Braking force adjustment control device, method, and vehicle
By introducing the normal and backup control lines of the electronically controlled relay valve group into the ABS system of commercial vehicles, the problem of wheel lock-up when the ABS system fails is solved, and the braking force adjustment is realized in the event of a failure, thereby improving vehicle safety.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2023-05-31
- Publication Date
- 2026-03-20
AI Technical Summary
Existing ABS systems for commercial vehicles lack redundant control over braking force in the event of a malfunction, leading to the risk of wheel lock-up. In particular, when unloaded, the rear axle has less traction, making it easy for the vehicle to skid when the driver applies the brakes hard.
Design a braking force adjustment and control device, including an air reservoir, a foot brake valve, and an electronically controlled relay valve group. Set up a normal control pipeline and a backup control pipeline. By switching between the normal control solenoid valve and the backup control solenoid valve in the electronically controlled relay valve group when the ABS fails, the braking force of the wheels can be adjusted to reduce the risk of wheel lock-up.
In the event of an ABS system failure, redundant control can be provided through simple structural modifications, reducing the risk of wheel lock-up and improving safety without requiring upgrades to the existing ABS system.
Smart Images
Figure CN116588060B_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of brake control, in particular to a brake force adjustment control device, method and vehicle. BACKGROUND
[0002] Commercial vehicles generally use a pneumatic brake system. Compressed air in the air reservoir reaches the wheel brake chamber through the foot brake valve, front and rear axle relay valves, etc., to implement brake force on the wheels. Since the axle load of commercial vehicles varies greatly between empty and full loads, especially the adhesion of the rear axle is small when empty, if the driver steps on the brake pedal deeply during braking, the rear axle brake force is greater than the road adhesion, the wheels are easily locked, and the vehicle is prone to skidding.
[0003] In the early stage, the vehicle generally matches a mechanical brake sensing load valve on the rear axle. According to the different swing lever positions of the sensing load valve under the empty and full load states of the vehicle, the size of the rear axle brake force is automatically adjusted: the full load is output with full brake force, and the empty load or partial load is reduced to avoid the risk of early locking of the rear wheels and causing the vehicle to skid.
[0004] With the application of electronic control technology, existing commercial vehicles generally no longer match the sensing load valve, but match the anti-lock braking system (ABS). The system mainly includes an ABS controller, an ABS solenoid valve and a wheel speed sensor. The wheel speed sensor transmits the wheel speed state to the controller ECU, and the ECU controls the pressure of the ABS solenoid valve to adjust the size of the wheel brake force and effectively reduce the risk of wheel locking.
[0005] The mechanical connecting rod type sensing load valve has poor brake force adjustment. During installation and movement, there is often interference or wear, resulting in brake force adjustment failure, brake force deficiency or excessive brake force.
[0006] The existing ABS does not have brake force redundancy control. The wheel edge environment is harsh, resulting in many component failures (such as wheel speed sensor wire harness wear or sensor damage, etc.), which easily causes the ABS system to fail, and the vehicle brake exists the risk of wheel locking when the pressure control of the foot brake valve output end. SUMMARY
[0007] In view of the defects in the prior art, the purpose of the present application is to provide a brake force adjustment control device, method and vehicle, which can solve the problem that the existing ABS does not have brake force redundancy control, and when the ABS system fails, the pressure control of the foot brake valve output end exists the risk of wheel locking when the vehicle brakes.
[0008] To achieve the above purpose, the technical scheme adopted by the present application is:
[0009] On the one hand, the present application provides a brake force adjustment control device, comprising:
[0010] air reservoir
[0011] foot brake valve, an inlet end of which is communicated with the air reservoir
[0012] electrically controlled relay valve group, comprising
[0013] valve group relay valve, a relay inlet end of which is communicated with the air reservoir, and a relay outlet end of which is used to be connected with a brake pipe provided with an ABS control mechanism
[0014] normal control pipe, a normal control solenoid valve being provided on the normal control pipe, the normal control solenoid valve being turned off when the ABS control mechanism is out of order and there is a risk of wheel lock, an inlet end of the normal control pipe being communicated with an outlet end of the foot brake valve, and an outlet end of the normal control pipe being communicated with a relay control valve port of the valve group relay valve
[0015] backup control pipe, an inlet end of the backup control pipe being communicated with the air reservoir, the backup control pipe being communicated with the relay control valve port of the valve group relay valve, and being used to control the discharge pressure of the relay outlet end to reduce the risk of wheel lock when the normal control solenoid valve is turned off
[0016] In some optional solutions, the backup control pipe is sequentially provided with an inlet solenoid valve and an outlet solenoid valve, the backup control pipe between the inlet solenoid valve and the outlet solenoid valve is communicated with the relay control valve port of the valve group relay valve through a connecting pipe, the inlet solenoid valve and the outlet solenoid valve are turned off when the normal control solenoid valve is turned on, and the discharge pressure of the relay outlet end is controlled by turning on or turning off the inlet solenoid valve and turning on or turning off the outlet solenoid valve when the normal control solenoid valve is turned off
[0017] In some optional solutions, the inlet solenoid valve and the outlet solenoid valve are open solenoid valves
[0018] In some optional solutions, the relay outlet end of the valve group relay valve is provided with a wheel end air pressure sensor, which is used to detect the discharge pressure of the relay outlet end and transmit the detection data to a vehicle VCU controller, which is used to control the turning on or turning off of the inlet solenoid valve and the turning on or turning off of the outlet solenoid valve
[0019] In some optional solutions, a foot valve brake air pressure sensor is provided on the normal control pipe between the outlet end of the foot brake valve and the foot brake valve, which is used to determine whether there is a risk of wheel lock
[0020] In a second aspect, the application provides a brake force adjustment control method, which is realized by using the brake force adjustment control device of any one of the above aspects, and comprises the following steps
[0021] When the ABS control mechanism is normal and the foot brake is used to brake, the foot brake valve is turned on, the normal control solenoid is turned on, the pressure of the air reservoir is transmitted to the relay control valve port of the valve group relay valve, the valve group relay valve is turned on, the air reservoir is connected to the brake chamber provided with the ABS control mechanism, and the ABS control mechanism performs the anti-lock program.
[0022] When the ABS control mechanism is invalid and there is a risk of wheel locking, the foot brake valve is turned on, the normal control solenoid is turned off, the standby control pipeline transmits the pressure of the air reservoir to the relay control valve port of the valve group relay valve, the valve group relay valve is turned on, and the exhaust pressure of the relay outlet of the valve group relay valve is controlled to reduce the risk of wheel locking.
[0023] In some optional schemes, when the normal control solenoid is turned off, the exhaust pressure of the relay outlet is controlled by turning on or off the inlet solenoid and turning on or off the exhaust solenoid, comprising:
[0024] obtaining the exhaust pressure of the relay outlet,
[0025] when the exhaust pressure of the relay outlet is less than the locking pressure set value, turning on the inlet solenoid and turning off the exhaust solenoid;
[0026] when the exhaust pressure of the relay outlet is greater than the locking pressure set value, turning off the inlet solenoid and turning on the exhaust solenoid to make the pressure of the relay outlet to the locking pressure set value.
[0027] In some optional schemes, determining whether there is a risk of wheel locking comprises the following steps:
[0028] obtaining the pressure of the outlet of the foot brake valve, and when the pressure of the outlet of the foot brake valve is greater than the locking pressure set value, determining that there is a risk of wheel locking.
[0029] In some optional schemes, the locking pressure set value is determined according to the vehicle load.
[0030] In a third aspect, the application also provides a vehicle comprising the brake force adjustment control device.
[0031] Compared with the prior art, the advantages of the present application are that: in the present scheme, by setting the normal control pipeline and the standby control pipeline in the electric control relay valve group, combined with the existing vehicle VCU control, the vehicle braking force control when the ABS system fails can be realized, and the risk of wheel lock is reduced. Compared with the redundant ABS system in the prior art, additional ABS sensors, controllers ECU and ABS electromagnetic valves are needed, and two sets of ABS systems with different priorities are set, and the system structure is complex. The present scheme is simple in structure, provides a redundant scheme for anti-lock, improves safety, and does not need to upgrade the existing ABS system. BRIEF DESCRIPTION OF DRAWINGS
[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.
[0033] Figure 1 The structure diagram of the braking force regulation control device in the embodiment of the present application is shown in the figure.
[0034] Figure 2 The state diagram of the electric control relay valve group in the embodiment of the present application when ABS is normal is shown in the figure.
[0035] Figure 3 The state diagram of the electric control relay valve group in the embodiment of the present application when ABS fails is shown in the figure.
[0036] Figure 4 The range diagram of the lock pressure set value in the embodiment of the present application is shown in the figure.
[0037] Figure 5 The logic block diagram of the braking force regulation control method in the embodiment of the present application is shown in the figure.
[0038] In the figure: 1, air reservoir; 2, foot brake valve; 21, second inlet end; 22, first inlet end; 23, second outlet end; 24, first outlet end; 25, common exhaust end; 3, front axle mechanical relay valve; 31, front axle valve inlet end; 32, front axle valve outlet end; 33, front axle valve exhaust end; 34, front axle valve control port; 4, electric control relay valve group; 41, valve group inlet end; 42, valve group outlet end; 43, valve group exhaust end; 44, valve group inlet end; 45, control port; 451, first power supply port; 452, second power supply port; 453, ground port; 454, third power supply port; 455, first electrical interface; 456, second electrical interface; 5, ABS solenoid valve; 6, front axle brake chamber; 7, rear axle brake chamber; 8, ABS wheel speed sensor; 9, vehicle VCU controller; 10, ABS controller; 11, inlet solenoid valve; 12, exhaust solenoid valve; 13, normal control solenoid valve; 14, relay valve of valve group; 141, relay control port; 142, relay inlet end; 143, relay exhaust end; 144, relay outlet end; 15, foot valve brake pressure sensor; 16, wheel end pressure sensor. DETAILED DESCRIPTION
[0039] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme of the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present application.
[0040] The embodiments of the present application will be further described below in conjunction with the drawings.
[0041] As Figures 1 to 3As shown, in one aspect, the application provides a brake force adjustment control device, comprising: an air reservoir 1, a foot brake valve 2, an electric control relay valve group 4. Wherein, the inlet end of the foot brake valve 2 is in communication with the air reservoir 1; the electric control relay valve group 4 comprises a valve group relay valve 14, a normal control pipeline and a backup control pipeline, wherein the relay inlet end 142 of the valve group relay valve 14 is in communication with the air reservoir 1, and the relay outlet end 144 of the valve group relay valve 14 is used to be connected with a brake pipeline provided with an ABS control mechanism; a normal control solenoid valve 13 is provided on the normal control pipeline, which is disconnected when the ABS control mechanism fails and there is a risk of wheel lock; the inlet end of the normal control pipeline is in communication with the outlet end of the foot brake valve 2, and the outlet end is in communication with the relay control valve port 141 of the valve group relay valve 14; the inlet end of the backup control pipeline is in communication with the air reservoir 1, and the backup control pipeline is in communication with the relay control valve port 141 of the valve group relay valve 14, which is used to control the exhaust pressure of the relay outlet end 144 when the normal control solenoid valve 13 is disconnected, so as to reduce the risk of wheel lock.
[0042] When using the brake force adjustment control device, when the ABS control mechanism is normally running and the foot brake is used for braking, the foot brake valve 2 is turned on, and the normal control solenoid valve 13 is turned on, so that the pressure of the air reservoir 1 is transmitted to the relay control valve port 141 of the valve group relay valve 14 through the normal control pipeline, so that the valve group relay valve 14 is turned on, the air reservoir 1 is connected with the brake chamber provided with the ABS control mechanism through the valve group relay valve 14, and the ABS control mechanism executes the anti-lock program; when the ABS control mechanism fails and there is a risk of wheel lock, the foot brake valve 2 is turned on, the normal control solenoid valve 13 is disconnected, and the backup control pipeline is used to transmit the pressure of the air reservoir 1 to the relay control valve port 141 of the valve group relay valve 14, so that the valve group relay valve 14 is turned on, the air reservoir 1 is connected with the brake chamber provided with the ABS control mechanism through the valve group relay valve 14, and the exhaust pressure of the relay outlet end 144 is controlled to reduce the risk of wheel lock. In this scheme, by setting the normal control pipeline and the backup control pipeline in the electric control relay valve group 4, the vehicle brake force control when the ABS system fails can be realized by combining the existing vehicle VCU control, and the risk of wheel lock is reduced. Compared with the redundant ABS system in the prior art, additional ABS sensors, controllers ECU and ABS solenoid valves are needed, and two sets of ABS systems with different priorities are set, and the system structure is complex. This scheme is simple in structure, provides a redundant scheme for anti-lock, improves safety, and does not need to upgrade the existing ABS system.
[0043] In this example, two air reservoirs 1 and two foot brake valves 2 are used, and the two foot brake valves 2 share a common exhaust end 25. The first inlet end 22 of the first foot brake valve 2 is in communication with the corresponding first air reservoir 1. The first outlet end 24 of the first foot brake valve 2 is in communication with the front axle valve control valve port 34 of the front axle mechanical relay valve 3. The corresponding first air reservoir 1 is in communication with the front axle valve inlet end 31 of the front axle mechanical relay valve 3. The two front axle valve output ends 32 of the front axle mechanical relay valve 3 are in communication with two brake lines for controlling the front axle wheels provided with ABS control mechanism. The front axle valve exhaust end 33 of the front axle mechanical relay valve 3 is connected to the external environment. When no brake operation is performed, the front axle valve exhaust end 33 of the front axle mechanical relay valve 3 is in communication with the front axle valve output end 32, and the gas in the brake line is discharged to the external environment through the front axle valve exhaust end 33 of the front axle mechanical relay valve 3.
[0044] The ABS solenoid valve 5 and the brake chamber are sequentially arranged on the brake line. The ABS control mechanism includes the ABS solenoid valve 5, the wheel ABS wheel speed sensor 8, and the ABS controller 10. The control principle of the ABS control mechanism is that the wheel speed state of the wheel is transmitted to the ABS controller 10 by the wheel ABS wheel speed sensor 8, and the ABS controller 10 controls the pressure maintaining and pressure reducing of the ABS solenoid valve 5, thereby adjusting the wheel brake force and effectively reducing the risk of wheel lock. The brake chamber includes the front axle brake chamber 6 arranged on the front axle and the rear axle brake chamber 7 arranged on the front axle.
[0045] The electric control relay valve group 4 in this example is used to control the wheel brake system of the rear axle. The second inlet end 21 of the second foot brake valve 2 is in communication with the corresponding second air reservoir 1. The second outlet end 23 of the second foot brake valve 2 is in communication with the relay control valve port 141 of the valve group relay valve 14 through the normal control line. The second air reservoir 1 is also in communication with the relay control valve port 141 of the valve group relay valve 14 through the standby control line. The second air reservoir 1 is also directly in communication with the relay inlet end 142 of the valve group relay valve 14. The relay outlet end 144 of the valve group relay valve 14 is in communication with the brake line provided with the ABS control mechanism. The relay exhaust end 143 of the valve group relay valve 14 is connected to the external environment. When no brake operation is performed, the relay outlet end 144 of the valve group relay valve 14 is in communication with the relay exhaust end 143, and the gas in the brake line is discharged to the external environment through the relay exhaust end 143 of the valve group relay valve 14.
[0046] In addition, when no brake operation is performed, the first outlet end 24 of the first foot brake valve 2 and the second outlet end 23 of the second foot brake valve 2 are both in communication with the common exhaust end 25, thereby discharging the gas in the pipeline.
[0047] In some optional embodiments, an intake solenoid valve 11 and an exhaust solenoid valve 12 are sequentially provided on the backup control line. The backup control line between the intake solenoid valve 11 and the exhaust solenoid valve 12 is connected to the relay control valve port 141 of the valve group relay valve 14 through a connecting line. When the normal control solenoid valve 13 is turned on, the intake solenoid valve 11 and the exhaust solenoid valve 12 are turned off. When the normal control solenoid valve 13 is turned off, the discharge pressure of the relay outlet 144 is controlled by the turning on or off of the intake solenoid valve 11 and the turning on or off of the exhaust solenoid valve 12.
[0048] In this plan, such as Figure 2 As shown, when the normal control solenoid valve 13 is on, the intake solenoid valve 11 and the exhaust solenoid valve 12 are off. At this time, the ABS control mechanism operates normally and can execute the anti-lock braking program. Figure 3 As shown, when the normal control solenoid valve 13 is open, the ABS control mechanism fails and there is a risk of wheel lock-up. Since the backup control line between the intake solenoid valve 11 and the exhaust solenoid valve 12 is connected to the relay control valve port 141 of the valve group relay valve 14 via a connecting line, the pressure of the air reservoir 1 is transmitted to the relay control valve port 141 of the valve group relay valve 14 using the backup control line. By opening or closing the intake solenoid valve 11 and the exhaust solenoid valve 12, the pressure transmitted from the air reservoir 1 to the relay control valve port 141 of the valve group relay valve 14 is controlled, thereby controlling the opening degree of the valve group relay valve 14 and thus controlling the discharge pressure of the relay outlet 144, thereby reducing the risk of anti-lock braking. In other embodiments, other methods can also be used to control the discharge pressure of the relay outlet 144 to reduce the risk of anti-lock braking.
[0049] In some alternative embodiments, the intake solenoid valve 11 and the exhaust solenoid valve 12 are normally open solenoid valves.
[0050] In the embodiment, the normal control solenoid valve 13 is a normally closed solenoid valve, i.e. closed when powered off, and the inlet solenoid valve 11 and the outlet solenoid valve 12 are normally open solenoid valves, i.e. open when powered off. When the ABS is normally working, the normal control solenoid valve 13 is powered off, and the inlet solenoid valve 11 and the outlet solenoid valve 12 are powered off. The normal control solenoid valve 13 is connected to the vehicle VCU controller 9 through a first power supply port 451, the inlet solenoid valve 11 is connected to the vehicle VCU controller 9 through a second power supply port 452, the outlet solenoid valve 12 is connected to the vehicle VCU controller 9 through a third power supply port 454, and the normal control solenoid valve 13, the inlet solenoid valve 11 and the outlet solenoid valve 12 share a ground port 453. When the ABS control mechanism fails and there is a risk of wheel lock, the normal control solenoid valve 13 is powered on to be closed, and the inlet solenoid valve 11 and the outlet solenoid valve 12 are powered on and powered off by the vehicle VCU controller 9 to control the switching between closed and open states, so as to control the discharge pressure of the relay outlet 144 to reduce the risk of wheel lock.
[0051] In some optional embodiments, the relay outlet 144 of the valve group relay valve 14 is provided with a wheel end air pressure sensor 16 for detecting the discharge pressure of the relay outlet 144 and transmitting the detection data to the vehicle VCU controller 9 for controlling the opening or closing of the inlet solenoid valve 11 and the opening or closing of the outlet solenoid valve 12.
[0052] In the embodiment, when the discharge pressure of the relay outlet 144 is controlled by the opening or closing of the inlet solenoid valve 11 and the opening or closing of the outlet solenoid valve 12, the following steps are included: the wheel end air pressure sensor 16 is used to obtain the discharge pressure of the relay outlet 144, when the discharge pressure of the relay outlet 144 is less than the lock pressure set value, the inlet solenoid valve 11 is controlled to be open, and the outlet solenoid valve 12 is controlled to be closed, so as to control the pipeline to make the gas in the gas reservoir 1 continue to be transmitted to the relay control valve port 141 of the valve group relay valve 14, increase the pressure of the relay control valve port 141 of the valve group relay valve 14, increase the valve port of the valve group relay valve 14, and increase the pressure of the relay outlet 144 to the lock pressure set value. When the discharge pressure of the relay outlet 144 is greater than the lock pressure set value, the inlet solenoid valve 11 is controlled to be closed, and the outlet solenoid valve 12 is controlled to be open to discharge, so as to reduce the pressure of the relay control valve port 141 of the valve group relay valve 14, reduce the valve port of the valve group relay valve 14, and reduce the pressure of the relay outlet 144 to the lock pressure set value.
[0053] In the embodiment, the lock pressure set value is the maximum pressure that does not cause the wheel to lock. The lock pressure set value is determined according to the vehicle load.
[0054] As Figure 4As shown, curve 1 is the relationship between the control outlet pressure of the foot brake valve 2 and the brake force pressure when the intake solenoid valve 11 and the control exhaust solenoid valve 12 do not perform, and the ABS fails. In this case, the full load corresponding to the locking pressure set value is obtained by calibration P lim,max As shown in curve 2, the empty load corresponding to the locking pressure set value is obtained by calibration P lim,min , = K 空 P lim,max, Wherein, K 空 is the output according to the empty load ratio coefficient, which is obtained by calibration, as shown in curve 3; according to the difference of vehicle load, the vehicle is under partial load, and the corresponding locking pressure set value P lim = KP lim,max , the corresponding locking pressure set value range is kept between empty load and full load, which is determined according to calibration.
[0055] In some alternative embodiments, a foot valve brake pressure sensor 15 is arranged on the normal control pipeline between the outlet end of the foot brake valve 2 and the foot brake valve 2, which is used to determine whether there is a risk of wheel locking.
[0056] In this embodiment, when the pressure at the outlet end of the foot brake valve 2 is less than or equal to the locking pressure set value, there is no risk of wheel locking at this time. Even if the ABS control mechanism fails, there is no risk of wheel locking at this time. At this time, the normal control solenoid valve 13 does not need to be disconnected. The pressure of the standby control pipeline transmitted from the air reservoir 1 to the relay control valve port 141 of the valve group relay valve 14 is controlled by the on or off of the intake solenoid valve 11 and the on or off of the exhaust solenoid valve 12, so as to control the opening of the valve port of the valve group relay valve 14, thereby realizing the discharge pressure of the relay outlet 144, thereby reducing the risk of anti-lock.
[0057] When the pressure at the outlet end of the foot brake valve 2 is greater than the locking pressure set value, it is judged that there is a risk of wheel locking at this time. When the ABS control mechanism fails, it is necessary to control the discharge pressure of the relay outlet 144, that is, the output brake pressure of the wheel, by cooperating the intake solenoid valve 11 and the exhaust solenoid valve 12.
[0058] In this embodiment, the ABS controller 10, the wheel end air pressure sensor 16, the foot valve brake air pressure sensor 15 and the real-time monitoring of the vehicle load information are obtained through the vehicle VCU controller 9. When the ABS control mechanism is normal, the wheel brake pressure follows the adjustment of the ABS system itself. When the ABS control mechanism is abnormal, according to the vehicle load information and the pressure information collected by the two wheel end air pressure sensors 16 and the foot valve brake air pressure sensor 15, the load adjustment coefficient K is calculated and the on-off state of the normal control solenoid valve 13, the inlet solenoid valve 11 and the exhaust solenoid valve 12 is adjusted until the exhaust pressure of the control control relay outlet 144 is not exceeded, that is, the output brake pressure to the wheel is constant at the locking pressure set value. If the load information and air pressure sensor information are lost, the system will automatically exit.
[0059] The foot valve brake air pressure sensor 15 is connected to the vehicle VCU controller 9 through the first electrical interface 455, and the wheel end air pressure sensor 16 is connected to the vehicle VCU controller 9 through the second electrical interface 456. The inlet end of the normal control pipeline, i.e. the valve group inlet end 44 of the electric control relay valve group 4, the relay inlet end 142 of the valve group relay valve 14, i.e. the valve group inlet end 41 of the electric control relay valve group 4, the relay outlet end 144 of the valve group relay valve 14, i.e. the valve group outlet end 42 of the electric control relay valve group 4, and the relay exhaust end 143 of the valve group relay valve 14, i.e. the valve group exhaust end 43 of the electric control relay valve group 4. The control port 45 of the electric control relay valve group 4 is connected to the vehicle VCU controller 9, and the valves and sensors in the electric control relay valve group 4 exchange data with the vehicle VCU controller 9 through the control port 45.
[0060] The foot valve brake air pressure sensor 15 is used to obtain the pressure at the outlet end of the foot brake valve 2, which represents the size of the driver's deceleration demand. Before determining that there is no risk of wheel locking according to the pressure of the foot valve brake air pressure sensor 15, the driver's deceleration demand is small, and the normal control solenoid valve 13, the inlet solenoid valve 11 and the exhaust solenoid valve 12 do not act, and the pressures of the foot valve brake air pressure sensor 15 and the wheel end air pressure sensor 16 are the same. Before determining that there is a risk of wheel locking according to the pressure of the foot valve brake air pressure sensor 15, according to the different load states of the vehicle and the different deceleration calibration results of the vehicle, the locking pressure set value is determined as the target pressure to be controlled by the wheel end air pressure sensor 16.
[0061] As shown in Figure 5 As shown in Figures 1 to 3 In another aspect, the present application provides a brake force adjustment control method, which is realized by using any one of the brake force adjustment control devices described above, and comprises the following steps:
[0062] When the ABS control mechanism is normal and the foot brake is used for braking, the foot brake valve 2 is turned on, and the normal control solenoid valve 13 is turned on, so that the pressure of the air reservoir 1 is transmitted to the relay control valve port 141 of the valve group relay valve 14, the valve group relay valve 14 is turned on, the air reservoir 1 is connected with the brake chamber provided with the ABS control mechanism, and the ABS control mechanism performs the anti-lock program;
[0063] When the ABS control mechanism fails and there is a risk of wheel lock, the foot brake valve 2 is turned on, the normal control solenoid valve 13 is turned off, the standby control pipeline transmits the pressure of the air reservoir 1 to the relay control valve port 141 of the valve group relay valve 14, the valve group relay valve 14 is turned on, and the exhaust pressure of the relay exhaust end 144 is controlled to reduce the risk of wheel lock.
[0064] In the scheme, by setting the normal control pipeline and standby control pipeline in the electric control relay valve group 4, the vehicle braking force control when the ABS system fails can be realized by combining the existing vehicle VCU control, and the risk of wheel lock is reduced. Compared with the redundant ABS system in the prior art, additional ABS sensors, controllers ECU and ABS solenoid valves are needed, and two sets of ABS systems with different priorities are set, and the system structure is complex. The scheme has simple structure, provides redundancy for anti-lock and improves safety without upgrading the existing ABS system.
[0065] In some optional embodiments, when the normal control solenoid valve 13 is turned off, the exhaust pressure of the relay exhaust end 144 is controlled by turning on or off the inlet solenoid valve 11 and turning on or off the exhaust solenoid valve 12, including the following steps:
[0066] obtaining the exhaust pressure of the relay exhaust end 144,
[0067] When the exhaust pressure of the relay exhaust end 144 is less than the lock pressure set value, the inlet solenoid valve 11 is turned on, and the exhaust solenoid valve 12 is turned off;
[0068] When the exhaust pressure of the relay exhaust end 144 is greater than the lock pressure set value, the inlet solenoid valve 11 is turned off, and the exhaust solenoid valve 12 is turned on to exhaust to the lock pressure set value.
[0069] When the discharge pressure of the relay outlet end 144 is controlled by the on or off of the inlet electromagnetic valve 11 and the on or off of the outlet electromagnetic valve 12, the following steps are included: the outlet pressure of the relay outlet end 144 is obtained by the wheel end pressure sensor 16; when the outlet pressure of the relay outlet end 144 is less than the locking pressure setting value, the inlet electromagnetic valve 11 is controlled to be on, and the outlet electromagnetic valve 12 is controlled to be off, so that the standby control pipeline is controlled to continuously transmit the gas in the gas reservoir 1 to the relay control valve port 141 of the valve group relay valve 14, the pressure of the relay control valve port 141 of the valve group relay valve 14 is increased, the valve port of the valve group relay valve 14 is increased, and the pressure of the relay outlet end 144 is increased to the locking pressure setting value. When the outlet pressure of the relay outlet end 144 is greater than the locking pressure setting value, the inlet electromagnetic valve 11 is controlled to be off, and the outlet electromagnetic valve 12 is controlled to be on, so that the pressure of the relay control valve port 141 of the valve group relay valve 14 is reduced, the valve port of the valve group relay valve 14 is reduced, and the pressure of the relay outlet end 144 is reduced to the locking pressure setting value.
[0070] In some optional embodiments, whether there is a risk of wheel locking is determined by the following steps: the pressure at the outlet end of the foot brake valve 2 is obtained; and when the pressure at the outlet end of the foot brake valve 2 is greater than the locking pressure setting value, it is determined that there is a risk of wheel locking.
[0071] In the embodiment, when the pressure at the outlet end of the foot brake valve 2 is less than or equal to the locking pressure setting value, there is no risk of wheel locking at this time, even if the ABS control mechanism fails, there is no risk of wheel locking at this time, the normal control electromagnetic valve 13 does not need to be turned off, the pressure of the standby control pipeline from the gas reservoir 1 to the relay control valve port 141 of the valve group relay valve 14 is controlled by the on or off of the inlet electromagnetic valve 11 and the on or off of the outlet electromagnetic valve 12, the opening degree of the valve port of the valve group relay valve 14 is controlled, and the discharge pressure of the relay outlet end 144 is controlled, so as to reduce the risk of anti-locking.
[0072] In some optional embodiments, the locking pressure setting value is determined according to the load of the vehicle.
[0073] Specifically, the locking pressure setting value corresponding to full load is P lim,max , and the locking pressure setting value corresponding to empty load is P lim,min, = K 空 P lim,max, The locking pressure setting value corresponding to the vehicle under partial load is P lim = KP lim,max .
[0074] In addition, the application also provides a vehicle comprising any one of the brake force adjustment control devices.
[0075] The application provides a brake force adjusting control device, which comprises a reservoir 1, a foot brake valve 2 and an electric control relay valve group 4, wherein the inlet end of the foot brake valve 2 is communicated with the reservoir 1; the electric control relay valve group 4 comprises a valve group relay valve 14, a normal control pipeline and a backup control pipeline, wherein the relay inlet end 142 of the valve group relay valve 14 is communicated with the reservoir 1, the relay outlet end 144 of the valve group relay valve 14 is used for being connected with a brake pipeline provided with an ABS control mechanism; the normal control pipeline is provided with a normal control electromagnetic valve 13, the normal control electromagnetic valve 13 is disconnected when the ABS control mechanism is invalid and there is a risk of wheel locking, the inlet end of the normal control pipeline is communicated with the outlet end of the foot brake valve 2, and the outlet end is communicated with the relay control valve port 141 of the valve group relay valve 14; the inlet end of the backup control pipeline is communicated with the reservoir 1, the backup control pipeline is communicated with the relay control valve port 141 of the valve group relay valve 14, and is used for controlling the discharge pressure of the relay outlet end 144 to reduce the risk of wheel locking when the normal control electromagnetic valve 13 is disconnected.
[0076] When the ABS control mechanism normally operates and the foot brake is stepped to brake, the foot brake valve 2 is conducted, the normal control electromagnetic valve 13 is conducted, the pressure of the reservoir 1 is transmitted to the relay control valve port 141 of the valve group relay valve 14 through the normal control pipeline, the valve group relay valve 14 is conducted, the reservoir 1 is connected with the brake chamber provided with the ABS control mechanism through the valve group relay valve 14, and the ABS control mechanism performs the anti-locking program when the brake is stepped; when the ABS control mechanism is invalid and there is a risk of wheel locking, the foot brake valve 2 is conducted, the normal control electromagnetic valve 13 is disconnected, the pressure of the reservoir 1 is transmitted to the relay control valve port 141 of the valve group relay valve 14 through the backup control pipeline, the valve group relay valve 14 is conducted, the reservoir 1 is connected with the brake chamber provided with the ABS control mechanism through the valve group relay valve 14, and the discharge pressure of the relay outlet end 144 is controlled to reduce the risk of wheel locking. In the scheme, the normal control pipeline and the backup control pipeline are arranged in the electric control relay valve group 4, and the vehicle brake force control can be realized when the ABS system is invalid, and the risk of wheel locking is reduced. Compared with the redundant ABS system in the prior art, the ABS sensor, the controller ECU and the ABS electromagnetic valve need to be additionally increased, and two sets of ABS systems with different priorities are set, and the system structure is complex. The scheme has simple structure, provides a redundant scheme for anti-locking, improves safety, and does not need to upgrade the existing ABS system.
[0077] The vehicle adopts two air cylinders 1 and two foot brake valves 2, the two foot brake valves 2 share a common exhaust end 25, a first inlet end 22 of a first foot brake valve 2 is communicated with a corresponding first air cylinder 1, wherein a first outlet end 24 of the first foot brake valve 2 is communicated with a front axle valve control valve port 34 of a front axle mechanical relay valve 3, the corresponding first air cylinder 1 is communicated with a front axle valve inlet end 31 of the front axle mechanical relay valve 3, two front axle valve output ends 32 of the front axle mechanical relay valve 3 are communicated with two brake pipes for controlling the front axle wheels provided with an ABS control mechanism, and a front axle valve exhaust end 33 of the front axle mechanical relay valve 3 is connected with the outside environment. When no braking operation is performed, the front axle valve exhaust end 33 of the front axle mechanical relay valve 3 is communicated with the front axle valve output end 32, and the gas in the brake pipe is discharged to the outside environment through the front axle valve exhaust end 33 of the front axle mechanical relay valve 3.
[0078] An ABS solenoid valve 5 and a front axle brake chamber 6 are sequentially arranged on the brake pipe, the ABS control mechanism includes the ABS solenoid valve 5, a wheel edge ABS wheel speed sensor 8 and an ABS controller 10, and the control principle of the ABS control mechanism is that the wheel speed state of the wheels is transmitted to the ABS controller 10 by the wheel edge ABS wheel speed sensor 8, the ABS solenoid valve 5 is controlled by the ABS controller 10 to maintain pressure and reduce pressure, so as to realize the adjustment of the wheel edge braking force and effectively reduce the risk of wheel lock.
[0079] The electric control relay valve group 4 in the example is used for controlling the wheel brake system of the rear axle, a second inlet end 21 of a second foot brake valve 2 is communicated with a corresponding second air cylinder 1, a second outlet end 23 of the second foot brake valve 2 is communicated with a relay control valve port 141 of a valve group relay valve 14 through a normal control pipe, the second air cylinder 1 is also communicated with the relay control valve port 141 of the valve group relay valve 14 through a standby control pipe, the second air cylinder 1 is also directly communicated with a relay inlet end 142 of the valve group relay valve 14, a relay outlet end 144 of the valve group relay valve 14 is communicated with the brake pipe provided with the ABS control mechanism, and a relay exhaust end 143 of the valve group relay valve 14 is connected with the outside environment. When no braking operation is performed, the relay outlet end 144 of the valve group relay valve 14 is communicated with the relay exhaust end 143, and the gas in the brake pipe is discharged to the outside environment through the relay exhaust end 143 of the valve group relay valve 14.
[0080] In addition, when no braking operation is performed, the first outlet end 24 of the first foot brake valve 2 and the second outlet end 23 of the second foot brake valve 2 are both communicated with the common exhaust end 25, so as to discharge the gas in the pipeline.
[0081] In the description of the present application, it needs to be explained that the terms "upper", "lower", and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. Unless otherwise expressly specified and limited, the terms "mounting", "connecting", "connecting" should be broadly understood, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium, or it can be the communication between two elements inside. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.
[0082] It should be noted that in the present application, relational terms such as "first" and "second" and the like are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between these entities or operations. Moreover, the terms "include", "contain" or any other variant thereof are intended to cover non-exclusive inclusion, so that the process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or device. Without more limitations, the element defined by the sentence "including a" does not exclude the presence of other identical elements in the process, method, article or device including the element. The above is only a specific embodiment of the present application, which enables those skilled in the art to understand or implement the present application. Various modifications of these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to these embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features applied herein.
Claims
1. A braking force adjustment and control method, characterized in that, A braking force adjustment and control device is used, the braking force adjustment and control device comprising: Gas storage cylinder (1); Foot brake valve (2), the inlet end of which is connected to the air storage cylinder (1); The electrically controlled relay valve assembly (4) includes: - Valve group relay valve (14), whose relay air inlet (142) is connected to the air storage cylinder (1), and the relay air outlet (144) of the valve group relay valve (14) is used to connect to the brake line equipped with ABS control mechanism; - Normal control pipeline, which is equipped with a normal control solenoid valve (13). The normal control solenoid valve (13) is disconnected when the ABS control mechanism fails and there is a risk of wheel lock-up. The inlet end of the normal control pipeline is connected to the outlet end of the foot brake valve (2), and the outlet end is connected to the relay control valve port (141) of the valve group relay valve (14). - Backup control line, the inlet end of the backup control line is connected to the air storage tank (1), and the backup control line is connected to the relay control valve port (141) of the valve group relay valve (14), which is used to control the discharge pressure of the relay outlet (144) when the normal control solenoid valve (13) is disconnected, so as to reduce the risk of wheel lock-up. The braking force adjustment and control method includes the following steps: When the ABS control mechanism is running normally and the foot brake is applied, the foot brake valve (2) is turned on and the normal control solenoid valve (13) is turned on, so that the pressure of the air reservoir (1) is transmitted to the relay control valve port (141) of the valve group relay valve (14), so that the valve group relay valve (14) is turned on, and the air reservoir (1) is connected to the brake air chamber equipped with the ABS control mechanism, and the ABS control mechanism executes the anti-lock braking program; When the ABS control mechanism fails and there is a risk of wheel lock-up, when the foot brake is applied, the foot brake valve (2) is turned on, the normal control solenoid valve (13) is turned off, and the backup control pipeline transmits the pressure of the air reservoir (1) to the relay control valve port (141) of the valve group relay valve (14), so that the valve group relay valve (14) is turned on and controls the discharge pressure of the relay outlet (144) of the valve group relay valve (14) to reduce the risk of wheel lock-up. When the normal control solenoid valve (13) is disconnected, the discharge pressure of the relay outlet (144) is controlled by opening or closing the intake solenoid valve (11) and the exhaust solenoid valve (12), including: Obtain the exhaust pressure of the relay outlet (144). When the exhaust pressure of the relay outlet (144) is less than the lock-up pressure setting value, the intake solenoid valve (11) is turned on and the exhaust solenoid valve (12) is turned off. When the exhaust pressure of the relay outlet (144) is greater than the lock-up pressure setting value, the intake solenoid valve (11) is controlled to open, and the exhaust solenoid valve (12) is controlled to open so that the pressure of the relay outlet (144) is reduced to the lock-up pressure setting value.
2. The braking force adjustment and control method as described in claim 1, characterized in that: The backup control pipeline is provided with an intake solenoid valve (11) and an exhaust solenoid valve (12) in sequence. The backup control pipeline between the intake solenoid valve (11) and the exhaust solenoid valve (12) is connected to the relay control valve port (141) of the valve group relay valve (14) through a connecting pipeline. When the normal control solenoid valve (13) is turned on, the intake solenoid valve (11) and the exhaust solenoid valve (12) are turned off. When the normal control solenoid valve (13) is turned off, the discharge pressure of the relay outlet (144) is controlled by the turn-on or turn-off of the intake solenoid valve (11) and the turn-on or turn-off of the exhaust solenoid valve (12).
3. The braking force adjustment and control method as described in claim 2, characterized in that, The intake solenoid valve (11) and exhaust solenoid valve (12) are normally open solenoid valves.
4. The braking force adjustment and control method as described in claim 2, characterized in that, The relay outlet (144) of the valve group relay valve (14) is equipped with a wheel end air pressure sensor (16) for detecting the exhaust pressure of the relay outlet (144) and transmitting the detection data to the vehicle VCU controller (9) for controlling the opening or closing of the intake solenoid valve (11) and the opening or closing of the exhaust solenoid valve (12).
5. The braking force adjustment and control method as described in claim 4, characterized in that, A foot brake air pressure sensor (15) is provided on the normal control pipeline between the outlet end of the foot brake valve (2) and the foot brake valve (2) to determine whether there is a risk of wheel lock-up.
6. The braking force adjustment and control method as described in claim 1, characterized in that, Determining whether there is a risk of wheel lockup includes the following steps: The pressure at the outlet of the foot brake valve (2) is obtained. When the pressure at the outlet of the foot brake valve (2) is greater than the lock-up pressure setting value, it is determined that there is a risk of wheel lock-up.
7. The braking force adjustment and control method as described in claim 1, characterized in that, The lock-up pressure setting value is determined based on the vehicle load.
8. A vehicle, characterized in that, Including the braking force adjustment and control method as described in any one of claims 1-7.
Citation Information
Patent Citations
Distributed control system and method based on commercial vehicle ESC architecture
CN113799756A