a first throttle valve of a service brake unit in a target test bench to adjust flow until a flow value of a first flow meter in the service brake unit reaches a first actual vehicle flow parameter; The second throttle valve of the parking brake unit in the target test bench is controlled to adjust the flow until the flow value of the second flow meter in the parking brake unit is the second actual vehicle flow parameter.

3. The method according to claim 1, characterized in that The step of adjusting the pressure parameters of the air source unit, the service brake unit, and the parking brake unit in the target test bench according to the actual vehicle pressure parameters includes: Controlling the pneumatic triplex of the air source unit in the target test bench to adjust the opening until the pressure value of the actual vehicle air reservoir in the air source unit reaches the first pressure value; Controlling the service pressure reducing valve of the parking simulation drive unit in the target test bench to adjust the opening until the pressure value of the service relay valve in the service brake unit reaches the second pressure value; The parking pressure reducing valve of the parking simulation drive unit in the target test bench is controlled to adjust its opening until the pressure value of the differential relay valve in the parking brake unit reaches a third pressure value.

4. The method according to claim 1, wherein Before adjusting the flow parameters of the service brake unit and the parking brake unit in the target test bench according to the actual vehicle flow parameters, the method further includes: The adjustment arm of the brake load unit in the target stage is controlled to adjust the clearance of the brake in the brake load unit.

5. The method according to claim 1, wherein The control of the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve in the parking simulation drive unit in the target test bench into a pressure charging and holding state to obtain a second coupling force parameter includes: controlling a three-position, three-way parking solenoid valve in a parking simulation drive unit in a target test bench to pressurize a differential relay valve in a parking brake unit until a pressure value of the differential relay valve reaches a third pressure value, and controlling the three-position, three-way parking solenoid valve to enter a pressure-maintaining state; The driving three-position three-way solenoid valve in the parking simulation drive unit in the target test bench is controlled to charge the driving relay valve in the driving brake unit until the pressure value of the driving relay valve reaches a second pressure value, and the driving three-position three-way solenoid valve is controlled to enter a pressure holding state to obtain a second coupling force parameter.

6. The method according to claim 1, characterized in that The controlling of the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve to enter the exhaust pressure maintaining state to obtain the target coupling force parameter includes: Controlling the parking three-position three-way solenoid valve to enter an exhaust state and recording a first exhaust time; When the first exhaust time reaches a preset time threshold, the parking three-position three-way solenoid valve is controlled to enter a pressure holding state, and a target coupling force parameter is obtained in real time; Controlling the three-position three-way solenoid valve of the driving vehicle to enter the exhaust state and recording the second exhaust time; When the second exhaust time reaches a preset time threshold, the driving three-position three-way solenoid valve is controlled to enter a pressure holding state, and the acquisition of the target coupling force parameter is stopped.

7. The method according to claim 1, characterized in that Generating a monitoring result according to a parameter relationship between a target coupling force parameter and the first coupling force parameter and the second coupling force parameter includes: Obtaining a maximum coupling force parameter and a minimum coupling force parameter from each of the target coupling force parameters; The maximum value and the minimum value of the coupling force parameter are numerically compared with the first coupling force parameter and the second coupling force parameter, respectively, and a monitoring result is generated according to the numerical comparison results.

8. The method according to claim 1, characterized in that After generating the monitoring result according to the parameter relationship between the target coupling force parameter and the first coupling force parameter and the second coupling force parameter, the method further includes: Adjustment measures are generated according to the monitoring results, and the adjustment measures interface is displayed.

9. A monitoring system for a pneumatic parking system, characterized in that: include: Processor and target rig; The processor obtains the actual vehicle flow parameters and actual vehicle pressure parameters of the target vehicle during actual vehicle operation; adjusting the flow parameters of the service brake unit and the parking brake unit in the target test bench according to the actual vehicle flow parameters, and adjusting the pressure parameters of the air source unit, the service brake unit, and the parking brake unit in the target test bench according to the actual vehicle pressure parameters, to obtain a first coupling force parameter; The service brake unit and the parking brake unit in the target test bench respond to the flow parameter adjustment instruction issued by the processor, the air source unit, the service brake unit and the parking brake unit in the target test bench respond to the pressure parameter adjustment instruction issued by the processor, and the coupling force sensor in the target test bench collects the first coupling force parameter and uploads it to the processor; The processor controls the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve in the parking simulation drive unit in the target test bench to enter a pressure charging and holding state to obtain a second coupling force parameter; The parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve in the parking simulation drive unit in the target test bench respond to the pressure charging and holding instructions issued by the processor, and the coupling force sensor in the target test bench collects the second coupling force parameter and uploads it to the processor; The processor controls the parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve to enter an exhaust pressure maintaining state to obtain a target coupling force parameter; The parking three-position three-way solenoid valve and the driving three-position three-way solenoid valve in the parking simulation drive unit in the target test bench respond to the exhaust pressure maintenance command issued by the processor, and the target coupling force parameters are collected by the coupling force sensor in the target test bench and uploaded to the processor; The processor generates a monitoring result according to a parameter relationship between the target coupling force parameter and the first coupling force parameter and the second coupling force parameter; Among them, the processor obtains the first actual vehicle flow parameter corresponding to the target vehicle when the brake pedal opening changes from the minimum value to the maximum value during the actual vehicle parking braking process; obtains the second actual vehicle flow parameter corresponding to the target vehicle when the hand brake valve opening changes from the minimum value to the maximum value during the actual vehicle parking braking process; combines the first actual vehicle flow parameter and the second actual vehicle flow parameter to generate an actual vehicle flow parameter; and obtains the first pressure value of the actual vehicle air tank when the brake pedal opening is minimum and the hand brake valve opening is minimum during the actual vehicle parking process; obtains the second pressure value corresponding to the actual vehicle driving relay valve before the actual vehicle driving relay valve opens the hand brake valve opening and the third pressure value corresponding to the actual vehicle differential relay valve before the actual vehicle differential relay valve opens the hand brake valve opening during the actual vehicle parking process; combines the first pressure value, the second pressure value and the third pressure value to generate an actual vehicle pressure parameter.

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