Method, device and equipment for controlling trailer braking and storage medium

Abstract

This invention provides a method, apparatus, device, and storage medium for controlling trailer braking. The method includes: acquiring the actual braking air pressure and the required braking air pressure of the trailer at a target time, wherein the required air pressure is determined based on at least one of a braking signal sent by the tractor, an anti-lock braking signal sent by the trailer, or an anti-rollover signal sent by the trailer; determining the energizing time and duty cycle of a solenoid valve on the trailer based on the actual braking air pressure and the required braking air pressure; and adjusting the braking air pressure of the trailer according to the energizing time and duty cycle of the solenoid valve to change the braking intensity of the trailer. The trailer braking control method provided by this invention can improve the braking performance of trailers.

Description

Technical Field

[0001] This invention relates to the field of intelligent driving technology, and in particular to a control method, device, equipment and storage medium for trailer braking. Background Technology

[0002] Commercial vehicles, especially semi-trailer tractors, play a vital role in modern logistics. A semi-trailer tractor consists of a tractor unit and a trailer. The trailer has no traction drive capability and is towed by the tractor unit. The front half of the trailer rests on the towing saddle at the rear of the tractor unit, and the rear axle of the tractor unit bears part of the trailer's weight.

[0003] Currently, semi-trailer tractors generally use mechanical pneumatic brakes, which are typically single-circuit pneumatic control systems that provide braking signals to the trailer's piping. During braking, when the driver presses the brake pedal, the braking signal is transmitted from the tractor to the trailer in the form of air pressure.

[0004] However, because the air pressure braking signal is transmitted from the tractor to the trailer, the tractor brakes before the trailer, resulting in a lack of coordination between the two. This lack of coordination can cause the vehicle to be pulled backward or pushed suddenly, affecting driving safety. Summary of the Invention

[0005] This invention provides a method, device, equipment, and storage medium for controlling trailer braking, in order to solve the current problem of uncoordinated braking between tractor and trailer.

[0006] In a first aspect, embodiments of the present invention provide a trailer equipped with a trailer electronic control device for controlling the trailer's braking, the control method comprising:

[0007] The actual braking air pressure and required braking air pressure of the trailer at the target time are obtained. The required air pressure is determined based on at least one of the following signals: the braking signal sent by the tractor, the anti-lock braking signal sent by the trailer, or the anti-rollover signal sent by the trailer.

[0008] Based on the actual braking air pressure and the required braking air pressure, determine the energizing time and duty cycle of the solenoid valve on the trailer;

[0009] The braking pressure of the trailer is adjusted by regulating the energizing time and duty cycle of the solenoid valve, thereby changing the braking intensity of the trailer.

[0010] In one possible implementation, obtaining the required brake air pressure of the trailer at the target time includes:

[0011] When only the braking signal sent by the tractor is received, the first braking air pressure of the trailer at the target time is determined based on the braking signal sent by the tractor, and the first braking air pressure is used as the required braking air pressure.

[0012] When both the tractor and trailer receive a braking signal, the second braking pressure corresponding to the anti-lock braking signal at the target time is used as the required braking pressure. When the anti-lock braking signal disappears, the third braking pressure of the trailer at that time is determined based on the received braking signal from the tractor, and the third braking pressure is used as the required braking pressure.

[0013] When both the anti-rollover signal and the anti-lock braking signal are received from the trailer, the fourth brake pressure corresponding to the anti-lock braking signal at the target time is taken as the required brake pressure; when the anti-lock braking signal disappears, the fifth brake pressure of the trailer at that time is determined based on the received anti-rollover signal, and the fifth brake pressure is taken as the required brake pressure.

[0014] When both the tractor's braking signal and the trailer's anti-rollover signal are received simultaneously, the sixth braking pressure corresponding to the anti-rollover signal at the target time is taken as the required braking pressure. When the anti-rollover signal disappears, the seventh braking pressure of the trailer at that time is determined based on the received braking signal from the tractor, and the seventh braking pressure is taken as the required braking pressure.

[0015] In one possible implementation, determining the trailer's first braking air pressure at the target time based on the braking signal sent by the tractor includes:

[0016] Based on the braking demand air pressure in the braking signal sent by the tractor at the target time, the load distribution between the tractor and the trailer, and the speeds of the tractor and the trailer at the target time, the first braking air pressure of the trailer at the target time is determined.

[0017] In one possible implementation, the process of determining the anti-lock signal is as follows:

[0018] Based on the trailer's speed and wheel speed at the target time, the trailer's slip ratio is determined; when the slip ratio exceeds the slip ratio threshold, an anti-lock braking signal is issued.

[0019] The process for determining the anti-rollover signal is as follows:

[0020] When the lateral acceleration of the trailer at the target time is detected to be greater than the preset acceleration threshold, an anti-rollover signal is issued.

[0021] In one possible implementation, the energizing time and duty cycle of the solenoid valve on the trailer are determined based on the actual braking air pressure and the required braking air pressure, including:

[0022] When the required braking air pressure is greater than the actual braking air pressure, and the pressure difference is greater than the first preset pressure difference threshold, the intake solenoid valve is continuously energized and its duty cycle is set to the first duty cycle; when the pressure difference is detected to be less than the first preset pressure difference threshold, the duty cycle of the intake solenoid valve is set to the second duty cycle, and the energization is stopped when the pressure difference is detected to be equal to the second preset pressure difference threshold; wherein, the pressure difference is the difference between the required braking air pressure and the actual braking air pressure, the first preset pressure difference threshold is greater than the second preset pressure difference threshold, and the first duty cycle is greater than the second duty cycle;

[0023] When the required brake air pressure is less than the actual brake air pressure and the absolute value of the pressure difference is greater than the third preset pressure difference threshold, the exhaust solenoid valve is set to be continuously energized and the duty cycle of the exhaust solenoid valve is the first duty cycle. When the pressure difference is detected to be equal to the fourth preset pressure difference threshold, the energization is stopped.

[0024] When the required braking air pressure is less than the actual braking air pressure and the absolute value of the pressure difference is less than the fifth preset pressure difference threshold, the exhaust solenoid valve is set to be continuously energized and the duty cycle of the exhaust solenoid valve is set to the second duty cycle. When the pressure difference is detected to be equal to the fourth preset pressure difference threshold, the energization is stopped. Among them, the third preset pressure difference threshold is greater than the fifth preset pressure difference threshold, and the fifth preset pressure difference threshold is greater than the fourth preset pressure difference threshold.

[0025] In one possible implementation, the trailer receives braking signals sent by the tractor via a CAN signal line;

[0026] Bridge control modules are installed on both the left and right sides of the trailer. The bridge control modules contain an intake solenoid valve, an exhaust solenoid valve, and a pressure sensor. The pressure sensor is used to monitor the actual pressure in the brake chamber in real time.

[0027] The second brake air pressure includes the second left brake air pressure and the second right brake air pressure, and the second left brake air pressure and the second right brake air pressure are different; the fourth brake air pressure includes the fourth left brake air pressure and the fourth right brake air pressure, and the fourth left brake air pressure and the fourth right brake air pressure are different; the fifth brake air pressure includes the fifth left brake air pressure and the fifth right brake air pressure, and the fifth left brake air pressure and the fifth right brake air pressure are different; the sixth brake air pressure includes the sixth left brake air pressure and the sixth right brake air pressure, and the sixth left brake air pressure and the sixth right brake air pressure are different.

[0028] Secondly, embodiments of the present invention provide a trailer braking control device, the device comprising:

[0029] The air pressure acquisition module is used to acquire the actual braking air pressure and the required braking air pressure of the trailer at the target time. The required air pressure is determined based on at least one of the following signals: the braking signal sent by the tractor, the anti-lock braking signal sent by the trailer, or the anti-rollover signal sent by the trailer.

[0030] The percentage determination module is used to determine the energizing time and duty cycle of the solenoid valves on the trailer based on the actual brake air pressure and the required brake air pressure.

[0031] The adjustment module is used to adjust the brake air pressure of the trailer based on the energizing time and duty cycle of the solenoid valve, so as to change the braking intensity of the trailer.

[0032] In one possible implementation, an air pressure acquisition module is used to determine the first braking air pressure of the trailer at the target time based on the braking signal sent by the tractor when only the braking signal sent by the tractor is received, and to use the first braking air pressure as the required braking air pressure.

[0033] When both the tractor and trailer receive a braking signal, the second braking pressure corresponding to the anti-lock braking signal at the target time is used as the required braking pressure. When the anti-lock braking signal disappears, the third braking pressure of the trailer at that time is determined based on the received braking signal from the tractor, and the third braking pressure is used as the required braking pressure.

[0034] When both the anti-rollover signal and the anti-lock braking signal are received from the trailer, the fourth brake pressure corresponding to the anti-lock braking signal at the target time is taken as the required brake pressure; when the anti-lock braking signal disappears, the fifth brake pressure of the trailer at that time is determined based on the received anti-rollover signal, and the fifth brake pressure is taken as the required brake pressure.

[0035] When both the tractor's braking signal and the trailer's anti-rollover signal are received simultaneously, the sixth braking pressure corresponding to the anti-rollover signal at the target time is taken as the required braking pressure. When the anti-rollover signal disappears, the seventh braking pressure of the trailer at that time is determined based on the received braking signal from the tractor, and the seventh braking pressure is taken as the required braking pressure.

[0036] In one possible implementation, an air pressure acquisition module is used to determine the first braking air pressure of the trailer at the target time based on the braking demand air pressure in the braking signal sent by the tractor at the target time, the load distribution between the tractor and the trailer, and the speeds of the tractor and the trailer at the target time.

[0037] In one possible implementation, an air pressure acquisition module is used to determine the trailer slip ratio based on the trailer speed and wheel speed at the target time; when the slip ratio is greater than the slip ratio threshold, an anti-lock braking signal is issued.

[0038] The air pressure acquisition module is used to issue an anti-rollover signal when it detects that the lateral acceleration of the trailer at the target time is greater than a preset acceleration threshold.

[0039] In one possible implementation, a percentage determination module is used to: when the required braking air pressure is greater than the actual braking air pressure, and the pressure difference is greater than a first preset pressure difference threshold, set the intake solenoid valve to be continuously energized and its duty cycle to a first duty cycle; when the pressure difference is detected to be less than the first preset pressure difference threshold, set the intake solenoid valve's duty cycle to a second duty cycle, and stop energizing when the pressure difference is detected to be equal to the second preset pressure difference threshold; wherein, the pressure difference is the difference between the required braking air pressure and the actual braking air pressure, the first preset pressure difference threshold is greater than the second preset pressure difference threshold, and the first duty cycle is greater than the second duty cycle;

[0040] When the required brake air pressure is less than the actual brake air pressure and the absolute value of the pressure difference is greater than the third preset pressure difference threshold, the exhaust solenoid valve is set to be continuously energized and the duty cycle of the exhaust solenoid valve is the first duty cycle. When the pressure difference is detected to be equal to the fourth preset pressure difference threshold, the energization is stopped.

[0041] When the required braking air pressure is less than the actual braking air pressure and the absolute value of the pressure difference is less than the fifth preset pressure difference threshold, the exhaust solenoid valve is set to be continuously energized and the duty cycle of the exhaust solenoid valve is set to the second duty cycle. When the pressure difference is detected to be equal to the fourth preset pressure difference threshold, the energization is stopped. Among them, the third preset pressure difference threshold is greater than the fifth preset pressure difference threshold, and the fifth preset pressure difference threshold is greater than the fourth preset pressure difference threshold.

[0042] In one possible implementation, the trailer receives braking signals sent by the tractor via a CAN signal line;

[0043] Bridge control modules are installed on both the left and right sides of the trailer. The bridge control modules contain an intake solenoid valve, an exhaust solenoid valve, and a pressure sensor. The pressure sensor is used to monitor the actual pressure in the brake chamber in real time.

[0044] The second brake air pressure includes the second left brake air pressure and the second right brake air pressure, and the second left brake air pressure and the second right brake air pressure are different; the fourth brake air pressure includes the fourth left brake air pressure and the fourth right brake air pressure, and the fourth left brake air pressure and the fourth right brake air pressure are different; the fifth brake air pressure includes the fifth left brake air pressure and the fifth right brake air pressure, and the fifth left brake air pressure and the fifth right brake air pressure are different; the sixth brake air pressure includes the sixth left brake air pressure and the sixth right brake air pressure, and the sixth left brake air pressure and the sixth right brake air pressure are different.

[0045] Thirdly, embodiments of the present invention provide a trailer electronic control device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the method as described in the first aspect or any possible implementation of the first aspect.

[0046] Fourthly, embodiments of the present invention provide a semi-trailer tractor, including a tractor and a trailer, wherein the trailer is equipped with the trailer electronic control equipment as described in the third aspect above.

[0047] Fifthly, embodiments of the present invention provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the method as described in the first aspect or any possible implementation thereof.

[0048] This invention provides a method, device, equipment, and storage medium for controlling trailer braking. First, the actual braking air pressure and required braking air pressure of the trailer at a target time are acquired. Then, based on the actual and required braking air pressures, the energizing time and duty cycle of the solenoid valve on the trailer are determined. Finally, the braking air pressure of the trailer is adjusted according to the energizing time and duty cycle of the solenoid valve to change the braking intensity. This invention, by installing trailer electronic control equipment, ensures that the trailer brakes not only based on the braking signal sent by the tractor, but also on anti-rollover or anti-lock braking signals sent by the trailer to determine a final required braking air pressure. The energizing time and duty cycle of the solenoid valve on the trailer are then determined based on the required braking air pressure and the actual detected braking air pressure. This ensures that the trailer's braking during operation is not solely dependent on the braking signal sent by the tractor, but also requires determining the appropriate required braking air pressure based on the actual driving conditions at the trailer wheels, thereby improving the trailer's braking performance and further enhancing driving safety. Attached Figure Description

[0049] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0050] Figure 1 This is a flowchart illustrating the implementation of the trailer braking control method provided in this embodiment of the invention;

[0051] Figure 2 This is a schematic diagram of the control air path of a conventional single-sided bridge control module provided in an embodiment of the present invention;

[0052] Figure 3 This is a schematic diagram of the control device for trailer braking provided in an embodiment of the present invention;

[0053] Figure 4 This is a schematic diagram of the trailer electronic control equipment provided in an embodiment of the present invention;

[0054] Figure 5This is a schematic diagram of the structure of the tractor semi-trailer provided in an embodiment of the present invention. Detailed Implementation

[0055] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of the invention. However, those skilled in the art will understand that the invention can be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods are omitted so as not to obscure the description of the invention with unnecessary detail.

[0056] To make the objectives, technical solutions, and advantages of the present invention clearer, specific embodiments will be described below in conjunction with the accompanying drawings.

[0057] As described in the background section, the trailer is towed by the tractor and has no driving force itself. When braking, the braking signal can only be transmitted from the tractor to the trailer in the form of air pressure, resulting in uncoordinated braking between the tractor and the trailer.

[0058] To address the problems of the prior art, embodiments of the present invention provide a control method, apparatus, device, and storage medium for trailer braking. The control method for trailer braking provided by the embodiments of the present invention will be described first.

[0059] The trailer is equipped with a trailer electronic control module to control the trailer's braking. See also Figure 1 The diagram illustrates the implementation flowchart of the trailer braking control method provided in this embodiment of the invention, which is described in detail below:

[0060] Step S110: Obtain the actual brake air pressure and required brake air pressure of the trailer at the target time.

[0061] The required air pressure is determined based on at least one of the following signals: braking signal from the tractor, anti-lock braking signal from the trailer, or anti-rollover signal from the trailer.

[0062] Bridge control modules are installed on both the left and right sides of the trailer. The bridge control modules consist of an intake solenoid valve, an exhaust solenoid valve, and a pressure sensor. The bridge control modules on the left and right sides are the same, which can realize independent pressure control on the left and right sides.

[0063] The actual braking air pressure of the trailer at the target time can be collected by the pressure sensor in the bridge control module. The actual braking air pressure collected by the pressure sensor is the actual air pressure in the brake chamber.

[0064] During operation, trailers may engage in braking, anti-lock braking, and rollover prevention depending on road conditions and the specific driving process. Different control methods are required for each situation. The trailer's electronic control module determines the appropriate braking control strategy based on the received signals.

[0065] In some embodiments, when only a braking signal sent by the tractor is received, the trailer will determine the first braking air pressure of the trailer at the target time based on the braking signal sent by the tractor, and use the first braking air pressure as the required braking air pressure.

[0066] In this embodiment, when the tractor brakes, it allocates a braking air pressure requirement to the trailer. After receiving the braking demand signal sent by the tractor via CAN signal, the trailer activates its braking function. To ensure the operation of both the tractor and the trailer, the first braking air pressure of the trailer at the target time is determined based on the braking demand air pressure in the braking signal sent by the tractor at the target time, the load distribution between the tractor and the trailer, and the speeds of the tractor and the trailer at the target time.

[0067] The first brake air pressure includes a first left brake air pressure and a first right brake air pressure, and the first left brake air pressure and the first right brake air pressure are the same.

[0068] In some embodiments, when a trailer goes over a speed bump or pothole, the trailer wheels may momentarily lift off the ground. Alternatively, when a trailer is traveling on a normal road surface, emergency braking may cause the wheels to lock up and slip. In such cases, relying solely on the tractor's braking signal poses a significant safety hazard. Therefore, it is necessary to determine the required brake air pressure for the trailer based on the anti-lock braking system (ABS). The process for determining the ABS is as follows:

[0069] First, the trailer slip ratio is determined based on the trailer speed and wheel speed at the target time. The trailer speed and wheel speed can be obtained using sensors installed on the trailer.

[0070] Then, the system determines whether to use anti-lock braking based on the trailer's slip ratio and slip ratio threshold. If the slip ratio is greater than the slip ratio threshold, an anti-lock braking signal is issued.

[0071] At this point, both the tractor's braking signal and the trailer's anti-lock braking signal will be received simultaneously. However, the brake pressure corresponding to the braking signal and the anti-lock braking signal are different. Therefore, a final brake pressure needs to be determined through arbitration to ensure driving safety. The determination process is as follows:

[0072] When both the tractor and trailer receive a braking signal simultaneously, the second brake pressure corresponding to the anti-lock braking signal at the target time is used as the required brake pressure. During anti-lock braking, the air pressures on the left and right sides of the vehicle are different. The second brake pressure includes a second left-side brake pressure and a second right-side brake pressure, and the second left-side brake pressure and the second right-side brake pressure are different.

[0073] When the anti-lock braking signal disappears, the third brake pressure of the trailer at that moment is determined based on the brake signal sent by the tractor, and the third brake pressure is used as the required brake pressure.

[0074] In some embodiments, when a trailer is making a rapid turn, excessive tilt can easily lead to rollover. In this situation, relying solely on the tractor's braking signal for braking poses a significant safety hazard. Therefore, it is necessary to determine the required brake air pressure for the trailer based on rollover prevention measures. The process for determining rollover prevention is as follows:

[0075] When the built-in sensors on the trailer detect that the lateral acceleration of the trailer at the target time is greater than the preset acceleration threshold, an anti-rollover signal will be issued.

[0076] At this time, both anti-rollover and anti-lock braking signals will be received from the trailer. However, the brake pressure corresponding to anti-rollover and anti-lock braking are different, requiring arbitration to determine a final brake pressure to ensure driving safety. The determination process is as follows:

[0077] When both anti-rollover and anti-lock braking signals are received simultaneously from the trailer, the fourth brake pressure corresponding to the anti-lock braking signal at the target time is used as the required brake pressure. During rollover prevention, the air pressures on the left and right sides of the vehicle are different. The fourth brake pressure includes the fourth left-side brake pressure and the fourth right-side brake pressure, and the fourth left-side brake pressure and the fourth right-side brake pressure are different.

[0078] When the anti-lock braking signal disappears, the fifth brake pressure of the trailer at that moment is determined based on the received anti-rollover signal, and the fifth brake pressure is used as the required brake pressure.

[0079] In some embodiments, due to the complex coupling relationship between the tractor and trailer of a heavy-duty semi-trailer tractor, which has a rear-amplified characteristic, rollover accidents are highly likely to occur during operation. Under certain extreme conditions, when the driver applies the brakes, the trailer receives a braking signal from the tractor. In this case, it is also necessary to determine the required brake air pressure for the trailer based on rollover prevention measures. The rollover prevention determination process is as follows:

[0080] When the built-in sensors on the trailer detect that the lateral acceleration of the trailer at the target time is greater than the preset acceleration threshold, an anti-rollover signal will be issued.

[0081] At this point, both the tractor-trailer and trailer-mounted anti-rollover signals will be received simultaneously. However, the brake pressure corresponding to the braking signal and the anti-rollover signal are different. Therefore, a final brake pressure needs to be determined through arbitration to ensure driving safety. The determination process is as follows:

[0082] When both the tractor and trailer receive a braking signal simultaneously, the sixth brake pressure corresponding to the anti-rollover signal at the target time is used as the required brake pressure. During rollover prevention, the air pressures on the left and right sides of the vehicle are different. The sixth brake pressure includes the sixth left-side brake pressure and the sixth right-side brake pressure, and these two pressures are different.

[0083] When the anti-rollover signal disappears, the seventh brake air pressure of the trailer at that moment is determined based on the brake signal sent by the tractor, and the seventh brake air pressure is used as the required brake air pressure.

[0084] In some embodiments, in addition to obtaining the required braking air pressure at the target time, the braking type corresponding to the required braking air pressure can also be obtained. For example, an activation flag and activation state corresponding to the required braking air pressure can be set. The activation flag indicates that any one of conventional braking, anti-lock braking, or rollover protection is in operation, and the activation state indicates the operational status of any one of the braking systems, such as active or inactive.

[0085] When only a braking signal is received from the tractor, a regular braking activation flag is issued, and the activation state of the regular braking activation flag is the working state.

[0086] When both the braking signal from the tractor and the anti-lock braking signal from the trailer are received simultaneously, an anti-lock braking activation flag is issued, and the activation state of the anti-lock braking activation flag is the working state.

[0087] When both the anti-rollover signal and the anti-lock braking signal are received from the trailer at the same time, the anti-lock braking activation flag is issued, and the activation state of the anti-lock braking activation flag is the working state.

[0088] When both the braking signal from the tractor and the anti-rollover signal from the trailer are received simultaneously, an anti-rollover activation flag is issued, and the activation status of the anti-rollover activation flag is the working state.

[0089] Step S120: Based on the actual braking air pressure and the required braking air pressure, determine the energizing time and duty cycle of the solenoid valve on the trailer.

[0090] Pressure closed-loop control can be achieved by collecting the actual braking air pressure and the required braking air pressure, and braking control can be achieved by controlling the energizing time and duty cycle of the solenoid valve.

[0091] The trailer wheels have three air pressure states: pressurized, depressurized, and pressure-maintaining. The trailer's electronic control module determines the air pressure state for the next moment based on the actual braking air pressure and the required braking air pressure, and then adjusts the air pressure by regulating the bridge control modules installed on the left and right sides of the trailer.

[0092] The bridge control module consists of an intake solenoid valve, an exhaust solenoid valve, a backup pressure solenoid valve, a relay solenoid valve, and a pressure sensor. The bridge control modules on the left and right sides are the same, thus enabling independent pressure control on the left and right sides.

[0093] The control air path of the bridge control module is as follows Figure 2 As shown, inlet 11 connects to the air source, and outlet 21 connects to the brake chamber or the next device. Exhaust port 31 connects to the atmosphere, and backup pressure port 41 connects to the backup circuit control. Gas exiting from inlet 11 passes sequentially through the inlet solenoid valve and the outlet solenoid valve, both of which are normally closed valves. Below inlet 11 is a pressure sensor, which provides feedback on the actual pressure of the brake chamber, achieving closed-loop pressure control. A relay solenoid valve is installed above outlet 21, close to the brake chamber. When the relay solenoid valve opens, it connects inlet 11 and outlet 21, allowing gas to quickly enter the chamber.

[0094] In some embodiments, when the required brake air pressure is greater than the actual brake air pressure, additional pressure is required. In this case, the gas flows from the intake port into the brake chamber. The intake solenoid valve is energized and opened, while the exhaust solenoid valve remains closed. After the intake solenoid valve is energized, gas flows from the intake port through the intake solenoid valve to the upper end of the relay solenoid valve. Under the action of the pressure difference, the spring is pressed down, causing the relay solenoid valve to open. Gas then quickly flows from the intake port through the relay solenoid valve into the brake chamber. The energizing time and duty cycle of the intake solenoid valve determine the pressure of the gas reaching the upper end of the relay solenoid valve, thus determining the opening degree of the relay solenoid valve and affecting the final pressurization pressure.

[0095] In this embodiment, to increase the rate of air pressure increase, the duty cycle of the intake solenoid valve needs to be set based on different situations. When the difference between the required braking air pressure and the actual braking air pressure is large, rapid pressurization is required to reach the target required pressure with a larger pressurization slope. Conversely, when the difference between the required braking air pressure and the actual braking air pressure is small, pressurization can be performed with a smaller pressurization slope.

[0096] For example, when the required brake air pressure is greater than the actual brake air pressure, and the pressure difference is greater than a first preset pressure difference threshold, the intake solenoid valve is continuously energized with a first duty cycle. When the pressure difference is significantly greater than the first preset pressure difference threshold, the intake solenoid valve needs to be driven with a larger duty cycle; for example, the first duty cycle can be set to 90%-100%. During pressurization, the air pressure in the brake chamber needs to be monitored in real time. When the pressure difference between the required brake air pressure and the real-time air pressure in the brake chamber is less than the first preset pressure difference threshold, pressurization can be performed with a smaller pressurization slope, and the intake solenoid valve duty cycle is set to a second duty cycle. When the pressure difference is equal to the second preset pressure difference threshold, energization is stopped. For example, the second duty cycle can be set to 30%-80%. The second preset pressure difference threshold can be 0; when the pressure difference is 0, energization is stopped, and pressurization is complete.

[0097] In some embodiments, when the required brake air pressure is lower than the actual brake air pressure, pressure relief is required. During pressure relief, the gas flow direction is from the brake chamber to the exhaust port. The intake solenoid valve remains closed without energization, while the exhaust solenoid valve is energized and opened. With the exhaust solenoid valve energized and open, gas flows from the brake chamber to the upper end of the relay solenoid valve. Under the pressure difference, the spring is compressed, the relay solenoid valve opens, and gas quickly flows from the brake chamber through the relay solenoid valve to the exhaust port and is discharged into the atmosphere. The energizing time and duty cycle of the exhaust solenoid valve determine the pressure reaching the upper end of the relay solenoid valve, thus determining the opening degree of the relay solenoid valve and affecting the volume of gas entering the atmosphere from the brake chamber, ultimately determining how much gas pressure is released.

[0098] In this embodiment, when the required brake air pressure is less than the actual brake air pressure and the absolute value of the pressure difference is greater than a third preset pressure difference threshold, the exhaust solenoid valve needs to operate with a larger duty cycle to increase the pressure relief rate. For example, when the required brake air pressure is less than the actual brake air pressure and the absolute value of the pressure difference is greater than the third preset pressure difference threshold, the exhaust solenoid valve is continuously energized with a first duty cycle, and energization is stopped when the pressure difference is detected to be equal to a fourth preset pressure difference threshold, where the third preset pressure difference threshold is greater than the fourth preset pressure difference threshold.

[0099] For example, when the actual brake air pressure is 0, the pressure difference between the required brake air pressure and the actual brake air pressure is large, necessitating a full depressurization. In this case, the exhaust solenoid valve needs to be opened with a large duty cycle, such as 90%-100%. When the air pressure in the brake chamber is detected to be 0, the power is cut off, and the exhaust solenoid valve stops working.

[0100] In this embodiment, when the required braking air pressure is less than the actual braking air pressure and the absolute value of the pressure difference is less than the fifth preset pressure difference threshold, the pressure can be released slowly. The exhaust solenoid valve is set to be continuously energized and the duty cycle of the exhaust solenoid valve is set to the second duty cycle. When the pressure difference is detected to be equal to the fourth preset pressure difference threshold, the energization is stopped. The fifth preset pressure difference threshold is greater than the fourth preset pressure difference threshold.

[0101] For example, when the required brake air pressure is less than the actual brake air pressure and the absolute value of the pressure difference is less than the fifth preset pressure difference threshold, the pressure can be released at a relatively small rate because the pressure difference is small. For instance, the exhaust solenoid valve can be opened with a duty cycle of 30%-80%. When the monitored air pressure in the brake chamber equals the required brake air pressure, the power is cut off, and the exhaust solenoid valve stops working.

[0102] In some embodiments, when the required braking air pressure is equal to the actual braking air pressure, neither the exhaust solenoid valve nor the intake solenoid valve is energized and remains closed, thus maintaining pressure.

[0103] Step S130: Adjust the brake air pressure of the trailer according to the energizing time and duty cycle of the solenoid valve to change the braking intensity of the trailer.

[0104] After determining the energizing time and duty cycle of the exhaust solenoid valve or intake solenoid valve, the bridge control modules at both ends of the trailer will adjust the brake air pressure on the left and right sides of the trailer according to the determined energizing time and duty cycle of the exhaust solenoid valve or intake solenoid valve, thereby changing the braking intensity of the trailer.

[0105] The trailer braking control method provided by this invention first acquires the actual braking air pressure and required braking air pressure of the trailer at a target time. Then, based on the actual and required braking air pressures, it determines the energizing time and duty cycle of the solenoid valve on the trailer. Finally, it adjusts the trailer's braking air pressure according to the energizing time and duty cycle of the solenoid valve to change the trailer's braking intensity. This invention, by installing trailer electronic control equipment on the trailer, ensures that the trailer's braking not only relies on the braking signal sent by the tractor but also requires determining a final required braking air pressure based on anti-rollover or anti-lock braking signals sent by the trailer. This allows the energizing time and duty cycle of the solenoid valve on the trailer to be determined based on the required braking air pressure and the actual detected braking air pressure. This ensures that the trailer's braking during operation is not solely dependent on the braking signal sent by the tractor but also requires determining the appropriate required braking air pressure based on the actual driving conditions at the trailer wheels, thereby improving the trailer's braking performance and further enhancing driving safety.

[0106] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0107] Based on the trailer braking control method provided in the above embodiments, the present invention also provides a specific implementation of a trailer braking control device applied to the trailer braking control method. Please refer to the following embodiments.

[0108] like Figure 3 As shown, a trailer braking control device 300 is provided, the device comprising:

[0109] The air pressure acquisition module 310 is used to acquire the actual braking air pressure and the required braking air pressure of the trailer at the target time. The required air pressure is determined based on at least one of the following signals: the braking signal sent by the tractor, the anti-lock braking signal sent by the trailer, or the anti-rollover signal sent by the trailer.

[0110] The percentage determination module 320 is used to determine the energizing time and duty cycle of the solenoid valve on the trailer based on the actual braking air pressure and the required braking air pressure.

[0111] The adjustment module 330 is used to adjust the brake air pressure of the trailer based on the energizing time and duty cycle of the solenoid valve, so as to change the braking intensity of the trailer.

[0112] In one possible implementation, the air pressure acquisition module 310 is used to determine the first braking air pressure of the trailer at the target time based on the braking signal sent by the tractor when only the braking signal sent by the tractor is received, and to use the first braking air pressure as the required braking air pressure.

[0113] When both the tractor and trailer receive a braking signal, the second braking pressure corresponding to the anti-lock braking signal at the target time is used as the required braking pressure. When the anti-lock braking signal disappears, the third braking pressure of the trailer at that time is determined based on the received braking signal from the tractor, and the third braking pressure is used as the required braking pressure.

[0114] When both the anti-rollover signal and the anti-lock braking signal are received from the trailer, the fourth brake pressure corresponding to the anti-lock braking signal at the target time is taken as the required brake pressure; when the anti-lock braking signal disappears, the fifth brake pressure of the trailer at that time is determined based on the received anti-rollover signal, and the fifth brake pressure is taken as the required brake pressure.

[0115] When both the tractor's braking signal and the trailer's anti-rollover signal are received simultaneously, the sixth braking pressure corresponding to the anti-rollover signal at the target time is taken as the required braking pressure. When the anti-rollover signal disappears, the seventh braking pressure of the trailer at that time is determined based on the received braking signal from the tractor, and the seventh braking pressure is taken as the required braking pressure.

[0116] In one possible implementation, the air pressure acquisition module 310 is used to determine the first braking air pressure of the trailer at the target time based on the braking demand air pressure in the braking signal sent by the tractor at the target time, the load distribution between the tractor and the trailer, and the speeds of the tractor and the trailer at the target time.

[0117] In one possible implementation, the air pressure module 310 is used to determine the trailer slip ratio based on the trailer speed and the trailer wheel speed at the target time; when the slip ratio is greater than the slip ratio threshold, an anti-lock braking signal is issued.

[0118] The air pressure acquisition module 310 is used to issue an anti-rollover signal when it detects that the lateral acceleration of the trailer at the target time is greater than a preset acceleration threshold.

[0119] In one possible implementation, the proportion determination module 320 is used to set the intake solenoid valve to be continuously energized and its duty cycle to be the first duty cycle when the required braking air pressure is greater than the actual braking air pressure and the pressure difference is greater than the first preset pressure difference threshold; when the pressure difference is detected to be less than the first preset pressure difference threshold, the duty cycle of the intake solenoid valve is set to the second duty cycle, and the energization is stopped when the pressure difference is detected to be equal to the second preset pressure difference threshold; wherein, the pressure difference is the difference between the required braking air pressure and the actual braking air pressure, the first preset pressure difference threshold is greater than the second preset pressure difference threshold, and the first duty cycle is greater than the second duty cycle;

[0120] When the required brake air pressure is less than the actual brake air pressure and the absolute value of the pressure difference is greater than the third preset pressure difference threshold, the exhaust solenoid valve is set to be continuously energized and the duty cycle of the exhaust solenoid valve is the first duty cycle. When the pressure difference is detected to be equal to the fourth preset pressure difference threshold, the energization is stopped.

[0121] When the required braking air pressure is less than the actual braking air pressure and the absolute value of the pressure difference is less than the fifth preset pressure difference threshold, the exhaust solenoid valve is set to be continuously energized and the duty cycle of the exhaust solenoid valve is set to the second duty cycle. When the pressure difference is detected to be equal to the fourth preset pressure difference threshold, the energization is stopped. Among them, the third preset pressure difference threshold is greater than the fifth preset pressure difference threshold, and the fifth preset pressure difference threshold is greater than the fourth preset pressure difference threshold.

[0122] In one possible implementation, the trailer receives braking signals sent by the tractor via a CAN signal line;

[0123] Bridge control modules are installed on both the left and right sides of the trailer. The bridge control modules contain an intake solenoid valve, an exhaust solenoid valve, and a pressure sensor. The pressure sensor is used to monitor the actual pressure in the brake chamber in real time.

[0124] The second brake air pressure includes the second left brake air pressure and the second right brake air pressure, and the second left brake air pressure and the second right brake air pressure are different; the fourth brake air pressure includes the fourth left brake air pressure and the fourth right brake air pressure, and the fourth left brake air pressure and the fourth right brake air pressure are different; the fifth brake air pressure includes the fifth left brake air pressure and the fifth right brake air pressure, and the fifth left brake air pressure and the fifth right brake air pressure are different; the sixth brake air pressure includes the sixth left brake air pressure and the sixth right brake air pressure, and the sixth left brake air pressure and the sixth right brake air pressure are different.

[0125] Figure 4 This is a schematic diagram of the trailer electronic control equipment provided in an embodiment of the present invention. Figure 4 As shown, the trailer electronic control device 4 in this embodiment includes: a processor 40, a memory 41, and a computer program 42 stored in the memory 41 and executable on the processor 40. When the processor 40 executes the computer program 42, it implements the steps in the various trailer braking control method embodiments described above, for example... Figure 1 Steps 110 to 130 are shown. Alternatively, when the processor 40 executes the computer program 42, it implements the functions of each module in the above-described device embodiments, for example... Figure 3 The functions of modules 310 to 330 are shown.

[0126] For example, the computer program 42 can be divided into one or more modules, which are stored in the memory 41 and executed by the processor 40 to complete the present invention. The one or more modules can be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of the computer program 42 in the electronic device 4. For example, the computer program 42 can be divided into... Figure 3 Modules 310 to 330 are shown.

[0127] The trailer electronic control device 4 may include, but is not limited to, a processor 40 and a memory 41. Those skilled in the art will understand that... Figure 4 This is merely an example of trailer electronic control device 4 and does not constitute a limitation on trailer electronic control device 4. It may include more or fewer components than shown, or combine certain components, or different components. For example, the electronic device may also include input / output devices, network access devices, buses, etc.

[0128] The processor 40 may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0129] The memory 41 can be an internal storage unit of the electronic device 4, such as the hard drive or memory of the trailer electronic control device 4. The memory 41 can also be an external storage device of the electronic device 4, such as a plug-in hard drive, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card equipped on the electronic device 4. Furthermore, the memory 41 can include both internal storage units and external storage devices of the trailer electronic control device 4. The memory 41 is used to store the computer program and other programs and data required by the electronic device. The memory 41 can also be used to temporarily store data that has been output or will be output.

[0130] Furthermore, this application also provides a semi-trailer tractor, such as... Figure 5 As shown, the semi-trailer tractor 5 includes a tractor and a trailer, and the trailer is equipped with the aforementioned trailer electronic control equipment 4.

[0131] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0132] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0133] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0134] In the embodiments provided by this invention, it should be understood that the disclosed devices / electronic devices and methods can be implemented in other ways. For example, the device / electronic device embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0135] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0136] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0137] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the above embodiments of the present invention can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the above-described trailer braking control method embodiments. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0138] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A method for controlling trailer braking, characterized in that, The trailer is equipped with trailer electronic control equipment for controlling the trailer's braking, and the control method includes: The actual braking air pressure and required braking air pressure of the trailer at the target time are obtained. The required braking air pressure is determined based on at least one of the following signals: a braking signal sent by the tractor, an anti-lock braking signal sent by the trailer, or an anti-rollover signal sent by the trailer. Based on the actual braking air pressure and the required braking air pressure, determine the energizing time and duty cycle of the solenoid valve on the trailer; The braking air pressure of the trailer is adjusted according to the energizing time and duty cycle of the solenoid valve to change the braking intensity of the trailer. The step of determining the energizing time and duty cycle of the solenoid valve on the trailer based on the actual braking air pressure and the required braking air pressure includes: When the required braking air pressure is greater than the actual braking air pressure, and the pressure difference is greater than a first preset pressure difference threshold, the intake solenoid valve is continuously energized and its duty cycle is set to a first duty cycle; when the pressure difference is detected to be less than the first preset pressure difference threshold, the duty cycle of the intake solenoid valve is set to a second duty cycle, and the energization is stopped when the pressure difference is detected to be equal to the second preset pressure difference threshold; wherein, the pressure difference is the difference between the required braking air pressure and the actual braking air pressure, the first preset pressure difference threshold is greater than the second preset pressure difference threshold, and the first duty cycle is greater than the second duty cycle; When the required braking air pressure is less than the actual braking air pressure and the absolute value of the pressure difference is greater than the third preset pressure difference threshold, the exhaust solenoid valve is set to be continuously energized and the duty cycle of the exhaust solenoid valve is the first duty cycle, and the energization is stopped when the pressure difference is detected to be equal to the fourth preset pressure difference threshold. When the required braking air pressure is less than the actual braking air pressure and the absolute value of the pressure difference is less than the fifth preset pressure difference threshold, the exhaust solenoid valve is set to be continuously energized and the duty cycle of the exhaust solenoid valve is the second duty cycle, and the energization is stopped when the pressure difference is detected to be equal to the fourth preset pressure difference threshold; wherein, the third preset pressure difference threshold is greater than the fifth preset pressure difference threshold, and the fifth preset pressure difference threshold is greater than the fourth preset pressure difference threshold.

2. The control method as described in claim 1, characterized in that, The step of obtaining the required brake air pressure of the trailer at the target time includes: When only the braking signal sent by the tractor is received, the first braking air pressure of the trailer at the target time is determined based on the braking signal sent by the tractor, and the first braking air pressure is used as the required braking air pressure. When both the braking signal from the tractor and the anti-lock braking signal from the trailer are received simultaneously, the second braking pressure corresponding to the anti-lock braking signal at the target time is taken as the required braking pressure; when the anti-lock braking signal disappears, the third braking pressure of the trailer at that time is determined based on the received braking signal from the tractor, and the third braking pressure is taken as the required braking pressure. When both the anti-rollover signal and the anti-lock braking signal sent by the trailer are received simultaneously, the fourth brake pressure corresponding to the anti-lock braking signal at the target time is taken as the required brake pressure; when the anti-lock braking signal disappears, the fifth brake pressure of the trailer at that time is determined based on the received anti-rollover signal, and the fifth brake pressure is taken as the required brake pressure. When both the braking signal from the tractor and the anti-rollover signal from the trailer are received simultaneously, the sixth braking pressure corresponding to the anti-rollover signal at the target time is taken as the required braking pressure; when the anti-rollover signal disappears, the seventh braking pressure of the trailer at that time is determined based on the received braking signal from the tractor, and the seventh braking pressure is taken as the required braking pressure.

3. The control method as described in claim 2, characterized in that, Determining the first brake air pressure of the trailer at the target time based on the brake signal sent by the tractor includes: Based on the braking air pressure required in the braking signal sent by the tractor at the target time, the load distribution between the tractor and the trailer, and the speeds of the tractor and the trailer at the target time, the first braking air pressure of the trailer at the target time is determined.

4. The control method as described in claim 2, characterized in that, The process for determining the anti-lock signal is as follows: Based on the trailer's speed and wheel speed at the target time, the trailer's slip ratio is determined; when the slip ratio is greater than the slip ratio threshold, an anti-lock braking signal is issued. The process for determining the anti-rollover signal is as follows: When the lateral acceleration of the trailer at the target time is detected to be greater than the preset acceleration threshold, an anti-rollover signal is issued.

5. The control method according to any one of claims 2-4, characterized in that, The trailer receives the braking signal sent by the tractor through the CAN signal line; A bridge control module is installed on both the left and right sides of the trailer. The bridge control module is equipped with an intake solenoid valve, an exhaust solenoid valve and a pressure sensor. The pressure sensor is used to monitor the actual pressure in the brake chamber in real time. The second brake air pressure includes a second left brake air pressure and a second right brake air pressure, and the second left brake air pressure and the second right brake air pressure are different; the fourth brake air pressure includes a fourth left brake air pressure and a fourth right brake air pressure, and the fourth left brake air pressure and the fourth right brake air pressure are different; the fifth brake air pressure includes a fifth left brake air pressure and a fifth right brake air pressure, and the fifth left brake air pressure and the fifth right brake air pressure are different; the sixth brake air pressure includes a sixth left brake air pressure and a sixth right brake air pressure, and the sixth left brake air pressure and the sixth right brake air pressure are different.

6. A control device for trailer braking, characterized in that, include: The air pressure acquisition module is used to acquire the actual braking air pressure and the required braking air pressure of the trailer at the target time. The required air pressure is determined based on at least one of the following signals: a braking signal sent by the tractor, an anti-lock braking signal sent by the trailer, or an anti-rollover signal sent by the trailer. The percentage determination module is used to determine the energizing time and duty cycle of the solenoid valve on the trailer based on the actual braking air pressure and the required braking air pressure. An adjustment module is used to adjust the brake air pressure of the trailer based on the energizing time and duty cycle of the solenoid valve, so as to change the braking intensity of the trailer. The module for determining the proportion is further configured to: when the required braking air pressure is greater than the actual braking air pressure, and when the pressure difference is greater than a first preset pressure difference threshold, set the intake solenoid valve to be continuously energized and its duty cycle to a first duty cycle; when the pressure difference is detected to be less than the first preset pressure difference threshold, set the duty cycle of the intake solenoid valve to a second duty cycle, and stop energizing when the pressure difference is detected to be equal to the second preset pressure difference threshold; wherein the pressure difference is the difference between the required braking air pressure and the actual braking air pressure, the first preset pressure difference threshold is greater than the second preset pressure difference threshold, and the first duty cycle is greater than the second duty cycle; when the required braking air pressure is less than the actual braking air pressure, the module further configures the intake solenoid valve to be continuously energized and its duty cycle to a first duty cycle; when the pressure difference is detected to be less than the first preset pressure difference threshold, the module further configures the intake solenoid valve to be continuously energized and its duty cycle to a second duty cycle; and when the pressure difference is detected to be less than the first preset pressure difference threshold, the module further configures the intake solenoid valve to be continuously energized and its duty cycle to a second duty cycle. When the brake air pressure and the absolute value of the pressure difference are greater than a third preset pressure difference threshold, the exhaust solenoid valve is continuously energized with the duty cycle of the exhaust solenoid valve being the first duty cycle, and the energization is stopped when the pressure difference is detected to be equal to a fourth preset pressure difference threshold; when the required brake air pressure is less than the actual brake air pressure and the absolute value of the pressure difference is less than a fifth preset pressure difference threshold, the exhaust solenoid valve is continuously energized with the duty cycle of the exhaust solenoid valve being the second duty cycle, and the energization is stopped when the pressure difference is detected to be equal to the fourth preset pressure difference threshold; wherein, the third preset pressure difference threshold is greater than the fifth preset pressure difference threshold, and the fifth preset pressure difference threshold is greater than the fourth preset pressure difference threshold.

7. A trailer electrical control device, characterized in that, The method includes a memory and a processor, the memory being used to store a computer program, and the processor being used to call and run the computer program stored in the memory to perform the method as described in any one of claims 1 to 5.

8. A semi-trailer tractor, characterized in that, It includes a tractor and a trailer, wherein the trailer is equipped with the trailer electronic control equipment as described in claim 7.

9. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 5.

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