A vehicle, powertrain, braking system and method of braking

Abstract

The application discloses a vehicle, a power system, a brake system and a brake method. The brake system comprises a relay valve, an electric control unit and a gas path control part; in addition to valve core, valve rod, four gas holes a-d, five gas chambers A-E, a gas cylinder and a vehicle brake gas chamber and other components, the relay valve further comprises a gas hole e, a gas hole f and a gas chamber F; the gas hole f is connected with the gas chamber F, the gas hole e is connected with the gas cylinder through the gas hole d, and the gas path control part is provided with a gas port I connected with the gas hole f, a gas port II connected with the gas hole e and a gas port III for external exhaust. The electric control unit can automatically control the on-off state of the three gas ports I, II and III according to a preset electric signal, thereby adjusting the flow direction of compressed air in and out of the relay valve, so that the size of the brake force on the vehicle wheel is adjusted through the circuit without stepping on the brake pedal.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to a braking system. It also relates to a powertrain system and a vehicle, including the aforementioned braking system. Furthermore, it relates to a braking method applied to the aforementioned powertrain system. Background Technology

[0002] Some vehicles use a semi-trailer brake air circuit for braking. Currently, in the semi-trailer brake air circuit, the brake air pressure of the brake valve is controlled by the air pressure in the vehicle control line. The driver can press the brake pedal to adjust the air pressure in the vehicle control line, thereby adjusting the brake air pressure of the brake valve and the braking force generated on the wheels.

[0003] Adjusting braking force using the brake pedal requires the driver to depress the pedal to adjust its travel, making it unsuitable for automatic vehicle control and causing various inconveniences. For example, when the driver manually depresses the brake pedal, it is difficult to precisely adjust the pedal travel according to the preset increase in braking force, and the driver's depressing action cannot respond promptly to signals from other devices in the vehicle, resulting in a significant lag in the driver's control of the brake pedal compared to the ideal timing for adjusting braking force. Summary of the Invention

[0004] The purpose of this application is to provide a braking system that, with slight modifications to the existing braking structure, enables the control and adjustment of braking force using electrical signals. Therefore, it is suitable for automatic vehicle control and can serve as the structural basis for automatic feedback control based on the magnitude of the braking force, thereby providing more flexible, timely, accurate, and safe control of vehicle driving and braking. Another purpose of this application is to provide a power system including the aforementioned braking system. Yet another purpose of this application is to provide a vehicle including the aforementioned power system. A further purpose of this application is to provide a braking method applied to the aforementioned power system.

[0005] To achieve the above objectives, this application provides a braking system including a relay valve having an air port, an air chamber, a valve stem, and a valve core;

[0006] The air vents include air vent a, air vent b, air vent c, and air vent d; the air chambers include air chambers A, B, C, D, and E, which are sequentially distributed along a first direction; air chamber A is connected to the vehicle control module through air vent a, air chamber B is connected to the vehicle brake air chamber through air vent b; air chamber C is connected to the vehicle inflation module through air vent c; air chamber D is connected to the air reservoir through air vent d, and air chamber E exhausts air to the outside;

[0007] Both the valve stem and the valve core float along a straight line in the first direction. The valve stem is located between air chamber A and air chamber B; the valve core is located between air chamber C and air chamber E; the valve core is connected to a spring I that extends and returns to its original position in the opposite direction of the first direction; air chamber C is connected to air chamber D through a one-way valve that opens to air chamber D; the valve core has a hole connecting air chamber B and air chamber E; the valve stem has a stop for sealing and exposing the hole; a gap channel is provided between air chamber B and air chamber D for communication when the valve stem approaches and pushes the valve core to move; the first direction is the direction in which the stop approaches the hole.

[0008] It also includes an electronic control unit and an air path control unit; the air port further includes air port e and air port f, and the air chamber further includes air chamber F located between air chamber A and air chamber B and below the valve stem; the air path control unit has air port I, air port II and external exhaust air port III; air port I is connected to air chamber F through air port f; air port II is connected to air port d through air port e; the electronic control unit is used to control the on / off state of air port I, air port II and air port III according to a preset electrical signal.

[0009] In some embodiments, the pneumatic control unit includes a first solenoid valve and a second solenoid valve; the inlet of the first solenoid valve is port x, and the outlets of the first solenoid valve are port y and port z; the inlet of the second solenoid valve is port v, and the outlet of the second solenoid valve is port w.

[0010] The x-port is the air inlet I;

[0011] The z-port is the air inlet II;

[0012] The w port, which is sequentially connected to the y port and the v port, is the air port III; the electronic control unit controls the opening and closing of both the first solenoid valve and the second solenoid valve.

[0013] In some embodiments, the relay valve, the first solenoid valve, and the second solenoid valve are integrated into a single assembly.

[0014] In some embodiments, the outer wall of the relay valve has two tubular ports extending outward perpendicular to the first direction; the cavities within the two tubular ports are respectively the air vent f and the air vent e.

[0015] In some embodiments, the vent e and the vent f are located on the same side of the relay valve.

[0016] In some embodiments, the valve stem and the valve core are coaxially distributed; the air chamber F is disposed between the air chamber A and the air chamber B along the first direction; both the air chamber A and the air chamber F are rotary cavities with the central axis of the valve stem as the axis; the maximum diameter of the air chamber F is not less than the maximum diameter of the air chamber A.

[0017] In some embodiments, a cylinder pressure sensor is further included for monitoring the braking energy recovery system; the electronic control unit controls the operation of the air circuit control unit based on the monitoring signal from the cylinder pressure sensor.

[0018] This application also provides a power system, including a braking energy recovery system and a braking system as described above.

[0019] This application also provides a vehicle including the power system described above.

[0020] This application also provides a braking method applied to the power system described above, comprising:

[0021] S1: Depress the brake pedal when the vehicle inflation module is open to achieve a constant preset braking force to brake the vehicle.

[0022] S2: Based on the operating status of the braking energy recovery system, the electronic control unit manipulates the air circuit control state of the air circuit control unit to adjust the magnitude of the preset braking force.

[0023] Compared to the aforementioned background technology, the braking system provided in this application includes a relay valve, an electronic control unit, and an air circuit control unit; wherein, the relay valve is connected to a vehicle control module, a vehicle brake chamber, a vehicle air charging module, and an air reservoir.

[0024] In addition to the valve stem, valve stem, air port a, air port b, air port c, air port d, air chamber A, air chamber B, air chamber C, air chamber D, and air chamber E of a conventional relay valve, the relay valve also has air port e, air port f, and air chamber F.

[0025] The five chambers of the relay valve—A, B, C, D, and E—are distributed sequentially along the first direction. Chamber A is connected to the vehicle control module via port a. When the vehicle's brake pedal is depressed, the vehicle control module activates, allowing compressed air to enter chamber A through port a. Chamber B is connected to the vehicle's brake chamber via port b. The compressed air entering chamber B flows into the vehicle's brake chamber through port b, generating braking force on the wheels and thus braking the vehicle. Chamber C is connected to the vehicle's air inflation module via port c, chamber D is connected to the air reservoir via port d, and chamber E exhausts air.

[0026] The valve stem of the relay valve is located between air chamber A and air chamber B; the valve core of the relay valve is located between air chamber C and air chamber E. Both the valve stem and the valve core float along the straight line of the first direction; the valve core is also connected to a spring I that extends and resets in the opposite direction of the first direction.

[0027] In addition, a one-way valve is provided between air chamber C and air chamber D. This one-way valve is exposed towards air chamber D and is used to allow compressed air in air chamber C to flow unidirectionally towards air chamber D. A gap channel is provided between air chamber B and air chamber D. When the valve stem approaches and pushes the valve core to move, the gap channel is exposed due to the movement of the valve core, and air chamber B and air chamber D are connected. Conversely, when the valve stem moves away from the valve core and disengages from it, the valve core extends and resets in the opposite direction under the action of spring I. The gap channel is blocked due to the movement of the valve core, and air chamber B and air chamber D are disconnected. The valve core has a through hole that connects air chamber B and air chamber E. The valve stem has a stop that moves towards and away from the valve core along the straight line of the first direction. When the valve stem is close to the valve core, the stop blocks the hole in the valve core, disconnecting air chamber B and air chamber E. Conversely, when the valve stem disengages from the valve core, the stop exposes the hole in the valve core, connecting air chamber B and air chamber E.

[0028] As for the electronic control unit and the air circuit control unit of the braking system, the electronic control unit is electrically connected to the air circuit control unit. The electronic control unit can manipulate the air circuit control unit to produce an action corresponding to the electrical signal through the electrical signal, so that the air port I, air port II and air port III of the air circuit control unit are either open or closed.

[0029] The air port I of the aforementioned air circuit control unit is connected to the air port f of the relay valve, and the air port f is connected to the air chamber F; the air port II of the aforementioned air circuit control unit is connected to the air port e of the relay valve, and the air port e can be connected to the air storage cylinder through the air port d; the air port III of the aforementioned air circuit control unit is connected to the outside and can be used to discharge the compressed air in the relay valve and the air circuit control unit to the outside.

[0030] When using the above braking system to control the vehicle's driving and braking, the vehicle's operation process can be divided into the first stage, the second stage, the third stage, the fourth stage, and the fifth stage based on the displacement input to the brake pedal and the preset electrical signal input to the electronic control unit.

[0031] In the first stage, the electronic control unit does not transmit electrical signals to the air circuit control unit, and the air circuit control unit does not interfere with the flow of compressed air inside and outside the relay valve. The driver has not yet pressed the brake pedal. In this stage, the vehicle inflation module introduces compressed air into air chamber C. The compressed air in air chamber C enters air chamber D and the air reservoir through a one-way valve. At the same time, due to the increase in air pressure in air chamber C, the emergency braking components, including valve core 14, move in the first direction, causing the valve stem and valve core to separate, thereby connecting air chambers B and E. As a result, there is no air pressure in the vehicle's brake air chambers, and no braking force is generated on the wheels.

[0032] In the second stage, the electronic control unit does not transmit electrical signals to the air circuit control unit, and the air circuit control unit does not interfere with the flow direction of compressed air inside and outside the relay valve. The driver depresses the brake pedal. In this stage, the vehicle control module introduces compressed air into air chamber A, and the valve stem moves along the first direction, for example, along... Figure 1 As the valve stem moves downwards, it contacts and compresses the valve core, causing the valve core to move downwards synchronously. This disconnects air chambers B and E, and connects air chambers B and D. Compressed air from the air reservoir enters air chamber B and the vehicle's brake chamber, braking the wheels. As compressed air from the air reservoir continues to enter air chamber B and the vehicle's brake chamber, the air pressure in air chamber B increases. Spring I drives the valve core and valve stem to move in the opposite direction of the first direction until air chambers B and D disconnect. At this point, the air pressure in air chamber B and the vehicle's brake chamber is constant, and the braking force on the wheels is constant.

[0033] In the third stage, the electronic control unit receives a first preset electrical signal. Based on this signal, the electronic control unit controls the air circuit control unit to connect air port I and air port II while disconnecting air port I and air port III, allowing the driver to maintain a constant brake pedal travel. During this stage, compressed air from the air reservoir enters air chamber F via the air circuit control unit, increasing the air pressure in chamber F. This causes the valve stem and valve core to separate, connecting air chambers B and E. Consequently, the air pressure in air chamber B and the vehicle's brake air chamber decreases, reducing the braking force applied to the wheels.

[0034] In the fourth stage, the electronic control unit (ECU) receives a second preset electrical signal and controls the air circuit control unit to operate accordingly. This disconnects air ports I and II, as well as air ports I and III, allowing the driver to maintain a constant brake pedal travel. During this stage, the air circuit control unit does not interfere with the compressed air flow inside and outside the relay valve. Therefore, the air pressure in chamber F remains stable, resulting in a balance between chambers A, B, and F, maintaining the reduced braking force from the second stage at a lower value.

[0035] In the fifth stage, the electronic control unit receives a third preset electrical signal. Based on this signal, the unit controls the air circuit control unit to disconnect air port I and air port II, and connect air port I and air port III, while maintaining the brake pedal travel constant. In this stage, compressed air is discharged from air chamber F through air port III of the air circuit control unit, causing a drop in air pressure within chamber F. This leads to an imbalance of forces on both sides of the valve stem along the first direction, causing the valve stem to move along the first direction and move the valve core along the first direction as well. This connects air chambers B and D, allowing compressed air from the air reservoir to enter chamber B, increasing the air pressure within chamber B and thus increasing the braking force on the wheels.

[0036] Furthermore, based on the fifth stage, the electronic control unit can be used to precisely and flexibly adjust the increase in braking force by controlling the movement of the air circuit control unit, so that the braking force can be restored to the initial braking value corresponding to the second stage, or the braking force can be maintained at a constant value that is less than the aforementioned initial braking value.

[0037] In summary, the braking system provided in this application adjusts the braking force applied to the wheels based on an electronic control unit (ECU) and a relay valve. Compared to conventional braking force adjustment methods, besides increasing and decreasing braking force by pressing the brake pedal, the ECU can also control the on / off states of air ports I, II, and III in the air circuit control unit to reduce and restore braking force. The aforementioned preset electrical signals, such as the first, second, and third preset electrical signals, can be manually pre-set in the ECU so that, under vehicle feedback control, the ECU can automatically manipulate the air circuit control unit. This not only adjusts the braking force but also allows for timely and accurate dynamic adjustment based on the vehicle's actual operating state, facilitating stable braking, improving the driver and passenger experience, and extending the lifespan of various vehicle components. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, 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 embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0039] Figure 1 This is a schematic diagram of the structure of a braking system in the prior art;

[0040] Figure 2 This is a schematic diagram of the relay valve provided in the embodiment of this application;

[0041] Figure 3 This is a schematic diagram of the braking system provided in an embodiment of this application;

[0042] Figure 4 This is a schematic flowchart of the braking method provided in an embodiment of this application.

[0043] Among them, 1-relay valve, 2-electronic control unit, 3-first solenoid valve, 4-second solenoid valve, 5-air reservoir, 6-vehicle brake chamber, 7-wheel, 8-vehicle control air circuit, 9-vehicle inflation air circuit, 10-one-way valve, 11-spring I, 12-spring II, 13-valve stem, 14-valve core, 15-cylinder pressure sensor. Detailed Implementation

[0044] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0045] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0046] Please refer to Figures 1 to 4 , Figure 1 This is a schematic diagram of the structure of a braking system in the prior art; Figure 2 This is a schematic diagram of the relay valve provided in the embodiment of this application; Figure 3 This is a schematic diagram of the braking system provided in an embodiment of this application; Figure 4 This is a schematic flowchart of the braking method provided in the embodiments of this application. In the above figures, a to f refer to the six vents a, b, c, d, e, and f, respectively; A to F refer to the six air chambers A, B, C, D, E, and F, respectively; and x, y, z, v, and w refer to the x port, y port, z port, v port, and w port, respectively.

[0047] This application provides a braking system, including a relay valve 1, an air circuit control unit connected to the relay valve 1, and an electronic control unit 2 electrically connected to the air circuit control unit.

[0048] In this embodiment, the relay valve 1 is provided with air holes, air chambers, a valve stem 13, and a valve core 14; the air holes include air hole a, air hole b, air hole c, air hole d, air hole e, and air hole f, and the air chambers include air chamber A, air chamber B, air chamber C, air chamber D, air chamber E, and air chamber F. Compared with a conventional relay valve 1, the valve core 14, valve stem 13, air holes a, b, c, and d, and air chambers A, B, C, D, and E can be regarded as the original structure of the relay valve 1; conversely, air holes e, f, and F can be regarded as the newly added structure of the relay valve 1 in this application.

[0049] To more clearly explain the operation of this braking system, we will first explain and illustrate the conventional vehicle braking method based on the original structure of the relay valve 1.

[0050] As can be seen from the above, the valve stem 13, valve core 14, the four air holes a to d, and the five air chambers A to E belong to the original structure of the relay valve 1.

[0051] Both the valve stem 13 and the valve core 14 float along a straight line in the first direction, so that when the stop of the valve stem 13 approaches and is in close contact with the valve core 14, it blocks the hole of the valve core 14; when the stop of the valve stem 13 moves away from the valve core 14, it exposes the hole of the valve core 14. The direction in which the stop of the valve stem 13 approaches the valve core 14 can be considered the first direction; conversely, the direction in which the stop of the valve stem 13 moves away from the valve core 14 can be considered the second direction. Clearly, the second direction is the reverse of the first direction.

[0052] Air chambers A, B, C, D, and E are distributed sequentially along the first direction. Taking the first direction as... Figure 2 Taking the vertically downward direction as an example, air chambers A, B, C, D, and E are distributed from top to bottom. Air chamber A is connected to the vehicle control module via air port a; air chamber B is connected to the vehicle brake air chamber 6 via air port b; air chamber C is connected to the vehicle inflation module via air port c; air chamber D is connected to the air reservoir 5 via air port d; and air chamber E exhausts air to the outside. The vehicle control module includes a vehicle control air passage 8 directly connected to air port a, and the vehicle inflation module includes a vehicle inflation air passage 9 directly connected to air port c.

[0053] The valve stem 13 is located between air chamber A and air chamber B, while the valve core 14 is located between air chamber C and air chamber E. Furthermore, the orifice of the valve core 14 connects air chamber B and air chamber E, and the valve core 14 is also connected to a spring I11 that extends and resets in a second direction. Air chamber C is connected to air chamber D via a one-way valve 10, which is open to air chamber D, ensuring that gas can only flow from air chamber C to air chamber D and cannot flow in the opposite direction. A gap channel is provided between air chamber B and air chamber D. When the valve stem 13 approaches and pushes the valve core 14 in the first direction, the valve stem 13 compresses the spring I11 through the valve core 14, at which point the gap channel is connected, and air chamber B and air chamber D are connected. Conversely, when the force applied to the valve core 14 by the valve stem 13 is removed, the spring I11 extends and resets in the second direction, causing the gap channel between air chamber B and air chamber D to be blocked, thus disconnecting air chamber B and air chamber D.

[0054] It is important to emphasize here that references are available. Figure 2 The aforementioned clearance channel exists due to the assembly relationship between the top of the valve core 14 and adjacent components. Therefore, when the valve stem 13 moves towards... Figure 2 When the valve stem 13 moves downward and presses the valve core 14 downward, the top of the valve core 14 disengages from the aforementioned components, and the gap channel is exposed, thus connecting the air chambers B and D. Conversely, when the valve stem 13 removes the force applied to the valve core 14, the valve core 14 moves upward under the action of the spring 111, thus resetting. At this time, the top of the valve core 14 re-adheres to the aforementioned components, causing the gap channel to be blocked, which in turn causes the air chambers B and D to disconnect.

[0055] Regarding the original structure of relay valve 1, the following describes the vehicle's normal braking state in stages.

[0056] In the first stage, the actions of each component in the braking system are as follows:

[0057] When the vehicle starts, the vehicle inflation module activates, allowing compressed air to be introduced into air chamber C through air port c, filling the entire chamber. The compressed air in air chamber C applies pressure in the first direction to the emergency braking assembly, including valve core 14, compressing spring II 12 connected to the emergency braking assembly. This causes valve core 14 to move in the first direction, separating it from valve stem 13. The stop block of valve stem 13 then no longer blocks the orifice of valve core 14, allowing air chambers B and E to connect. Since air chamber B is connected to the vehicle brake air chamber 6 through air port b, and air chamber E exhausts air, when air chambers B and E are connected, there is no air pressure inside the vehicle brake air chamber 6, and therefore, the vehicle brake air chamber 6 does not operate and does not generate braking force on the wheels 7. Simultaneously, the compressed air filling air chamber C flows through one-way valve 10 to air chamber D, and then into air reservoir 5, which is connected to air chamber D, where it stores air.

[0058] The emergency braking assembly refers to the valve core 14 and an assembly of multiple components adjacent to the valve core 14, as shown in the reference. Figure 2 A spring I11 is circumferentially mounted on the valve core 14; the bottom axial end of the spring I11 abuts against a valve body component, denoted as component one; another valve body component, denoted as component two, is circumferentially mounted around the outside of the spring I11, and the bottom end of component two abuts against the top axial end of the spring II12. In other words, the emergency braking assembly is an assembly of the valve core, spring I11, spring II12, and the aforementioned components one and two.

[0059] When valve stem 13 moves Figure 2 When the valve core 14 is pressed downwards as shown, if only the valve core 14 moves downwards and compresses the spring I11, while other components of the emergency braking assembly do not generate [something], [the following occurs]. Figure 2 The vertical displacement shown causes the axial top surface of valve core 14 to separate from part two. The gap created by the separation of valve core 14 and part two is the gap channel mentioned above. It can be seen that when the axial top surface of valve core 14 separates from part two, the gap channel is exposed; when the axial top surface of valve core 14 is in close contact with part two, the gap channel is blocked.

[0060] In the first stage, the vehicle brake chamber 6 of the braking system has not yet generated braking force on the wheels 7. Based on the first stage, the driver can apply braking force to the wheels 7 by pressing the brake pedal, thereby slowing down the wheels 7 and allowing the vehicle to enter the second stage.

[0061] In the second stage, the actions of each component in the braking system are as follows:

[0062] When the driver depresses the brake pedal, the vehicle control module supplies compressed air into air chamber A through vent a. (In the first direction...) Figure 2 Taking the vertically downward direction as an example, with valve stem 13 located between air chamber A and air chamber B, air chamber A is above valve stem 13. The compressed air filling air chamber A will push valve stem 13 downward, causing valve stem 13 to move vertically downward until it presses against the top of valve core 14 and drives valve core 14 to move downward simultaneously. Since valve stem 13 presses against valve core 14 and drives valve core 14 to move downward, the stop of valve stem 13 blocks the hole of valve core 14, causing air chamber B and air chamber E to disconnect, and simultaneously causing the gap channel between air chamber B and air chamber D to open. It is known that air chamber D is connected to air reservoir 5 through air hole d. Therefore, the compressed air flowing into air reservoir 5 in the first stage flows into air chamber B through air hole d and air chamber D. Air chamber B is connected to vehicle brake air chamber 6 through air hole b. Therefore, the aforementioned compressed air flows into vehicle brake air chamber 6. Under the action of the aforementioned compressed air, vehicle brake air chamber 6 generates braking force on wheel 7, causing wheel 7 to decelerate.

[0063] In the second stage, compressed air in the air reservoir 5 gradually flows into air chamber B, causing the air pressure in air chamber B to gradually increase. Once the air pressure in air chamber B increases to equal the air pressure in air chamber A, bringing the air pressures in air chambers A and B into equilibrium, the force exerted by air chamber B on valve stem 13 in the second direction is equal to the force exerted by air chamber A on valve stem 13 in the first direction. At this point, spring I11, connected to valve core 14, extends and resets in the opposite direction of the first direction, i.e., the second direction, causing valve core 14 and valve stem 13 to move in the second direction. Figure 2 In this case, spring I11 drives valve core 14 and valve stem 13 to move vertically upward until the gap passage between air chamber B and air chamber D returns from an open state to a blocked state, thereby disconnecting air chamber B and air chamber D. At this time, the air pressure in air chamber B and the vehicle brake air chamber 6 connected to air chamber B is constant, and the braking force generated by the aforementioned vehicle brake air chamber 6 on the wheel 7 is constant.

[0064] The first and second stages described above represent conventional vehicle braking methods based on the existing structure of relay valve 1. Clearly, if the driver does not adjust the brake pedal travel by pressing it, the air pressure within the vehicle control module, driven and controlled by the brake pedal, remains constant. Consequently, the air pressure in air chamber A remains constant, and the final state achievable by air chamber B in the second stage remains constant. The braking force exerted on wheel 7 by vehicle brake chamber 6, connected to air chamber B, remains constant. However, if the driver presses the brake pedal in the second stage, the air pressure in air chamber A can be changed by manipulating the vehicle control module. The air pressure in air chamber B then dynamically adjusts accordingly, ultimately enabling vehicle brake chamber 6 to brake wheel 7 with another constant braking force.

[0065] When the braking force needs to be adjusted but the driver is unable to adjust the brake pedal or finds it difficult to precisely adjust the brake pedal travel, the braking system provided in this application can adjust the magnitude of the braking force through circuit control of the electronic control unit 2 to address this situation. Clearly, when the braking force applied to the wheels 7 by this braking system can be adjusted through circuit control of the electronic control unit 2, the braking system can be integrated into the vehicle's control system, which is beneficial for the vehicle's automated control.

[0066] Next, the structure and connection relationships of the braking system will be further explained:

[0067] As can be seen above, based on the conventional relay valve 1, this braking system adds three additional components: air port e, air port f, and air chamber F. Furthermore, the braking system also includes an electronic control unit 2 and an air circuit control unit. This braking system utilizes the electronic control unit 2 and the air circuit control unit to change the balance between air chambers A, B, and F, thereby altering the air pressure within air chamber B and consequently changing the braking force.

[0068] The gas path control unit has gas port I, gas port II, and gas port III, and the on / off states of all three ports are adjustable. For example, when gas port I is closed, gas cannot enter the gas path control unit; when gas port I is open, gas can enter the gas path control unit. When gas port I is open, at most one of gas ports II and III can be open. For example, when gas port II is open and gas port III is closed, the gas entering the gas path control unit can flow out through gas port II; when gas port II is closed and gas port III is open, the gas entering the gas path control unit can flow out through gas port III. Gas port III exhausts gas to the outside, and its inlet is connected to gas hole f. Gas port II is connected to gas hole e.

[0069] One end of the aforementioned vent f is connected to the vent I, and the other end is connected to the vent F. Furthermore, the vent F is located between vent A and vent B, and is situated below the valve stem 13.

[0070] One end of the aforementioned air hole e is connected to air port II and the other end is connected to air hole d. In other words, the air chamber D is not only connected to the air storage cylinder 5, but also connected to the air circuit control unit through air hole e and air port II.

[0071] The braking system controls the on / off states of air ports I, II, and III in the air circuit control unit through the electronic control unit 2. When the electronic control unit 2 receives a first preset electrical signal, it connects air ports I and II and disconnects air ports I and III; when the electronic control unit 2 receives a second preset electrical signal, it disconnects air ports I and II and disconnects air ports I and III; when the electronic control unit 2 receives a third preset electrical signal, it disconnects air ports I and II and connects air ports I and III. Specifically, connecting air inlet I and air inlet II while cutting off air inlet I and air inlet III means that the electronic control unit 2 opens air inlet I and air inlet II and cuts off air inlet III; cutting off air inlet I and air inlet II while cutting off air inlet I and air inlet III means that the electronic control unit 2 cuts off at least any two of air inlet I, air inlet II and air inlet III simultaneously; cutting off air inlet I and air inlet II while connecting air inlet I and air inlet III means that the electronic control unit 2 opens air inlet I and air inlet III and cuts off air inlet II.

[0072] It can be seen that when the driver manually or the vehicle automatically sends the first preset electrical signal, the second preset electrical signal, and the third preset electrical signal to the electronic control unit 2, the electronic control unit 2 generates corresponding control effects on the relay valve 1, including the air chamber F, through the air circuit control unit, air port e, and air port f.

[0073] Based on the above-mentioned structure and connection relationship of the braking system, and building upon the first and second stages described above, the braking method of the vehicle will be further explained and described in stages below.

[0074] It is known that the air pressure in air chamber B is constant in the second stage, and air chamber B and air chamber A are in a state of equilibrium. Therefore, the vehicle brake air chamber 6 connected to air chamber B generates a constant braking force to the wheel 7. If it is necessary to reduce the braking force without adjusting the brake pedal, a first preset electrical signal can be sent to the electronic control unit 2, and the vehicle enters the third stage.

[0075] In the third stage, the various components of the braking system operate as follows:

[0076] When the electronic control unit 2 receives the first preset electrical signal, it automatically controls the on / off state of air ports I, II, and III within the air path control unit, achieving connection between air ports I and II and disconnection between air ports I and III. Since air port I is connected to air chamber F via air hole f, and air port II is connected to air storage cylinder 5 via air holes e, d, and air chamber D, when air ports I and II are connected, compressed air in air storage cylinder 5 flows into air chamber F sequentially via air chamber D, air hole d, air hole e, air port II, air port I, and air hole f, causing an increase in air pressure within air chamber F. (The first direction is...) Figure 2Taking the vertically downward direction as an example, air chamber A is located above air chamber B, while air chamber F is located between air chambers A and B. Air chamber F is located below valve stem 13. Therefore, when the air pressure in air chamber F increases, the air pressure in air chamber A is less than the sum of the air pressures in air chambers F and B. The force on the lower side of valve stem 13 increases, causing valve stem 13 to move upward. However, valve core 14, located below air chamber F, is constrained by the emergency braking assembly above valve core 14 and will not move upward with valve stem 13. Therefore, the stop of valve stem 13 disengages from the hole of valve core 14. After the hole of valve core 14 is exposed, it connects air chamber B and air chamber E. The compressed air in air chamber B and the compressed air in vehicle brake air chamber 6 connected to air chamber B will be discharged to the outside through air chamber E, which will cause the air pressure in vehicle brake air chamber 6 to drop. Therefore, the braking force generated by vehicle brake air chamber 6 on wheel 7 decreases. This is the third stage. As can be seen, in the third stage, the electronic control unit 2 can reduce the braking force generated by the vehicle's brake chamber 6 on the wheels 7 by using the first preset electrical signal for circuit control.

[0077] It is known that in the second stage, the air pressure in air chamber B is equal to the air pressure in air chamber A, and air chamber A and air chamber B are in a state of equilibrium. After entering the third stage, controlling the air pressure in air chamber F can adjust the equilibrium state of air chamber A, air chamber F and air chamber B. If the electronic control unit 2 still controls the air circuit control unit with the first preset electrical signal at this time, the air pressure in air chamber F will still change. Therefore, in order to stabilize the air pressure in air chamber F, the electronic control unit 2 needs to control the air circuit control unit with the second preset electrical signal to cut off at least two of the three air ports I, II and III. This will result in the disconnection of air ports I and II and the disconnection of air ports I and III. At this time, the vehicle enters the fourth stage.

[0078] In the fourth stage, the specific actions of each component of the braking system are as follows:

[0079] When the electronic control unit 2 receives the second preset electrical signal, it automatically controls the on / off state of air ports I, II, and III within the air path control unit, causing at least two of these three ports to be disconnected, for example, all three to be disconnected. This achieves the disconnection of both air ports I and II, and air ports I and III. The disconnection of air ports I and II causes the air storage cylinder 5 to stop supplying compressed air into the air chamber F, and since air ports I and III are also disconnected, the air pressure in the air chamber F remains constant.

[0080] As can be seen, the electronic control unit 2, which receives the second preset electrical signal, uses the pneumatic control unit to maintain the air pressure in the air chamber F at a constant state. At this time, the air pressure in air chamber F and air chamber A is constant. In the third state, connecting air chamber B and air chamber E will inevitably cause the air pressure in air chamber B to drop. As the air pressure in air chamber B drops, the force exerted by air chamber B on valve stem 13 decreases, causing valve stem 13 to move along the first direction, for example, along... Figure 2 As shown, the valve stem 13 moves downwards, causing the stop block of the valve stem 13 to approach and eventually press against the valve core 14, sealing the hole inside the valve core 14 and ultimately disconnecting air chambers B and E. Air chambers A, B, and F then reach a new equilibrium, with the vehicle brake chamber 6 connected to air chamber B providing a lower and more stable braking force to the wheel 7. In short, in the fourth stage, the braking force generated by the vehicle brake chamber 6 on the wheel 7 can be maintained at a lower and constant value. It should be noted that this lower and constant value is evaluated with reference to the braking force generated by the vehicle brake chamber 6 on the wheel 7 in the second stage.

[0081] Based on the fourth stage mentioned above, if it is necessary to increase the braking force to the upper limit of the braking force in the second stage, in order to adjust the air pressure in the vehicle control module and air chamber A without relying on the brake pedal, a third preset electrical signal can be sent to the electronic control unit 2 to cut off air port I and air port II and connect air port I and air port III. At this time, the vehicle will enter the fifth stage.

[0082] In the fifth stage, the various components of the braking system operate as follows:

[0083] When the electronic control unit 2 receives the third preset electrical signal, it automatically controls the on / off state of air ports I, II, and III within the air circuit control unit, connecting air ports I and III while disconnecting air ports I and II. When air ports I and III are connected, air chamber F is opened to the outside through air hole f, air ports I and III, causing compressed air in air chamber F to be discharged to the outside, resulting in a decrease in air pressure within air chamber F. After the air pressure in air chamber F decreases, the balance between air chambers A, F, and B in the fourth stage is broken, specifically, the air pressure in air chamber A is greater than the sum of the air pressures in air chambers F and B. In this state, Figure 2Taking the indicated orientation as an example, the supporting force on the lower part of valve stem 13 decreases, resulting in a greater force on the upper part of valve stem 13 than on the lower part. Therefore, valve stem 13 causes valve core 14 to move downwards, exposing the gap channel between air chambers B and D, thus connecting air chambers B and D. At this time, compressed air in the air reservoir 5 connected to air chamber D enters air chamber B through the gap channel, causing the air pressure in both air chamber B and the vehicle brake air chamber 6 connected to air chamber B to rise. As the gas in air chamber F completely flows out, the gas in air chamber D flows into air chamber B, causing the air pressure in air chamber B to gradually increase. At this point, valve stem 13 moves along a second direction under the combined action of air chambers A and B, for example, along... Figure 2 As shown, it moves upward until the valve core 14 moves upward under the action of the spring I11 to block the gap passage, thus isolating the air chamber B from the air chamber E, thereby increasing the braking force applied by the vehicle brake air chamber 6 to the wheel 7.

[0084] Based on the fifth stage mentioned above, the trend of air pressure change in air chamber F is not unique.

[0085] For example, the air pressure in chamber F can gradually decrease to 0, while the air pressure in chamber B gradually increases to equal the air pressure in chamber A. There are two key states in this pressure change trend. In the first key state, based on the fourth stage, when the air pressure in chamber F has not yet decreased to 0 and the air pressure in chamber B has not yet increased to equal the air pressure in chamber A, the electronic control unit 2 stops sending the third preset electrical signal to the air circuit control unit and instead sends the second preset electrical signal to the air circuit control unit, keeping the air pressure in chamber F constant. At this time, the air pressure in chamber F is greater than 0 but less than the air pressure value corresponding to when the air pressure in chamber F began to decrease. Simultaneously, the air pressure in chamber A is constant, and the air pressure in chamber A is greater than the sum of the air pressures in chambers F and B. Under the combined action of chambers A, F, and B, the valve stem 13 moves along the first direction, for example, along... Figure 2 As shown, the valve moves downward, opening valve core 13 and allowing gas from air chamber D to enter air chamber B, increasing the air pressure in air chamber B. This continues until the sum of the air pressures in air chamber B and F approaches the air pressure in air chamber A. At this point, air chambers B, F, and A reach equilibrium. Valve core 14, under the action of spring I11, moves upward to block the gap passage, isolating air chamber B from air chamber E. At this time, the air pressure in air chamber B increases to a certain value but remains less than the air pressure in air chamber A. Correspondingly, the braking force exerted by vehicle brake chamber 6 on wheel 7 increases to a constant value, which is less than the braking force exerted by vehicle brake chamber 6 on wheel 7 in the second stage. The second characteristic state is that the air pressure in air chamber F drops to 0 and the air pressure in air chamber B rises to be equal to the air pressure in air chamber A, so that air chambers A and B return to a state of equilibrium. At this time, the braking force applied by the vehicle's brake air chamber 6 to the wheel 7 is equal to the braking force applied by the vehicle's brake air chamber 6 to the wheel 7 in the second stage.

[0086] For example, the air pressure in chamber F can first increase and then decrease. The specific actions of each component corresponding to this air pressure change trend are as follows: Based on the first indicative state mentioned above, the electronic control unit 2 stops sending the second preset electrical signal to the air circuit control unit and instead sends the first preset electrical signal to the air circuit control unit, connecting air port I and air port II and cutting off air port I and air port III, so that the airflow in chamber D re-enters the compressed gas, and so that the relay valve re-enters the state of the third stage mentioned above. In summary, in addition to controlling the vehicle's driving and braking according to the first and second stages mentioned above, the braking system provided by this application can also control the vehicle's braking effect according to the third, fourth, and fifth stages mentioned above. Specifically, between the third and fourth stages, the reduction in braking force can be adjusted as needed by controlling the exact moment when sending the first preset electrical signal to the electronic control unit 2 stops and when sending the second preset electrical signal begins, maintaining the braking force at a specific, relatively small value. In the fifth stage, the increase in braking force can be adjusted as needed by controlling the exact moment when sending the third preset electrical signal to the electronic control unit 2 stops and when sending the second preset electrical signal begins, maintaining the braking force at a specific, relatively large value. This relatively large value is greater than the aforementioned relatively small value, but it does not exceed the vehicle's braking force in the second stage.

[0087] Compared to conventional vehicle braking control methods, the braking system provided in this application does not require adjusting the braking force by pressing the brake pedal after braking is initiated. In other words, it does not require changing the air pressure in air chamber A to adjust the braking force. Instead, it can control the working state of the air circuit control unit and the relay valve 1 by changing the preset electrical signal sent to the electronic control unit 2, thereby changing the air pressure balance between air chamber F, air chamber A, and air chamber B, and thus adjusting the air pressure in air chamber B, thereby adjusting the braking force.

[0088] Of course, the braking system provided in this application does not exclude conventional braking force adjustment methods. That is, in addition to adjusting the braking force using the third to fifth stages mentioned above, the driver can still change the air pressure in air chamber A by pressing the brake pedal. When the driver presses the brake pedal to change the air pressure in air chamber A, causing the air pressure in air chamber A to increase or decrease from a certain constant value to another constant value, the braking air pressure in the vehicle's brake air chamber 6 in the aforementioned third to fifth stages will also increase or decrease proportionally. The braking system provided in this application will be further described below with reference to the accompanying drawings and embodiments.

[0089] Regarding the pneumatic control unit used in the above embodiments, a specific implementation method is provided below.

[0090] The pneumatic control unit may include a first solenoid valve 3 and a second solenoid valve 4, both of which are electrically connected to the electronic control unit 2.

[0091] The first solenoid valve 3 has three ports: x, y, and z. Port x is generally considered the inlet of the first solenoid valve 3, while ports y and z are considered its outlets. In other words, the first solenoid valve 3 is a two-position three-way valve, and the electronic control unit 2 controls its opening and closing. In the various embodiments provided in this application, when the electronic control unit 2 opens the first solenoid valve 3, it means that ports x and z are connected; when the electronic control unit 2 closes the first solenoid valve 3, it means that ports x and y are connected.

[0092] The second solenoid valve 4 has two ports, V and W. V is generally considered the inlet of the second solenoid valve 4, and W is considered its outlet. In other words, the second solenoid valve 4 is a two-position, two-way valve. The electronic control unit 2 controls the opening and closing of the second solenoid valve 4. In the various embodiments provided in this application, when the electronic control unit 2 opens the second solenoid valve 4, it means that V and W are connected; when the electronic control unit 2 closes the solenoid valve, it means that V and W are disconnected.

[0093] In this braking system, the x-port of the first solenoid valve 3 is connected to the air port f of the relay valve 1, and the z-port of the first solenoid valve 3 is connected to the air port e of the relay valve 1; the y-port of the second solenoid valve 4 is connected to the v-port of the second solenoid valve 4, and the w-port of the second solenoid valve 4 faces outward. Therefore, the x-port of the first solenoid valve 3 is the air port I of the air circuit control unit, the z-port of the first solenoid valve 3 is the air port II of the air circuit control unit, and the w-port, which is sequentially connected to the y-port and v-port, is the air port III of the air circuit control unit.

[0094] When the electronic control unit 2 only opens the first solenoid valve 3, the second solenoid valve 4 is in the closed state. At this time, port x is connected to port z, port x is disconnected from port y, and port v is disconnected from port w, thus connecting air port I and air port II while cutting off air port I and air port II. It can be seen that the state in which the electronic control unit 2 only opens the first solenoid valve 3 corresponds to the state in which the electronic control unit 2 receives the first preset electrical signal. Conversely, the first preset electrical signal is used to enable the electronic control unit 2 to open the first solenoid valve 3 and close the second solenoid valve 4.

[0095] When the electronic control unit 2 only opens the second solenoid valve 4, the first solenoid valve 3 is in the closed state. At this time, ports x and y are connected, ports x and z are disconnected, and ports v and w are connected, thus cutting off air ports I and II while connecting air ports I and III. It can be seen that the state in which the electronic control unit 2 only opens the second solenoid valve 4 corresponds to the state in which the electronic control unit 2 receives the third preset electrical signal. Conversely, the third preset electrical signal is used to enable the electronic control unit 2 to open the second solenoid valve and close the first solenoid valve 3.

[0096] When the electronic control unit 2 simultaneously closes the first solenoid valve 3 and the second solenoid valve 4, ports x and y are connected, ports x and z are disconnected, and ports v and w are disconnected, thus cutting off air ports I and II, as well as air ports I and III. It can be seen that the state of the electronic control unit 2 simultaneously closing the first solenoid valve 3 and the second solenoid valve 4 corresponds to the state of the electronic control unit 2 receiving the second preset electrical signal. Conversely, the second preset electrical signal is used to enable the electronic control unit 2 to close both the first solenoid valve 3 and the second solenoid valve 4.

[0097] When the first solenoid valve 3 and the second solenoid valve 4 are used to control the air ports I, II and III of the air circuit control unit, on the one hand, the first solenoid valve 3 and the second solenoid valve 4 can be conventional two-position three-way valves and two-position two-way valves, which helps to simplify the modification of the vehicle's original braking system and reduce production costs; on the other hand, controlling the opening and closing of the solenoid valves using circuits and related programs is a mature technology. Therefore, it is easy to implement the opening and closing of the first solenoid valve 3 and the second solenoid valve 4 using the electronic control unit 2, and it is easy to modify the vehicle's original braking system.

[0098] The above text only uses the pneumatic control unit assembled from two-position three-way valves and two-position two-way valves as an example to illustrate the connection relationship and control method between the electronic control unit 2 and the pneumatic control unit. Other pneumatic control structures that can achieve the same function are not excluded.

[0099] When the pneumatic control unit of this application adopts a two-position three-way valve as the first solenoid valve 3 and a two-position two-way valve as the second solenoid valve 4, the relay valve 1, the first solenoid valve 3 and the second solenoid valve 4 can be integrated and assembled to fix the three relatively. For example, the relay valve 1, the first solenoid valve 3 and the second solenoid valve 4 can be fixedly installed on the same base.

[0100] Since relay valve 1, first solenoid valve 3, and second solenoid valve 4 are all relatively independent and complete assemblies, they are easy to integrate, facilitating their subsequent installation as a unified whole within the vehicle. After integrating relay valve 1, first solenoid valve 3, and second solenoid valve 4, their relative positions are stable. Connecting these three components via piping helps ensure their airtightness, thereby guaranteeing the braking system's precision in adjusting braking force.

[0101] In the above embodiments, a flexible hose is generally used to connect the relay valve 1, the first solenoid valve 3, and the second solenoid valve 4. To facilitate the connection of the hose between the x-port of the first solenoid valve 3 and the vent f of the relay valve 1, a tubular interface can be provided on the outer wall of the relay valve 1, with the cavity within this tubular interface serving as the vent f, thereby allowing the flexible hose to be fitted onto the aforementioned tubular interface. The aforementioned tubular interface extends outward from the outer wall of the relay valve 1, and the direction of extension is perpendicular to the first direction.

[0102] Similarly, in order to conveniently connect the z port of the first solenoid valve 3 and the air port e of the relay valve 1 using a flexible hose, another tubular interface can be provided on the outer wall of the relay valve 1, with the cavity inside the tubular interface serving as the air port e.

[0103] Furthermore, the aforementioned air vent f and air vent e can be located on the same side of the relay valve 1, for example, as follows: Figure 2 As shown in the diagram, both air holes f and e are located on the left side of relay valve 1. This makes it easier to arrange multiple hoses when connecting relay valve 1 and the air circuit control unit with hoses, and thus less likely to get tangled.

[0104] Typically, valve stem 13 and valve core 14 are coaxially distributed within relay valve 1; air chamber F is located between air chamber A and air chamber B along the first direction, and air chamber F is closer to the outer housing of relay valve 1.

[0105] For example, the air chambers A and F of the relay valve 1 are both configured as rotary chambers with the central axis of the valve stem 13 as the axis; similarly, the air chamber B of the relay valve 1 can also be configured as a rotary chamber with the central axis of the valve stem 13 as the axis.

[0106] Both air chamber A and air chamber B are cylindrical rotating cavities, and the diameters of air chamber A and air chamber B are the diameters of their respective cylindrical rotating cavities. Air chamber F is an annular rotating cavity with a maximum diameter and a minimum diameter. The maximum diameter of air chamber F is not less than the maximum diameter of air chamber A. For example, the maximum diameter of air chamber F can be equal to the maximum diameter of air chamber A, and the minimum diameter of air chamber F is close to the maximum diameter of air chamber B.

[0107] In the example above, the air chamber F is added in the area near the relay valve 1, which has little impact on the original structure of the relay valve 1, such as the valve stem 13, valve core 14, air holes a to d, and air chambers A to E.

[0108] Furthermore, the braking system provided in this application also includes a cylinder pressure sensor 15 for monitoring the braking energy recovery system.

[0109] The regenerative braking system is a separate system within the vehicle from the main braking system. When the main braking system is used to control braking, the regenerative braking system is integrated into the vehicle's drivetrain, including the wheel hubs. The regenerative braking system recovers the energy from wheel hub braking, converts it into electrical energy, and stores it in the system's battery.

[0110] Since the aforementioned driving resistance can also exert a braking effect on wheel 7, if the braking system maintains its original braking force on wheel 7, the actual braking force on wheel 7 will suddenly increase, causing a noticeable jolt for the driver and other passengers, severely interfering with the vehicle's stability. Therefore, it is necessary to adjust the braking force of the braking system on wheel 7 in a timely manner according to the working status of the regenerative braking system.

[0111] When using a conventional braking system, the driver needs to adjust the braking force by adjusting the travel of the brake pedal. For example, the braking force on the wheel 7 needs to be adjusted by adjusting the pedal's depressor angle. However, the pedal depressor angle is difficult to control precisely, resulting in the braking force adjustment effect being greatly affected by the driver's skill level. It can also easily lead to the timing of the brake pedal being depressed being significantly delayed compared to the timing of the brake energy recovery system engaging with the wheel hub. To address this, the braking system provided in this application uses preset electrical signals, such as a first preset electrical signal, a second preset electrical signal, and a third preset electrical signal, to control the electronic control unit 2. The electronic control unit 2 then controls the operation of the air circuit control unit and the relay valve 1 to adjust the magnitude of the braking force applied to the wheel 7 by the braking system.

[0112] In order to make the braking force applied to the wheel 7 by the braking system change dynamically and accurately in accordance with the driving resistance applied to the wheel hub by the braking energy recovery system, in this embodiment, the braking system also includes a cylinder pressure sensor 15. The cylinder pressure sensor 15 is used to monitor the working status of the braking energy recovery system. The electronic control unit 2 controls the operation of the air circuit control unit according to the monitoring signal of the cylinder pressure sensor 15. That is to say, under the action of the cylinder pressure sensor 15, the electronic control unit 2 can control the operation of the air circuit control unit according to the working status of the braking energy recovery system. For example, when the driving resistance applied to the wheel hub by the regenerative braking system increases, the electronic control unit 2 can control the air circuit control unit to operate according to the first preset electrical signal, thereby reducing the braking force applied to the wheel 7 by the vehicle's brake chamber 6; when the driving resistance applied to the wheel hub by the regenerative braking system decreases, the electronic control unit 2 can control the air circuit control unit to operate according to the third preset electrical signal, thereby increasing the braking force applied to the wheel 7 by the vehicle's brake chamber 6; when the driving resistance applied to the wheel hub by the regenerative braking system remains at a certain constant value, the electronic control unit 2 can maintain the magnitude of the braking force applied to the wheel 7 by the vehicle's brake chamber 6 according to the second preset electrical signal after the first or third preset electrical signal.

[0113] Based on the various embodiments mentioned above, this application also provides a power system, including a braking energy recovery system and a braking system as described above.

[0114] Regarding the regenerative braking system alone, it is existing technology, so relevant content in existing technology can be referenced.

[0115] This application also provides a vehicle including the aforementioned power system.

[0116] For example, the vehicle is a semi-trailer that includes a brake energy recovery system and a braking system, wherein the electric drive axle of the brake energy recovery system of the semi-trailer is the axle of the brake chamber 6 in the braking system.

[0117] Similarly, all other structures in the vehicle, except for the braking system, can refer to existing technologies.

[0118] Furthermore, this application also provides a braking method applied to the power system described above, comprising:

[0119] S1: Depress the brake pedal when the vehicle inflation module is open to achieve a constant preset braking force to brake the vehicle.

[0120] S2: Based on the operating status of the braking energy recovery system, the electronic control unit 2 controls the air circuit control state of the air circuit control unit to adjust the magnitude of the preset braking force.

[0121] The specific actions and functional principles of the vehicle corresponding to step S1 above can be referred to the detailed explanations in the first and second stages above. The specific actions and functional principles of the vehicle corresponding to step S2 above can be referred to the detailed explanations in the third, fourth and fifth stages above. In addition, step S2 can also be referred to the detailed explanations given in this article regarding the regenerative braking system.

[0122] The vehicle, power system, braking system, and braking method provided in this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are merely for the purpose of helping to understand the method and core ideas of this application. It should be noted that those skilled in the art can make various improvements and modifications to this application without departing from its principles, and these improvements and modifications also fall within the protection scope of the claims of this application.

Claims

1. A braking system, characterized in that, Including a relay valve (1) having an air hole, an air chamber, a valve stem (13) and a valve core (14); The air vents include air vent a, air vent b, air vent c, and air vent d; the air chambers include air chambers A, B, C, D, and E arranged sequentially along a first direction; air chamber A is connected to the vehicle control module through air vent a, air chamber B is connected to the vehicle brake air chamber (6) through air vent b; air chamber C is connected to the vehicle inflation module through air vent c; air chamber D is connected to the air storage cylinder (5) through air vent d, and air chamber E exhausts air to the outside; Both the valve stem (13) and the valve core (14) float along the straight line of the first direction. The valve stem (13) is located between the air chamber A and the air chamber B. The valve core (14) is located between the air chamber C and the air chamber E. The valve core (14) is connected to a spring I (11) that extends and resets in the opposite direction of the first direction. The air chamber C is connected to the air chamber D through a one-way valve (10) that opens to the air chamber D. The valve core (14) has a hole that connects the air chamber B and the air chamber E. The valve stem (13) has a stop for sealing and exposing the hole. A gap channel is provided between the air chamber B and the air chamber D for connecting when the valve stem (13) approaches and pushes the valve core (14) to move. The first direction is the direction in which the stop approaches the hole. It also includes an electronic control unit (2) and an air path control unit; the air holes also include air holes e and f, and the air chamber also includes an air chamber F located between the air chamber A and the air chamber B and below the valve stem (13); the air path control unit has an air port I, an air port II and an external exhaust air port III; the air port I is connected to the air chamber F through the air hole f; the air port II is connected to the air hole d through the air hole e; The electronic control unit (2) is used to control the on / off state of the air port I, the air port II and the air port III according to a preset electrical signal; The pneumatic control unit includes a first solenoid valve (3) and a second solenoid valve (4); the inlet of the first solenoid valve (3) is port x, and the outlets of the first solenoid valve (3) are port y and port z; the inlet of the second solenoid valve (4) is port v, and the outlet of the second solenoid valve (4) is port w. The x-port is the air inlet I; The z-port is the air inlet II; The w port, which is sequentially connected to the y port and the v port, is the air port III; the electronic control unit (2) controls the opening and closing of the first solenoid valve (3) and the second solenoid valve (4); The valve stem (13) and the valve core (14) are coaxially distributed; the air chamber F is located between the air chamber A and the air chamber B along the first direction; the air chamber A and the air chamber F are both rotary cavities with the central axis of the valve stem (13) as the axis; the maximum diameter of the air chamber F is not less than the maximum diameter of the air chamber A.

2. The braking system according to claim 1, characterized in that, The relay valve (1), the first solenoid valve (3) and the second solenoid valve (4) are integrated and assembled.

3. The braking system according to claim 1, characterized in that, The outer wall of the relay valve (1) has two tubular interfaces extending outward perpendicular to the first direction; the cavities in the two tubular interfaces are the air hole f and the air hole e, respectively.

4. The braking system according to claim 1, characterized in that, The air hole e and the air hole f are located on the same side of the relay valve (1).

5. The braking system according to claim 1, characterized in that, It also includes a cylinder pressure sensor (15) for monitoring the braking energy recovery system; the electronic control unit (2) controls the operation of the air circuit control unit based on the monitoring signal of the cylinder pressure sensor (15).

6. A power system, characterized in that, Includes a regenerative braking system and a braking system as described in any one of claims 1 to 5.

7. A vehicle, characterized in that, Includes the power system as described in claim 6.

8. A braking method, characterized in that, Applied to the power system as described in claim 7, comprising: S1: Depress the brake pedal when the vehicle inflation module is open to achieve a constant preset braking force to brake the vehicle. S2: Based on the working state of the braking energy recovery system, the electronic control unit (2) controls the air path control state of the air path control unit to adjust the magnitude of the preset braking force.

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