A commercial vehicle braking system based on air brake and EMB brake

Abstract

The present invention discloses a commercial vehicle braking system based on air braking and EMB braking. The system includes a brake signal generator, an air braking system for braking the front axle wheels, and an EMB braking system for braking the rear axle wheels. Both the air braking system and the EMB braking system are connected to the brake signal generator. By employing a redundant solution combining air braking and EMB braking, this commercial vehicle braking system not only improves braking safety but also offers improved responsiveness and high intelligence, making it more suitable for current market needs and facilitating the market promotion of EMB.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile braking systems, and in particular to a commercial vehicle braking system based on air braking and EMB braking. Background Art

[0002] Intelligent driving and intelligent assisted driving are the driving trends in automotive development. Their implementation relies on the support of brake-by-wire technology. This is the context for the emergence of the electromechanical braking system (EMB). This system involves the driver applying pressure to a brake signal generator, which generates an electrical signal that is transmitted through a wiring harness to the EMB actuator to brake the vehicle. However, current EMB technology for commercial vehicles is developing slowly, with both circuitry and mechanical structure immature. Failures can lead to brake failure and low safety performance.

[0003] Existing commercial vehicles, such as tractors, mostly use traditional air brake systems, with the air compressor and other equipment typically located on the tractor's front. While air brake systems are relatively safe, and in the event of an electronic control failure, the driver can still activate the air brake by pressing the brake signal generator, they suffer from poor responsiveness and low intelligence. If the tractor's front end were to be replaced with an EMB brake system, the trailer would lose its air supply, leading to the premature retirement of many trailers and making the EMB brake system difficult to implement. Summary of the Invention

[0004] The purpose of the present invention is to overcome the above-mentioned problems and provide a commercial vehicle braking system based on air braking and EMB braking. By adopting a redundant solution combining air braking and EMB braking, the commercial vehicle braking system not only improves the braking safety level, but also has better response performance and high intelligence, is more suitable for the current market demand, and also facilitates the market promotion of EMB.

[0005] The purpose of the present invention is achieved through the following technical solutions:

[0006] A commercial vehicle braking system based on air braking and EMB braking comprises a brake signal generator, an air braking system for front axle wheel braking, and an EMB braking system for rear axle wheel braking, wherein both the air braking system and the EMB braking system are connected to the brake signal generator.

[0007] The working principle of the commercial vehicle braking system based on air brake and EMB brake is as follows:

[0008] The front axle utilizes a traditional air brake system, while the rear axle utilizes an EMB brake system. These two systems combine to create a redundant solution. In the event of a circuit failure, the brake pedal of the brake signal generator can be pressed to ensure safe braking. The rear axle utilizes the EMB brake system. When braking, the transmission factor is an electrical signal, which is faster than air brakes, resulting in a shorter response time and faster braking of the rear wheels.

[0009] A preferred embodiment of the present invention, wherein the air brake system includes an air source, a front axle pressure control module, two brake air chambers and two ABS solenoid valves; wherein the air inlet of the brake signal generator is connected to the air outlet of the air source; the air outlet of the brake signal generator is connected to the control port of the front axle pressure control module; the air inlet of the front axle pressure control module is connected to the air outlet of the air source; the air inlets of the two ABS solenoid valves are respectively connected to the two air outlets of the front axle pressure control module; the air outlets of the two ABS solenoid valves are respectively connected to the two brake air chambers. In the above structure, the two brake air chambers respectively control the braking of the left and right wheels of the front axle; the air outlet of the air source, the air inlet of the brake signal generator and the air inlet of the front axle pressure control module are all kept in an air-filled state; when the brake pedal of the brake signal generator is not pressed (triggered), the air at the air inlet of the brake signal generator cannot reach the air outlet of the brake signal generator, so that the air outlet of the brake signal generator is in an air-deficient state, therefore, the control port of the front axle pressure control module is also in an air-deficient state, and the front axle pressure control module cannot be triggered to open, so that the air at the air inlet of the front axle pressure control module cannot enter the air outlet of the front axle pressure control module, therefore, the two brake air chambers and the two ABS solenoid valves are all in an air-deficient state, and no braking is performed on the two wheels of the front axle. When the brake pedal of the brake signal generator is pressed, the air from the air inlet of the brake signal generator will enter the air outlet of the brake signal generator, and then enter the control port of the front axle pressure control module. The gas pushes the piston inside the front axle pressure control module to move, so that the air inlet of the front axle pressure control module is connected with the two air outlets of the front axle pressure control module. After the gas enters the two ABS solenoid valves respectively, it enters the two brake air chambers to brake the left and right wheels.

[0010] Preferably, the air brake system also includes an electronically controlled braking system (EBS), comprising an EBS-ECU and two front axle wheel speed sensors. The EBS-ECU is electrically connected to the ABS solenoid valve, brake signal generator, and front axle pressure control module, respectively; and the front axle wheel speed sensors are electrically connected to the front axle pressure control module. In the above structure, the electronically controlled braking system (EBS), short for Electronic Braking System, is primarily used to improve the braking performance of commercial vehicles. The EBS-ECU is an electronic control unit and serves as the core controller. When the driver depresses the brake pedal of the brake signal generator, the brake pedal travel signal is transmitted to the EBS-ECU to identify the commercial vehicle's braking requirements. Simultaneously, the EBS-ECU obtains wheel speed signals from the front axle wheel speed sensors. The EBS-ECU processes the received signals, calculates them according to a corresponding control strategy, and outputs a specific target pressure value. This pressure value is then controlled by the front axle pressure control module and the ABS solenoid valve, thereby controlling the braking of the rear axle.

[0011] Preferably, the EMB braking system includes a power module and an EMB braking module; the number of EMB braking modules is the same as the number of rear axles and is arranged in a one-to-one correspondence; the EMB braking module includes a bridge control module, two EMB actuators, and two rear axle wheel speed sensors; wherein the two EMB actuators are respectively used to brake the left and right wheels of the rear axle; and the bridge control module is electrically connected to the power module, the brake signal generator, the two EMB actuators, and the two rear axle wheel speed sensors. In the above structure, when the driver steps on the brake pedal of the brake signal generator, the air brake system is triggered to brake the front axle. At the same time, the brake pedal travel signal is also transmitted to the bridge control module, which controls the operation of the two EMB actuators to brake the rear axle. At the same time, the bridge control module obtains the wheel speed signal from the rear axle wheel speed sensor, thereby providing feedback adjustment to the EMB actuator to ensure braking performance.

[0012] Preferably, the EBS-ECU is electrically connected to the power module, so that the power module can supply power to the EBS-ECU.

[0013] Preferably, the power module includes a main power supply and a backup power supply; the positive terminals of the main power supply and the backup power supply are connected via a switch; the positive terminals of the main power supply are electrically connected to the EBS-ECU and the bridge control module, respectively. By providing a main power supply and a backup power supply, a dual power supply is employed to ensure that even if one power source fails, the controllers can still communicate with the vehicle and receive system brake request commands. For example, if the main power circuit fails, flipping the switch allows the backup power supply to take over, ensuring normal system operation.

[0014] Preferably, there are two rear axles, and correspondingly, there are also two EMB brake modules, wherein the bridge control modules of the two EMB brake modules are connected to the EPB switch. The EPB switch (electronic parking brake) can realize the parking function.

[0015] Preferably, the commercial vehicle is a bus or a truck.

[0016] Preferably, the commercial vehicle is a tractor.

[0017] Preferably, when the commercial vehicle is a tractor, the air brake system further includes a trailer brake module, which includes a hand valve, an EBS trailer control valve, a brake handshake valve, and a parking handshake valve. The air source has two air outlets, one of which is connected to the air inlet of the brake signal generator and the air inlet of the front axle pressure control module, respectively; the other air outlet of the air source is connected to the air inlet of the hand valve and the air inlet of the EBS trailer control valve, respectively; the air outlet of the hand valve is connected to the parking control port of the EBS trailer control valve; the air outlet of the brake signal generator is connected to the brake control port of the EBS trailer control valve; the brake air outlet of the EBS trailer control valve is connected to the brake handshake valve, and the parking air outlet of the EBS trailer control valve is connected to the parking handshake valve. In the above structure, when the commercial vehicle is a tractor, the brake device on the trailer is connected to the brake handshake valve, and the parking device on the trailer is connected to the parking handshake valve. The two air outlets of the air source, the air inlet of the brake signal generator, the air inlet of the front axle pressure control module, the air inlet of the manual valve and the air inlet of the EBS trailer control valve are all kept in an air-filled state. When driving, when the brake pedal of the brake signal generator is not pressed (triggered), the air at the air inlet of the brake signal generator cannot reach the air outlet of the brake signal generator, causing the air outlet of the brake signal generator to be in an air-deficient state. Therefore, the brake control port of the EBS trailer control valve is in an air-deficient state, and then the brake air outlet of the EBS trailer control valve, the brake handshake valve, and the parking device are also in an air-deficient state, and the trailer is not braked; when the brake pedal of the brake signal generator is pressed, the air at the air inlet of the brake signal generator will enter the air outlet of the brake signal generator, and then enter the control port of the front axle pressure control module and the brake control port of the EBS trailer control valve, pushing the internal piston of the EBS trailer control valve to move, so that the air at the air inlet of the EBS trailer control valve enters the brake air outlet of the EBS trailer control valve, and then enters the brake handshake valve and the braking device to achieve braking of the trailer. When driving, the trailer's parking brake is released, and air from the hand valve's air inlet flows to the hand valve's air outlet and into the parking control port of the EBS trailer control valve. At this point, air from the EBS trailer control valve's air inlet flows to the parking outlet of the EBS trailer control valve, keeping the parking handshake valve and parking device inflated. When the trailer needs to park, the hand valve is pushed and closed, preventing air from flowing from the hand valve's air inlet to the hand valve's air outlet, leaving the parking control port of the EBS trailer control valve deflated. Air from the EBS trailer control valve's air inlet prevents air from flowing to the parking outlet of the EBS trailer control valve, leaving the parking handshake valve and parking device deflated, forcing the parking device to mechanically park.

[0018] The control method of the commercial vehicle braking system comprises the following steps:

[0019] (1) Power-on self-test;

[0020] (2) Determine whether the self-test function is operating normally. If not, troubleshoot the problem and then return to step (1). If normal, proceed to step (3).

[0021] (3) Driving a commercial vehicle while the commercial vehicle is in motion;

[0022] (4) System braking deceleration request;

[0023] (5) Expected deceleration;

[0024] (6) Front and rear axle main controllers;

[0025] (7) Measure wheel speed;

[0026] (8) Calculate vehicle loads for commercial vehicles;

[0027] (9) Actual vehicle deceleration;

[0028] (8) Determine whether the actual deceleration is equal to the expected deceleration; if so, return to step (4); if not, the front axle pressure control module controls to output the corresponding brake air pressure to the brake air chamber, and return to step (9); at the same time, the EMB actuator executes to adjust the brake caliper clamping force, and return to step (9).

[0029] In the above method, the front axle and rear axle are braked respectively by the front axle pressure control module and the EMB actuator according to the actual deceleration and the expected deceleration, thereby dynamically adjusting the vehicle speed.

[0030] Compared with the prior art, the present invention has the following beneficial effects:

[0031] 1. The commercial vehicle braking system of the present invention meets functional safety requirements by combining front axle air braking with rear axle EMB braking. When a line fault or EMB mechanical fault occurs, braking can be performed by stepping on the brake pedal of the brake signal generator, ensuring braking safety and high safety performance.

[0032] 2. The commercial vehicle braking system of the present invention adopts the EMB braking system on the rear axle. When braking, the transmission factor is an electrical signal, which is faster than the transmission speed of brake air, so the response time is shorter, and the rear axle wheels can be braked more quickly, which is more intelligent.

[0033] 3. The commercial vehicle braking system of the present invention adopts an air brake system on the front axle, retains the air source and other equipment, and is compatible with traditional air brake trailers through air circuit connection, which is suitable for the current market demand and is also convenient for the market promotion of EMB.

[0034] 4. The commercial vehicle braking system of the present invention adopts an EMB braking system on the rear axle, which can save the air path of the rear axle. The EMB braking system can realize electronic parking, save the parking air path of the commercial vehicle, and make the structure simpler. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 This is a structural diagram of a specific embodiment of a commercial vehicle braking system based on air brake and EMB brake in the present invention, wherein: Figure 1 The commercial vehicle in the figure is a bus or a truck, and the arrow indicates the direction of the vehicle's movement.

[0036] Figure 2 for Figure 1 Schematic diagram of the air brake system.

[0037] Figure 3 FIG. 1 is a structural diagram of another specific embodiment of the commercial vehicle braking system of the present invention, wherein: Figure 3 The commercial vehicle in the figure is a tractor, and the arrow indicates the direction of the vehicle's movement.

[0038] Figure 4 for Figure 3 Schematic diagram of the air brake system.

[0039] Figure 5 This is a flow chart of the control method of the commercial vehicle braking system in the present invention. DETAILED DESCRIPTION

[0040] In order to enable those skilled in the art to better understand the technical solutions of the present invention, the present invention will be further described below in conjunction with embodiments and drawings, but the embodiments of the present invention are not limited thereto.

[0041] Figure 1 This is a structural diagram of a specific embodiment of a commercial vehicle braking system based on air brake and EMB brake in the present invention, wherein: Figure 1 The commercial vehicle in the figure is a bus or a truck, and the arrow indicates the direction of the vehicle's movement.

[0042] Figure 2 for Figure 1 Schematic diagram of the air brake system.

[0043] Figure 3 FIG. 1 is a structural diagram of another specific embodiment of the commercial vehicle braking system of the present invention, wherein: Figure 3 The commercial vehicle in the figure is a tractor, and the arrow indicates the direction of the vehicle's movement.

[0044] Figure 4 for Figure 3 Schematic diagram of the air brake system.

[0045] Figure 5 This is a flow chart of the control method of the commercial vehicle braking system in the present invention.

[0046] Example 1

[0047] See also Figure 1-Figure 2 This embodiment discloses a commercial vehicle braking system based on air braking and EMB braking, including a brake signal generator 1, an air braking system for braking the wheels of a front axle 11, and an EMB braking system for braking the wheels of a rear axle 12, wherein the air braking system and the EMB braking system are both connected to the brake signal generator 1.

[0048] See also Figure 1-Figure 2 The air brake system includes an air source 2, a front axle pressure control module 3, two brake air chambers 4 and two ABS solenoid valves 5; wherein, the air inlet 101 of the brake signal generator 1 is connected to the air outlet 202 of the air source 2; the air outlet 102 of the brake signal generator 1 is connected to the control port 303 of the front axle pressure control module 3; the air inlet 301 of the front axle pressure control module 3 is connected to the air outlet 202 of the air source 2; the air inlet 501 of the two ABS solenoid valves 5 are respectively connected to the two air outlets 302 of the front axle pressure control module 3; the air outlet 502 of the two ABS solenoid valves 5 are respectively connected to the two brake air chambers 4. In the above structure, the two brake air chambers 4 respectively control the braking of the left and right wheels of the front axle 11; the air outlet 202 of the air source 2, the air inlet 101 of the brake signal generator 1 and the air inlet 301 of the front axle pressure control module 3 are all kept in an air-filled state; when the brake pedal 1-1 of the brake signal generator 1 is not stepped on (triggered), the air in the air inlet 101 of the brake signal generator 1 cannot reach the air outlet 102 of the brake signal generator 1, so that the air outlet 102 of the brake signal generator 1 is in an air-deficient state, therefore, the control port 303 of the front axle pressure control module 3 is also in an air-deficient state, and the front axle pressure control module 3 cannot be triggered to open, so that the air in the air inlet 301 of the front axle pressure control module 3 cannot enter the air outlet 302 of the front axle pressure control module 3, therefore, the two brake air chambers 4 and the two ABS solenoid valves 5 are all in an air-deficient state, and the two wheels of the front axle 11 are not braked. When the brake pedal 1-1 of the brake signal generator 1 is depressed, the air in the air inlet 101 of the brake signal generator 1 enters the air outlet 102 of the brake signal generator 1, and then enters the control port 303 of the front axle pressure control module 3. The gas pushes the piston inside the front axle pressure control module 3 to move, so that the air inlet 301 of the front axle pressure control module 3 is connected with the two air outlets 302 of the front axle pressure control module 3. After the gas enters the two ABS solenoid valves 5 respectively, it enters the two brake air chambers 4 to brake the left and right wheels.

[0049] See also Figure 1-Figure 2 The air source 2 includes an air compressor and an air storage cylinder. In this embodiment, only the front axle 11 adopts the air brake system, which can greatly reduce the volume of the air compressor and the number of air storage cylinders.

[0050] See also Figure 1-Figure 2 The pipeline coming out of the air outlet 202 of the air source 2 is divided into two paths, one path is connected to the air inlet 101 of the brake signal generator 1 , and the other path is connected to the air inlet 301 of the front axle pressure control module 3 .

[0051] See also Figure 1-Figure 2 The air brake system also includes an electronically controlled braking system (EBS) comprising an EBS-ECU 6 and two front axle wheel speed sensors 7. The EBS-ECU 6 is electrically connected to the ABS solenoid valve 5, the brake signal generator 1, and the front axle pressure control module 3, respectively. The front axle wheel speed sensors 7 are electrically connected to the front axle pressure control module 3. In the above structure, the electronically controlled braking system (EBS), short for Electronic Braking System, is primarily used to improve the braking performance of commercial vehicles. The EBS-ECU 6 is the electronic control unit and serves as the core controller. When the driver depresses the brake pedal 1-1 of the brake signal generator 1, the travel signal of the brake pedal 1-1 is transmitted to the EBS-ECU 6 to identify the commercial vehicle's braking requirement. Simultaneously, the EBS-ECU 6 obtains wheel speed signals from the front axle wheel speed sensors 7. The EBS-ECU 6 processes the received signals, calculates them according to the corresponding control strategy, and outputs a specific target pressure value. This value is then used to control the front axle pressure control module 3 and the ABS solenoid valve 5, thereby controlling the braking of the rear axle 12.

[0052] See also Figure 1 The EMB braking system includes a power module and an EMB braking module. The number of EMB braking modules is equal to the number of rear axles 12 and is arranged in a one-to-one correspondence. The EMB braking module includes a bridge control module 8, two EMB actuators 9, and two rear axle wheel speed sensors 10. The two EMB actuators 9 are respectively used to brake the left and right wheels of the rear axle 12. The bridge control module 8 is electrically connected to the power module, brake signal generator 1, two EMB actuators 9, and two rear axle wheel speed sensors 10. In the above structure, when the driver presses the brake pedal 1-1 of the brake signal generator 1, the air brake system is triggered to brake the front axle 11. At the same time, the travel signal of the brake pedal 1-1 is also transmitted to the bridge control module 8. The bridge control module 8 controls the operation of the two EMB actuators 9 to brake the rear axle 12. At the same time, the bridge control module 8 obtains wheel speed signals from the rear axle wheel speed sensors 10, thereby providing feedback and adjustment to the EMB actuators 9 to ensure braking performance.

[0053] See also Figure 1 The EBS-ECU 6 is electrically connected to the power module, so that the power module can supply power to the EBS-ECU 6.

[0054] See also Figure 1-Figure 2 The power module includes a main power supply 13 and a backup power supply 14. The positive terminals of the main power supply 13 and the backup power supply 14 are connected via a switch 15. The positive terminals of the main power supply 13 are electrically connected to the EBS-ECU 6 and the bridge control module 8, respectively. By providing a dual power supply system, the main power supply 13 and the backup power supply 14 ensure that even if one power source fails, the controllers can still communicate with the vehicle and receive system brake request commands. For example, if the main power supply 13 fails, switching the switch 15 allows the backup power supply 14 to take over, ensuring normal system operation.

[0055] See also Figure 1 There are two rear axles 12, and correspondingly, there are two EMB brake modules, that is, two axle control modules 8 of the brake modules. The axle control modules 8 of the two EMB brake modules are connected to the EPB switch 16. The EPB switch 16 (electronic parking brake) enables parking.

[0056] The number of the front axle 11 is 1. Figure 1 In the figure, the direction in which the commercial vehicle moves is indicated by the arrow.

[0057] See also Figure 1 , the commercial vehicle is a bus or a truck.

[0058] The working principle of the commercial vehicle braking system based on air brake and EMB brake is as follows:

[0059] The front axle 11 utilizes a traditional air brake system, while the rear axle 12 utilizes an EMB brake system. These two systems combine to create a redundant solution. In the event of a circuit failure, braking safety can be ensured by depressing brake pedal 1-1 of brake signal generator 1. The rear axle 12 utilizes an EMB brake system. When braking, the transmission factor is an electrical signal, which is faster than the transmission speed of brake air. This shortens the response time and allows for faster braking of the rear axle 12 wheels.

[0060] The air outlet 302 of the front axle pressure control module 3 and the air inlet 501 of the ABS solenoid valve 5 , as well as the brake air chamber 4 and the air outlet 502 of the ABS solenoid valve 5 are connected via pipelines.

[0061] In this embodiment, the above electrical connections are all made through wires.

[0062] See also Figure 1-Figure 2 and Figure 5 , the control method of the commercial vehicle braking system comprises the following steps:

[0063] (1) Power-on self-test;

[0064] (2) Determine whether the self-test function is operating normally. If not, troubleshoot the problem and then return to step (1). If normal, proceed to step (3).

[0065] (3) Driving a commercial vehicle while the commercial vehicle is in motion;

[0066] (4) When the driver steps on the brake pedal 1-1 of the brake signal generator 1 or receives an active braking instruction in the automatic driving, the system will issue a braking deceleration request;

[0067] (5) obtaining a desired deceleration based on the pedal stroke of the brake pedal 1-1 or active or automatic command information;

[0068] (6) The front and rear axle main controllers will obtain the desired deceleration;

[0069] (7) The front and rear axle wheel speed sensors 7 and 10 measure the wheel speeds and send the wheel speeds to the front and rear axle main controllers 11 and 12;

[0070] (8) Calculate vehicle loads for commercial vehicles;

[0071] (9) Obtain the actual vehicle deceleration based on the measured wheel speed;

[0072] (8) Determine whether the actual deceleration is equal to the expected deceleration; if so, return to step (4); if not, the front axle pressure control module 3 controls to output the corresponding brake air pressure to the brake air chamber 4, and return to step (9); at the same time, the EMB actuator 9 executes to adjust the brake caliper clamping force, and return to step (9).

[0073] In the above method, the front axle 11 and the rear axle 12 are braked respectively by the front axle pressure control module 3 and the EMB actuator 9 according to the actual deceleration and the expected deceleration, so as to dynamically adjust the speed of the vehicle.

[0074] The front and rear axle main controllers are the EBS-ECU 6 and the axle control module 8 respectively.

[0075] Example 2

[0076] See also Figure 3-Figure 4, the other structures in this embodiment are the same as those in embodiment 1, except that the commercial vehicle is a tractor, and the air brake system further includes a trailer brake module, which includes a hand valve 17, an EBS trailer control valve 18, a brake handshake valve 19, and a parking handshake valve 20; wherein, the air source 2 has two air outlets 202, one of which is connected to the air inlet 101 of the brake signal generator 1 and the air inlet 301 of the front axle pressure control module 3; the other air outlet 202 of the air source 2 is connected to the air inlet 1701 of the hand valve 17 and the air inlet 101 of the EBS trailer control valve 18. 801 is connected, and the pipeline exiting from the air outlet 202 of the air source 2 is divided into two paths, one connected to the air inlet 1701 of the manual valve 17, and the other connected to the air inlet 1801 of the EBS trailer control valve 18; the air outlet 1702 of the manual valve 17 is connected to the parking control port 1805 of the EBS trailer control valve 18; the air outlet 102 of the brake signal generator 1 is connected to the brake control port 1804 of the EBS trailer control valve 18; the brake air outlet 1802 of the EBS trailer control valve 18 is connected to the brake handshake valve 19, and the parking air outlet 1803 of the EBS trailer control valve 18 is connected to the parking handshake valve 20. In the above structure, when the commercial vehicle is a tractor, the brake device on the trailer is connected to the brake handshake valve 19, and the parking device on the trailer is connected to the parking handshake valve 20. The two air outlets of the air source 2, the air inlet 101 of the brake signal generator 1, the air inlet 301 of the front axle pressure control module 3, the air inlet 1701 of the hand valve 17, and the air inlet 1801 of the EBS trailer control valve 18 are all kept in an air-filled state. When driving, when the brake pedal 1-1 of the brake signal generator 1 is not pressed (triggered), the air in the air inlet 101 of the brake signal generator 1 cannot reach the air outlet 102 of the brake signal generator 1, causing the air outlet 102 of the brake signal generator 1 to be in an air-deficient state. Therefore, the brake control port 1804 of the EBS trailer control valve 18 is in an air-deficient state, and then the brake air outlet 1802 of the EBS trailer control valve 18, the brake handshake valve 19, and the parking device are also in an air-deficient state, and the trailer is not braked; when the brake pedal 1-1 is pressed, the air in the air inlet 101 of the brake signal generator 1 cannot reach the air outlet 102 of the brake signal generator 1, causing the air outlet 102 of the brake signal generator 1 to be in an air-deficient state. When the brake pedal 1-1 of the brake signal generator 1 is pressed, the air in the air inlet 101 of the brake signal generator 1 will enter the air outlet 102 of the brake signal generator 1, and then enter the control port 303 of the front axle pressure control module 3 and the brake control port 1804 of the EBS trailer control valve 18, pushing the internal piston of the EBS trailer control valve 18 to move, so that the air in the air inlet 1801 of the EBS trailer control valve 18 enters the brake air outlet 1802 of the EBS trailer control valve 18, and then enters the brake handshake valve 19 and the braking device to achieve braking of the trailer.When driving, the parking brake of the trailer is in the released state, and the air in the air inlet 1701 of the manual valve 17 will flow to the air outlet 1702 of the manual valve 17 and enter the parking control port 1805 of the EBS trailer control valve 18. At this time, the air in the air inlet 1801 of the EBS trailer control valve 18 will flow to the parking air outlet 1803 of the EBS trailer control valve 18, so that the parking handshake valve 20 and the parking device remain in an air-filled state. When the trailer needs to be parked, the manual valve 17 is pushed and the manual valve 17 is closed. The air inlet 1701 of the manual valve 17 will not flow to the air outlet 1702 of the manual valve 17, so that the parking control port 1805 of the EBS trailer control valve 18 is in a deflated state. The air inlet 1801 of the EBS trailer control valve 18 will not flow to the parking air outlet 1803 of the EBS trailer control valve 18, so that the parking handshake valve 20 and the parking device are in a deflated state, and the parking device relies on mechanical parking.

[0077] See also Figure 3-Figure 4 The EBS-ECU 6 is electrically connected to the EBS trailer control valve 18. The EBS trailer control valve 18 can be controlled by the EBS-ECU 6.

[0078] See also Figure 3-Figure 4 The commercial vehicle braking system further includes a yaw rate sensor 21 and a steering angle sensor 22. Both the yaw rate sensor 21 and the steering angle sensor 22 are electrically connected to the EBS-ECU 6.

[0079] See also Figure 3-Figure 4 The pipe coming out of the air outlet 102 of the brake signal generator 1 is divided into two paths, one of which is connected to the air inlet 301 of the front axle pressure control module 3 , and the other is connected to the brake control port 1804 of the EBS trailer control valve 18 .

[0080] See also Figure 3-Figure 4 The parking air outlet 1803 of the EBS trailer control valve 18 and the parking handshake valve 20, and the brake air outlet 1802 of the EBS trailer control valve 18 and the brake handshake valve 19 are connected by pipelines.

[0081] The above is a preferred embodiment of the present invention, but the embodiment of the present invention is not limited to the above content. Any other changes, modifications, substitutions, combinations, and simplifications made without departing from the spirit and principles of the present invention should be considered as equivalent replacement methods and are included in the scope of protection of the present invention.

Claims

1. A commercial vehicle braking system based on air brake and EMB brake, characterized in that: It includes a brake signal generator, an air brake system for front axle wheel braking, and an EMB brake system for rear axle wheel braking, wherein both the air brake system and the EMB brake system are connected to the brake signal generator; The air brake system includes an air source, a front axle pressure control module, two brake air chambers, and two ABS solenoid valves; wherein the air inlet of the brake signal generator is connected to the air outlet of the air source; the air outlet of the brake signal generator is connected to the control port of the front axle pressure control module; the air inlet of the front axle pressure control module is connected to the air outlet of the air source; the air inlets of the two ABS solenoid valves are respectively connected to the two air outlets of the front axle pressure control module; and the air outlets of the two ABS solenoid valves are respectively connected to the two brake air chambers; The EMB braking system includes a power module and an EMB braking module; the number of the EMB braking modules is the same as the number of the rear axles and is arranged in a one-to-one correspondence; the EMB braking module includes an axle control module, two EMB actuators, and two rear axle wheel speed sensors; wherein the two EMB actuators are respectively used to brake the left and right wheels of the rear axle; the axle control module is electrically connected to the power module, the brake signal generator, the two EMB actuators, and the two rear axle wheel speed sensors; When the brake pedal of the brake signal generator is depressed, the air from the air inlet of the brake signal generator enters the air outlet of the brake signal generator, and then enters the control port of the front axle pressure control module. The gas pushes the piston inside the front axle pressure control module to move, so that the air inlet of the front axle pressure control module is connected with the two air outlets of the front axle pressure control module. The gas enters the two ABS solenoid valves respectively, and then enters the two brake air chambers to brake the left and right wheels. At the same time, the travel signal of the brake pedal is also transmitted to the axle control module, which controls the operation of the two EMB actuators to brake the rear axle. At the same time, the axle control module obtains the wheel speed signal from the rear axle wheel speed sensor, thereby performing feedback adjustment on the EMB actuator. There are two rear axles, and correspondingly, there are also two EMB brake modules; wherein the bridge control modules of the two EMB brake modules are connected to the EPB switch; The air brake system also includes an electronically controlled braking system, which includes an EBS-ECU and two front axle wheel speed sensors; the EBS-ECU is electrically connected to the ABS solenoid valve, the brake signal generator, and the front axle pressure control module respectively; the front axle wheel speed sensor is electrically connected to the front axle pressure control module; the EBS-ECU is electrically connected to the power module; the power module includes a main power supply and a backup power supply; the positive electrode of the main power supply is connected to the positive electrode of the backup power supply via a switch; the positive electrode of the main power supply is electrically connected to the EBS-ECU and the axle control module respectively; The commercial vehicle is a tractor; the air brake system also includes a trailer brake module, which includes a hand valve, an EBS trailer control valve, a brake handshake valve and a parking handshake valve; wherein, the air source is provided with two air outlets, one of which is respectively connected to the air inlet of the brake signal generator and the air inlet of the front axle pressure control module; the other air outlet of the air source is respectively connected to the air inlet of the hand valve and the air inlet of the EBS trailer control valve; the hand valve has one air outlet, and the air outlet of the hand valve is connected to the parking control port of the EBS trailer control valve; the air outlet of the brake signal generator is connected to the brake control port of the EBS trailer control valve; the brake air outlet of the EBS trailer control valve is connected to the brake handshake valve, and the parking air outlet of the EBS trailer control valve is connected to the parking handshake valve.

Images