High-redundancy safety electronically controlled pneumatic brake system and method for commercial vehicles

Abstract

The present invention discloses a highly redundant and safe electronically controlled pneumatic brake system and method for commercial vehicles. Automatic pressure regulating valves are respectively arranged at the left and right wheels of the front and rear axles; redundant automatic pressure regulating valves are respectively arranged at the front axle and the rear axle, and the redundant automatic pressure regulating valve of the front axle is connected to the front air tank, and the redundant automatic pressure regulating valve of the rear axle is connected to the rear air tank; the quick release valve is arranged at the rear axle, and is respectively connected to the parking air tank and the brake air chambers of the left and right wheels of the rear axle; the four-circuit protection valve is arranged on the air pressure control circuit with a wet air tank, and is respectively connected to the front air tank, the rear air tank, the parking air tank, and the wet air tank. Four automatic control modes including a manual mode are formed to meet the emergency conditions of multiple-point failures under different working conditions, and the braking reliability is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle braking technology, and in particular to a highly redundant safety electronically controlled pneumatic braking system for commercial vehicles with high safety and reliability and a corresponding control method. Background Art

[0002] With the advancement of vehicle autonomous driving technology, the vehicle's braking system is upgrading from the traditional manually controlled pneumatic braking system to a more advanced electronically controlled pneumatic braking system. This technological advancement provides convenience, but brings new challenges to the vehicle's braking system.

[0003] In particular, traditional commercial vehicle electronically controlled pneumatic brake systems, if simply used in smart vehicles, will pose safety risks and cannot cope well with system failures. When single-point failures or multiple-point failures occur, the vehicle's braking performance cannot be guaranteed to be intact.

[0004] The new fully automatic brake control system, however, is too idealistic in its consideration of driving conditions and road conditions, and does not consider the coordinated working conditions of the main brake system and the auxiliary system from the overall structure and function of the brake architecture. When the main system fails, the system's safety cannot be fully guaranteed. In particular, when faced with emergencies such as multiple point failures, or even loss of braking function, both reliability and safety need to be improved. Summary of the invention

[0005] The technical problem to be solved by the present invention is to provide a highly redundant and safe electronically controlled pneumatic brake system and method for commercial vehicles, which can cope with emergencies of multiple-point failures and has improved reliability.

[0006] This application adopts the following technical solutions to solve the above technical problems:

[0007] On the one hand, the present invention provides a high-redundancy safety electronically controlled pneumatic brake system for commercial vehicles, characterized by comprising:

[0008] Automatic pressure regulating valves are respectively arranged at the left and right wheels of the front and rear axles;

[0009] Redundant automatic pressure regulating valves are respectively arranged on the front axle and the rear axle, and are respectively connected to the brake air chambers of the axles, and the redundant automatic pressure regulating valve of the front axle is connected to the front air tank, and the redundant automatic pressure regulating valve of the rear axle is connected to the rear air tank;

[0010] A quick release valve is arranged on the rear axle and is respectively connected to the parking air tank and the brake air chambers of the left and right wheels of the rear axle;

[0011] The four-circuit protection valve is arranged on the air pressure control circuit with the wet air tank, and is respectively connected to the front air tank, the rear air tank, the parking air tank, and the wet air tank.

[0012] In the above technical solution, in the air pressure control circuit, the compressor is connected to the filter and the wet air storage tank in sequence.

[0013] In the above technical solution, the electronic pedal valve is respectively connected to the front air tank and the rear air tank, and the automatic pressure regulating valves of the front axle and the rear axle.

[0014] On the other hand, the present invention provides a commercial vehicle high-redundancy safety electronically controlled pneumatic braking method, which is characterized by comprising the following steps:

[0015] Step 1: Monitor the pedal displacement signal during vehicle driving;

[0016] Step 2: ABS monitors wheel slip rate;

[0017] Step 3: When the wheel has a tendency to lock, a pressure reduction signal is sent to the valve body; otherwise, the target pressure of the kth cycle is determined;

[0018] Step 4: Determine the target pressure of the kth cycle and the current brake chamber pressure;

[0019] Step 5: When the target pressure of the kth cycle is greater than the current brake chamber pressure, if the pressure is adjustable, a boost signal is sent to the valve body, if the pressure is not adjustable, the valve body is switched to the RBU / EPB mode, and the control is terminated after the ABS function is ensured; or when the target pressure of the kth cycle is less than or equal to the current brake chamber pressure, if the pressure is adjustable, a boost signal is sent to the valve body, if the pressure is not adjustable, the valve body is switched to the RBU / EPB mode, and the control is terminated after the ABS function is ensured;

[0020] Step 6: While sending a boost signal to the valve body, add yaw moment fuzzy control; determine whether the vehicle is in an unstable state. If the vehicle instability disappears, end the control; otherwise, enter the k+1 cycle and return to the second step cycle until the vehicle instability disappears;

[0021] Step 7: When the target pressure of the kth cycle is greater than the current brake chamber pressure, if the pressure is adjustable, a boost signal is sent to the valve body; if the pressure is not adjustable, it switches to RBU / EPB mode to ensure the ABS function and end the control.

[0022] In the above technical solution, in the third step, when the wheel tends to lock, a decompression signal is sent to the valve body and the vehicle slip rate is detected to see whether it returns to normal. If it returns to normal, it continues to determine whether the vehicle is in an unstable state. If it is not in an unstable state, the control is terminated. If it is in an unstable state, the target pressure of the kth cycle is determined and the fourth step is entered.

[0023] In the above technical solution, after the third step detects that the vehicle slip rate has not returned to normal, it is determined whether the automatic pressure regulating valve responds. If the automatic pressure regulating valve responds, it continues to send a decompression signal to the valve body and detects whether the vehicle slip rate has returned to normal. Otherwise, it switches to the RBU / EPB mode to ensure the ABS function and then ends the control.

[0024] In the above technical solution, four working modes are set:

[0025] When any automatic pressure regulating valve on the front axle of the vehicle fails, or when any conventional automatic pressure regulating valve on the rear axle of the vehicle fails, the vehicle activates the redundant automatic pressure regulating valve braking mode;

[0026] When the vehicle automatic pressure regulating valves are all operating normally, a conventional automatic pressure regulating valve braking mode is adopted;

[0027] When any automatic pressure regulating valve on the rear axle of the vehicle fails and the redundant automatic pressure regulating valve on the rear axle also fails, the vehicle activates the parking brake valve braking mode;

[0028] When any one of the automatic pressure regulating valves on the left or right side of the vehicle's front axle fails and the redundant automatic pressure regulating valve on the front axle also fails, or when any one of the automatic pressure regulating valves on the left or right side of the vehicle's rear axle fails and the parking automatic pressure regulating valve and the redundant automatic pressure regulating valve on the rear axle also fail, the vehicle activates the manual braking mode; when the vehicle's electronic control fails, the vehicle maintains the manual braking mode.

[0029] In the above technical scheme, in the conventional automatic pressure-regulating valve braking mode, the four automatic pressure-regulating valves on the left and right sides of the front and rear axles are all opened, and control information is transmitted between the electronic control unit ECU and the four automatic pressure-regulating valves through electrical signals; at this time, the front axle redundant automatic pressure-regulating valve, the rear axle redundant automatic pressure-regulating valve, the parking automatic pressure-regulating valve, and the quick-release valve are all de-energized; in this mode, the air pressure in the brake pneumatic circuit flows through the compressor, the filter, the wet air tank, and the four-circuit protection valve to the brake pneumatic pipelines of the front axle and the rear axle respectively, and the front axle brake pneumatic pipeline connects the front air tank with the left front brake air chamber and the right front brake air chamber; the rear axle brake pneumatic pipeline connects the rear air tank with the left rear brake air chamber and the right rear brake air chamber.

[0030] In the above technical scheme, when the vehicle activates the redundant automatic pressure-regulating valve braking mode, the automatic pressure-regulating valves arranged on the left and right sides of the rear axle and the redundant automatic pressure-regulating valves on the front axle are opened, and the electronic control unit ECU and the four automatic pressure-regulating valves on the left and right sides of the front and rear axles and the redundant automatic pressure-regulating valves on the front axle transmit control information through electrical signals; at this time, the parking automatic pressure-regulating valve, the rear axle redundant automatic pressure-regulating valve and the quick-release valve shall not be energized; in this mode, the air pressure in the brake pneumatic circuit flows through the compressor, the filter, the wet air storage tank and the four-circuit protection valve to the brake pneumatic pipelines of the front axle and the rear axle respectively, and the front axle brake pneumatic pipeline connects the front air storage tank with the left front brake air chamber and the right front brake air chamber; the rear axle brake pneumatic pipeline connects the rear air storage tank with the left rear brake air chamber and the right rear brake air chamber.

[0031] In the above technical scheme, when the vehicle enables the redundant automatic pressure-regulating valve braking mode, the left and right automatic pressure-regulating valves on the front axle and the redundant automatic pressure-regulating valves on the rear axle are opened, and the electronic control unit ECU and the left and right automatic pressure-regulating valves on the front axle and the redundant automatic pressure-regulating valves on the rear axle transmit control information through electrical signals; in this mode, the air pressure in the brake pneumatic circuit flows to the front air tank and the rear air tank respectively through the compressor, the filter, the wet air tank, and the four-circuit protection valve, the rear axle brake air path passes through the rear air tank to the left rear brake air chamber and the right rear brake air chamber, and the front axle brake air path passes through the front air tank to the left front brake air chamber 1 and the right front brake air chamber; in this mode, the vehicle is configured to be able to perform emergency braking through the rear axle redundant automatic pressure-regulating valve.

[0032] In the above technical scheme, when the vehicle activates the parking valve brake mode, the automatic pressure regulating valves on the left and right sides of the front axle and the parking valve brake valve are opened, and the electronic control unit ECU and the automatic pressure regulating valves on the left and right sides of the front axle and the parking valve brake valve transmit control information through electrical signals; in this mode, the air pressure in the brake pneumatic circuit flows to the front air tank and the parking air tank respectively through the compressor, the filter, the wet air tank, and the four-circuit protection valve, the rear axle brake air path passes through the parking air tank to the left rear brake air chamber and the right rear brake air chamber, and the front axle brake air path passes through the front air tank to the left front brake air chamber and the right front brake air chamber; in this mode, the vehicle is configured to be able to perform emergency braking through the parking valve brake valve.

[0033] In the above technical solution, when the vehicle starts or maintains the manual brake mode, the driver controls the electronic pedal valve, and the pneumatic pipeline connected to the electronic pedal valve is directly connected to the left front brake chamber, the right front brake chamber, the front air tank, the rear air tank, the left rear brake chamber and the right rear brake chamber. This mode can start manual braking to avoid danger when a set fault occurs, and can also prevent system failure caused by electronic control failure.

[0034] Compared with the prior art, the beneficial effects of this application are:

[0035] The present invention constructs a collaborative control structure of automatic control valves and redundant control valves based on different wheels and different axles. The automatic control valves of different wheels and different axles ensure independent control of the point braking of each wheel of the front and rear axles. At the same time, the second system of redundant control valves of the front and rear axles is used to control the pressure of two wheels at a time. Finally, the parking pressure regulating valve is used as the third protection of the rear axle. Multiple systems are cross-controlled and independently controlled, which can be suitable for extreme situations of multi-point failure and increase control reliability.

[0036] Based on the intelligent driving environment, a braking structure with multiple control degrees of freedom and control modes is constructed, so that the braking mode is more subdivided and more consistent with the actual driving state. Compared with the current phenomenon that most simplified structures focus on intelligence and ignore manual backup, this invention faces the instability of unmanned driving or remote control that the driver cannot directly control, and maintains the most reliable manual safety mode through triple protection, thereby greatly improving safety.

[0037] The architecture of the present invention is simple in structure, and only automatic control valves and redundant control valves are used as main control valves. With the simple structure of four-circuit protection valves and quick release valves, quick control of each brake air chamber is smoothly realized. The control system has a simple structure, easy-to-implement logic, and guaranteed stability and reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0039] Figure 1 This is a structural diagram of the commercial vehicle high-redundancy safety electronically controlled pneumatic brake system of the present invention.

[0040] Figure 2 This is a schematic diagram of the automatic pressure regulating valve of the commercial vehicle high-redundancy safety electronically controlled pneumatic brake system of the present invention.

[0041] Figure 3 This is a schematic diagram of the redundant automatic pressure regulating valve of the commercial vehicle high-redundancy safety electronically controlled pneumatic brake system of the present invention.

[0042] Figure 4 This is a schematic diagram of the automatic parking pressure regulating valve of the commercial vehicle high-redundancy safety electronically controlled pneumatic brake system of the present invention.

[0043] Figure 5 This is a control logic diagram of the commercial vehicle high-redundancy safety electronically controlled pneumatic brake system of the present invention.

[0044] The corresponding reference numerals in the figure are as follows: 1-left front brake air chamber, 2-conventional automatic pressure regulating valve (left front), 3-redundant automatic pressure regulating valve (front axle), 4-automatic pressure regulating valve (right front), 5-right front brake air chamber, 6-front air tank, 9-parking automatic pressure regulating valve, 8-parking air tank, 7-electronic control unit ECU, 15-rear air tank, 11-right rear brake air chamber, 10-automatic pressure regulating valve (right rear), 12-quick release valve, 13-automatic pressure regulating valve (left rear), 14-left rear brake Air chamber, 16-four-circuit protection valve, 17-wet air tank, 18-filter, 19-electronic pedal valve, 20-compressor, 21-redundant automatic pressure regulating valve (rear axle), 101-high-speed switching valve, 102-first high-speed intake solenoid valve (normally open), 103-first high-speed exhaust solenoid valve (normally closed), 104-first pressure sensor, 105-automatic pressure regulating valve main valve body, 106-automatic pressure regulating valve controller, 201-high-speed intake solenoid valve (normally closed), 202- Second high-speed exhaust solenoid valve (normally closed), 203-second pressure sensor, 204-redundant automatic pressure regulating valve main valve body, 205-redundant automatic pressure regulating valve controller, 301-second high-speed intake solenoid valve (normally open), 302-third high-speed exhaust solenoid valve (normally closed), 303-third pressure sensor, 304-parking automatic pressure regulating valve main valve body, 305-parking automatic pressure regulating valve controller, A1-automatic pressure regulating valve air inlet, B1-automatic pressure regulating valve control chamber air inlet (artificial ), B2-automatic pressure regulating valve control chamber air inlet (electrically controlled), C1-automatic pressure regulating valve exhaust port, D1-automatic pressure regulating valve air outlet, A2-redundant automatic pressure regulating valve air inlet, B2-redundant automatic pressure regulating valve control chamber air inlet, C2-redundant automatic pressure regulating valve exhaust port, D2-redundant automatic pressure regulating valve air outlet, A3-parking automatic pressure regulating valve air inlet, B3-parking automatic pressure regulating valve control chamber air inlet, C3-parking automatic pressure regulating valve exhaust port, D3-parking automatic pressure regulating valve air outlet. DETAILED DESCRIPTION

[0045] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the drawings here can be arranged and designed in various different configurations.

[0046] Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application for which protection is sought, but merely represents selected embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0047] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0048] In the description of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, or the positions or positional relationships in which the product of the application is usually placed when in use. They are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific position, be constructed and operated in a specific position, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first", "second", "third", etc. are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0049] In addition, the terms "horizontal", "vertical", "overhanging" and the like do not mean that the components are required to be absolutely horizontal or overhanging, but can be slightly tilted. For example, "horizontal" only means that its direction is more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0050] In the description of this application, it should also be noted that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0051] In the present application, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0052] The features and performance of the present application are further described in detail below in conjunction with the embodiments.

[0053] As attached Figure 1Shown is a structural diagram of a commercial vehicle high-redundancy safety electronically controlled pneumatic brake system and an automatic pressure regulating valve provided by the present invention.

[0054] As a feature of the braking system adapting to intelligent driving technology, a variety of redundant braking circuits are designed in the commercial vehicle high-redundancy safety electronically controlled pneumatic braking system implemented by the present invention, which can adapt to different multi-point failure situations.

[0055] The structure of the present invention is as follows:

[0056] The compressor 20 is connected to the filter 18, and the wet air tank 17 is respectively connected to the filter 18 and the four-circuit protection valve 16. The four-circuit protection valve 16 is respectively connected to the front air tank 6 and the rear air tank 15, the pneumatic pipeline of the front air tank 6 is directly connected to the electronic pedal valve 19 and the automatic pressure regulating valve (left front) 2 and the automatic pressure regulating valve (right front) 4, the automatic pressure regulating valve (left front) 2 is connected to the left front brake air chamber 1, the automatic pressure regulating valve (right front) 4 is connected to the right front brake air chamber 5, and the redundant automatic pressure regulating valve 3 is respectively connected to the left front brake air chamber 1 and the right front brake air chamber 5.

[0057] The four-circuit protection valve 16 is connected to the parking gas tank 8 and the rear gas tank 15 respectively. The parking automatic pressure regulating valve 9 is connected to the parking gas tank 8 on one side and to the quick release valve 12 on the other side. The quick release valve 12 is connected to the left rear brake air chamber 14 and the right rear brake air chamber 11 respectively. The rear gas tank 15 is connected to the automatic pressure regulating valve (left rear) 13 and the automatic pressure regulating valve (right rear) 10 respectively. The automatic pressure regulating valve (left rear) 13 is connected to the left rear brake air chamber 14, and the automatic pressure regulating valve (right rear) 10 is connected to the right rear brake air chamber 11. The electronic control unit ECU7 is connected to the electronic pedal valve 19, the automatic pressure regulating valve (left front) 2, the automatic pressure regulating valve (right front) 4, the parking automatic pressure regulating valve 9, the redundant automatic pressure regulating valve 3, the automatic pressure regulating valve (right rear) 10, and the automatic pressure regulating valve (left rear) 13 respectively, for controlling each valve.

[0058] In the commercial vehicle high-redundancy safety electronically controlled pneumatic brake system structure of the present invention, the automatic pressure regulating valves used in various places can be conventional automatic pressure regulating valves on the market, or the automatic pressure regulating valve assembly structure of the applicant's authorized Chinese patent CN202110811029.8 can be used.

[0059] The working principle diagram of the automatic pressure regulating valve assembly of the present invention is as follows: Figure 2 As shown, the left and right valve chambers of the automatic pressure regulating valve controller 106 are respectively connected to a normally open first high-speed air intake solenoid valve 102 and a normally closed first high-speed air exhaust solenoid valve 03; the high-speed air intake solenoid valve 102 is connected to the high-speed switching valve 101, and the two inlets of the high-speed switching valve 101 serve as the automatic pressure regulating valve control chamber air intake port B2 and the automatic pressure regulating valve control chamber air intake port (manual) B1 respectively;

[0060] The normally open outlet of the high-speed air intake solenoid valve 102 is connected to the normally closed outlet of the first high-speed exhaust solenoid valve 03, and the passage connecting the two is connected to the automatic pressure regulating valve main valve body 105. The normally closed outlet of the first high-speed exhaust solenoid valve 03 is connected to the automatic pressure regulating valve exhaust port C1 of the automatic pressure regulating valve main valve body 105; the left and right valve ports of the automatic pressure regulating valve main valve body 105 are respectively the automatic pressure regulating valve air intake port A1 and the automatic pressure regulating valve air outlet port D1; the automatic pressure regulating valve air outlet port D1 is connected to the automatic pressure regulating valve exhaust port C1;

[0061] The right valve chamber of the automatic pressure regulating valve controller 106 is communicated with the air outlet D1 of the automatic pressure regulating valve, and a first pressure sensor 104 is arranged on the passage.

[0062] like Figure 3 As shown, the principle diagram of the redundant automatic pressure regulating valve of the commercial vehicle high-redundancy safety electronically controlled pneumatic brake system of the present invention.

[0063] The left and right chambers of the redundant automatic pressure regulating valve controller 205 are respectively connected to a normally closed high-speed air intake solenoid valve 201 and a normally closed second high-speed air exhaust solenoid valve 202, and the normally closed outlets of the two valves are connected; the inlet of the high-speed air intake solenoid valve 201 serves as the air intake port B2 of the redundant automatic pressure regulating valve control chamber; the left and right valve ports of the redundant automatic pressure regulating valve main valve body 204 are respectively the redundant automatic pressure regulating valve air intake port A2 and the redundant automatic pressure regulating valve air outlet port D2; the redundant automatic pressure regulating valve air outlet port D2 is connected to the redundant automatic pressure regulating valve air exhaust port C2;

[0064] The right valve chamber of the redundant automatic pressure regulating valve controller 205 is communicated with the redundant automatic pressure regulating valve air outlet D2, and a second pressure sensor 203 is arranged on the passage.

[0065] like Figure 4 As shown, the principle diagram of the automatic parking pressure regulating valve of the commercial vehicle high-redundancy safety electronically controlled pneumatic brake system of the present invention.

[0066] The left and right chambers of the parking automatic pressure regulating valve controller 305 are respectively connected to a normally open second high-speed air intake solenoid valve 301 and a normally closed third high-speed air exhaust solenoid valve 302, and the normally closed outlets of the two valves are connected; the inlet of the second high-speed air intake solenoid valve 301 serves as the air inlet B3 of the parking automatic pressure regulating valve control chamber; the left and right valve ports of the parking automatic pressure regulating valve main valve body 304 are the parking automatic pressure regulating valve air inlet A3 and the parking automatic pressure regulating valve air outlet D3 respectively; the parking automatic pressure regulating valve air outlet D3 is connected to the parking automatic pressure regulating valve air exhaust C3;

[0067] The right valve chamber of the parking automatic pressure regulating valve controller 305 is communicated with the parking automatic pressure regulating valve air outlet D3, and a third pressure sensor 303 is arranged on the passage.

[0068] like Figure 5As shown in the flow chart, a highly redundant and safe electronically controlled pneumatic braking method for commercial vehicles of the present invention can be oriented to the following four working modes during its specific implementation: redundant automatic pressure regulating valve braking mode, conventional automatic pressure regulating valve braking mode, parking automatic pressure regulating valve braking mode, and manual braking mode.

[0069] The method comprises the following specific steps:

[0070] Step 1: Monitor pedal displacement signal;

[0071] Step 2: The ABS braking system monitors the wheel slip rate;

[0072] Step 3: When the wheel has a tendency to lock, a pressure reducing signal is sent to the automatic pressure regulating valve controller; otherwise, the target pressure of the automatic pressure regulating valve in the kth cycle is determined;

[0073] Step 4: Determine the target pressure of the automatic pressure regulating valve in the Kth cycle and the current brake air chamber pressure;

[0074] Step 5: When the target pressure of the Kth cycle is greater than the current brake chamber pressure, if the pressure is adjustable, a boost signal is sent to the automatic pressure regulating valve controller; if the pressure is not adjustable, the redundant automatic pressure regulating valve and the parking automatic pressure regulating valve are switched to adjust the pressure to ensure the function of the ABS braking system and then end the control; or when the target pressure of the automatic pressure regulating valve of the Kth cycle is less than or equal to the current brake chamber pressure, if the pressure is adjustable, a boost signal is sent to the automatic pressure regulating valve controller; if the pressure is not adjustable, the redundant automatic pressure regulating valve and the parking automatic pressure regulating valve are switched to adjust the pressure to ensure the function of the ABS and then end the control;

[0075] Step 6: Send a boost signal to the automatic pressure regulating valve controller and perform additional yaw moment fuzzy control; determine whether the vehicle is in an unstable state. If the vehicle is no longer in an unstable state, end the control; otherwise, enter the k+1 cycle and return to the second step until the vehicle is no longer in an unstable state.

[0076] Step 7: When the target pressure of the automatic pressure regulating valve in the Kth cycle is greater than the current brake air chamber pressure, if the pressure is adjustable, a boost signal is sent to the automatic pressure regulating valve controller; if the pressure is not adjustable, the redundant automatic pressure regulating valve and the parking automatic pressure regulating valve are switched to adjust the pressure, and the control is terminated after the ABS function is ensured.

[0077] In the above technical solution, in the third step, when the wheel tends to lock, a decompression signal is sent to the automatic pressure regulating valve controller and the vehicle slip rate is detected to see whether it returns to normal. If it returns to normal, it continues to determine whether the vehicle is in an unstable state. If it is not in an unstable state, the control is terminated. If it is in an unstable state, the target pressure of the automatic pressure regulating valve in the kth cycle is determined and the fourth step is entered.

[0078] In the above technical solution, after the third step detects that the vehicle slip rate has not returned to normal, it is determined whether the automatic pressure regulating valve responds. If the automatic pressure regulating valve responds, it continues to send a decompression signal to the automatic pressure regulating valve controller and detects whether the vehicle slip rate has returned to normal. Otherwise, it switches to the redundant automatic pressure regulating valve and the parking automatic pressure regulating valve for pressure regulation to ensure the ABS function and then end the control.

[0079] Furthermore, the control method and system of the present invention can be divided into six specific embodiments in more detail.

[0080] [Example 1]

[0081] When the conventional automatic pressure regulating valves of the vehicle are operating normally, the braking mode can adopt the conventional automatic pressure regulating valve braking mode. In this mode, the conventional automatic pressure regulating valve (front left) 2, the conventional automatic pressure regulating valve (front right) 4, the conventional automatic pressure regulating valve (rear left) 13, and the conventional automatic pressure regulating valve (rear right) 10 are all open. The electronic control unit ECU7 and the conventional automatic pressure regulating valve (front left) 2, the conventional automatic pressure regulating valve (front right) 4, the conventional automatic pressure regulating valve (rear left) 13, and the conventional automatic pressure regulating valve (rear right) 10 are all controlled by electrical signals. At this time, the redundant automatic pressure regulating valve (front axle) 3, the redundant automatic pressure regulating valve (rear axle) 21, the parking automatic pressure regulating valve 9, and the quick release valve 12 are all not energized. In this mode, the air pressure in the brake pneumatic circuit flows to the brake pneumatic pipelines of the front axle and the rear axle respectively through the compressor 19, the filter 17, the wet air tank 16 and the four-circuit protection valve 16. The front axle brake pneumatic pipeline connects the front air tank 6 with the left front brake air chamber 1 and the right front brake air chamber 5; the rear axle brake pneumatic pipeline connects the rear air tank 15 with the left rear brake air chamber 14 and the right rear brake air chamber 11.

[0082] [Example 2]

[0083] When any of the conventional automatic pressure regulating valves on the front axle of the vehicle fails, the vehicle activates the redundant automatic pressure regulating valve braking mode. In this mode, the conventional automatic pressure regulating valve (left rear) 13, the conventional automatic pressure regulating valve (right rear) 10, and the redundant automatic pressure regulating valve (front axle) 3 are turned on. The electronic control unit ECU7 and the conventional automatic pressure regulating valve (left front) 2, the conventional automatic pressure regulating valve (right front) 4, the conventional automatic pressure regulating valve (left rear) 13, the conventional automatic pressure regulating valve (right rear) 10, and the redundant automatic pressure regulating valve 3 are all controlled by electrical signals. At this time, the parking automatic pressure regulating valve 9, the redundant automatic pressure regulating valve (rear axle) 21, and the quick release valve 12 shall not be powered. In this mode, the air pressure in the brake pneumatic circuit flows to the brake pneumatic pipelines of the front axle and the rear axle respectively through the compressor 19, the filter 17, the wet air tank 16, and the four-circuit protection valve 16. The front axle brake pneumatic pipeline connects the front air tank 6 with the left front brake air chamber 1 and the right front brake air chamber 5; the rear axle brake pneumatic pipeline connects the rear air tank 15 with the left rear brake air chamber 14 and the right rear brake air chamber 11. In this mode, although the vehicle braking performance is relatively reduced compared with embodiment 1, the front axle braking performance can be made not lower than the minimum requirement.

[0084] [Example 3]

[0085] When any conventional automatic pressure regulating valve on the rear axle of the vehicle fails, the vehicle activates the redundant automatic pressure regulating valve braking mode. In this mode, the conventional automatic pressure regulating valve (left front) 2, the conventional automatic pressure regulating valve (right front) 4, and the redundant automatic pressure regulating valve (rear axle) 21 are opened. The electronic control unit ECU 7 and the conventional automatic pressure regulating valve (left front) 2, the conventional automatic pressure regulating valve (right front) 4, and the redundant automatic pressure regulating valve (rear axle) 21 transmit control information through electrical signals. In this mode, the air pressure in the brake pneumatic circuit flows to the front air tank 6 and the rear air tank 15 through the compressor 19, the filter 17, the wet air tank 16, and the four-circuit protection valve 16 respectively. The rear axle brake air path passes through the rear air tank 15 to the left rear brake air chamber 14 and the right rear brake air chamber 11, and the front axle brake air path passes through the front air tank 6 to the left front brake air chamber 1 and the right front brake air chamber 5. In this mode, the vehicle can perform emergency braking through the redundant automatic pressure regulating valve (rear axle) 21.

[0086] [Example 4]

[0087] When any conventional automatic pressure regulating valve of the rear axle of the vehicle fails and the redundant automatic pressure regulating valve (rear axle) 21 also fails, the vehicle activates the parking valve brake mode. In this mode, the conventional automatic pressure regulating valve (left front) 2, the conventional automatic pressure regulating valve (right front) 4, and the parking valve brake valve 9 are opened. The electronic control unit ECU 7 and the conventional automatic pressure regulating valve (left front) 2, the conventional automatic pressure regulating valve (right front) 4, and the parking valve brake valve 9 are all controlled by electrical signals. In this mode, the air pressure in the brake pneumatic circuit flows to the front air tank 6 and the parking air tank 8 through the compressor 19, the filter 17, the wet air tank 16, and the four-circuit protection valve 16 respectively. The rear axle brake air path passes through the parking air tank 8 to the left rear brake air chamber 14 and the right rear brake air chamber 11, and the front axle brake air path passes through the front air tank 6 to the left front brake air chamber 1 and the right front brake air chamber 5. In this mode, the vehicle can perform emergency braking through the parking valve brake valve 9.

[0088] [Example 5]

[0089] When any one of the conventional automatic pressure regulating valve (left front) 2 and the conventional automatic pressure regulating valve (right front) 4 of the front axle of the vehicle fails, and the redundant automatic pressure regulating valve (front axle) 3 also fails, the vehicle activates the manual braking mode; when any one of the conventional automatic pressure regulating valve (left rear) 14 and the conventional automatic pressure regulating valve (right rear) 11 of the rear axle of the vehicle fails, and the parking automatic pressure regulating valve 9 and the redundant automatic pressure regulating valve (rear axle) also fail, the vehicle activates the manual braking mode. In this mode, the driver controls the electronic pedal valve 18, and the pneumatic pipeline connected to the electronic pedal valve 18 is directly connected to the left front brake air chamber 1, the right front brake air chamber 5, the front air tank 6, the rear air tank 15, the left rear brake air chamber 14 and the right rear brake air chamber 11. This mode can prevent system failures caused by electronic control failure.

[0090] [Example 6]

[0091] When the vehicle electronic control fails, the vehicle still has a manual braking mode; in this mode, the driver controls the electronic pedal valve 18, and the pneumatic pipeline connected to the electronic pedal valve 18 is directly connected to the left front brake chamber 1, the right front brake chamber 5, the front air tank 6, the rear air tank 15, the left rear brake chamber 14 and the right rear brake chamber 11. This mode can prevent system failure caused by electronic control failure.

[0092] The embodiments described above are part of the embodiments of the present application, rather than all of the embodiments. The detailed description of the embodiments of the present application is not intended to limit the scope of the present application for protection, but merely represents the selected embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present application.

Claims

1. A highly redundant and safe electronically controlled pneumatic braking method for commercial vehicles. Features The steps include: Step 1: Monitor the pedal displacement signal during vehicle driving; Step 2: ABS monitors wheel slip rate; Step 3: When the wheel has a tendency to lock, a pressure reducing signal is sent to the automatic pressure regulating valve controller; otherwise, the target pressure of the automatic pressure regulating valve in the kth cycle is determined; Step 4: Determine the target pressure of the automatic pressure regulating valve in the kth cycle and the current brake air chamber pressure; Step 5: When the target pressure of the automatic pressure regulating valve in the kth cycle is greater than the current brake chamber pressure, if the pressure is adjustable, a pressure-increasing signal is sent to the automatic pressure regulating valve controller; if the pressure is not adjustable, the pressure is switched to the redundant automatic pressure regulating valve or the parking automatic pressure regulating valve for pressure regulation, and the control is terminated after the ABS function is ensured; or when the target pressure of the automatic pressure regulating valve in the kth cycle is less than or equal to the current brake chamber pressure, if the pressure is adjustable, a pressure-increasing signal is sent to the automatic pressure regulating valve controller; if the pressure is not adjustable, the pressure is switched to the redundant automatic pressure regulating valve or the parking automatic pressure regulating valve for pressure regulation, and the control is terminated after the ABS function is ensured; Step 6: Send a boost signal to the automatic pressure regulating valve controller and perform additional yaw moment fuzzy control; determine whether the vehicle is in an unstable state. If the vehicle is no longer in an unstable state, end the control; otherwise, enter the k+1 cycle and return to the second step until the vehicle is no longer in an unstable state. Step 7: When the target pressure of the automatic pressure regulating valve in the kth cycle is greater than the current brake air chamber pressure, if the pressure is adjustable, a boost signal is sent to the automatic pressure regulating valve controller; if the pressure is not adjustable, it switches to the redundant automatic pressure regulating valve or the parking automatic pressure regulating valve for pressure regulation, and ends the control after ensuring the ABS function.

2. The commercial vehicle high-redundancy safety electronically controlled pneumatic braking method according to claim 1, Features In the third step, when the wheels tend to lock, a decompression signal is sent to the automatic pressure regulating valve controller to detect whether the vehicle slip rate returns to normal. If it returns to normal, it continues to determine whether the vehicle is in an unstable state. If it is not in an unstable state, the control is terminated. If it is in an unstable state, the target pressure of the automatic pressure regulating valve in the kth cycle is determined and then the fourth step is entered.

3. The commercial vehicle high-redundancy safety electronically controlled pneumatic braking method according to claim 1, Features The third step is to detect whether the automatic pressure regulating valve responds after detecting that the vehicle slip rate has not returned to normal. If the automatic pressure regulating valve responds, it continues to send a decompression signal to the automatic pressure regulating valve controller and detects whether the vehicle slip rate returns to normal. Otherwise, it switches to the redundant automatic pressure regulating valve or the parking automatic pressure regulating valve for pressure regulation to ensure the ABS function before terminating the control.

4. The commercial vehicle high-redundancy safety electronically controlled pneumatic braking method according to claim 1, Features Set four working modes: When any automatic pressure regulating valve on the front axle of the vehicle fails, or when any conventional automatic pressure regulating valve on the rear axle of the vehicle fails, the vehicle activates the redundant automatic pressure regulating valve braking mode; When the vehicle automatic pressure regulating valves are all operating normally, a conventional automatic pressure regulating valve braking mode is adopted; When any automatic pressure regulating valve on the rear axle of the vehicle fails and the redundant automatic pressure regulating valve on the rear axle also fails, the vehicle activates the parking brake valve braking mode; When any one of the automatic pressure regulating valves on the left or right side of the vehicle's front axle fails and the redundant automatic pressure regulating valve on the front axle also fails, or when any one of the automatic pressure regulating valves on the left or right side of the vehicle's rear axle fails and the parking automatic pressure regulating valve and the redundant automatic pressure regulating valve on the rear axle also fail, the vehicle activates the manual braking mode; when the vehicle's electronic control fails, the vehicle maintains the manual braking mode.

5. The commercial vehicle high-redundancy safety electronically controlled pneumatic braking method according to claim 4, Features In the conventional automatic pressure-regulating valve braking mode, the four automatic pressure-regulating valves on the left and right sides of the front and rear axles are all opened, and control information is transmitted between the electronic control unit ECU and the four automatic pressure-regulating valves through electrical signals; at this time, the front axle redundant automatic pressure-regulating valve, the rear axle redundant automatic pressure-regulating valve, the parking automatic pressure-regulating valve, and the quick-release valve are all de-energized; in this mode, the air pressure in the brake pneumatic circuit flows through the compressor, the filter, the wet air tank, and the four-circuit protection valve to the brake pneumatic pipelines of the front axle and the rear axle respectively, and the front axle brake pneumatic pipeline connects the front air tank with the left front brake air chamber and the right front brake air chamber; the rear axle brake pneumatic pipeline connects the rear air tank with the left rear brake air chamber and the right rear brake air chamber.

6. The commercial vehicle high-redundancy safety electronically controlled pneumatic braking method according to claim 4, Features When the vehicle activates the redundant automatic pressure regulating valve braking mode, the automatic pressure regulating valves on the left and right sides of the rear axle and the redundant automatic pressure regulating valve on the front axle are opened, and the electronic control unit ECU and the four automatic pressure regulating valves on the left and right sides of the front and rear axles and the redundant automatic pressure regulating valve on the front axle transmit control information through electrical signals; at this time, the parking automatic pressure regulating valve, the rear axle redundant automatic pressure regulating valve and the quick release valve are all de-energized; in this mode, the air pressure in the brake pneumatic circuit flows to the brake pneumatic pipelines of the front axle and the rear axle respectively through the compressor, filter, wet air tank and four-circuit protection valve, and the front axle brake pneumatic pipeline connects the front air tank with the left front brake air chamber and the right front brake air chamber; the rear axle brake pneumatic pipeline connects the rear air tank with the left rear brake air chamber and the right rear brake air chamber; Alternatively, when the vehicle enables the redundant automatic pressure-regulating valve braking mode, the left and right automatic pressure-regulating valves on the front axle and the redundant automatic pressure-regulating valve on the rear axle are opened, and control information is transmitted between the electronic control unit ECU and the left and right automatic pressure-regulating valves on the front axle and the redundant automatic pressure-regulating valve on the rear axle through electrical signals; in this mode, the air pressure in the brake pneumatic circuit flows to the front air tank and the rear air tank respectively through the compressor, the filter, the wet air tank, and the four-circuit protection valve, the rear axle brake air path passes through the rear air tank to the left rear brake air chamber and the right rear brake air chamber, and the front axle brake air path passes through the front air tank to the left front brake air chamber and the right front brake air chamber; in this mode, the vehicle is configured to be able to perform emergency braking through the rear axle redundant automatic pressure-regulating valve.

7. The commercial vehicle high-redundancy safety electronically controlled pneumatic braking method according to claim 4, Features When the vehicle activates the parking valve brake mode, the automatic pressure regulating valves on the left and right sides of the front axle and the parking valve brake valve are opened, and the electronic control unit ECU and the automatic pressure regulating valves on the left and right sides of the front axle and the parking valve brake valve transmit control information through electrical signals; in this mode, the air pressure in the brake pneumatic circuit flows to the front air tank and the parking air tank respectively through the compressor, filter, wet air tank, and four-circuit protection valve, the rear axle brake air path passes through the parking air tank to the left rear brake air chamber and the right rear brake air chamber, and the front axle brake air path passes through the front air tank to the left front brake air chamber and the right front brake air chamber; in this mode, the vehicle is set to be able to perform emergency braking through the parking valve brake valve.

8. The commercial vehicle high-redundancy safety electronically controlled pneumatic braking method according to claim 4, Features When the vehicle activates or maintains manual braking mode, the driver controls the electronic pedal valve, and the pneumatic pipeline connected to the electronic pedal valve is directly connected to the left front brake chamber, the right front brake chamber, the front air tank, the rear air tank, the left rear brake chamber and the right rear brake chamber; this mode is used to activate manual braking to avoid risks when a set fault occurs, and to prevent system failures caused by electronic control failure.

9. A highly redundant and safe electronically controlled pneumatic brake system for commercial vehicles. Features include: Automatic pressure regulating valves are respectively arranged at the left and right wheels of the front and rear axles; Redundant automatic pressure regulating valves are respectively arranged on the front axle and the rear axle, and are respectively connected to the brake air chambers of the axles, and the redundant automatic pressure regulating valve of the front axle is connected to the front air tank, and the redundant automatic pressure regulating valve of the rear axle is connected to the rear air tank; The quick release valve is arranged on the rear axle and is respectively connected to the parking air tank and the brake air chambers of the left and right wheels of the rear axle; an automatic parking pressure regulating valve is arranged between the parking air tank and the quick release valve; A four-circuit protection valve is provided on the air pressure control circuit with the wet air tank, and is respectively connected to the front air tank, the rear air tank, the parking air tank, and the wet air tank; Each valve is provided with a valve controller; The commercial vehicle high-redundancy safety electronically controlled pneumatic braking system is configured to implement the commercial vehicle high-redundancy safety electronically controlled pneumatic braking method described in any one of claims 1 to 8.

10. The commercial vehicle high-redundancy safety electronically controlled pneumatic brake system according to claim 9, Features The electronic pedal valve is connected to the front air tank and the rear air tank, as well as the automatic pressure regulating valves of the front axle and the rear axle respectively.

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