Chassis control system and method, vehicle and storage medium

Abstract

The invention provides a chassis control system and method, a vehicle and a storage medium, and belongs to the field of vehicle control. The chassis control system comprises a complete machine controller, a driving system, a hydrostatic transmission system, a gearbox and a braking system, and the braking system comprises a self-adaptive braking system; the self-adaptive braking system comprises a braking switching assembly which is arranged between an air outlet of a passive braking assembly and a braking pressure adjusting assembly and between a self-adaptive braking control assembly and the braking pressure adjusting assembly and used for controlling switching of passive braking and self-adaptive braking during on-off; the self-adaptive brake control assembly is arranged between the gas storage tank and the brake switching group and is used for adjusting the magnitude of the brake force; the complete machine controller is further connected with the brake switching assembly and the self-adaptive brake control assembly and used for controlling the brake switching assembly to start the self-adaptive brake system when it is detected that the opening degree of the accelerator is decreased and the rotating speed of the driving system is not decreased along with the opening degree of the accelerator. And the self-adaptive braking control assembly is controlled to adjust the braking force.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a chassis control system, method, vehicle and storage medium. Background Art

[0002] The chassis of some existing engineering vehicles transmit the engine power to the wheels through the transmission system to achieve vehicle movement. At present, the chassis basically uses a torque converter or a hydrostatic system to achieve power transmission. Among them, hydrostatic transmission is gradually being widely adopted due to its advantages such as stable power transmission and high efficiency. At the same time, due to economic and practical reasons, the electronically controlled hydrostatic system is replacing the traditional DA control (automatic speed control & anti-stall control) method and is widely used in engineering vehicles.

[0003] For hydrostatic transmission systems, changes in oil pump displacement during driving have a direct impact on vehicle speed changes and stability. Therefore, it is important to match the relationship between oil pump displacement and speed, throttle, driving resistance and brakes during driving.

[0004] In the prior art, the oil pump displacement is initially 0, and then the controller adjusts the oil pump displacement according to the engine speed signal, so that the oil pump displacement increases and decreases synchronously with the speed, that is, the oil pump displacement is proportional to the speed in a certain speed range. In order to avoid the vehicle being affected by inertia when the accelerator is released (especially in downhill conditions), causing the engine speed to fluctuate, when the accelerator is reduced, the system will gradually reduce the oil pump displacement over time instead of rapidly reducing it with the speed.

[0005] When the throttle is reduced, the oil pump displacement gradually decreases. Since the oil pump displacement does not decrease with the speed, the oil pump power may be greater than the engine power. As the speed decreases, the engine may be overloaded and cause flameout. When the throttle is released in downhill conditions, there is a risk of power reverse drive due to the large inertia, causing unstable engine speed. Summary of the invention

[0006] An object of embodiments of the present invention is to provide a chassis control system, method, vehicle and storage medium to at least solve or partially solve the problem of engine instability that occurs when the throttle is reduced.

[0007] In order to achieve the above-mentioned object, the first aspect of the present invention provides a chassis control system, which includes: a whole machine controller, a drive system, a hydrostatic transmission system, a gearbox and a brake system, wherein the drive system is used to generate the driving power of the whole vehicle; the hydrostatic transmission system is used to transmit the power provided by the drive system to the gearbox and finally drive the axle to move; the brake system is used to provide braking force; the whole machine controller is used to control the actions of the drive system, the hydrostatic transmission system and the brake system; the brake system includes an adaptive brake system;

[0008] The adaptive braking system comprises:

[0009] A brake switching component is arranged between the air outlet of the passive brake component and the brake pressure regulating component and between the adaptive brake control component and the brake pressure regulating component, and is used to control the switching between the passive brake and the adaptive brake when switching on and off;

[0010] An adaptive brake control component is disposed between the air storage tank and the brake switching group and is used to adjust the magnitude of the braking force;

[0011] The whole machine controller is also connected to the brake switching component and the adaptive brake control component, and is used to control the brake switching component to turn on the adaptive brake system when it is detected that the throttle opening is reduced and the drive system speed does not decrease with the throttle opening; and control the adaptive brake control component to adjust the braking force.

[0012] According to the above technical means, an adaptive braking system is added to the chassis control system, which is used to be turned on when the throttle opening is inconsistent with the change in the speed of the drive system, and is controlled by the whole machine controller to eliminate the risk of engine back-drive caused by large inertia and maintain driving stability.

[0013] In some feasible embodiments, the brake switching component includes a second solenoid valve and a third solenoid valve, the air inlet of the second solenoid valve is connected to the adaptive brake control component, the air outlet of the second solenoid valve is connected to the brake pressure regulating component, the control end is electrically connected to the whole machine controller, and the whole machine controller controls the on and off of the adaptive brake system by controlling the on and off of the second solenoid valve; the air inlet of the third solenoid valve is connected to the air outlet of the passive brake component, the air outlet of the third solenoid valve is connected to the brake pressure regulating component, and the control end of the third solenoid valve is electrically connected to the whole machine controller; the third solenoid valve is configured to be disconnected when powered on, and the whole machine controller controls the disconnection and conduction of the passive brake system by controlling the on and off of the third solenoid valve.

[0014] According to the above technical means, by controlling the third solenoid valve to be energized, the outlet channel of passive braking can be cut off, and the passive braking can be turned on and off simply and quickly. By controlling the second solenoid valve to be turned on, the outlet channel of adaptive braking can be turned on. The combined control of the second solenoid valve and the third solenoid valve can realize the switching between passive braking and adaptive braking. Since the third solenoid valve is configured to be energized and disconnected, the third solenoid valve will be energized only when the adaptive braking system needs to be turned on, thereby reducing system power consumption.

[0015] In some feasible embodiments, the adaptive braking control component includes a first electric proportional air valve, the air inlet of the first electric proportional air valve is connected to the air storage tank, the air outlet of the first electric proportional air valve is connected to the air inlet of the second solenoid valve, and the control end of the first electric proportional air valve is electrically connected to the whole machine controller for controlling the air pressure at the air outlet of the first electric proportional air valve.

[0016] According to the above technical means, a first electric proportional air valve is provided for direct control by the whole machine controller to adjust the braking force without manual operation.

[0017] In some feasible embodiments, the whole machine controller is also used to control the adaptive braking control component to adjust the braking force to gradually increase according to preset rules after the adaptive braking system is turned on, until it is detected that the drive system speed recovers as the throttle opening decreases, and the brake switching component is controlled to turn off the adaptive braking system.

[0018] According to the above technical means, the braking force is gradually increased to control the fluctuation of the drive system speed to gradually decrease, thereby ensuring that the drive system speed can quickly return to a stable decreasing state.

[0019] In some feasible embodiments, the whole machine controller obtains the drive system speed in real time, and controls the oil pump displacement according to the drive system speed, so that the drive system torque is less than or equal to the limit torque corresponding to the current drive system speed, and different drive system speeds correspond to different limit torques.

[0020] According to the above technical means, the oil pump displacement is controlled according to the drive system speed, so that the drive system torque can be limited accordingly at any drive system speed, and the oil pump power can be ensured to decrease synchronously with the allowable power of the engine, so that even if the oil pump displacement decreases with the speed, the engine will not be overloaded, and the flameout can be avoided. The engine torque can be fully utilized for driving without overloading.

[0021] In some feasible embodiments, the oil pump displacement is calculated based on a driving pressure signal detected by a chassis control system and a limiting torque corresponding to a current rotation speed of the driving system.

[0022] According to the above technical means, the oil pump displacement can be calculated in real time according to the limiting torque corresponding to the current drive system speed, so as to realize real-time adjustment of the oil pump displacement and adaptive braking. The vehicle speed has a large stepless speed regulation range, high reliability and good stability.

[0023] A second aspect of the present application provides a chassis control method, the chassis control method comprising:

[0024] Obtain throttle signal and drive system speed signal;

[0025] Judging whether the speed of the drive system decreases with the throttle opening according to the throttle signal and the speed signal of the drive system;

[0026] When the speed of the drive system does not decrease along with the throttle opening, the brake switching component is controlled to start the adaptive brake system;

[0027] Control the adaptive brake control component to adjust the braking force.

[0028] According to the above technical means, the method activates the adaptive braking system when the throttle opening is inconsistent with the change in the speed of the drive system, and controls it through the whole machine controller to eliminate the risk of engine back-drive caused by large inertia and maintain driving stability.

[0029] In some feasible embodiments, controlling the adaptive brake control component to adjust the braking force includes:

[0030] Controlling the adaptive brake control component to adjust the braking force to gradually increase according to a preset rule until it is detected that the speed of the drive system is recovered with the throttle opening decreasing;

[0031] Control the brake switching component to turn off the adaptive brake system.

[0032] According to the above technical means, the braking force is gradually increased to control the fluctuation of the drive system speed to gradually decrease, thereby ensuring that the drive system speed can quickly return to a stable decreasing state.

[0033] In some feasible embodiments, the chassis control method further includes:

[0034] When the adaptive brake system is turned on, the passive brake circuit is continuously checked to see if it is open.

[0035] If an open passive brake circuit is detected, the adaptive brake system is turned off.

[0036] According to the above technical means, when the user is detected to have braking behavior, the adaptive braking system can be turned off and the passive braking circuit can be prioritized to maintain the vehicle's controllability.

[0037] In some feasible embodiments, the chassis control method further includes:

[0038] The oil pump displacement is controlled according to the drive system speed signal, so that the drive system torque is less than or equal to the limit torque corresponding to the current drive system speed. Different drive system speeds correspond to different limit torques.

[0039] According to the above technical means, the oil pump displacement is controlled according to the drive system speed, so that the drive system torque can be limited accordingly at any drive system speed, and the oil pump power can be ensured to decrease synchronously with the allowable power of the engine, so that even if the oil pump displacement decreases with the speed, the engine will not be overloaded, and the flameout can be avoided. The engine torque can be fully utilized for driving without overloading.

[0040] In some feasible embodiments, the oil pump displacement is calculated based on a driving pressure signal detected by a chassis control system and a limiting torque corresponding to a current rotation speed of the driving system.

[0041] According to the above technical means, the oil pump displacement can be calculated in real time according to the limiting torque corresponding to the current drive system speed, so as to realize real-time adjustment of the oil pump displacement and adaptive braking. The vehicle speed has a large stepless speed regulation range, high reliability and good stability.

[0042] A third aspect of the present application provides a vehicle, comprising the chassis control system.

[0043] A fourth aspect of the present application provides a machine-readable storage medium, on which instructions are stored, and the instructions are used to enable a machine to execute the chassis control method.

[0044] Through the above technical solution, the chassis control system of the present application adds an adaptive braking system. When the accelerator is released, if driving instability occurs, the adaptive braking can be automatically turned on, thereby eliminating the risk of engine backdrive caused by large inertia and maintaining driving stability.

[0045] The whole machine controller controls the oil pump displacement according to the real-time acquired drive system speed. When the throttle is reduced, the oil pump displacement remains related to the speed, that is, the oil pump displacement decreases with the speed. This ensures that the oil pump power decreases synchronously with the engine allowable power, thereby ensuring that the system is not overloaded and avoiding stalling.

[0046] Different drive system speeds correspond to different limit torques, rather than maintaining a fixed limit torque, so that the engine torque can be fully utilized for driving without overloading.

[0047] Other features and advantages of the embodiments of the present invention will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] The accompanying drawings are used to provide a further understanding of the embodiments of the present invention and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the embodiments of the present invention, but do not constitute a limitation on the embodiments of the present invention. In the accompanying drawings:

[0049] Figure 1It is a schematic diagram of the principle of a chassis control system provided by an embodiment of the present invention;

[0050] Figure 2 is a schematic diagram of the principle of an adaptive braking system provided by an embodiment of the present invention;

[0051] Figure 3 is a schematic structural diagram of an adaptive braking system provided by an embodiment of the present invention;

[0052] Figure 4 It is a schematic diagram of the relationship between the limiting torque and the driving system torque provided by an embodiment of the present invention;

[0053] Figure 5 is a flow chart of a chassis control method provided by an embodiment of the present invention;

[0054] Figure 6 It is a chassis travel control flow chart provided by one embodiment of the present invention.

[0055] Description of Reference Numerals

[0056] 1-first electric proportional gas valve, 1-1-air inlet of the first electric proportional gas valve, 1-2-air outlet of the first electric proportional gas valve, 2-second solenoid valve, 2-1-air inlet of the second solenoid valve, 2-2-air outlet of the second solenoid valve, 3-third solenoid valve, 3-1-air inlet of the third solenoid valve, 3-2-air outlet of the third solenoid valve. DETAILED DESCRIPTION

[0057] The specific implementation of the present invention is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described here is only used to illustrate and explain the present invention, and is not used to limit the present invention.

[0058] Figure 1 FIG. 1 is a schematic diagram of the chassis control system provided by an embodiment of the present invention. Figure 1As shown, the chassis control system includes: a whole machine controller, a drive system, a hydrostatic transmission system, a gearbox and a brake system. The drive system is used to generate the driving power of the whole vehicle; the hydrostatic transmission system is used to transmit the power provided by the drive system to the gearbox and finally drive the axle to move; the brake system is used to provide braking force; the whole machine controller is used to control the action of the drive system, the hydrostatic transmission system and the brake system. In some feasible embodiments, the drive system uses an engine to generate the driving power of the whole vehicle, and the whole machine controller will obtain the engine speed signal and the throttle signal from the drive system; the hydrostatic transmission system includes an electronically controlled main pump and a motor. When the engine is working, it drives the electronically controlled main pump to operate. The electronically controlled main pump sucks oil from the oil tank, converts the mechanical energy of the engine into liquid potential energy through the internal piston action, and makes the liquid flow into the pipeline at a certain pressure and speed, and then drives the motor to operate to convert the potential energy into mechanical energy. A pressure sensor is set on the pipeline to detect the driving pressure signal and transmit it to the whole machine controller. The operation of the motor drives the gearbox to rotate, and the gearbox finally drives the axle to move. The brake system is used to slow down the vehicle when necessary. The whole machine controller also generates an oil pump displacement signal according to the limited torque to control the oil flow rate of the electronically controlled main pump. In some feasible embodiments, the motor can be a fixed motor or a variable motor. The displacement of the variable motor can be dynamically adjusted according to the system's brake, throttle, driving pressure, gear position and speed state, so that the system has a larger stepless speed regulation range and better adaptability. The engine can be a diesel engine, etc.

[0059] In some possible embodiments, the braking system includes an adaptive braking system.

[0060] like Figure 2 As shown, the adaptive braking system includes: a brake switching component, which is arranged between the air outlet of the passive brake component and the brake pressure regulating component and between the adaptive brake control component and the brake pressure regulating component, and is used to control the switching between passive braking and adaptive braking when on and off. In the embodiment of the present application, the passive brake component refers to a brake component that is manually operated to achieve braking, such as a foot brake, etc., and passive braking refers to a braking process that is manually operated. The brake pressure regulating component is a brake air outlet regulating valve, such as a relay valve or a quick release valve. The brake pressure regulating component is connected to the brake air chamber.

[0061] The adaptive brake control component is arranged between the air storage tank and the brake switching group and is used to adjust the braking force.

[0062] The whole machine controller is also connected to the brake switching component and the adaptive brake control component, and is used to control the brake switching component to turn on the adaptive brake system when it is detected that the throttle opening is reduced and the drive system speed does not decrease with the throttle opening; and control the adaptive brake control component to adjust the braking force.

[0063] The above-mentioned technical means adds an adaptive braking system to the chassis control system, which is used to be turned on when the throttle opening is inconsistent with the change in the speed of the drive system, and is controlled by the whole machine controller to eliminate the risk of engine back-drive caused by large inertia and maintain driving stability.

[0064] In some possible embodiments, such as Figure 3 As shown, the brake switching component includes a second solenoid valve 2 and a third solenoid valve 3, the air inlet 2-1 of the second solenoid valve is connected to the adaptive brake control component, the air outlet 2-2 of the second solenoid valve is connected to the brake pressure regulating component, the control end is electrically connected to the whole machine controller, and the whole machine controller controls the on and off of the adaptive brake system by controlling the on and off of the second solenoid valve 2; the air inlet 3-1 of the third solenoid valve is connected to the air outlet of the passive brake component, the air outlet 3-2 of the third solenoid valve is connected to the brake pressure regulating component, and the control end of the third solenoid valve 3 is electrically connected to the whole machine controller; the third solenoid valve 3 is configured to be disconnected when powered on, and the whole machine controller controls the disconnection and conduction of the passive brake system by controlling the on and off of the third solenoid valve 2. Therefore, by controlling the third solenoid valve 3 to be energized, the outlet channel of passive braking can be cut off, and the passive braking can be turned on and off simply and quickly. By controlling the second solenoid valve 2 to be turned on, the outlet channel of adaptive braking can be turned on. The combined control of the second solenoid valve 2 and the third solenoid valve 3 can realize the switching between passive braking and adaptive braking. Since the third solenoid valve 3 is configured to be energized and disconnected, the third solenoid valve 3 will be energized only when the adaptive braking system needs to be turned on, thereby reducing system power consumption.

[0065] In some possible embodiments, such as Figure 3 As shown, the adaptive brake control component includes a first electric proportional air valve 1, the air inlet 1-1 of the first electric proportional air valve is connected to the air tank, the air outlet 1-2 of the first electric proportional air valve is connected to the air inlet 2-1 of the second solenoid valve, and the control end of the first electric proportional air valve 1 is electrically connected to the whole machine controller to control the air pressure of the air outlet 1-2 of the first electric proportional air valve. Therefore, the first electric proportional air valve 1 is set for direct control by the whole machine controller to adjust the braking force without manual operation.

[0066] When the adaptive braking system needs to be opened, the second solenoid valve 2 is energized and connected, and the third solenoid valve 4 is energized and disconnected. At this time, the brake pressure comes from the first electric proportional air valve 1 instead of the foot brake or other passive braking components, and the brake pressure is 0; when the pressure of the adaptive braking system needs to be increased, the first electric proportional air valve 1 controls the current to increase, and when the pressure of the adaptive braking system needs to be reduced, the first electric proportional air valve 1 controls the current to decrease, thereby controlling the brake pressure within the required range by controlling the current.

[0067] In some feasible embodiments, the whole machine controller is also used to control the adaptive braking control component to adjust the braking force to gradually increase according to the preset rules after the adaptive braking system is turned on, until it is detected that the speed of the drive system recovers with the decrease of the throttle opening, and the brake switching component is controlled to turn off the adaptive braking system. In some feasible embodiments, the preset rule can be an equal-proportional increase. Based on the equal-proportional increase rule, the braking force provided by the adaptive braking control component continues to increase, and the increase speed is always consistent. The preset rule can also be a reduced-proportional increase. Based on the reduced-proportional increase rule, the braking force provided by the adaptive braking control component continues to increase, but the increase speed is getting slower and slower. After detecting that the speed of the drive system recovers with the decrease of the throttle opening, the adaptive braking control component is controlled to adjust the braking force to gradually decrease until the adaptive braking system is turned off, and the passive braking circuit is opened at the same time.

[0068] Therefore, the gradual increase in braking force can control the drive system speed fluctuation to gradually decrease, ensuring that the drive system speed can quickly return to a stable decreasing state.

[0069] In some feasible embodiments, the whole machine controller obtains the drive system speed in real time, and controls the oil pump displacement according to the drive system speed, so that the drive system torque is less than or equal to the limit torque corresponding to the current drive system speed, and different drive system speeds correspond to different limit torques. In some feasible embodiments, the limit torque is generally 80%-90% of the drive system torque, so as to ensure that the drive system is not overloaded and the system power can be fully utilized. Figure 4 A schematic diagram of the relationship between the limiting torque and the drive system torque in one embodiment of the present application is shown, and the limiting torque always maintains a certain ratio with the torque corresponding to the current speed. In the schematic diagram, after the drive system speed-torque curve is translated by a certain amount in the torque direction along the decreasing direction, the obtained curve is the drive system speed-limited torque curve. If the limiting torque is 80% of the drive system torque, the drive system speed-limited torque curve is obtained by translating the drive system speed-torque curve by 20% in the torque direction along the decreasing direction. Thus, by controlling the oil pump displacement according to the drive system speed, the drive system torque can be limited accordingly at any drive system speed, and the oil pump power can be ensured to decrease synchronously with the engine allowable power, so that even if the oil pump displacement decreases with the speed, the engine will not be overloaded, and the flameout phenomenon can be avoided. The engine torque can be fully utilized to drive the vehicle without overloading.

[0070] In some feasible embodiments, the oil pump displacement is calculated according to the driving pressure signal detected by the chassis control system and the limiting torque corresponding to the current driving system speed. The specific calculation formula is:

[0071]

[0072] Where, T is the limit torque, ΔP is the driving pressure, V is the oil pump displacement, η m is the oil pump efficiency, is the fixed parameter of the oil pump, and the driving pressure is Figure 1 The difference in driving pressure collected by the two pressure sensors in the control unit. Therefore, when the engine described in the above embodiment is working, the whole machine controller obtains the speed signal and the throttle signal in real time. When the throttle is stable at a certain opening, the engine speed remains unchanged. The whole machine controller determines the limiting torque T according to the current engine speed, and then calculates the oil pump displacement. According to the calculated oil pump displacement, the oil pump displacement signal is issued to control the electronically controlled main pump. The engine speed remains unchanged, and the oil pump displacement current remains constant. When the throttle opening increases, the system detects that the engine speed rises, and the oil pump displacement current increases with the speed, and the oil pump displacement increases accordingly, and the vehicle accelerates.

[0073] When the system detects that the throttle opening is reduced, that is, when the throttle is released, the engine speed decreases. At this time, the displacement current remains related to the speed, that is, the oil pump displacement decreases as the speed decreases. At the same time, the whole machine controller will also detect whether the engine speed decreases synchronously and stably with the throttle opening. If the engine speed does not decrease synchronously and stably with the throttle opening, that is, the speed has an upward or fluctuating trend, then the adaptive braking system is turned on at this time, and the braking pressure of the adaptive braking system is controlled to gradually increase. At this time, due to the existence of braking force, the speed fluctuation will gradually decrease until the vehicle speed returns to a stable and decreasing state, and then the adaptive braking system is turned off and the passive braking circuit is reopened. The oil pump displacement can be calculated in real time according to the limiting torque corresponding to the current drive system speed, and the oil pump displacement and adaptive braking can be adjusted in real time. The vehicle speed has a large stepless speed regulation range, high reliability, and good stability.

[0074] A second aspect of the present application provides a chassis control method, such as Figure 5 As shown, the chassis control method includes:

[0075] S1: Acquire a throttle signal and a driving system speed signal. In some feasible embodiments, the throttle signal and the driving system speed signal are acquired in the same manner as that of an existing chassis system.

[0076] S2: Determine whether the drive system speed decreases with the throttle opening according to the throttle signal and the drive system speed signal. The throttle signal reflects the change in the throttle opening. When the throttle signal decreases, it is determined that the throttle opening is decreasing, and the drive system speed should also decrease. When encountering a slope, due to inertia, the vehicle may have a situation where the throttle opening decreases, but the drive system speed remains unchanged or increases. In this case, it is determined that the drive system speed does not decrease with the throttle opening.

[0077] S3: When the speed of the drive system does not decrease with the throttle opening, the brake switching component is controlled to turn on the adaptive brake system. When the speed of the drive system does not decrease with the throttle opening, the second solenoid valve is controlled to be energized and connected, and the third solenoid valve is energized and disconnected. At this time, the adaptive brake system is turned on and the passive brake component is disconnected.

[0078] S4: Control the adaptive brake control component to adjust the braking force.

[0079] According to the above technical means, the method activates the adaptive braking system when the throttle opening is inconsistent with the change in the speed of the drive system, and controls it through the whole machine controller to eliminate the risk of engine back-drive caused by large inertia and maintain driving stability.

[0080] In some feasible embodiments, controlling the adaptive brake control component to adjust the braking force includes:

[0081] Controlling the adaptive brake control component to adjust the braking force to gradually increase according to a preset rule until it is detected that the speed of the drive system is recovered with the throttle opening decreasing;

[0082] Control the brake switching component to turn off the adaptive braking system. In some feasible embodiments, the preset rule can be an equal-proportional increase. Based on the equal-proportional increase rule, the braking force provided by the adaptive brake control component continues to increase, and the increase speed is always consistent. The preset rule can also be a reduced-proportional increase. Based on the reduced-proportional increase rule, the braking force provided by the adaptive brake control component continues to increase, but the increase speed is getting slower and slower. Therefore, the gradual increase in the braking force can control the drive system speed fluctuation to gradually reduce, and ensure that the drive system speed can quickly return to a stable reduced state.

[0083] In some feasible embodiments, the chassis control method further includes:

[0084] When the adaptive brake system is turned on, the passive brake circuit is continuously checked to see if it is open.

[0085] When the passive braking circuit is detected to be open, the adaptive braking system is turned off. In some feasible embodiments, the passive braking circuit includes a foot brake, and if the foot brake is detected to be triggered, the adaptive braking system is turned off. Thus, when the user is detected to have a braking behavior, the adaptive braking system can be turned off, and the passive braking circuit is prioritized to work, so as to maintain the controllability of the vehicle.

[0086] During driving, taking a gearbox with slow and fast gears as an example, when a brake signal is detected, if the current gear is slow, the oil pump displacement is immediately reset to 0 to prevent the motor from driving the vehicle to continue driving; if the current gear is fast, the displacement is still kept changing with the speed when braking. The lower the speed, the smaller the displacement current. At the same time, the displacement current at this time is also limited by the brake pressure. The greater the brake pressure, the smaller the displacement current allowable value, the faster the vehicle speed decreases, and a better deceleration effect is achieved. If the gearbox has only one gear, the displacement is still kept changing with the speed when braking. The lower the speed, the smaller the displacement current. At the same time, the displacement current at this time is also limited by the brake pressure. The greater the brake pressure, the smaller the displacement current allowable value, and the faster the vehicle speed decreases. If the gearbox contains more than two gears, the gears can be divided into slow gears and fast gears as needed. For example, if there are three gears, namely, first gear, second gear and third gear, the first gear can be divided into a slow gear and the second gear and the third gear can be divided into fast gears as needed. When braking, the braking is carried out according to the division result and the aforementioned slow gear and fast gear braking processing method.

[0087] In some feasible embodiments, the chassis control method further includes:

[0088] The oil pump displacement is controlled according to the drive system speed signal, so that the drive system torque is less than or equal to the limit torque corresponding to the current drive system speed, and different drive system speeds correspond to different limit torques. In some feasible embodiments, the limit torque is generally 80%-90% of the drive system torque, so as to ensure that the drive system is not overloaded and the system power can be fully utilized. Therefore, by controlling the oil pump displacement according to the drive system speed, the drive system torque can be correspondingly limited at any drive system speed, and the oil pump power can be ensured to decrease synchronously with the engine allowable power, so that even if the oil pump displacement decreases with the speed, the engine will not be overloaded, and the flameout phenomenon can be avoided. The engine torque can be fully utilized to drive the vehicle without overloading.

[0089] In some feasible embodiments, the oil pump displacement is calculated according to the driving pressure signal detected by the chassis control system and the limiting torque corresponding to the current driving system speed. The specific calculation formula is:

[0090]

[0091] Where, T is the limit torque, ΔP is the driving pressure, V is the oil pump displacement, η m is the oil pump efficiency, is the fixed parameter of the oil pump, and the driving pressure is Figure 1 The difference in driving pressure collected by the two pressure sensors.

[0092] According to the above technical means, the oil pump displacement can be calculated in real time according to the limiting torque corresponding to the current drive system speed, so as to realize real-time adjustment of the oil pump displacement and adaptive braking. The vehicle speed has a large stepless speed regulation range, high reliability and good stability.

[0093] The chassis travel control process of the chassis control method of the present application is further explained below in conjunction with specific vehicle travel control.

[0094] like Figure 6 As shown in the figure, after the vehicle starts to drive, it first detects whether the driver has any braking behavior, that is, whether there is a passive braking signal from the passive braking component. If so, the adaptive braking system is turned off and the oil pump displacement logic is adjusted according to the driving gear; if there is no passive braking signal, the oil pump displacement changes with the speed, and the throttle signal is detected at the same time. If the throttle is in a reduced state, the current speed is stably detected. If the speed fluctuates or rises significantly, the adaptive braking is turned on and the braking pressure is gradually increased until the driving is stable; if the speed reaches a stable decreasing state, it means that the driving is stable, and at this time the adaptive braking pressure is gradually reduced until the adaptive braking system is turned off. Through the above control logic, the driving can be kept stable under various working conditions.

[0095] The third aspect of the present application provides a vehicle, the vehicle including the chassis control system. In some feasible embodiments, the vehicle may be a spraying trolley. The spraying trolley is a mechanical device that installs a concrete pump, an additive system, a spraying system and a manipulator on a self-propelled wheeled special chassis to spray wet concrete mixture onto a working surface, and is used to provide lining support for structural surfaces such as rocks, brick walls, steel structures and wooden formwork.

[0096] A fourth aspect of the present application provides a machine-readable storage medium, on which instructions are stored, and the instructions are used to enable a machine to execute the chassis control method.

[0097] Those skilled in the art will understand that all or part of the steps in the method for implementing the above-mentioned embodiments can be completed by instructing the relevant hardware through a program, and the program is stored in a storage medium, including several instructions for making a single-chip microcomputer, a chip or a processor (processor) perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

[0098] The optional embodiments of the present invention are described in detail above in conjunction with the accompanying drawings. However, the embodiments of the present invention are not limited to the specific details in the above embodiments. Within the technical concept of the embodiments of the present invention, the technical scheme of the embodiments of the present invention can be subjected to a variety of simple modifications, and these simple modifications all belong to the protection scope of the embodiments of the present invention. It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the embodiments of the present invention will not further describe various possible combinations.

[0099] In addition, various embodiments of the present invention may be arbitrarily combined, and as long as they do not violate the concept of the embodiments of the present invention, they should also be regarded as the contents disclosed in the embodiments of the present invention.

Claims

1. A chassis control system, comprising: The whole machine controller, drive system, hydrostatic transmission system, gearbox and brake system, the drive system is used to generate the driving power of the whole vehicle; the hydrostatic transmission system is used to transmit the power provided by the drive system to the gearbox and finally drive the axle to move; the brake system is used to provide braking force; the whole machine controller is used to control the action of the drive system, hydrostatic transmission system and brake system; it is characterized in that the brake system includes an adaptive brake system; The adaptive braking system comprises: A brake switching component is arranged between the air outlet of the passive brake component and the brake pressure regulating component and between the adaptive brake control component and the brake pressure regulating component, and is used to control the switching between the passive brake and the adaptive brake when switching on and off; An adaptive brake control component is provided between the air storage tank and the brake switching group and is used to adjust the braking force; The whole machine controller is also connected to the brake switching component and the adaptive brake control component, and is used to control the brake switching component to turn on the adaptive brake system when it is detected that the throttle opening is reduced and the drive system speed does not decrease with the throttle opening; and control the adaptive brake control component to adjust the braking force.

2. The chassis control system according to claim 1, characterized in that: The brake switching component includes a second solenoid valve and a third solenoid valve, the air inlet of the second solenoid valve is connected to the adaptive brake control component, the air outlet of the second solenoid valve is connected to the brake pressure regulating component, the control end is electrically connected to the whole machine controller, and the whole machine controller controls the on and off of the adaptive brake system by controlling the on and off of the second solenoid valve; the air inlet of the third solenoid valve is connected to the air outlet of the passive brake component, the air outlet of the third solenoid valve is connected to the brake pressure regulating component, and the control end of the third solenoid valve is electrically connected to the whole machine controller; the third solenoid valve is configured to be disconnected when powered on, and the whole machine controller controls the disconnection and conduction of the passive brake system by controlling the on and off of the third solenoid valve.

3. The chassis control system according to claim 2, characterized in that: The adaptive braking control component includes a first electric proportional air valve, the air inlet of the first electric proportional air valve is connected to the air storage tank, the air outlet of the first electric proportional air valve is connected to the air inlet of the second solenoid valve, and the control end of the first electric proportional air valve is electrically connected to the whole machine controller for controlling the air pressure at the air outlet of the first electric proportional air valve.

4. The chassis control system according to claim 1, characterized in that: The whole machine controller is also used to control the adaptive braking control component to adjust the braking force to gradually increase according to preset rules after the adaptive braking system is turned on, until it is detected that the drive system speed recovers and the throttle opening decreases, and the brake switching component is controlled to turn off the adaptive braking system.

5. The chassis control system according to claim 1, characterized in that: The whole machine controller obtains the drive system speed in real time, and controls the oil pump displacement according to the drive system speed, so that the drive system torque is less than or equal to the limit torque corresponding to the current drive system speed, and different drive system speeds correspond to different limit torques.

6. The chassis control system according to claim 5, characterized in that: The oil pump displacement is calculated based on a driving pressure signal detected by a chassis control system and a limiting torque corresponding to a current driving system speed.

7. A chassis control method, characterized in that: The chassis control method comprises: Obtain throttle signal and drive system speed signal; Judging whether the speed of the drive system decreases with the throttle opening according to the throttle signal and the speed signal of the drive system; When the speed of the drive system does not decrease along with the throttle opening, the brake switching component is controlled to start the adaptive brake system; Control the adaptive brake control component to adjust the braking force.

8. The chassis control method according to claim 7, characterized in that: The controlling the adaptive brake control component to adjust the braking force includes: Controlling the adaptive brake control component to adjust the braking force to gradually increase according to a preset rule until it is detected that the speed of the drive system is recovered with the throttle opening decreasing; Control the brake switching component to turn off the adaptive brake system.

9. The chassis control method according to claim 7, characterized in that: The chassis control method further includes: When the adaptive brake system is turned on, the passive brake circuit is continuously checked to see if it is open. If an open passive brake circuit is detected, the adaptive brake system is turned off.

10. The chassis control method according to claim 7, characterized in that: The chassis control method further includes: The oil pump displacement is controlled according to the drive system speed signal, so that the drive system torque is less than or equal to the limit torque corresponding to the current drive system speed. Different drive system speeds correspond to different limit torques.

11. The chassis control method according to claim 10, characterized in that: The oil pump displacement is calculated based on a driving pressure signal detected by a chassis control system and a limiting torque corresponding to a current driving system speed.

12. A vehicle, characterized in that: The vehicle comprises the chassis control system according to any one of claims 1-6.

13. A machine-readable storage medium, characterized in that: The machine-readable storage medium stores instructions for enabling a machine to execute the chassis control method described in any one of claims 7 to 11 of the present application.

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