Vehicle air brake multi-mode control system and vehicle

Abstract

The present invention discloses a vehicle air brake multi-mode control system and a vehicle, relating to the field of vehicle braking. The vehicle air brake multi-mode control system includes a mode switching unit, which is used to output drive signals of different sizes based on braking requirements, wherein the drive signal includes a drive gas or an electronic signal output from the mode switching unit; a brake execution unit, which is used to sense the drive signal output from the mode switching unit, and then switch to a corresponding brake gas output mode according to the drive signal to brake the vehicle, and the brake execution unit is connected to the vehicle's air source device to flexibly adjust the braking force according to different vehicle loads or different driver habits, providing flexibility and configurability of the braking mode, so that the braking system can adapt to different driving scenarios and braking requirements.

Description

Technical Field

[0001] The present 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 braking systems. Due to their function of transporting goods, the empty and fully loaded weights of the vehicle vary greatly, and the braking force requirements for the empty and fully loaded vehicles 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 outputs are not made. 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 and deceleration under different load conditions with the same pedal stroke.

[0003] For some conventional systems (such as the ABS system), 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 the EBS system), due to differences in driving styles among individuals, it is impossible to adapt to drivers with different braking habits and preferences under the same loading state. 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 EBS controller parameters, which is a cumbersome procedure. 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, which is a cumbersome procedure.

[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 configured to output drive signals of different magnitudes based on braking requirements, wherein the drive signals include drive gas or electronic signals output from the mode switching unit;

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

[0008] In which, 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 the corresponding brake gas output mode according to the driving gas pressure output by the output port. 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 the corresponding brake gas output mode according to the driving gas pressure output by the output port.

[0009] In one embodiment, the air source device includes 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.

[0010] In one embodiment, the rear axle relay valve is further 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 assembly.

[0011] 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.

[0012] In one embodiment, the vehicle air reservoir is further 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 an outflow end of the front axle relay valve.

[0013] In one embodiment, the front axle relay valve is provided with a front axle control port for independently communicating with the 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 path between the front axle control port and the vehicle air tank passes through the brake foot valve.

[0014] 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 a switching instruction of the EBS control system.

[0015] In a second aspect, an embodiment of the present application provides a vehicle, comprising the above-mentioned vehicle air brake multi-mode control system.

[0016] The beneficial effects of the technical solutions provided in the embodiments of the present application include:

[0017] The air brake multi-mode control system in this application is equipped 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 requirements or the driver's personal driving preferences to brake the brake terminal. This design provides flexibility and configurability of the braking mode, allowing the braking system to adapt to different driving scenarios and braking requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. 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 any creative work.

[0019] Figure 1 A schematic diagram of a first embodiment of a vehicle air brake multi-mode control system provided in an embodiment of the present application;

[0020] Figure 2 Detailed diagram of a first embodiment of a vehicle air brake multi-mode control system provided in an embodiment of the present application;

[0021] 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;

[0022] Figure 4 A schematic diagram of a manual adjustment method for a multi-mode switching valve in a vehicle air brake multi-mode control system provided in an embodiment of the present application;

[0023] Figure 5 This is 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.

[0024] 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 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 chamber. DETAILED DESCRIPTION

[0025] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0026] First, the structures appearing in this application are explained to facilitate understanding by those skilled in the art:

[0027] 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 controls the flow and pressure of compressed air by adjusting the opening degree of the valve core.

[0028] ABS (Anti-lock Braking System) monitors wheel speed and vehicle deceleration to detect impending wheel lock. If the system detects a sharp drop in wheel speed, indicating a potential impending wheel lock, the ABS control unit responds quickly by adjusting brake pressure to prevent the wheel from locking.

[0029] EBS (Electronic Braking System) uses various sensors installed on the vehicle to monitor the vehicle's operating status in real time, 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 presses the brake pedal, the EBS controller receives the braking signal and calculates the required braking force based on the vehicle's current status and the driver's braking needs. The controller then uses electronic signals to control the brake actuators (such as solenoid valves and motors) to adjust the brake pressure, thereby achieving precise control of wheel braking force.

[0030] Output pressure curve: A graphical representation that describes the linear change of output pressure with 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 of change of pressure with the variable; conversely, the smaller the slope, the slower the rate of change.

[0031] On the first aspect, the 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, which is a cumbersome procedure.

[0032] Specifically, the vehicle air brake multi-mode control system in the present application includes a mode switching unit and a brake execution unit. It can control the mode switching unit to output drive signals of different sizes and transmit the drive signals to the brake execution unit, the brake execution unit and the air source device according to the braking requirements or the driver's braking preferences during the braking process, and control 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.

[0033] 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.

[0034] 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 scheme of a vehicle air brake multi-mode control system provided in an embodiment of the present application. Figure 2 This is a module detail diagram of the first embodiment of a vehicle air brake multi-mode control system provided in an embodiment of the present application, as shown in FIG. 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.

[0035] 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.

[0036] The input port 101 of the multi-mode switching valve 1 is connected to the gas source device, ensuring a stable gas supply, and 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 gas, but also avoids the diversion of gas between different output ports 102, ensuring the stability and accuracy of the output.

[0037] 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.

[0038] Furthermore, the air source device includes a vehicle air cylinder 3 , which 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 .

[0039] The vehicle air reservoir 3 serves as a storage container and gas source for brake gas and drive gas. The vehicle air reservoir 3 is designed to have multiple connection ports so that it can 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.

[0040] 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 to 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.

[0041] 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 brake gas and deliver it to the braking terminal to complete the braking process. During this process, the switching of the brake 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.

[0042] Specifically, when the 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 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.

[0043] Figure 3 Schematic diagram of the output pressure curve of the output port 102 of the multi-mode switching valve 1 in a vehicle air brake multi-mode control system provided in an embodiment of the present application, as shown in FIG. Figure 3 As shown 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:

[0044] 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 pressure of the input port 101. Moreover, as the braking time passes, the increasing rate of the driving gas pressure output by the first port is greater than the increasing rate of the input pressure of the input port 101, thereby driving the rear axle relay valve 2 to switch to the braking mode with the strongest braking force and the fastest braking response. This is suitable for vehicles with a full load or drivers with high braking force requirements.

[0045] 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 a partially loaded vehicle or who have no special requirements for braking force;

[0046] 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 lower than the input pressure of the input port 101, and as the braking time goes by, the increasing rate of the driving gas pressure output by the third port is lower than the increasing rate 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 with an unloaded vehicle or who require a gentle braking force.

[0047] In a possible implementation, the multi-mode switching valve 1 is also provided with three output ports 102. 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 This is 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, as 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. 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. When the rocker arm swings toward the right, the third port is connected.

[0048] Through 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.

[0049] 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 component 4.

[0050] The valve body air inlet 202 is controlled to open and close by the rear axle control port 201, and the valve body air outlet 203 is controlled to open and close and the opening degree by the rear axle control port 201. The valve body air inlet 202 serves as the connection point between the rear axle relay valve 2 and the vehicle air reservoir 3. The brake gas provided by the vehicle air reservoir 3 enters the rear axle relay valve 2 through 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 to the 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 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 regulated brake gas is respectively delivered to the two rear axle wheel-end assemblies 4. The rear axle wheel-end assemblies 4 are the braking terminals of the entire system and will directly act on the rear wheels of the vehicle, thereby achieving bilateral braking.

[0051] Furthermore, in one possible embodiment, 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 chamber 402 connected to the outlet of the rear axle ABS solenoid valve 401. The rear axle ABS solenoid valve 401 primarily controls the flow of brake gas to the rear axle wheel-end brake chamber 402 and performs secondary regulation of the brake gas pressure, thereby achieving precise control of wheel braking force and preventing wheel locking during braking. The rear axle wheel-end brake chamber 402 is connected to the outlet of the rear axle ABS solenoid valve 401. When the rear axle ABS solenoid valve 401 is open, brake gas flows into the brake chamber, pushing the brake against the brake drum or brake disc, generating friction, and causing the wheel to slow down or stop.

[0052] The rear axle ABS solenoid valve 401 and the rear axle wheel-end brake air chamber 402 are both conventional technologies, and their specific internal structures and working mechanisms will not be described in detail here.

[0053] 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 through 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 elaborated here.

[0054] Furthermore, the vehicle air cylinder 3 is also connected to a front axle passage to provide brake gas to the front axle passage. In one possible embodiment of the present application, vehicles of different weights may be equipped with one or more vehicle air cylinders 3. The front axle passage in the present application can be connected to the same vehicle air cylinder 3 with the multi-mode switching valve 1 and the rear axle relay valve 2. When there are multiple vehicle air cylinders 3, the front axle passage can also be independently connected to a vehicle air cylinder 3. No specific restrictions are made in the present application.

[0055] Specifically, the front axle passage is provided with a front axle relay valve 6 connected to the vehicle air tank 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 braking signal. This adjustment ensures that the brake gas can be delivered to the front axle wheel end assembly 7 according to the required pressure and flow. 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.

[0056] 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 has the same structure and function as the rear axle wheel end assembly 4, and will not be described in detail here.

[0057] 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 pipes, 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 pipe 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 pipe 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. 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.

[0058] Furthermore, the connection path 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.

[0059] 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, and no further details will be given here.

[0060] Further, Figure 5 This is a schematic diagram of the system architecture of a second embodiment of a vehicle air brake multi-mode control system provided in an embodiment of the present application, as shown in FIG. Figure 5 As shown, in the second embodiment, the mode switching unit in this 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 differentiation 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 require gas and is not connected to the vehicle's air 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 in other forms to perform final braking on the vehicle, which is not limited in this application.

[0061] In this embodiment, the rear axle brake electronic control module includes multiple 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. The EBS control system receives the mode signal from the HMI interface and then dispatches the rear axle brake electronic control module to output the 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 EBS control system work together to achieve information exchange and closed-loop control.

[0062] Furthermore, for the automatic adjustment mode, the instrument HMI stores and memorizes the driver's selected driving mode, and the vehicle's single ignition cycle and even subsequent executions are executed according to this mode, which helps reduce the driver's repeated operations. For example, if the vehicle changes drivers and they feel uncomfortable with the current braking mode, they only need to reselect a different braking mode through the HMI, thereby further improving the driver's driving comfort and adjustment convenience.

[0063] 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.

[0064] The air brake multi-mode control system in this application is equipped 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 requirements or the driver's personal driving preferences to brake the brake terminal. This design provides flexibility and configurability of the braking mode, allowing the braking system to adapt to different driving scenarios and braking requirements.

[0065] 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.

[0066] In the description of this application, it should be noted that the terms "upper" and "lower" and the like 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 this application and simplifying the description, and do not indicate or imply 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 this 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 an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0067] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any 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 comprising 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, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0068] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A vehicle air brake multi-mode control system, characterized in that: include: a mode switching unit configured to output drive signals of different magnitudes based on braking requirements, wherein the drive signals include drive gas or electronic signals output from the mode switching unit; a brake execution unit, which is used to sense the drive signal output from the mode switching unit and then switch to a corresponding brake gas output mode according to the drive signal to brake the vehicle, and the brake execution unit is connected to the gas source device of the vehicle; 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 a plurality of output ports (102), and each output port (102) is preset with an output pressure curve for outputting driving gas of different pressures according to the connected output port (102), and the brake execution unit includes a rear axle relay valve (2), the rear axle relay valve (2) is provided with a rear axle control port (201) connected to the output port (102), and according to the driving gas pressure output by the output port (102), the rear axle relay valve (2) is controlled to switch to the corresponding brake gas output mode.

2. A vehicle air brake multi-mode control system according to claim 1, characterized in that: The air source device comprises a vehicle air cylinder (3), wherein 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).

3. A vehicle air brake multi-mode control system according to claim 2, characterized in that: The rear axle relay valve (2) is further 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) being connected to the second delivery outlet (302), and the two valve body air outlets (203) being respectively connected to a rear axle wheel end assembly (4).

4. A vehicle air brake multi-mode control system as claimed in claim 3, 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).

5. The vehicle air brake multi-mode control system according to claim 4, 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).

6. The vehicle air brake multi-mode control system according to claim 5, 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 (7), and the connection path between the front axle control port (601) and the vehicle air reservoir (3) passes through the brake foot valve (5).

7. The vehicle air brake multi-mode control system according to 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.

8. A vehicle, characterized in that: The vehicle includes the vehicle air brake multi-mode control system according to any one of claims 1 to 7.

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