Braking system, braking control method and vehicle

Abstract

This application relates to a braking system, a braking control method, and a vehicle. The braking system includes a first brake, a second brake, a power supply, a first subsystem, and a second subsystem. The first brake is located at the front wheels of the vehicle, and the second brake is located at the rear wheels. The power supply includes a first output port and a second output port. The first subsystem is connected between the first output port and the service brake chambers of the first and second brakes, providing service braking force to the front and rear wheels. The second subsystem includes a control unit and an electronic control unit. When the electronic control unit meets predetermined conditions, it controls the drive control unit to switch the second brake from a parking brake state to a released parking brake state. By compensating for the service brakes with the parking brake, sufficient braking force is provided to the vehicle, improving the braking effect.

Description

Technical Field

[0001] This application relates to the field of vehicle braking technology, and in particular to a braking system, braking control method, and vehicle. Background Technology

[0002] A vehicle's braking performance directly affects its driving safety. With the rapid development of the highway industry and the increasing traffic density, people have higher and higher requirements for safety and reliability. To ensure the safety of people and vehicles, vehicles must be equipped with reliable braking systems. A good braking system can reduce braking distance, ensure good braking efficiency, thermal and water stability, and good handling stability, which is of theoretical and practical significance for ensuring the reliable operation of the braking system. This helps reduce traffic accidents caused by untimely or unstable braking.

[0003] The braking systems of vehicles in related technologies suffer from wear and tear over time, leading to a decline in braking performance and reduced braking effectiveness. This wear and tear is irreversible, meaning that the risk of brake failure increases with the duration of braking system use. The reduced braking efficiency makes it difficult to stop the vehicle quickly enough, even with the driver applying the brakes sharply, compromising driving safety. Summary of the Invention

[0004] Based on this, a braking system, a braking control method, and a vehicle are provided to solve the problems of reduced braking system efficiency and insufficient braking force in hydraulic braking systems in related technologies.

[0005] According to one aspect of this application, a braking system is provided, the braking system comprising:

[0006] The first brake is located on the front wheel of the vehicle and provides braking force to the front wheel;

[0007] The second brake is located on the rear wheel of the vehicle and provides braking force to the rear wheel. Both the first brake and the second brake have a service brake chamber. The second brake also has a parking brake chamber that is independent of the corresponding service brake chamber.

[0008] The energy supply includes a first output port and a second output port.

[0009] A first subsystem is connected to the first output port, and the output side of the first subsystem is respectively connected to the service brake chambers of the first brake and the second brake. The first subsystem is used to drive the first brake and the second brake to provide service braking force to the front wheel and the rear wheel; and

[0010] The second subsystem includes a control unit and an electronic control unit electrically connected to the control unit. The second brake has a parking brake state and a released parking brake state. When the second brake is in the parking brake state, the parking brake chamber is in an exhaust state. When the second brake is in the released parking brake state, the parking brake chamber is in an intake state.

[0011] The control unit is connected between the second output terminal and the parking brake chamber, and is configured to control the second brake to switch between the parking brake state and the parking brake release state.

[0012] Furthermore, the electronic control unit is used to control and drive the control element when the vehicle meets predetermined conditions, so that the second brake switches from the parking brake state to the released parking brake state.

[0013] In one embodiment, the braking system further includes a first sensor disposed on the passage of the first subsystem, the first sensor being used to monitor the passage pressure of the first subsystem and transmit a first pressure value signal to the electronic control unit;

[0014] When the vehicle meets the predetermined conditions, the first pressure signal reaches a first preset value, and the rear wheel is in a rolling state, the electronic control unit controls the parking brake chamber to be in the exhaust state.

[0015] In one embodiment, the control element includes an air inlet, an air outlet, and an exhaust outlet, wherein the air inlet is connected to the second output port, the air outlet is connected to the parking brake chamber, and the exhaust outlet is connected to the external environment;

[0016] The control unit is configured to control the parking brake chamber to switch between the air intake state, the air exhaust state, and the pressure holding state; when the parking brake chamber is in the air intake state, the air intake port and the air outlet are connected; when the parking brake chamber is in the air exhaust state, the air outlet and the air exhaust port are connected; when the parking brake chamber is in the pressure holding state, the air outlet is closed.

[0017] In one embodiment, the first subsystem includes a master cylinder and an anti-lock braking unit (ABS). The master cylinder is located between the ABS and the first output port. The output of the ABS is connected to the service brake chambers of the first brake and the second brake, respectively. The electronic control unit (ECU) is electrically connected to the ABS, and the ABS is used to transmit rear wheel slip ratio data to the ECU.

[0018] The energy supply includes a first air compressor and a multi-circuit protection valve. The multi-circuit protection valve is connected to the output end of the first air compressor. The output side of the multi-circuit protection valve includes a first output port and a second output port. The first output port is connected to the brake master cylinder, and the second output port is connected to the control unit; and / or

[0019] The energy supply includes a vacuum pump, a vacuum cylinder, a second air compressor, and an air reservoir. The vacuum pump includes a first output port connected to the master brake cylinder. The vacuum cylinder is located between the vacuum pump and the master brake cylinder. The second air compressor includes a second output port connected to the control unit. The air reservoir is located between the second air compressor and the control unit; and / or

[0020] The energy supply includes a hydraulic drive assembly, a second air compressor, and an air reservoir. The hydraulic drive assembly includes a first output port connected to the master brake cylinder. The second air compressor includes a second output port connected to the control unit. The air reservoir is located between the second air compressor and the control unit.

[0021] In one embodiment, the braking system further includes a second sensor and a third sensor, and the electronic control unit is electrically connected to the second sensor and the third sensor, respectively;

[0022] The second sensor is located between the power supply and the control unit, and is used to monitor the pressure in the passage between the power supply and the control unit, and to transmit a second pressure value signal to the electronic control unit;

[0023] The third sensor is located between the control unit and the second brake, and is used to monitor the pressure in the passage between the control unit and the second brake, and to transmit a third pressure value signal to the electronic control unit;

[0024] The electronic control unit is configured to determine whether the second pressure value signal is equal to the third pressure value signal, so as to determine whether the working pressure of the second subsystem is equal to the rated pressure.

[0025] According to another aspect of this application, a braking control method is provided, employing the braking system described in any of the above embodiments, the braking control method comprising:

[0026] The first subsystem controls the first output port to provide the first driving force to the first brake and the second brake in order to apply the service brake to the vehicle.

[0027] When the vehicle meets predetermined conditions, the electronic control unit controls and drives the control element to switch the second brake from the released parking brake state to the parking brake state.

[0028] In one embodiment, the step of the electronic control unit controlling the drive of the control element to switch the release of the second brake from the parking brake release state to the parking brake state when the vehicle meets predetermined conditions includes:

[0029] The electronic control unit obtains the path pressure of the first subsystem, obtains the first pressure value signal, and determines whether the first pressure value signal reaches a first preset value.

[0030] If the first pressure signal reaches the first preset value, the rear wheel slip ratio data is obtained through the electronic control unit, and it is determined whether the rear wheel is in a rolling state based on the rear wheel slip ratio data.

[0031] If the rear wheel is in a rolling state, the electronic control unit controls the parking brake chamber to be in the exhaust state through the control component, so as to generate parking brake braking force on the vehicle.

[0032] In one embodiment, if the rear wheel is in a rolling state, the electronic control unit controls the parking brake chamber to be in the exhaust state via the control element to generate parking braking force on the vehicle, including:

[0033] The parking brake chamber is controlled to be in the exhaust state by the control unit until the rear wheel slip ratio data is determined by the electronic control unit to reach the second preset value.

[0034] After the rear wheel slip ratio data reaches the second preset value, the parking brake chamber is stopped from being in the exhaust state so that the braking force of the parking brake remains unchanged.

[0035] After keeping the braking force of the parking brake constant, the electronic control unit again determines whether the rear wheel slip ratio data is greater than the second preset value;

[0036] If the rear wheel slip ratio data is not greater than the second preset value, then return to the step of controlling the parking brake chamber to be in the exhaust state by the control unit until the electronic control unit determines that the rear wheel slip ratio data has reached the second preset value;

[0037] If the rear wheel slip ratio data is greater than the second preset value, the control unit controls the parking brake chamber to be in the air intake state to reduce the braking force of the parking brake until the electronic control unit determines that the rear wheel slip ratio data has reached the second preset value.

[0038] In one embodiment, if the rear wheel is in a rolling state, the electronic control unit controls the parking brake chamber to be in the exhaust state through the control element to generate parking braking force on the vehicle, which further includes:

[0039] After reducing the braking force of the parking brake until the electronic control unit determines that the rear wheel slip ratio data has reached a second preset value, the parking brake chamber is stopped from being in the air intake state so that the braking force of the parking brake remains unchanged.

[0040] The electronic control unit acquires a second pressure value signal and a third pressure value signal, and determines whether the second pressure value signal and the third pressure value signal are equal.

[0041] If the second pressure value signal and the third pressure value signal are equal, then return to the process of obtaining the path pressure of the first subsystem through the electronic control unit, obtaining the first pressure value signal, and determining whether the first pressure value signal has reached the first preset value.

[0042] If the second pressure value signal and the third pressure value signal are not equal, then the process returns to maintaining the braking force of the parking brake unchanged, and the electronic control unit again determines whether the rear wheel slip ratio data is greater than the second preset value.

[0043] According to another aspect of this application, a vehicle is provided that employs the braking control method described in any of the above embodiments.

[0044] The aforementioned braking system provides driving braking force to the vehicle through a first subsystem and parking braking force through a second subsystem. Under the control of the electronic control unit (ECU), the controller can switch the parking brake chamber between intake and exhaust states. If the ECU meets predetermined conditions, the parking brake chamber is in the exhaust state, releasing air and engaging the parking brake. This means that during driving, the first subsystem provides driving braking. If the ECU meets predetermined conditions, such as determining an emergency braking situation where the rear wheels are still rolling, the second subsystem can simultaneously provide parking braking to compensate for insufficient driving braking force. If the ECU does not meet predetermined conditions, it indicates sufficient driving braking force, and parking braking is not required through the second subsystem. Therefore, this application solves the problems of reduced braking system efficiency and insufficient braking force in related technologies' hydraulic braking systems. Even if the performance of the vehicle's service braking system deteriorates and the braking effect weakens after prolonged use, this application can compensate for the vehicle's service braking by using the parking brake, providing sufficient braking force to the vehicle, improving braking effect, and enhancing driving safety. Attached Figure Description

[0045] Figure 1 A schematic diagram of the braking system according to a first embodiment of this application is shown.

[0046] Figure 2 A schematic diagram of the braking system according to a second embodiment of this application is shown.

[0047] Figure 3 A schematic diagram of the braking system according to a third embodiment of this application is shown.

[0048] Figure 4 A schematic flowchart of the braking control method of this application is shown.

[0049] Explanation of icon numbers:

[0050] 10. Braking system;

[0051] 1. First brake; 2. Second brake; 31. First air compressor; 32. Multi-circuit protection valve; 33. First air dryer; 34. Vacuum pump; 35. Vacuum cylinder; 36. Second air compressor; 37. Air reservoir; 38. First check valve; 39. Second air dryer; 4. First subsystem; 41. Brake master cylinder; 42. Anti-lock braking unit; 43. Air reservoir; 44. Brake pedal; 5. Second subsystem; 51. Control unit; 52. Electronic control unit; 53. Second check valve; 54. Parking brake switch; 6. First sensor; 7. Second sensor; 8. Third sensor. Detailed Implementation

[0052] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0053] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship 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, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0054] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0055] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0056] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0057] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0058] Light trucks typically employ two types of braking systems: air brakes and hydraulic brakes. For air brake systems, the parking function is achieved by applying an air brake to the rear wheels. For hydraulic brake systems, parking usually uses a mechanical cable-operated structure with a lever-and-paddle actuator. The actuator has two installation locations: one is on the central brake on the driveshaft, and the other is integrated into the rear wheel drum brakes. Both of these solutions have relatively low parking efficiency and constitute a bottleneck in the application of hydraulic braking systems.

[0059] When a vehicle is heavily loaded or its braking force diminishes, its braking efficiency decreases. Even if the driver slams on the brake pedal, it will be difficult to stop the vehicle in the shortest distance, affecting driving safety.

[0060] Based on this, this application provides a braking system, a braking control method, and a vehicle to solve the problems of reduced braking system efficiency and insufficient braking force in hydraulic braking systems in the related art.

[0061] See Figure 1 , Figure 2 and Figure 3 As shown, Figure 1 A schematic diagram of the braking system 10 according to the first embodiment of this application is shown. Figure 2 A schematic diagram of the braking system 10 according to a second embodiment of this application is shown. Figure 3 A schematic diagram of the braking system 10 according to the third embodiment of this application is shown.

[0062] The braking system 10 provided in this application includes a first brake 1, a second brake 2, a power supply, a first subsystem 4, and a second subsystem 5. The first brake 1 is located on the front wheels of the vehicle and provides braking force to the front wheels. The second brake 2 is located on the rear wheels of the vehicle and provides braking force to the rear wheels. Both the first brake 1 and the second brake 2 have a service brake chamber. The second brake 2 also has a parking brake chamber that is independent of its corresponding service brake chamber. The second brake 2 is configured such that if air enters the parking brake chamber, the parking brake is released; if air is expelled from both inside and outside the parking brake chamber, the parking brake is engaged.

[0063] The energy supply is used to provide an air or hydraulic source for the first brake 1 and the second brake 2. The energy supply includes a first output port and a second output port.

[0064] The first subsystem 4 is connected to the first output port, and the output side of the first subsystem 4 is connected to the service brake chambers of the first brake 1 and the second brake 2 respectively. The first subsystem 4 is used to drive the first brake 1 and the second brake 2 to provide service braking force for the front and rear wheels. That is, the first subsystem 4 is connected between the power supply and the first brake 1 and the second brake 2. When the first subsystem 4 provides driving force, it provides service braking force for the vehicle's service brakes by means of the power supply.

[0065] The second subsystem 5 includes a control unit 51 and an electronic control unit 52 connected to the control unit 51. The second brake 2 has a parking brake state and a released parking brake state; when the second brake 2 is in the parking brake state, the parking brake chamber is in an exhaust state. When the second brake 2 is in the released parking brake state, the parking brake chamber is in an intake state.

[0066] The control unit 51 is connected between the second output port and the parking brake chamber. The control unit 51 is configured to control the second brake 2 to switch between the parking brake state and the parking brake release state. The electronic control unit 52 is used to control the drive control unit 51 to switch the second brake 2 from the parking brake state to the parking brake release state when the vehicle meets predetermined conditions.

[0067] It can be understood that the second subsystem 5 is connected between the power supply and the second brake 2. When the parking brake chamber is in the intake state, the second output port and the parking brake chamber are connected, releasing the parking brake. When the parking brake chamber is in the exhaust state, the second output port and the parking brake chamber are disconnected, engaging the parking brake. Thus, the second subsystem 5 can control whether the vehicle's parking brake is engaged.

[0068] Furthermore, under predetermined conditions, the electronic control unit 52 can put the parking brake chamber in an exhaust state, thus engaging the parking brake. It can be understood that as long as the electronic control unit 52 meets the predetermined conditions, during driving, both the service brake and the parking brake can be used simultaneously. The parking brake compensates for insufficient braking force of the service brake, thereby providing sufficient braking force.

[0069] The braking system 10 of this application provides service braking through the first subsystem 4 during driving. If predetermined conditions are met, such as when the electronic control unit 52 determines that the vehicle is undergoing emergency braking and the rear wheels are still rolling, the second subsystem 5 can simultaneously provide parking braking to compensate for insufficient braking force of the service braking system. If the electronic control unit 52 does not meet the predetermined conditions, it indicates that the service braking force is sufficient, and parking braking is not required through the second subsystem 5. In other words, this application can solve the problem of reduced braking efficiency and insufficient braking force in hydraulic braking systems in related technologies. Even if the performance of the vehicle's service braking system deteriorates and the braking effect weakens after prolonged use, this application can compensate for the vehicle's service braking through parking braking, providing sufficient braking force, improving braking effect, and enhancing driving safety.

[0070] In some embodiments, such as Figure 1 , Figure 2 and Figure 3 As shown, the braking system 10 also includes a first sensor 6, which is located in the passage of the first subsystem 4. The first sensor 6 is used to monitor the pressure in the passage of the first subsystem 4 and transmit a first pressure value signal to the electronic control unit 52. The electronic control unit 52 is configured to acquire rear wheel slip ratio data. When the electronic control unit 52 meets predetermined conditions, the first pressure value signal reaches a first preset value, and the rear wheel slip ratio data meets the preset conditions, so that the electronic control unit 52 determines that the rear wheel is in a rolling state based on the rear wheel slip ratio data, and then the electronic control unit 52 controls the parking brake chamber to be in an exhaust state.

[0071] It is understandable that if the pressure in the passage of the first subsystem 4 reaches a certain value, such as the first preset value, it indicates that the pressure in the passage is too high. Simultaneously, the rear wheels are still detected to be rotating. This shows that even though the pressure in the passage of the first subsystem 4 is too high, the required braking force for the vehicle is still insufficient. In this case, the parking brake chamber can be put into an exhaust state to provide parking braking force, thereby assisting the driving braking force and improving the braking effect. If the braking system 10 is used for a long time and the driving braking performance decreases, the solution of this application utilizes the parking brake to compensate for the driving brake, providing sufficient braking force for the vehicle, improving the braking effect, and enhancing driving safety.

[0072] In some embodiments, the control element 51 includes an air inlet, an air outlet, and an exhaust outlet. The air inlet is connected to a second output port, the air outlet is connected to the parking brake chamber, and the exhaust outlet is connected to the external environment. The control element 51 is configured to control the parking brake chamber to switch between an air inlet state, an exhaust state, and a pressure holding state. When the parking brake chamber is in the air inlet state, the air inlet and air outlet are connected, allowing air to flow into the parking brake chamber and releasing the parking brake. When the parking brake chamber is in the exhaust state, the air outlet and exhaust outlet are connected, allowing air to flow from the parking brake chamber and initiating the parking brake. When the parking brake chamber is in the pressure holding state, the air outlet is closed, keeping the parking braking force constant. Thus, the pressure within the parking brake chamber can be adjusted as needed, thereby facilitating the adjustment of the parking braking force and providing a more suitable parking braking force.

[0073] In some embodiments, continue reading Figure 1 , Figure 2 and Figure 3 As shown, the braking system 10 also includes a second sensor 7 and a third sensor 8, with the electronic control unit 52 electrically connected to both sensors. The second sensor 7 is located between the power supply and the control unit 51, and is used to monitor the pressure in the passage between the power supply and the control unit 51, transmitting a second pressure value signal to the electronic control unit 52. The third sensor 8 is located between the control unit 51 and the second brake 2, and is used to monitor the pressure in the passage between the control unit 51 and the second brake 2, transmitting a third pressure value signal to the electronic control unit 52. The electronic control unit 52 is configured to determine whether the second pressure value signal is equal to the third pressure value signal, thereby determining whether the operating pressure of the second subsystem 5 is equal to the rated pressure.

[0074] It is understandable that if the working pressure of the second subsystem 5 equals the rated pressure, it means that the service brake has already provided the first preset pressure, and the service braking force it provides has reached a certain level. At the same time, the supplementary parking brake has also reached a certain level, meaning its working pressure has also reached the rated pressure. Therefore, for system safety, it is not advisable to further increase the working pressure of the first subsystem 4 and the second subsystem 5. The electronic control unit 52 determines whether the working pressure of the second subsystem 5 equals the rated pressure, which helps to understand the actual working condition of the braking system 10, facilitates the subsequent implementation of other emergency measures, and improves driving safety.

[0075] In some embodiments, see Figure 1 , Figure 2 and Figure 3As shown, the first subsystem 4 includes a master cylinder 41 and an anti-lock braking system (ABS) 42. The master cylinder 41 is located between the ABS 42 and a first output port. The output of the ABS 42 is connected to the service brake chambers of the first brake 1 and the second brake 2, respectively. An electronic control unit (ECU) 52 is electrically connected to the ABS 42, and the ABS 42 transmits rear wheel slip ratio data to the ECU 52. The master cylinder 41 receives power assistance and provides drive to the first brake 1 and the second brake 2. The first brake 1 then provides braking force to the front wheels, and the second brake 2 provides braking force to the rear wheels. The ABS 42 prevents wheel lock-up during emergency braking to maintain vehicle handling and stability.

[0076] In some embodiments, the anti-lock braking unit 42 may be a hydraulic anti-lock braking unit 42 (ABS) or an electronic stability control unit (ESC) to broaden its applicability and facilitate configuration.

[0077] In some embodiments, the master cylinder 41 is a dual-cylinder structure, and the braking system 10 includes two first brakes 1 and two second brakes 2. The two first brakes 1 are respectively disposed on the two front wheels on the left and right sides of the vehicle, and the two second brakes 2 are respectively disposed on the two rear wheels on the left and right sides of the vehicle.

[0078] The dual-cylinder structure of the master cylinder 41 and its corresponding connection with the brake can be as follows: one of the two cylinders is connected to two first brakes 1, and the other is connected to two second brakes 2. Alternatively, the dual-cylinder structure of the master cylinder 41 can be connected to one of the two first brakes 1 and one of the two second brakes 2, and the other is connected to the other of the two first brakes 1 and the other of the two second brakes 2.

[0079] The dual-cylinder design improves braking stability. Even if the line between one cylinder and the brake fails, the line between the other cylinder and the brake can still function, ensuring that the vehicle still has a certain braking capacity even if part of the system fails, thus improving braking stability.

[0080] The first sensor 6 can be installed on one of the two hydraulic passages of the dual-cylinder structure, and it can monitor the pipeline pressure in real time, obtain the first pressure value signal, and send the first pressure value signal to the electronic control unit 52.

[0081] In some embodiments, the master cylinder 41 is a hydraulic master cylinder. It can be understood that the first subsystem 4, or the service brake, adopts a pneumatic-assisted hydraulic brake. The hydraulic master cylinder receives the drive from the power supply and generates high-pressure oil. The high-pressure oil is transmitted to each of the first brakes 1 and the second brakes 2 through pipelines to perform service braking on the vehicle.

[0082] In some embodiments, see Figure 1-3 As shown, the master cylinder 41 is also connected to the brake pedal 44. The driver initiates the braking process by pressing the brake pedal 44. The brake pedal 44 transmits the force applied by the foot to the master cylinder 41 through a series of mechanical connections (such as push rods, connecting rods, etc.), thereby driving the master cylinder 41 to work, and then providing driving braking force to the front and rear wheels of the vehicle through the first brake 1 and the second brake 2.

[0083] In some embodiments, see Figure 1 As shown, in this embodiment, the energy supply includes a first air compressor 31 and a multi-circuit protection valve 32. The multi-circuit protection valve 32 is connected to the output end of the first air compressor 31. The output side of the multi-circuit protection valve 32 includes a first output port and a second output port. The first output port is connected to the brake master cylinder 41, and the second output port is connected to the control unit 51. That is, the pipelines of the first subsystem 4 and the pipelines of the second subsystem 5 share the same air compressor, namely the first air compressor 31. The compressed air generated by the first air compressor 31 is introduced into the pipelines of the first subsystem 4 and the pipelines of the second subsystem 5 through the multi-circuit protection valve 32. In some embodiments, the first air compressor 31 can be a mechanically driven air compressor integrated on the engine, or it can be a separate electric air compressor.

[0084] In some embodiments, the multi-circuit protection valve 32 may be a dual-circuit protection valve, a triple-circuit protection valve, a quadruple-circuit protection valve, or a six-circuit protection valve to improve its practicality.

[0085] In some embodiments, the multi-circuit protection valve 32 includes an auxiliary air inlet for supplying auxiliary air, such as connected to an air horn, air seat, urea air drive, pneumatic power take-off, clutch air assist, gearbox shift assist, etc., to improve the applicability of the first air compressor 31, and without the need for an additional air source, which helps to save additional structure, save vehicle interior space, and achieve miniaturization design.

[0086] In some embodiments, continue reading Figure 1The illustrated embodiment further includes a first air dryer 33, which is connected between the first air compressor 31 and the multi-circuit protection valve 32, and is used to dry and remove impurities from the compressed air generated by the first air compressor 31. In some embodiments, the first air dryer 33 may be replaced by an electrically controlled air dryer.

[0087] In some embodiments, the first air dryer 33 and the multi-circuit protection valve 32 can be replaced by an air handling unit. The air handling unit can be a unit structure that integrates the functions of the first air dryer 33 and the multi-circuit protection valve 32. It can be a conventional mechanical or electronic control type, which helps to improve the convenience of setting up the braking system 10 and facilitates the replacement of components in subsequent maintenance processes, thus facilitating maintenance.

[0088] In some embodiments, the first air dryer 33 is provided with a temperature-sensing resistor and a heating module. The temperature-sensing resistor is used to detect the temperature of the compressed air, and the heating module is connected to a power source to heat the compressed air passing through the first air dryer 33, which helps to improve the efficiency of vehicle braking.

[0089] In some embodiments, the first air dryer 33 may have a control port, which is connected to the first air compressor 31 through an air passage to enable the air compressor to work intermittently. This helps to reduce the number of starts and operating load of the first air compressor 31, thereby reducing the bearing load, increasing the bearing service life, and extending the service life of the main unit.

[0090] In some embodiments, an air filter is provided before the intake end of the first air compressor 31 to improve the quality of compressed air. The air filter can be a separate air filter or an air filter at the engine intake end.

[0091] In some embodiments, continue reading Figure 1 In the embodiment shown, the energy supply also includes an air reservoir 43, which is connected between the first output port and the brake master cylinder 41. The air reservoir 43 is used to store compressed air generated by the first air compressor 31 for use during vehicle braking.

[0092] In some embodiments, the air storage cylinder 43 is also provided with a water drain valve interface and an interface for connecting structures such as air pressure alarms, air pressure sensors, and detection connectors, so as to supply air to structures such as air pressure alarms, air pressure sensors, and detection connectors.

[0093] In some embodiments, continue reading Figure 1In the embodiment shown, the energy supply also includes a second one-way valve 53, which is connected between the second output port and the control unit 51 to ensure that the compressed air generated by the first air compressor 31 flows unidirectionally to the control unit 51. It has the advantages of low forward flow resistance loss, good reverse sealing performance, and sensitive operation, and is conducive to improving the protection of the energy supply pipeline.

[0094] In some embodiments, see Figure 2 In the illustrated embodiment, the energy supply includes a vacuum pump 34, a vacuum cylinder 35, a second air compressor 36, and an air reservoir 37. The vacuum pump 34 includes a first output port connected to the brake master cylinder 41. The vacuum cylinder 35 is located between the vacuum pump 34 and the brake master cylinder 41. The second air compressor 36 includes a second output port connected to a control unit 51. The air reservoir 37 is located between the second air compressor 36 and the control unit 51. In this embodiment, the first subsystem 4 generates negative pressure through the vacuum pump 34 to provide driving force, and the second subsystem 5 generates compressed air through the second air compressor 36 to provide driving force. The vacuum cylinder 35 stores the vacuum generated by the vacuum pump 34 and maintains a certain vacuum level to provide stable vacuum assistance to the first subsystem 4 for use during service braking. The air reservoir 37 stores the compressed air generated by the second air compressor 36 to provide stable air assistance to the second subsystem 5 for use during parking braking.

[0095] In some embodiments, continue reading Figure 2 The illustrated embodiment further includes a first one-way valve 38 and a second air dryer 39 as the energy source. The first one-way valve 38 is located between the vacuum pump 34 and the vacuum cylinder 35, allowing the vacuum generated by the vacuum pump 34 to flow in one direction. This provides advantages such as low forward flow resistance loss, good reverse sealing performance, and sensitive operation, and also prevents pressure fluctuations in the multi-circuit protection valve 32 from affecting the parking brake status. The second air dryer 39 is located between the second air compressor 36 and the air reservoir 37, and is used to dry and remove impurities from the compressed air generated by the second air compressor 36.

[0096] In some embodiments, see Figure 3In the illustrated embodiment, the energy supply includes a hydraulic drive assembly, a second air compressor 36, and an air reservoir 37. The hydraulic drive assembly includes a first output port connected to the brake master cylinder 41. The second air compressor 36 includes a second output port connected to the control unit 51. The air reservoir 37 is located between the second air compressor 36 and the control unit 51. It can be understood that in this embodiment, the first subsystem 4, or the service brake, uses a hydraulic drive, such as using an electric motor as a power source, transmitting the motor power to the brake master cylinder 41 through a transmission mechanism to establish hydraulic drive. The second subsystem 5 provides driving force by generating compressed air through the second air compressor 36. The air reservoir 37 stores the compressed air generated by the second air compressor 36 to provide stable air assistance to the second subsystem 5 for use during parking brake operation.

[0097] In some embodiments, continue reading Figure 3 The embodiment shown also includes a second air dryer 39, which is located between the second air compressor 36 and the air storage tank 37, and is used to dry the compressed air generated by the second air compressor 36.

[0098] In some embodiments, see Figure 1 , Figure 2 and Figure 3 As shown, the braking system 10 also includes a parking brake switch 54, which is electrically connected to the electronic control unit 52. The parking brake switch 54 has an open state and a closed state. When switching between the open and closed states, the parking brake switch 54 can linearly output an electrical signal to the electronic control unit 52. When the parking brake switch 54 is in the open state, the electronic control unit 52 controls the air inlet and outlet to disconnect through the control element 51, connecting the air outlet and exhaust port, allowing air to be discharged from the parking brake chamber, thus activating the parking brake. When the parking brake switch 54 is in the closed state, the electronic control unit 52 controls the air inlet and outlet to connect through the control element 51, allowing air to enter the parking brake chamber, thus releasing the parking brake. In this way, the driver can activate and deactivate the parking brake using the second subsystem 5 when the vehicle is parked.

[0099] In some embodiments, the parking brake chamber is a spring energy storage chamber. When air is introduced into the spring energy storage chamber, high-pressure air enters and compresses the energy storage spring inside, thereby releasing the parking brake. When air is expelled from the spring energy storage chamber, the energy storage spring inside is released, thereby achieving the parking brake.

[0100] See also Figure 4 As shown, Figure 4 A schematic flowchart of the braking control method of this application is shown.

[0101] This application also provides a braking control method, employing the braking system 10 in any of the above embodiments, the braking control method comprising:

[0102] S1. The first output port is controlled by the first subsystem 4 to provide a first driving force to the first brake 1 and the second brake 2 in order to apply service braking to the vehicle.

[0103] S2. When the vehicle meets the predetermined conditions, the electronic control unit controls and drives the control element to switch the second brake from the released parking brake state to the parking brake state.

[0104] It can compensate for insufficient braking force during service braking by using the parking brake, thereby improving braking performance.

[0105] Step S2 includes:

[0106] S20. The circuit pressure of the first subsystem 4 is obtained through the electronic control unit 52, a first pressure value signal is obtained, and it is determined whether the first pressure value signal reaches a first preset value.

[0107] S21. If the first pressure value signal reaches the first preset value, the rear wheel slip ratio data is obtained through the electronic control unit 52, and the rear wheel slip ratio data is used to determine whether the rear wheel is in a rolling state.

[0108] S22. If the rear wheels are in a rolling state, the electronic control unit 52 controls the parking brake chamber to be in an exhaust state through the control element 51, so as to generate parking brake braking force on the vehicle.

[0109] Understandably, during driving, when braking is required, the driver presses the brake pedal 44, which provides a first driving force to the first brake 1 and the second brake 2 through the first subsystem 4 to apply service braking to the vehicle. After service braking begins, the first sensor 6 monitors the pressure in the passage of the first subsystem 4 and transmits a first pressure value signal to the electronic control unit 52. The electronic control unit 52 acquires this first pressure value signal and determines whether the first pressure value signal reaches a first preset value. If the first pressure value signal reaches the first preset value, it indicates that the pressure in the passage of the first subsystem 4 is already at a high level, and the vehicle is determined to be in an emergency braking state. Then, it is determined whether the parking brake or the passage of the second subsystem 5 needs to be used to compensate for the braking force. If the electronic control unit 52 determines from the rear wheel slip rate data that the rear wheels are still in a rolling state, it indicates that the service braking is insufficient to meet the braking demand. At this time, the parking brake or the passage of the second subsystem 5 needs to be used to compensate for the braking force. Thus, the electronic control unit 52 controls the parking brake chamber to be in an exhaust state through the control component 51 to generate parking braking force for the vehicle.

[0110] The braking control method of this application can compensate for insufficient braking force of the service brake by using the parking brake during service braking. It can solve the problems of reduced braking efficiency and insufficient braking force in hydraulic braking systems in related technologies. Even if the performance of the vehicle's service braking system deteriorates and the braking effect weakens after prolonged use, this application can compensate for the vehicle's service braking by using the parking brake, providing sufficient braking force to the vehicle, thereby improving braking effect and driving safety.

[0111] In some embodiments, see Figure 4 As shown, step S22 includes:

[0112] S221, The parking brake chamber is controlled to be in the exhaust state by the control unit 51 until the rear wheel slip ratio data is determined by the electronic control unit 52 to reach the second preset value.

[0113] At this time, the electronic control unit 52 controls the exhaust port and air outlet of the control component 51 to connect, reducing the air pressure in the parking brake chamber and generating parking braking force.

[0114] The electronic control unit 52 analyzes whether the rear wheel slip ratio data has reached the second preset value. If it has not reached the second preset value, the electronic control unit 52 returns to control the exhaust port and air outlet of the control component 51 to connect, reduce the air pressure in the parking brake chamber, and generate parking braking force.

[0115] If the target is achieved, proceed to the next step S223.

[0116] S223. After the rear wheel slip ratio data reaches the second preset value, stop the parking brake chamber from being in the venting state so that the braking force of the parking brake remains unchanged.

[0117] At this point, the parking brake force is kept constant to avoid excessive braking that could cause the vehicle to drift. This step determines whether the rear wheel slip ratio has reached the second preset value and flexibly controls the parking brake force, which helps reduce the risk of vehicle drift and improves braking safety during driving.

[0118] In some embodiments, see Figure 4 As shown, step S22 further includes:

[0119] S224. After keeping the braking force of the parking brake constant, the electronic control unit 52 determines again whether the rear wheel slip ratio data is greater than the second preset value.

[0120] S2241. If the rear wheel slip ratio data is not greater than the second preset value, then return to step S221.

[0121] In this way, as long as the rear wheel slip ratio data does not exceed the second preset value, the parking braking force can be further increased to improve braking effect, reduce braking time, and continuously check whether the rear wheel slip ratio data exceeds the second preset value to reduce the risk of vehicle drifting and sliding. That is, while ensuring braking safety, increasing the parking braking force helps to improve braking effect and reduce braking time.

[0122] S2242. If the rear wheel slip ratio data is greater than the second preset value, the parking brake chamber is controlled to be in an air intake state by the control unit 51, and the air intake and air outlet are connected to reduce the braking force of the parking brake until the electronic control unit 52 determines that the rear wheel slip ratio data has reached the second preset value.

[0123] After the parking brake chamber is in an air intake state controlled by the control unit 51 to reduce the braking force of the parking brake, the electronic control unit 52 determines whether the rear wheel slip ratio data has reached the second preset value.

[0124] If the electronic control unit 52 determines that the rear wheel slip ratio data has not reached the second preset value, then it returns to the above steps of determining whether the rear wheel slip ratio data has reached the second preset value after the control unit 51 controls the parking brake chamber to be in an air intake state to reduce the braking force of the parking brake.

[0125] If the electronic control unit 52 determines that the rear wheel slip ratio data has reached the second preset value, then proceed to the next step.

[0126] It is understandable that when the rear wheel slip ratio data is greater than the second preset value and the risk of vehicle drifting and sliding is high, the electronic control unit 52 controls the parking brake chamber to be in an air intake state through the control component 51, so as to reduce the braking force of the parking brake, reduce the risk of vehicle drifting and sliding, and improve braking safety.

[0127] In some embodiments, continue reading Figure 4 As shown, step S22 further includes:

[0128] S225. After reducing the braking force of the parking brake until the electronic control unit 52 determines that the rear wheel slip ratio data has reached the second preset value, the parking brake chamber is stopped from being in the air intake state, so that the air intake and exhaust ports are disconnected, and the air exhaust and exhaust ports are also disconnected at this time, so that the braking force of the parking brake remains unchanged.

[0129] S226. The second pressure value signal and the third pressure value signal are obtained through the electronic control unit 52, and it is determined whether the second pressure value signal and the third pressure value signal are equal. This is to determine whether the second subsystem 5 or the parking brake is in the rated pressure state, that is, whether the pressure of the second subsystem 5 is too high.

[0130] If the second pressure value signal and the third pressure value signal are equal, then return to step S20.

[0131] If the second pressure value signal and the third pressure value signal are not equal, then return to step S224.

[0132] By continuously determining whether additional parking braking force is needed, and continuously controlling the provided parking braking force when it is being added, the control unit 51 controls the parking brake chamber to switch between exhaust, pressure holding, and intake states, so that the braking system 10 can provide better braking force, improve braking effect, reduce braking time, and at the same time reduce the risk of vehicle drifting and slipping, thereby improving braking safety.

[0133] This application also provides a vehicle that employs the braking control method in any of the above embodiments to achieve better braking performance.

[0134] The braking system 10, braking control method, and vehicle provided in this application, during driving, firstly provide service braking through the first subsystem 4. When the electronic control unit 52 determines that the vehicle is undergoing emergency braking and the rear wheels are still rolling, it can simultaneously provide parking braking in conjunction with the second subsystem 5 to compensate for the insufficient braking force of the service braking. In other words, this application can solve the problem of reduced braking system efficiency and insufficient braking force in hydraulic braking systems in related technologies. Even if the performance of the vehicle's service braking system deteriorates and the braking effect weakens after prolonged use, this application can compensate for the vehicle's service braking through parking braking, providing sufficient braking force to the vehicle, improving braking effect, and enhancing driving safety.

[0135] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0136] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A braking system, characterized in that, The braking system includes: The first brake is located on the front wheel of the vehicle and provides braking force to the front wheel; The second brake is located on the rear wheel of the vehicle and provides braking force to the rear wheel. Both the first brake and the second brake have a service brake chamber. The second brake also has a parking brake chamber that is independent of the corresponding service brake chamber. The energy supply includes a first output port and a second output port. A first subsystem is connected to the first output port, and the output side of the first subsystem is respectively connected to the service brake chambers of the first brake and the second brake. The first subsystem is used to drive the first brake and the second brake to provide service braking force to the front wheels and the rear wheels; and The second subsystem includes a control unit and an electronic control unit electrically connected to the control unit. The second brake has a parking brake state and a released parking brake state. When the second brake is in the parking brake state, the parking brake chamber is in an exhaust state. When the second brake is in the released parking brake state, the parking brake chamber is in an intake state. The control unit is connected between the second output terminal and the parking brake chamber, and is configured to control the second brake to switch between the parking brake state and the parking brake release state. Furthermore, the electronic control unit is used to control and drive the control element when the vehicle meets predetermined conditions, so that the second brake switches from the parking brake state to the released parking brake state.

2. The braking system according to claim 1, characterized in that, The braking system further includes a first sensor, which is located on the passage of the first subsystem and is used to monitor the passage pressure of the first subsystem and transmit a first pressure value signal to the electronic control unit. When the vehicle meets the predetermined conditions, the first pressure signal reaches a first preset value, and the rear wheel is in a rolling state, the electronic control unit controls the parking brake chamber to be in the exhaust state.

3. The braking system according to claim 2, characterized in that, The control unit includes an air inlet, an air outlet, and an exhaust outlet. The air inlet is connected to the second output port, the air outlet is connected to the parking brake chamber, and the exhaust outlet is connected to the external environment. The control unit is configured to control the parking brake chamber to switch between the air intake state, the air exhaust state, and the pressure holding state; when the parking brake chamber is in the air intake state, the air intake port and the air outlet are connected; when the parking brake chamber is in the air exhaust state, the air outlet and the air exhaust port are connected; when the parking brake chamber is in the pressure holding state, the air outlet is closed.

4. The braking system according to claim 2, characterized in that, The first subsystem includes a master cylinder and an anti-lock braking unit (ABS). The master cylinder is located between the ABS and the first output port. The output of the ABS is connected to the service brake chambers of the first brake and the second brake, respectively. The electronic control unit (ECU) is electrically connected to the ABS, and the ABS is used to transmit rear wheel slip ratio data to the ECU. The energy supply includes a first air compressor and a multi-circuit protection valve. The multi-circuit protection valve is connected to the output end of the first air compressor. The output side of the multi-circuit protection valve includes a first output port and a second output port. The first output port is connected to the brake master cylinder, and the second output port is connected to the control unit; and / or The energy supply includes a vacuum pump, a vacuum cylinder, a second air compressor, and an air reservoir. The vacuum pump includes a first output port connected to the master brake cylinder. The vacuum cylinder is located between the vacuum pump and the master brake cylinder. The second air compressor includes a second output port connected to the control unit. The air reservoir is located between the second air compressor and the control unit; and / or The energy supply includes a hydraulic drive assembly, a second air compressor, and an air reservoir. The hydraulic drive assembly includes a first output port connected to the master brake cylinder. The second air compressor includes a second output port connected to the control unit. The air reservoir is located between the second air compressor and the control unit.

5. The braking system according to claim 1, characterized in that, The braking system further includes a second sensor and a third sensor, and the electronic control unit is electrically connected to the second sensor and the third sensor respectively; The second sensor is located between the power supply and the control unit, and is used to monitor the pressure in the passage between the power supply and the control unit, and to transmit a second pressure value signal to the electronic control unit; The third sensor is located between the control unit and the second brake, and is used to monitor the pressure in the passage between the control unit and the second brake, and to transmit a third pressure value signal to the electronic control unit; The electronic control unit is configured to determine whether the second pressure value signal is equal to the third pressure value signal, so as to determine whether the working pressure of the second subsystem is equal to the rated pressure.

6. A braking control method, characterized in that, The braking control method, employing the braking system as described in any one of claims 1 to 5, comprises: The first subsystem controls the first output port to provide a first driving force to the first brake and the second brake in order to apply service braking to the vehicle. When the vehicle meets predetermined conditions, the electronic control unit controls and drives the control element to switch the second brake from the released parking brake state to the parking brake state.

7. The braking control method according to claim 6, characterized in that, When the vehicle meets predetermined conditions, the electronic control unit controls the drive of the control element to switch the second brake from the released parking brake state to the parking brake state, the step of which includes: The electronic control unit obtains the path pressure of the first subsystem, obtains a first pressure value signal, and determines whether the first pressure value signal reaches a first preset value. If the first pressure signal reaches the first preset value, the rear wheel slip ratio data is obtained through the electronic control unit, and it is determined whether the rear wheel is in a rolling state based on the rear wheel slip ratio data. If the rear wheel is in a rolling state, the electronic control unit controls the parking brake chamber to be in the exhaust state through the control component, so as to generate parking brake braking force on the vehicle.

8. The braking control method according to claim 7, characterized in that, The step of the electronic control unit controlling the parking brake chamber to be in the exhaust state to generate parking brake braking force on the vehicle when the rear wheel is in a rolling state includes: The parking brake chamber is controlled to be in the exhaust state by the control unit until the rear wheel slip ratio data is determined by the electronic control unit to reach the second preset value. After the rear wheel slip ratio data reaches the second preset value, the parking brake chamber is stopped from being in the exhaust state so that the braking force of the parking brake remains unchanged. After keeping the braking force of the parking brake constant, the electronic control unit again determines whether the rear wheel slip ratio data is greater than the second preset value; If the rear wheel slip ratio data is not greater than the second preset value, then return to the step of controlling the parking brake chamber to be in the exhaust state by the control unit until the electronic control unit determines that the rear wheel slip ratio data has reached the second preset value; If the rear wheel slip ratio data is greater than the second preset value, the control unit controls the parking brake chamber to be in the air intake state to reduce the braking force of the parking brake until the electronic control unit determines that the rear wheel slip ratio data has reached the second preset value.

9. The braking control method according to claim 7, characterized in that, If the rear wheel is in a rolling state, the step of the electronic control unit controlling the parking brake chamber to be in the exhaust state through the control component to generate parking brake braking force on the vehicle further includes: After reducing the braking force of the parking brake until the electronic control unit determines that the rear wheel slip ratio data has reached a second preset value, the parking brake chamber is stopped from being in the air intake state so that the braking force of the parking brake remains unchanged. The electronic control unit acquires a second pressure value signal and a third pressure value signal, and determines whether the second pressure value signal and the third pressure value signal are equal. If the second pressure value signal and the third pressure value signal are equal, then return to the process of obtaining the path pressure of the first subsystem through the electronic control unit, obtaining the first pressure value signal, and determining whether the first pressure value signal has reached the first preset value. If the second pressure value signal and the third pressure value signal are not equal, then the process returns to maintaining the braking force of the parking brake unchanged, and the electronic control unit again determines whether the rear wheel slip ratio data is greater than the second preset value.

10. A vehicle, characterized in that, The braking control method as described in any one of claims 6 to 9 is adopted.

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