Vehicle air brake multi-mode control system and vehicle

Abstract

The invention discloses a vehicle air brake multi-mode control system and a vehicle, and relates to the field of vehicle braking, the vehicle air brake multi-mode control system comprises a mode switching unit, the mode switching unit is used for outputting driving signals of different magnitudes based on braking requirements, the driving signal comprises a driving gas or an electronic signal output from the mode switching unit; the braking execution unit is used for sensing the driving signal output from the mode switching unit and then switching to a corresponding braking gas output mode according to the driving signal so as to brake the vehicle, and the braking execution unit is connected with a gas source device of the vehicle and used for controlling the braking of the vehicle. The braking force can be flexibly adjusted according to different loads of the vehicle or different driver habits, the flexibility and configurability of the braking mode are provided, and the braking system can adapt to different driving scenes and braking requirements.

Description

Technical Field

[0001] The invention relates to the field of vehicle braking, and in particular to a vehicle air brake multi-mode control system and a vehicle. Background Art

[0002] Commercial vehicles generally use pneumatic brake systems. Due to the function of transporting goods, the weight of the vehicle when empty or fully loaded varies greatly, and the braking force requirements for the corresponding vehicles when empty or fully loaded are also different. Due to the differences in loads and braking force requirements, there are differences in the braking force adjustment during vehicle use. For conventional ABS systems, the braking force is generally only adjusted when the wheels are locked to prevent the wheels from locking due to excessive braking force. Before the wheels are locked, the front and rear braking force output is not performed. With the development of electronic control technology, the ABS system has been gradually upgraded to an electronically controlled braking EBS system. By setting an air pressure sensor on each wheel side and using electronically controlled proportional valves on the front and rear axles, the closed-loop control of the vehicle deceleration can be achieved through precise calculation by the ECU, which can ensure the consistency of braking deceleration under different load conditions with the same pedal stroke.

[0003] For some conventional systems (such as ABS systems), the front and rear braking forces are distributed in a fixed ratio before the wheels lock, that is, before the ABS system adjusts, and the braking force cannot be adjusted according to the empty or full load status. For some systems (such as EBS systems), due to differences in each person's driving style, under the same loading state, it is impossible to adapt to drivers with different braking habits and preferences. If you need to adjust the braking force output, you need to go to a service station or return to the factory to modify the EBS controller parameters, and the procedure is cumbersome. Summary of the invention

[0004] The present application provides a vehicle air brake multi-mode control system and a vehicle, which can solve the technical problems in the prior art that the braking system cannot flexibly adjust the braking force according to the vehicle loading status, and cannot adapt to drivers with different braking habits and preferences under the same loading status. If the braking force output needs to be adjusted, it is necessary to go to a service station or return to the factory to modify the controller parameters, and the procedure is cumbersome.

[0005] In a first aspect, an embodiment of the present application provides a vehicle air brake multi-mode control system, comprising:

[0006] A mode switching unit, which is used to output drive signals of different magnitudes based on braking requirements, wherein the drive signal includes a drive gas or an electronic signal output from the mode switching unit;

[0007] The brake execution unit is used to sense the driving signal output from the mode switching unit, and then switch to the corresponding brake gas output mode according to the driving signal to brake the vehicle, and the brake execution unit is connected to the gas source device of the vehicle.

[0008] In combination with the first aspect, in one embodiment, the brake execution unit includes a rear axle relay valve, which is provided with a rear axle control port connected to the output port and controls the rear axle relay valve to switch to a corresponding brake gas output mode according to the driving gas pressure output by the output port.

[0009] In one embodiment, the brake execution unit includes a rear axle relay valve, which is provided with a rear axle control port connected to the output port and controls the rear axle relay valve to switch to a corresponding brake gas output mode according to the driving gas pressure output by the output port.

[0010] In one embodiment, the air source device comprises a vehicle air cylinder, and the vehicle air cylinder is provided with a first delivery outlet for communicating with the multi-mode switching valve and a second delivery outlet for communicating with the rear axle relay valve.

[0011] In one embodiment, the rear axle relay valve is also provided with a valve body air inlet and two valve body air outlets for accepting control of the rear axle control port, the valve body air inlet is connected to the second delivery outlet, and the two valve body air outlets are respectively connected to a rear axle wheel end component.

[0012] In one embodiment, a brake foot valve is provided between the first delivery outlet and the input port for controlling the communication state between the vehicle air tank and the multi-mode switching valve.

[0013] In one embodiment, the vehicle air reservoir is also connected to a front axle passage, and the front axle passage includes a front axle relay valve connected to the vehicle air reservoir and a front axle wheel end assembly connected to the outflow end of the front axle relay valve.

[0014] In one embodiment, the front axle relay valve is provided with a front axle control port for independently communicating with a vehicle air tank to control the communication state between the front axle relay valve and the vehicle air tank and the communication state between the front axle relay valve and the front axle wheel end assembly, and the connection passage between the front axle control port and the vehicle air tank passes through the brake foot valve.

[0015] In one embodiment, the mode switching unit includes a rear axle brake electronic control module electrically connected to the vehicle EBS control system, so as to output different electronic signals according to the switching instruction of the EBS control system.

[0016] In a second aspect, an embodiment of the present application provides a vehicle, comprising the above-mentioned vehicle air brake multi-mode control system.

[0017] The beneficial effects brought by the technical solution provided by the embodiments of the present application include:

[0018] The air brake multi-mode control system in the present application is configured with a mode switching unit that can output different mode drive signals. It can drive the brake execution unit to switch to the corresponding brake gas output mode according to the braking demand or the driver's personal driving preference to brake the brake terminal. This design provides flexibility and configurability of the braking mode, so that the braking system can adapt to different driving scenarios and braking requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0020] Figure 1 A schematic diagram of a first implementation module of a vehicle air brake multi-mode control system provided in an embodiment of the present application;

[0021] Figure 2 A module detail diagram of a first implementation mode of a vehicle air brake multi-mode control system provided in an embodiment of the present application;

[0022] Figure 3 A schematic diagram of an output pressure curve of an output port of a multi-mode switching valve in a vehicle air brake multi-mode control system provided by an embodiment of the present application;

[0023] Figure 4 A schematic diagram of a manual adjustment method of a multi-mode switching valve in a vehicle air brake multi-mode control system provided in an embodiment of the present application;

[0024] Figure 5 A schematic diagram of the system architecture of a second implementation scheme of a vehicle air brake multi-mode control system provided in an embodiment of the present application.

[0025] In the figure: 1. Multi-mode switching valve; 101. Input port; 102. Output port; 2. Rear axle relay valve; 201. Rear axle control port; 202. Valve body air inlet; 203. Valve body air outlet; 3. Vehicle air tank; 301. First delivery outlet; 302. Second delivery outlet; 4. Rear axle wheel-end assembly; 401. Rear axle ABS solenoid valve; 402. Rear axle wheel-end brake air chamber; 5. Brake foot valve; 6. Front axle relay valve; 601. Front axle control port; 7. Front axle wheel-end assembly; 701. Front axle ABS solenoid valve; 702. Front axle wheel-end brake air chamber. DETAILED DESCRIPTION

[0026] In order to enable those skilled in the art to better understand the solution of the present application, 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 only part of the embodiments of the present application, not all of the embodiments. 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 this application.

[0027] First, the structures appearing in this application are explained to facilitate understanding by those skilled in the art:

[0028] Relay valve: usually includes control valve core, spring, sealing element and other components. The control valve core maintains a certain position under the action of the spring, and the flow and pressure of compressed air are controlled by adjusting the opening degree of the valve core.

[0029] ABS: Anti-lock Braking System, which detects whether a wheel is about to lock by monitoring the wheel speed and the vehicle's deceleration rate. When the system detects that the speed of a wheel drops sharply, indicating that the wheel may be about to lock, the ABS control unit will respond quickly and prevent the wheel from locking by adjusting the brake pressure.

[0030] EBS: The full name is Electronic Braking System, which monitors the vehicle's operating status in real time through various sensors arranged on the vehicle, including key parameters such as vehicle speed, wheel speed, and brake pressure. This information is transmitted to the EBS controller, which controls the braking system according to preset algorithms and logic. When the driver steps on the brake pedal, the EBS controller receives the braking signal and calculates the required braking force based on the vehicle's real-time status and the driver's braking needs. Then, the controller controls the brake actuator (such as solenoid valves, motors, etc.) through electronic signals to adjust the brake pressure, thereby achieving precise control of the wheel braking force.

[0031] Output pressure curve: A graphical representation that describes the linear change of output pressure over time or other variables (such as time, displacement, input value, etc.). It includes curved pressure curves and linear pressure curves. In the linear pressure curve, there is a direct proportional relationship between pressure and variable, that is, the pressure increases or decreases evenly with the increase of the variable. The larger the slope value of the linear pressure curve, the faster the rate at which the pressure changes with the variable; conversely, the smaller the slope, the slower the rate of change.

[0032] On the first aspect, an embodiment of the present application provides a vehicle air brake multi-mode control system, which can solve the technical problems in the prior art that the braking system cannot flexibly adjust the braking force according to the vehicle loading status, and cannot adapt to drivers with different braking habits and preferences under the same loading status. If the braking force output needs to be adjusted, it is necessary to go to a service station or return to the factory to modify the controller parameters, and the procedure is cumbersome.

[0033] Specifically, the vehicle air brake multi-mode control system in the present application includes a mode switching unit and a brake execution unit. According to the braking requirements or the driver's braking preference, during the braking process, the control mode switching unit outputs drive signals of different sizes and transmits the drive signals to the brake execution unit. The brake execution unit is connected to the air source device and controls the level of the brake air pressure output by itself according to the size of the drive signal to change the brake gas output mode.

[0034] Among them, the mode switching unit includes mechanical and electronic types to adapt to different braking systems of vehicles. When the mode switching unit is mechanical, the driving signal output from the mode switching unit is driving gas, and the brake execution unit uses the air pressure value of the driving gas as the signal for switching the brake gas output mode. When the mode switching unit is electronic, the driving signal output from the mode switching unit is an electronic signal, and the brake execution unit uses the strength of the electronic signal as the signal for switching the brake gas output mode.

[0035] Specifically, when the mode switching unit is mechanical, this mode is preferably used for the ABS system. Figure 1 This is a module diagram of a first implementation mode of a vehicle air brake multi-mode control system provided in an embodiment of the present application. Figure 2 A first embodiment of a vehicle air brake multi-mode control system provided in the present application is a module detail diagram, such as Figure 1 , Figure 2 As shown, the mode switching unit includes a multi-mode switching valve 1 independently connected to the gas source device, the multi-mode switching valve 1 includes an input port 101 and multiple output ports 102, and each output port 102 is preset with an output pressure curve for outputting driving gases of different pressures according to the connected output port 102.

[0036] The multi-mode switching valve 1 integrates an input port 101 and multiple output ports 102. Each output port 102 has its own preset output pressure curve. This design enables the multi-mode switching valve 1 to intelligently select and connect the corresponding output port 102 and input port 101 according to braking requirements, thereby outputting driving gas that matches the pressure curve of the selected output port 102.

[0037] The input port 101 of the multi-mode switching valve 1 is connected to the gas source device to ensure a stable gas supply, and the multiple output ports 102 are potentially connected to the input port 101, but in actual operation, only one output port 102 can be connected to the input port 101. This design not only ensures the effective transmission of the gas, but also avoids the diversion of the gas between different output ports 102, ensuring the stability and accuracy of the output.

[0038] At the same time, in this mode, the brake execution unit includes a rear axle relay valve 2, which is provided with a rear axle control port 201 connected to the output port 102 and controls the rear axle relay valve 2 to switch to the corresponding brake gas output mode according to the driving gas pressure output by the output port 102.

[0039] Furthermore, the air source device includes a vehicle air cylinder 3 , and the vehicle air cylinder 3 is provided with a first delivery outlet 301 for communicating with the multi-mode switching valve 1 and a second delivery outlet 302 for communicating with the rear axle relay valve 2 .

[0040] The vehicle air cylinder 3 serves as a storage container and gas source for brake gas and drive gas. The vehicle air cylinder 3 is designed to have multiple connection ports so as to be connected to the multi-mode switching valve 1 and the rear axle relay valve 2 to ensure the normal flow of gas in the air brake multi-mode control system in this application.

[0041] That is, at least two pipes are provided on the vehicle air cylinder 3, one of which connects the vehicle air cylinder 3 and the rear axle control port 201 and the multi-mode switching valve 1 is arranged on the pipe. The driving gas provided by the vehicle air cylinder 3 is regulated by the multi-mode switching valve 1 and finally output to the rear axle control port 201. The rear axle control port 201 senses the pressure of the driving gas and then controls the rear axle relay valve 2 to output brake gas of different pressures. The other pipe connects the vehicle air cylinder 3 and the rear axle relay valve 2 to provide brake gas for the rear axle relay valve 2. This ensures that the multi-mode switching valve 1 and the rear axle relay valve 2 can immediately obtain sufficient gas to perform corresponding operations when needed, and also ensures the independence of the two, which is convenient for later installation and maintenance.

[0042] In this mode, the braking mechanism is as follows: the vehicle air tank 3 simultaneously delivers high-pressure gas to the multi-mode switching valve 1 and the rear axle relay valve 2; the multi-mode switching valve 1 uses part of the high-pressure gas provided by the vehicle air tank 3 as driving gas, and outputs driving gas of different pressures to the rear axle control port 201 on the rear axle relay valve 2 according to braking requirements; the rear axle relay valve 2 can use part of the high-pressure gas provided by the vehicle air tank 3 as braking gas, and deliver it to the braking terminal to complete the braking process; during this process, the switching of the braking gas output mode of the rear axle relay valve 2 is determined by the air pressure of the driving gas sensed by the rear axle control port 201.

[0043] Specifically, when the air pressure of the driving gas sensed by the rear axle control port 201 is high, the rear axle relay valve 2 will correspondingly increase the amount of brake gas output to the brake terminal and improve the braking response to achieve stronger braking force. When the air pressure of the driving gas is low, the rear axle relay valve 2 will reduce the output of the brake gas and slow down the braking response to avoid excessive braking or unnecessary wear. This precise control from source to terminal not only improves the overall performance of the braking system and the flexibility of brake adjustment, but also provides the driver with a more comfortable and safe driving experience.

[0044] Figure 3 Schematic diagram of an output pressure curve of an output port 102 of a multi-mode switching valve 1 in a vehicle air brake multi-mode control system provided in an embodiment of the present application, such as Figure 3 As shown in FIG. 1 , in a possible implementation, the multi-mode switching valve 1 has three output ports 102, and the three output ports 102 are all provided with linear output pressure curves with different slopes to correspond to different braking modes of the rear axle relay valve 2. Figure 2 Taking the perspective as an example, assuming that the three output ports 102 are the first port, the second port and the third port from top to bottom, the braking modes of the rear axle relay valve 2 corresponding to the three output ports 102 are as follows:

[0045] The preset output pressure curve of the first port is: Figure 3 The first curve marked in the figure has the largest slope. When the first port is connected to the input port 101, the driving gas pressure output by the first port is greater than the input gas pressure of the input port 101, and as the braking time goes by, the increasing speed of the driving gas pressure output by the first port is greater than the increasing speed of the input gas pressure of the input port 101, so as to drive the rear axle relay valve 2 to switch to the braking mode with the strongest braking and the fastest braking response, which is suitable for drivers with fully loaded vehicles or high requirements for braking force;

[0046] The preset output pressure curve of the second port is: Figure 3 The second curve marked in the figure has a slope of 1, that is, when the second port is connected to the input port 101, the ratio of the driving gas pressure output by the second port to the input pressure of the input port 101 is 1:1, and the driving gas pressure output by the second port and the input pressure of the input port 101 increase synchronously, so as to drive the rear axle relay valve 2 to switch to a braking mode with moderate braking force and normal braking response, which is suitable for drivers with half-full vehicle load or no special requirements for braking force;

[0047] The preset output pressure curve of the third port is: Figure 3The third curve marked in the figure has the smallest slope. When the third port is connected to the input port 101, the driving gas pressure output by the third port is less than the input pressure of the input port 101, and as the braking time goes by, the increasing speed of the driving gas pressure output by the third port is less than the increasing speed of the input pressure of the input port 101, so as to drive the rear axle relay valve 2 to switch to a braking mode with a relatively gentle braking force and braking response, which is suitable for drivers who have no-load vehicles or require gentle braking force.

[0048] In a possible implementation, the multi-mode switching valve 1 is also provided with three output ports 102, and Figure 2 Taking the perspective as an example, assume that the three output ports 102 are the first port, the second port and the third port from top to bottom. Figure 4 A schematic diagram of a manual adjustment method of a multi-mode switching valve 1 in a vehicle air brake multi-mode control system provided in an embodiment of the present application is shown in FIG. Figure 4 The multi-mode switching valve 1 is implemented by a mechanical multi-way valve, and the mechanical multi-way valve is located in the cab, and the conversion of the output port 102 is achieved through mechanical operation. In the mechanical operation scenario, the multi-mode switching valve 1 has a rocker arm. When the rocker arm swings toward the left, the first port is connected, when the rocker arm is in a vertical state, the second port is connected, and when the rocker arm swings toward the right, the third port is connected.

[0049] Through the precise control of the multi-mode switching valve 1, driving gases of different pressures can be output to the rear axle relay valve 2 according to different vehicle states and driving habits of different drivers. The rear axle relay valve 2 adjusts the brake gas according to the pressure value of the driving gas, thereby achieving fine control of the braking force, allowing the system to easily adapt to different driving modes and braking requirements. This flexibility enables the vehicle to achieve optimal braking performance in various scenarios.

[0050] In combination with the above description, further, the rear axle relay valve 2 is also provided with a valve body air inlet 202 and two valve body air outlets 203 for accepting control of the rear axle control port 201, the valve body air inlet 202 is connected to the second delivery outlet 302, and the two valve body air outlets 203 are respectively connected to a rear axle wheel end assembly 4.

[0051] The valve body air inlet 202 is controlled by the rear axle control port 201 to open and close, and the valve body air outlet 203 is controlled by the rear axle control port 201 to open and close and the opening degree. The valve body air inlet 202 serves as a connection point between the rear axle relay valve 2 and the vehicle air tank 3. The brake gas provided by the vehicle air tank 3 enters the rear axle relay valve 2 via the valve body air inlet 202. The rear axle relay valve 2 is designed with two valve body air outlets 203, which are respectively used to connect two rear axle wheel end assemblies 4. In this way, the rear axle relay valve 2 can open the valve body air inlet 202 and the valve body air outlet 203 according to the driving gas received from the multi-mode switching valve 1, and adjust the opening degree of the valve body air outlet 203 according to the pressure of the driving gas, thereby controlling the outflow pressure of the valve body air outlet 203. Finally, the adjusted brake gas is respectively delivered to the two rear axle wheel end assemblies 4. The rear axle wheel end assembly 4 is the braking terminal of the entire system and will directly act on the rear wheels of the vehicle to achieve bilateral braking.

[0052] Further, in a possible implementation, the rear axle wheel end assembly 4 includes a rear axle ABS solenoid valve 401 connected to the valve body outlet 203 and a rear axle wheel end brake air chamber 402 connected to the outlet end of the rear axle ABS solenoid valve 401. The main function of the rear axle ABS solenoid valve 401 is to control the on-off of the flow of brake gas to the rear axle wheel end brake air chamber 402, and to perform secondary regulation on the pressure of the brake gas, so as to achieve precise control of the wheel braking force and prevent the wheel from locking during braking. The rear axle wheel end brake air chamber 402 is connected to the outlet end of the rear axle ABS solenoid valve 401. When the rear axle ABS solenoid valve 401 is opened, the brake gas flows into the brake air chamber, pushing the brake to press the brake drum or brake disc, generating friction, and causing the wheel to slow down or stop rotating.

[0053] The rear axle ABS solenoid valve 401 and the rear axle wheel-end brake air chamber 402 are both existing commonly used technologies, and their specific internal structures and working mechanisms are not described in detail here.

[0054] Furthermore, a brake foot valve 5 is provided between the first delivery outlet 301 and the input port 101 for controlling the connection state between the vehicle air cylinder 3 and the multi-mode switching valve 1. The air flow path between the first delivery outlet 301 on the vehicle air cylinder 3 and the input port 101 on the multi-mode switching valve 1 passes through the brake foot valve 5. When the driver steps on the brake foot valve 5, the mechanical mechanism inside the brake foot valve 5 will be compressed, thereby opening the air path connecting the multi-mode switching valve 1 and the vehicle air cylinder 3, so that the driving gas in the vehicle air cylinder 3 can flow into the multi-mode switching valve 1 via the input port 101. The brake foot valve 5 is an existing common technology, and its specific internal structure and working mechanism will not be described in detail here.

[0055] Furthermore, the vehicle air tank 3 is also connected to a front axle passage to provide brake gas for the front axle passage. In a possible implementation of the present application, vehicles of different weights may be equipped with one or more vehicle air tanks 3. The front axle passage in the present application can be connected to the same vehicle air tank 3 as the multi-mode switching valve 1 and the rear axle relay valve 2. When there are multiple vehicle air tanks 3, the front axle passage can also be independently connected to a vehicle air tank 3. No specific restrictions are made in the present application.

[0056] Specifically, the front axle passage is provided with a front axle relay valve 6 connected to the vehicle air storage cylinder 3 and a front axle wheel end assembly 7 connected to the outlet end of the front axle relay valve 6. The front axle relay valve 6 has the same function as the rear axle relay valve 2, and both can adjust their output of brake gas according to the brake signal. This adjustment ensures that the brake gas can be delivered to the front axle wheel end assembly 7 at the required pressure and flow rate. The front axle relay valve 6 also has one or more output ends, which are connected to the front axle wheel end assembly 7 for transmitting brake gas. In one embodiment of the present application, the front axle relay valve 6 has two output ends, and the two output ends are respectively connected to a front axle wheel end assembly 7.

[0057] In one embodiment of the present application, the front axle wheel end assembly 7 includes a front axle ABS solenoid valve 701 and a front axle wheel end brake air chamber 702 connected to the outlet end of the front axle ABS solenoid valve 701. The front axle wheel end assembly 7 and the rear axle wheel end assembly 4 have the same structure and function, which will not be described in detail here.

[0058] Furthermore, the front axle relay valve 6 is provided with a front axle control port 601 for communicating with the vehicle air reservoir 3 to control the communication state of the front axle relay valve 6 with the vehicle air reservoir 3 and the communication state of the front axle relay valve 6 with the front axle wheel end assembly 7. The front axle passage also includes two pipelines, one of which connects the vehicle air reservoir 3 with the air inlet end of the front axle relay valve 6. The main function of this pipeline is to transport the high-pressure gas from the vehicle air reservoir 3 to the front axle relay valve 6 to provide a power source for braking. The other connects the vehicle air reservoir 3 with The front axle control port 601, this pipeline is used to enable the front axle control port 601 to sense the driving gas pressure from the vehicle air tank 3. When the front axle control port 601 senses sufficient driving gas pressure, it will trigger the mechanical or electromagnetic mechanism inside the front axle relay valve 6, so that the pipeline connecting the vehicle air tank 3 and the air inlet end of the front axle relay valve 6 opens, allowing the brake gas to enter the front axle relay valve 6, and at the same time, the passage between the output end of the front axle relay valve 6 and the front axle wheel end assembly 7 will also be opened, thereby generating braking force.

[0059] Furthermore, the connection passage between the front axle control port 601 and the vehicle air tank 3 passes through the brake foot valve 5. When the driver steps on the brake foot valve 5, the front axle relay valve 6 and the rear axle relay valve 2 will work synchronously to brake the front axle wheel end assembly 7 and the rear axle wheel end assembly 4 respectively, thereby ensuring the coordination and consistency of the braking performance.

[0060] Of course, the vehicle air brake multi-mode control system in the present application can also act on the front axle passage, that is, a multi-mode switching valve 1 is set between the vehicle air tank 3 and the front axle control port 601. Based on this, the braking mode switching of the front axle relay valve 6 is consistent with the switching mechanism of the rear axle relay valve 2, which will not be elaborated here.

[0061] Furthermore, Figure 5 A schematic diagram of the system architecture of a second implementation of a vehicle air brake multi-mode control system provided in an embodiment of the present application is shown in FIG. Figure 5 As shown, in the second embodiment, the mode switching unit in the present application is electronic, and this mode is preferably used in the EBS system. The mode switching unit includes a rear axle brake electronic control module for being electrically connected to the vehicle EBS control system, so as to output electronic signals of different strengths according to the instructions of the EBS control system. Of course, the distinction of the drive signal is not limited to the strength of the electronic signal, but can also be distinguished by spectral characteristics or other characteristics, which are not limited here. The EBS control system interacts with the vehicle instrument HMI information. At this time, the rear axle brake electronic control module does not need gas and is not connected to the vehicle's gas source device. In this mode, the brake execution unit can also be a relay valve for receiving control of the mode switching unit and connected to the vehicle's air tank 3. It can also be used in other forms to perform final braking on the vehicle, which is not limited in the present application.

[0062] In this embodiment, the rear axle brake electronic control module includes a variety of electronic signal modes to correspond to the various braking modes of the brake execution unit. The driver selects the required braking mode on the instrument HMI interface, and the EBS control system receives the mode signal of the HMI interface, and then dispatches the rear axle brake electronic control module to output a corresponding electronic signal to drive the brake execution unit to switch to the corresponding brake gas output mode to brake the vehicle. At the same time, the EBS brake controller comprehensively monitors the braking process of the mode switching unit and the brake execution unit. The instrument HMI and the EBS control system work together to achieve information interaction and closed-loop control.

[0063] Furthermore, for the automatic adjustment mode, the instrument HMI stores and memorizes the driver mode selected by the driver, and the vehicle's single ignition cycle and even subsequent cycles are executed in this mode, which is convenient for reducing the driver's repeated operations. For example, if the vehicle changes drivers and he feels uncomfortable with the current braking mode, he only needs to re-select a different braking mode through the HMI, so as to further improve the driver's driving comfort and adjustment convenience.

[0064] Of course, in this mode, the EBS control system can also adjust the front axle components in the same way, that is, a front axle brake electronic control module is set in the EBS control system, which has the same mechanism as the rear axle brake electronic control module and will not be elaborated here.

[0065] The air brake multi-mode control system in the present application is configured with a mode switching unit that can output different mode drive signals. It can drive the brake execution unit to switch to the corresponding brake gas output mode according to the braking demand or the driver's personal driving preference to brake the brake terminal. This design provides flexibility and configurability of the braking mode, so that the braking system can adapt to different driving scenarios and braking requirements.

[0066] In a second aspect, an embodiment of the present application further provides a vehicle, and the vehicle includes the above-mentioned vehicle air brake multi-mode control system.

[0067] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" 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 an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0068] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0069] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A vehicle air brake multi-mode control system, characterized in that: include: A mode switching unit, which is used to output drive signals of different magnitudes based on braking requirements, wherein the drive signal includes a drive gas or an electronic signal output from the mode switching unit; The brake execution unit is used to sense the driving signal output from the mode switching unit, and then switch to the corresponding brake gas output mode according to the driving signal to brake the vehicle, and the brake execution unit is connected to the gas source device of the vehicle.

2. A vehicle air brake multi-mode control system as claimed in claim 1, characterized in that: The mode switching unit comprises a multi-mode switching valve (1) independently connected to a gas source device, the multi-mode switching valve (1) comprising an input port (101) and a plurality of output ports (102), and each output port (102) is preset with an output pressure curve for outputting driving gases of different pressures according to the connected output ports (102).

3. A vehicle air brake multi-mode control system as claimed in claim 2, characterized in that: The brake execution unit comprises a rear axle relay valve (2), the rear axle relay valve (2) being provided with a rear axle control port (201) which is in communication with the output port (102) and controls the rear axle relay valve (2) to switch to a corresponding brake gas output mode according to the driving gas pressure output by the output port (102).

4. A vehicle air brake multi-mode control system as claimed in claim 3, characterized in that: The air source device comprises a vehicle air cylinder (3), and the vehicle air cylinder (3) is provided with a first delivery outlet (301) for communicating with the multi-mode switching valve (1) and a second delivery outlet (302) for communicating with the rear axle relay valve (2).

5. A vehicle air brake multi-mode control system as claimed in claim 4, characterized in that: The rear axle relay valve (2) is also provided with a valve body air inlet (202) and two valve body air outlets (203) for accepting control of the rear axle control port (201); the valve body air inlet (202) is connected to the second delivery outlet (302), and the two valve body air outlets (203) are respectively connected to a rear axle wheel end assembly (4).

6. A vehicle air brake multi-mode control system as claimed in claim 5, characterized in that: A brake foot valve (5) for controlling the communication state between the vehicle air storage cylinder (3) and the multi-mode switching valve (1) is provided between the first delivery outlet (301) and the input port (101).

7. A vehicle air brake multi-mode control system as claimed in claim 3, characterized in that: The vehicle air reservoir (3) is also connected to a front axle passage, and the front axle passage includes a front axle relay valve (6) connected to the vehicle air reservoir (3) and a front axle wheel end assembly (7) connected to the outflow end of the front axle relay valve (6).

8. A vehicle air brake multi-mode control system as claimed in claim 7, characterized in that: The front axle relay valve (6) is provided with a front axle control port (601) for independently communicating with the vehicle air reservoir (3) to control the communication state between the front axle relay valve (6) and the vehicle air reservoir (3) and the communication state between the front axle relay valve (6) and the front axle wheel end assembly, and the connection passage between the front axle control port (601) and the vehicle air reservoir (3) passes through the brake foot valve (5).

9. A vehicle air brake multi-mode control system as claimed in claim 1, characterized in that: The mode switching unit includes a rear axle brake electronic control module for being electrically connected to the vehicle EBS control system, so as to output different electronic signals according to the switching instruction of the EBS control system.

10. A vehicle, characterized in that: The vehicle comprises the vehicle air brake multi-mode control system according to any one of claims 1 to 9.

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