Main suspension and auxiliary braking cooperation method and system, traction trailer and electronic equipment

Abstract

The invention relates to the technical field of vehicle braking, in particular to a main suspension auxiliary braking cooperation method and system, a traction trailer and electronic equipment. The method comprises the following steps: acquiring main vehicle deceleration and trailer deceleration; determining whether to initiate a trailer braking request based on the host vehicle deceleration and the trailer deceleration; under the condition that a trailer braking request is initiated, the main vehicle speed and the steering wheel turning angle are obtained; determining different levels of trailer braking requests at least based on the main vehicle speed and the steering wheel angle; adjusting the braking force of the trailer based on the different grades of trailer braking requests; and the steps are repeated until the difference value between the deceleration of the main vehicle and the deceleration of the trailer is kept within a preset tolerable range. According to the invention, possible dangerous conditions such as stacking and drifting under emergency braking or special working conditions are effectively avoided, so that the overall braking stability and safety are greatly improved.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle braking technology, and in particular to a main-trailer-auxiliary braking coordination method, system, tractor trailer and electronic equipment. Background Art

[0002] Traditional trailer braking systems all use pure pneumatic braking. The driver steps on the brake pedal and transmits information to the brake module, which controls the trailer brake valve by outputting air pressure to the yellow pipe for trailer braking.

[0003] However, the traditional trailer braking system does not take into account the uneven braking force between the main vehicle and the trailer. In emergency braking or special working conditions, the main vehicle and the trailer will be stacked or skid, which is a dangerous situation. Summary of the invention

[0004] Based on the above technical problems, the present disclosure provides a main-hook auxiliary braking coordination method, system, tractor trailer and electronic equipment.

[0005] According to one aspect of the present disclosure, a main suspension auxiliary braking coordination method is provided, comprising: Step 1: Obtain the main vehicle deceleration and the trailer deceleration; Step 2: Determine whether to initiate a trailer braking request based on the main vehicle deceleration and the trailer deceleration; Step 3: Obtain the main vehicle speed and steering wheel angle in the case of initiating a trailer braking request; Step 4: Determine different levels of trailer braking requests based at least on the main vehicle speed and the steering wheel angle; Step 5: Adjust the braking force of the trailer based on different levels of trailer braking requests; Step 6: Repeat the above steps 1-5 until the difference between the main vehicle deceleration and the trailer deceleration remains within a preset tolerable range.

[0006] In addition, according to an aspect of the present disclosure, a main vehicle and trailer auxiliary braking coordination method determines whether to initiate a trailer braking request based on the main vehicle deceleration and the trailer deceleration, including: Based on the main vehicle deceleration and the trailer deceleration, determining whether an absolute value of a difference between the main vehicle deceleration and the trailer deceleration is greater than or equal to a first preset threshold; If it is greater than or equal to the first preset threshold, a trailer braking request is initiated; otherwise, no trailer braking request is initiated.

[0007] In addition, according to an aspect of the present disclosure, the main trailer auxiliary braking coordination method determines different levels of trailer braking requests based at least on the main vehicle speed and the steering wheel angle, including: When the main vehicle speed is greater than or equal to the vehicle speed brake request threshold, and the steering wheel angle is greater than or equal to the brake angle threshold, it is set to a first-level trailer brake request; and / or When the main vehicle speed is greater than or equal to the vehicle speed brake request threshold, and the steering wheel angle is less than the brake angle threshold, it is set as a secondary trailer brake request; and / or When the main vehicle speed is less than the vehicle speed brake request threshold, and the steering wheel angle is greater than or equal to the brake angle threshold, set to level 3 trailer brake request; and / or When the main vehicle speed is less than the speed brake request threshold and the steering wheel angle is less than or equal to the brake angle threshold, it is set not to send the trailer brake request.

[0008] In addition, according to a main-trailer auxiliary braking coordination method according to one aspect of the present disclosure, the braking force of the trailer is adjusted based on different levels of trailer braking requests, including: when the deceleration of the main vehicle is greater than the deceleration of the trailer: when it is a first-level trailer braking request, a first-level braking force is applied to the trailer; when it is a second-level trailer braking request, a second-level braking force is applied to the trailer; when it is a third-level trailer braking request, a third-level braking force is applied to the trailer; wherein the first-level braking force is greater than the second-level braking force, and the second-level braking force is greater than the third-level braking force.

[0009] In addition, according to a main-trailer auxiliary braking coordination method according to one aspect of the present disclosure, the braking force of the trailer is adjusted based on different levels of trailer braking requests, including: when the deceleration of the trailer is greater than the deceleration of the main vehicle: regardless of whether it is a first-level trailer braking request, a second-level trailer braking request or a third-level trailer braking request, the braking force applied to the trailer is reduced.

[0010] According to another aspect of the present disclosure, a main-trailer auxiliary braking coordination system is provided, including: a vehicle control module, configured to: obtain the main vehicle deceleration and the trailer deceleration; determine whether to initiate a trailer braking request based on the main vehicle deceleration and the trailer deceleration; in the case of initiating a trailer braking request, obtain the main vehicle speed and steering wheel angle; determine different levels of trailer braking requests based at least on the main vehicle speed and the steering wheel angle; a trailer braking module, configured to: adjust the braking force of the trailer based on different levels of trailer braking requests; until the difference between the main vehicle deceleration and the trailer deceleration remains within a preset tolerable range.

[0011] In addition, according to the main-trailer auxiliary braking coordination system of another aspect of the present disclosure, the vehicle control module is also configured to: determine whether the absolute value of the difference between the main vehicle deceleration and the trailer deceleration is greater than or equal to a first preset threshold value based on the main vehicle deceleration and the trailer deceleration; if it is greater than or equal to the first preset threshold value, initiate a trailer braking request, otherwise, do not initiate a trailer braking request.

[0012] In addition, according to another aspect of the main-trailer auxiliary braking coordination system of the present disclosure, the vehicle control module is also configured as: when the main vehicle speed is greater than or equal to the speed braking request threshold, and the steering wheel angle is greater than or equal to the braking angle threshold, it is set to a first-level trailer braking request; and / or when the main vehicle speed is greater than or equal to the speed braking request threshold, and the steering wheel angle is less than the braking angle threshold, it is set to a second-level trailer braking request; and / or when the main vehicle speed is less than the speed braking request threshold, and the steering wheel angle is greater than or equal to the braking angle threshold, it is set to a third-level trailer braking request; and / or when the main vehicle speed is less than the speed braking request threshold, and the steering wheel angle is less than or equal to the braking angle threshold, it is set to not send a trailer braking request.

[0013] According to another aspect of the present disclosure, a tractor trailer is provided, and the tractor trailer is braked by the main trailer auxiliary braking coordinated method as described above.

[0014] According to another aspect of the present disclosure, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the main-clutch-auxiliary-braking coordination method as described above is implemented when the processor executes the computer program.

[0015] According to another aspect of the present disclosure, the present disclosure also provides a non-transitory computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the main suspension auxiliary braking coordination method as described above is implemented.

[0016] According to another aspect of the present disclosure, the present disclosure also provides a computer program product, including a computer program, which implements the main-clutch auxiliary braking coordination method as described above when the computer program is executed by a processor.

[0017] The main-trailer auxiliary braking coordination method, system, tractor trailer and electronic equipment provided by the present invention obtain the deceleration information of the main vehicle and the trailer in real time, and determine whether to initiate a trailer braking request based on this information, thereby ensuring a high degree of coordination between the main vehicle and the trailer during the braking process. At the same time, the method also combines the main vehicle speed and steering wheel angle, and can more accurately judge the braking demand and adjust the braking force of the trailer accordingly. This coordinated braking method helps to significantly reduce the braking difference between the main vehicle and the trailer, and effectively avoids dangerous situations such as stacking and tail swinging that may occur under emergency braking or special working conditions, thereby greatly improving the overall braking stability and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the present disclosure or the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0019] Figure 1 It is a flowchart illustrating a main-hook auxiliary braking coordination method provided according to an embodiment of the present disclosure.

[0020] Figure 2 It is a diagram illustrating a braking system that participates in the main suspension coordination by auxiliary braking using the main suspension and auxiliary braking coordination method provided according to an embodiment of the present disclosure.

[0021] Figure 3 It is a flowchart further illustrating the main-hook auxiliary braking coordination method provided according to an embodiment of the present disclosure.

[0022] Figure 4 It is a functional block diagram of a main-clutch auxiliary brake coordination system provided according to an embodiment of the present disclosure.

[0023] Figure 5 It is a schematic diagram of the structure of an electronic device provided according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical solutions and advantages of the present disclosure clearer, the technical solutions in the present disclosure will be clearly and completely described below in conjunction with the drawings in the present disclosure. Obviously, the described embodiments are part of the embodiments of the present disclosure, rather than all the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present disclosure.

[0025] The braking stability of a tractor trailer is when the axles of the main vehicle and trailer reach the road adhesion limit at the same time, the braking performance reaches the best effect, and the tractor trailer achieves good braking stability. When the braking stability is not good, it will cause the tractor trailer combination to swing or fold. The ideal main trailer braking coordination is that the braking strength of the main vehicle and trailer is equal. The main trailer braking coordination not only improves driving safety, but also allows the tires and friction plates of the main vehicle and trailer to wear evenly and synchronously, avoiding excessive wear and having a significant effect in saving tires and friction plates. Reducing tire and grinding plate wear means reducing axle wear, extending the mileage interval for axle maintenance, reducing bearing maintenance / lubrication costs, and improving vehicle attendance.

[0026] Traditional commercial vehicle trailer braking systems all use simple pneumatic braking. The driver steps on the brake pedal and transmits information to the brake module, and controls the trailer brake valve by outputting air pressure to the yellow pipe for trailer braking. Traditional trailer braking systems do not take into account the uneven braking force between the main vehicle and the trailer. In emergency stopping or special working conditions, the main vehicle and the trailer will be stacked, skidding and other dangerous situations. This auxiliary braking participates in the coordinated braking of the main vehicle and the trailer, taking into account the uneven braking force of the main vehicle and the trailer, and predicts that the difference in braking force between the main vehicle and the trailer is too large, thereby avoiding the stacking of the main vehicle and the trailer and the skidding of the trailer.

[0027] Based on the above technical problems, the present disclosure proposes a suspension auxiliary braking coordination method.

[0028] Figure 1 It is a flowchart illustrating a main-hook auxiliary braking coordination method provided according to an embodiment of the present disclosure.

[0029] like Figure 1 As shown, the main-hook auxiliary braking coordination method provided according to the embodiment of the present disclosure specifically includes the following steps.

[0030] Step 101, obtaining the deceleration of the main vehicle and the deceleration of the trailer.

[0031] In one embodiment of the present disclosure, a towing trailer includes a main vehicle and a trailer. During the driving of the towing trailer, the driver decides whether to enable the auxiliary braking system according to the current driving conditions, road conditions or emergency needs. When the driver presses the auxiliary brake switch, the in-cylinder braking function of the engine or the hydraulic retarder of the retarder can be called to output the auxiliary braking torque. The size of the auxiliary braking torque can be adjusted according to the needs of the driver and the actual condition of the vehicle. By installing wheel speed sensors on the main vehicle and the trailer, the rotation speed of the wheel can be measured in real time, and the deceleration of the main vehicle and the trailer can be obtained by calculating the change in wheel speed. Among them, the deceleration of the main vehicle refers to the rate of change of the speed of the main vehicle during the deceleration process, and the deceleration of the trailer refers to the rate of change of the speed of the trailer during the deceleration process.

[0032] For example, the wheel speed, steering wheel angle, trailer status, and auxiliary braking torque may also be collected to calculate the main vehicle deceleration.

[0033] Step 102 : Determine whether to initiate a trailer braking request based on the host vehicle deceleration and the trailer deceleration.

[0034] In the embodiment of the present disclosure, the obtained deceleration of the main vehicle and the deceleration of the trailer are compared to determine the speed matching between the two, and based on the comparison result, it is evaluated whether there is a significant braking difference between the main vehicle and the trailer. According to the evaluation result, it is determined whether a braking request for the trailer needs to be initiated to adjust the braking force of the trailer to ensure that the main vehicle and the trailer can be coordinated when braking.

[0035] Step 103: When a trailer braking request is initiated, the speed and steering wheel angle of the host vehicle are obtained.

[0036] In one embodiment of the present disclosure, when determining whether there is a significant braking difference between the host vehicle and the trailer, a trailer braking request needs to be initiated. When the trailer braking request is initiated, the host vehicle speed and steering wheel angle are collected.

[0037] Step 104 : determining different levels of trailer braking requests based at least on the host vehicle speed and the steering wheel angle.

[0038] In one embodiment of the present disclosure, vehicle speed is a key factor affecting braking demand. Higher vehicle speeds may require more intense braking measures to ensure safe deceleration of the vehicle. The steering wheel angle helps determine whether the vehicle is performing a steering operation. During the steering process, the braking force may need to be adjusted to avoid losing vehicle stability or control. The braking demand of the host vehicle is evaluated based on the vehicle speed and steering wheel angle. Based on the evaluation results, the trailer braking request level can be determined. This may include different levels such as light braking, medium braking or emergency braking.

[0039] Step 105 : adjusting the braking force of the trailer based on the different levels of trailer braking requests.

[0040] In one embodiment of the present disclosure, the level of the trailer braking request is determined based on the collected main vehicle speed and steering wheel angle. For different levels of trailer braking requests, the required braking force is calculated and the braking force of the trailer is adjusted. The braking response of the trailer is monitored in real time to ensure that the adjustment of the braking force can achieve the expected deceleration.

[0041] Step 106, repeat the above steps until the difference between the deceleration of the host vehicle and the deceleration of the trailer remains within a preset tolerable range.

[0042] In one embodiment of the present disclosure, the main vehicle deceleration and the trailer deceleration are continuously monitored, and step 105 is repeatedly performed until the deceleration difference between the two reaches a preset safety range (i.e., a tolerable range). Specifically, the main vehicle deceleration and the trailer deceleration are continuously monitored to evaluate the difference between them. If the deceleration difference exceeds the preset tolerable range, the braking force of the trailer will be adjusted according to the monitoring result to reduce the difference between the main vehicle deceleration and the trailer deceleration. The above process is a closed-loop control cycle, which will continuously adjust the braking force of the trailer until the deceleration difference between the main vehicle deceleration and the trailer deceleration is stabilized within the preset tolerable range. By ensuring that the deceleration difference is within a safe range, the risk of vehicle loss of control due to asynchronous braking can be reduced, and the safety of vehicle driving can be improved. And ensure the synchronization of the main vehicle and the trailer during braking, thereby improving the safety and stability of the entire vehicle combination.

[0043] For example, the preset tolerable range is used to control the difference between the main vehicle deceleration and the trailer deceleration. It defines the maximum deviation range allowed between the main vehicle deceleration and the trailer deceleration, and is used to ensure the coordination and safety of the vehicle group braking process. The preset tolerable range can be determined through simulation tests, experimental data or empirical formulas and actual needs to ensure that the braking coordination of the main vehicle and the trailer can be guaranteed in various driving scenarios.

[0044] In summary, according to the technical solution provided by the embodiment of the present invention, the present invention obtains the deceleration information of the main vehicle and the trailer in real time, and determines whether to initiate a trailer braking request based on this information, thereby ensuring a high degree of coordination between the main vehicle and the trailer during the braking process. At the same time, the method also combines the main vehicle speed and the steering wheel angle, which can more accurately judge the braking demand and adjust the braking force of the trailer accordingly. This collaborative braking method helps to significantly reduce the braking difference between the main vehicle and the trailer, and effectively avoids dangerous situations such as stacking and tail swinging that may occur under emergency braking or special working conditions, thereby greatly improving the overall braking stability and safety.

[0045] Further, determining whether to initiate a trailer braking request based on the main vehicle deceleration and the trailer deceleration includes: Based on the main vehicle deceleration and the trailer deceleration, determining whether an absolute value of a difference between the main vehicle deceleration and the trailer deceleration is greater than or equal to a first preset threshold; If it is greater than or equal to the first preset threshold, a trailer braking request is initiated; otherwise, no trailer braking request is initiated.

[0046] Specifically, according to the obtained main vehicle deceleration and trailer deceleration, the difference between the main vehicle deceleration and the trailer deceleration can be calculated, which reflects the inconsistency between the two when decelerating.

[0047] The absolute value of this difference is taken to ensure that the difference is non-negative whether the deceleration of the main vehicle is greater than that of the trailer or vice versa. The calculated absolute difference is compared with the first preset threshold. If the absolute difference between the deceleration of the main vehicle and the trailer is greater than or equal to the preset threshold, it means that the deceleration difference between the two is large, which may affect the stability and safety of the vehicle, and a trailer braking request needs to be initiated to adjust the braking force of the trailer to reduce this difference. If the difference is less than the preset threshold, it means that the deceleration difference between the main vehicle and the trailer is within an acceptable range, and there is no need to initiate a trailer braking request because the current braking state is safe enough. The purpose of the above method is to ensure that proper braking synchronization is maintained between the main vehicle and the trailer to avoid safety hazards caused by uncoordinated braking, such as trailer swing, loss of control or accidents. Through this automated judgment and request mechanism, the safety and stability of the vehicle under various driving conditions can be improved. Among them, the "first preset threshold" can be adjusted according to actual driving conditions and vehicle characteristics. For example, on slippery roads or downhill sections, a lower threshold may need to be set to improve the response sensitivity of the braking system.

[0048] Based at least on the host vehicle speed and the steering wheel angle, different levels of trailer braking requests are determined, including: When the main vehicle speed is greater than or equal to the vehicle speed brake request threshold, and the steering wheel angle is greater than or equal to the brake angle threshold, it is set to a first-level trailer brake request; and / or When the main vehicle speed is greater than or equal to the vehicle speed brake request threshold, and the steering wheel angle is less than the brake angle threshold, it is set as a secondary trailer brake request; and / or When the main vehicle speed is less than the vehicle speed brake request threshold, and the steering wheel angle is greater than or equal to the brake angle threshold, set to level 3 trailer brake request; and / or When the main vehicle speed is less than the speed brake request threshold and the steering wheel angle is less than or equal to the brake angle threshold, it is set not to send the trailer brake request.

[0049] Specifically, when the main vehicle speed is greater than or equal to the preset vehicle speed brake request threshold, and the steering wheel angle is also greater than or equal to the preset brake angle threshold, it is set as a first-level trailer brake request. This means that the vehicle is traveling at a high speed and is performing a large steering operation, so a strong braking force is required to ensure safety.

[0050] When the main vehicle speed is greater than or equal to the vehicle speed brake request threshold, but the steering wheel angle is less than the preset brake angle threshold, it is set as a secondary trailer brake request. This indicates that although the vehicle is traveling at a high speed, the steering operation is small, so the required braking force can be slightly weaker than the primary request.

[0051] When the main vehicle speed is less than the vehicle speed brake request threshold, but the steering wheel angle is greater than or equal to the brake angle threshold, it is set to a level 3 trailer brake request. In this case, although the vehicle is not traveling at a high speed, it is performing a large steering operation and may require a certain amount of braking force to assist the steering.

[0052] When the main vehicle speed is less than the speed brake request threshold and the steering wheel angle is less than or equal to the brake angle threshold, there is no need to send a trailer brake request. This is because the vehicle is neither driving at high speed nor performing a large steering operation, and the current driving state may not require additional braking intervention.

[0053] Among them, the vehicle speed brake request threshold is a pre-set vehicle speed value, which is used to determine at what speed a brake request is required for the trailer. When the actual vehicle speed of the main vehicle reaches or exceeds this threshold, a brake request will be initiated, because this indicates that the vehicle is traveling at high speed and may need more braking force to ensure safety. The setting of this threshold can be based on factors such as vehicle performance parameters, safety standards, and road conditions. The brake angle threshold is a pre-set steering wheel angle value, which is used to determine at what steering angle a brake request is required for the trailer. When the actual steering wheel angle reaches or exceeds this threshold, a brake request will be initiated, because this indicates that the vehicle is performing a large steering operation and may need to adjust the braking force to maintain the stability of the vehicle. The setting of this threshold can usually be based on factors such as the vehicle's steering characteristics, driving habits, and expected steering operations.

[0054] In summary, according to the technical solution provided by the embodiment of the present disclosure, by considering the influence of vehicle speed and steering operation on braking demand and setting different braking request levels, the braking behavior of the trailer can be more finely controlled to adapt to different driving conditions and improve driving safety and comfort. Each level of braking request may correspond to different braking force or braking strategy to ensure that appropriate braking support can be provided in various situations.

[0055] Furthermore, based on different levels of trailer braking requests, the braking force of the trailer is adjusted, including: when the deceleration of the main vehicle is greater than the deceleration of the trailer: when it is a level 1 trailer braking request, a level 1 braking force is applied to the trailer; when it is a level 2 trailer braking request, a level 2 braking force is applied to the trailer; when it is a level 3 trailer braking request, a level 3 braking force is applied to the trailer; wherein the level 1 braking force is greater than the level 2 braking force, and the level 2 braking force is greater than the level 3 braking force.

[0056] Specifically, the host vehicle deceleration and trailer deceleration are compared. If the host vehicle deceleration is greater than the trailer deceleration, it means that the host vehicle decelerates faster and the trailer needs to increase braking force to match the host vehicle's deceleration. The trailer brake request is divided into different levels, such as a primary trailer brake request, a secondary trailer brake request, and a secondary trailer brake request. These levels represent different levels of braking force, which are used to adjust the trailer's braking force as needed.

[0057] When it is a primary trailer brake request, the primary trailer brake force is applied when it is judged that the maximum braking force is needed to quickly reduce the deceleration difference between the host vehicle and the trailer. This is the strongest braking force and is used in emergencies or situations that require a quick response.

[0058] When it is a secondary trailer brake request, a secondary braking force needs to be applied to the trailer. This may be suitable for situations where the deceleration difference between the host vehicle and the trailer is large, but the strongest braking is not required immediately.

[0059] When there is a Level 3 trailer brake request, the deceleration difference is small and a slight adjustment of the trailer's brake force is needed to keep the vehicles in sync, the trailer's Level 3 brake force is applied. This is the lightest brake force and is used for fine-tuning.

[0060] The braking force decreases in the following order: the first-level braking force is greater than the second-level braking force, and the second-level braking force is greater than the third-level braking force. This means that as the braking request level decreases, the braking force applied to the trailer also decreases.

[0061] For example, the braking force applied to the trailer may be varied by varying the pressure applied to the trailer's brake chambers.

[0062] In summary, according to the technical solution provided by the embodiment of the present disclosure, the braking force of the trailer is dynamically adjusted according to the real-time deceleration data and the preset safety standard. If the deceleration of the main vehicle is continuously greater than the deceleration of the trailer, the braking request level of the trailer may be gradually increased to increase the braking force. This graded braking force adjustment helps to ensure the coordination of the main vehicle and the trailer during braking and reduce safety risks caused by asynchronous braking, such as trailer stacking or tail swinging.

[0063] Furthermore, based on different levels of trailer braking requests, the braking force of the trailer is adjusted, including: when the deceleration of the trailer is greater than the deceleration of the main vehicle: whether it is a first-level trailer braking request, a second-level trailer braking request or a third-level trailer braking request, the braking force applied to the trailer is reduced.

[0064] Specifically, when it is detected that the trailer deceleration is greater than the main vehicle deceleration, it means that the trailer is decelerating at a faster speed than the main vehicle. At this time, no matter whether the current trailer braking request is level one, level two or level three, as long as the trailer deceleration is greater than the main vehicle deceleration, the same braking force adjustment measures will be taken. Specifically, in order to balance the deceleration difference between the main vehicle and the trailer, the braking force applied to the trailer will be reduced. The brake chamber is a component in the trailer braking system, and the braking force of the brake is controlled by changing the pressure in the chamber. The purpose of reducing the trailer braking force is to reduce the deceleration of the trailer and make it closer to the deceleration of the main vehicle, thereby maintaining the stability and safety of the vehicle combination.

[0065] In summary, according to the technical solution provided by the embodiment of the present disclosure, it is possible to prevent the instability of the vehicle combination caused by excessive braking of the trailer, such as the trailer may swing or fold due to excessive braking force. It is used to ensure that when the deceleration of the trailer is abnormally high, the braking behavior of the trailer is adjusted by reducing the braking force to maintain the coordination and safety of the vehicle combination. This is a dynamic adjustment strategy that can be adjusted in real time according to actual conditions to adapt to different driving conditions and vehicle states.

[0066] To explain the technical solution provided by the embodiments of the present disclosure in detail, refer to Figure 2 , Figure 2 It is a diagram illustrating a braking system that participates in the main suspension coordination by auxiliary braking using the main suspension and auxiliary braking coordination method provided according to an embodiment of the present disclosure.

[0067] like Figure 2As shown, a braking system in which auxiliary braking participates in the coordination of the main vehicle and the trailer is used. According to the driver's demand 1, the driver presses the auxiliary braking switch 2, and the in-cylinder braking of the engine or the hydraulic retarder braking 3 of the retarder is called. At the same time, the auxiliary braking module 4 outputs the auxiliary braking torque 5 and transmits the auxiliary braking torque 5 to the braking management module 6. The braking management module 6 calculates the main vehicle deceleration 8, the trailer deceleration 22 and the vehicle weight 7 according to the obtained vehicle state 13 and the auxiliary braking torque 5, wherein the vehicle state 13 includes the wheel speed 10 (such as the main vehicle wheel speed and the trailer wheel speed), the steering wheel angle 11, and the trailer state 12. The braking management module 6 feeds back the main vehicle deceleration 8 to the vehicle control module 9. The vehicle control module 9 compares the trailer deceleration 22 with the main vehicle deceleration 8 to determine whether to send a trailer braking request 14 to the trailer braking module 15, and the vehicle control module 9 will make different levels of trailer braking requests to the trailer control module 15 according to the real-time wheel speed 10 and the steering wheel angle 11. After receiving the trailer braking request 14 of different levels sent by the vehicle control module 9, the trailer control module 15 distributes the trailer braking force 16 to the trailer air chamber 17. The trailer air chamber 17 applies force to the brake pad 18 to obtain the trailer braking force 19. The braking force 19 acts on the wheel 20 to obtain the wheel speed 21 (such as the trailer wheel speed). The trailer braking module 15 calculates the trailer deceleration 22 based on the wheel speed collected and feeds it back to the vehicle control module 9. The vehicle control module 9 calculates the trailer deceleration 22 based on the feedback trailer deceleration 22 and the current The main vehicle deceleration 8 of the main vehicle is compared again, and the level of the trailer braking request 14 is adjusted to reduce the difference between the main vehicle deceleration 8 and the trailer deceleration 22, and further adjust the braking difference between the main vehicle and the trailer until the vehicle control module 9 compares the feedback trailer deceleration 22 with the current main vehicle's driving deceleration 8, and the difference between the two is less than a certain value. The vehicle control module 9 no longer makes a trailer braking request 14 to the trailer braking module 15, thus satisfying the consistency of the main vehicle deceleration 8 and the trailer deceleration 22.

[0068] In order to explain in detail the main suspension auxiliary brake coordination method provided by the embodiment of the present disclosure, Figure 3 It is a flowchart further illustrating the main-hook auxiliary braking coordination method provided according to an embodiment of the present disclosure.

[0069] like Figure 3 As shown, this method includes the following steps: S1: The driver presses the auxiliary brake switch as needed to call on the engine's in-cylinder brake or the retarder's hydraulic retarder to output auxiliary braking torque.

[0070] S2: The brake management module calculates the main vehicle deceleration and vehicle weight according to the received wheel speed, steering wheel angle, trailer status, and auxiliary braking torque, and transmits the main vehicle deceleration to the vehicle control module.

[0071] S3: The vehicle control module determines whether to send a trailer braking request based on the received main vehicle deceleration and the trailer deceleration fed back by the trailer braking module, collects the current vehicle speed and steering wheel angle, and determines to send different levels of trailer braking requests based on the collected current vehicle speed and steering wheel angle.

[0072] S4: The trailer braking module distributes the trailer braking force according to the braking request signal sent by the vehicle control module and the level of the trailer braking request.

[0073] S5: The vehicle control module sends the trailer braking request status according to the deceleration and the turning angle. The trailer request is divided into three levels: Among them, when |ab|〉C1: a) The main vehicle speed V ≥ A1, the steering angle α ≥ B1 (the B1 value is not an understeering but not an oversteering value), and the vehicle control module sends a first-level trailer braking request; b) The main vehicle speed V ≥ A1, the steering angle α < B1 (the B1 value is neither understeering nor oversteering), and the vehicle control module sends a secondary trailer braking request; c) The main vehicle speed V is less than A1, the steering angle α is greater than or equal to B1 (the value of B1 is neither understeering nor oversteering), and the vehicle control module sends a third-level trailer request; d) The main vehicle speed V is less than A1, the steering angle α is less than B1 (the value of B1 is neither understeering nor oversteering), and the vehicle control module does not send a trailer braking request; When |ba|<C1: e) The vehicle control module does not send a trailer braking request.

[0074] Wherein, a is the main vehicle deceleration, b is the trailer deceleration, A1 is the vehicle speed braking request threshold, B1 is the braking angle threshold, and C1 is the first preset threshold.

[0075] Figure 4 It is a functional block diagram further illustrating the main-clutch auxiliary braking coordination system provided according to an embodiment of the present disclosure.

[0076] like Figure 4 As shown, the main trailer auxiliary braking coordination system 400 provided according to the embodiment of the present disclosure includes: a vehicle control module 401 and a trailer braking module 402.

[0077] Further, the vehicle control module 401 is configured to: obtain the main vehicle deceleration and the trailer deceleration; determine whether to initiate a trailer braking request based on the main vehicle deceleration and the trailer deceleration; in the case of initiating a trailer braking request, obtain the main vehicle speed and the steering wheel angle; determine different levels of trailer braking requests based at least on the main vehicle speed and the steering wheel angle; Further, the trailer braking module 402 is configured to: adjust the braking force of the trailer based on different levels of trailer braking requests until the difference between the deceleration of the tractor and the deceleration of the trailer remains within a preset tolerable range.

[0078] Exemplarily, when the vehicle control module 401 determines to initiate a trailer braking request, it determines different levels of trailer braking requests based on the obtained tractor vehicle speed and steering wheel angle. After determining different levels of trailer braking requests, it sends different levels of braking requests to the trailer braking module 402, and the trailer braking module 402 adjusts the braking force of the trailer according to the received different levels of braking requests until the difference between the deceleration of the tractor and the deceleration of the trailer remains within a preset tolerable range.

[0079] Further, the vehicle control module 401 is further configured to: based on the deceleration of the tractor and the deceleration of the trailer, determine whether the absolute value of the difference between the deceleration of the tractor and the deceleration of the trailer is greater than or equal to a first preset threshold; if it is greater than or equal to the first preset threshold, initiate a trailer braking request, otherwise, do not initiate a trailer braking request.

[0080] Further, the vehicle control module 401 is further configured to: when the tractor vehicle speed is greater than or equal to the vehicle speed braking request threshold and the steering wheel angle is greater than or equal to the braking angle threshold, set it as a first-level trailer braking request; and / or when the tractor vehicle speed is greater than or equal to the vehicle speed braking request threshold and the steering wheel angle is less than the braking angle threshold, set it as a second-level trailer braking request; and / or when the tractor vehicle speed is less than the vehicle speed braking request threshold and the steering wheel angle is greater than or equal to the braking angle threshold, set it as a third-level trailer braking request; and / or when the tractor vehicle speed is less than the vehicle speed braking request threshold and the steering wheel angle is less than or equal to the braking angle threshold, set it as not sending a trailer braking request.

[0081] The braking system for coordinated main-trailer auxiliary braking further includes an auxiliary braking module, a braking management module. The auxiliary braking module includes an auxiliary braking button, an in-cylinder engine braking module, and a hydrodynamic retarder module of the retarder, which can convert the driver's braking demand into auxiliary braking torque.

[0082] The braking management module mainly includes a braking controller and an execution unit, and can output the deceleration of the tractor and vehicle weight information through internal algorithms by collecting information such as wheel speed, steering wheel angle, trailer status, and auxiliary braking torque.

[0083] The vehicle control module includes a vehicle controller and an execution unit, which can compare the deceleration of the tractor and the deceleration of the trailer, and send a braking request to the trailer braking module, and adjust the magnitude of the trailer braking request according to the collected tractor vehicle speed and steering wheel angle.

[0084] The trailer brake module includes a trailer controller and a trailer air chamber, which can distribute the pressure of the air chamber. The air chamber pressure acts on the brake pad to obtain the braking torque. The trailer brake module obtains the real-time trailer wheel speed, calculates the deceleration of the trailer, and feeds it back to the vehicle control module in real time. The trailer brake module has the trailer braking function and can distribute the pressure of the brake air chamber according to the trailer braking request of the vehicle control module, which is limited to the electronic brake system.

[0085] The brake management module has the function of collecting information such as wheel speed, steering wheel angle, trailer status, etc., and can calculate the main vehicle deceleration and vehicle weight based on the collected information.

[0086] According to another aspect of the present disclosure, a tractor trailer is provided, and the tractor trailer is braked by the main trailer auxiliary braking coordinated method as described above.

[0087] Figure 5 An example of a physical structure diagram of an electronic device is shown in FIG. Figure 5 As shown, the electronic device may include: a processor 510, a communication interface 520, a memory 530 and a communication bus 540, wherein the processor 510, the communication interface 520 and the memory 530 communicate with each other through the communication bus 540. The processor 510 may call the logic instructions in the memory 530 to execute the above-mentioned main suspension auxiliary braking coordination method.

[0088] In addition, the logic instructions in the above-mentioned memory 530 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on this understanding, the technical solution of the present disclosure is essentially or the part that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present disclosure. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

[0089] On the other hand, the present disclosure also provides a computer program product, which includes a computer program. The computer program can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the above-mentioned main-hook auxiliary braking coordination method.

[0090] On the other hand, the present disclosure further provides a non-transitory computer-readable storage medium having a computer program stored thereon, which is implemented when the computer program is executed by a processor to perform the above-mentioned main suspension auxiliary braking coordination method.

[0091] The main-trailer auxiliary braking coordination method described in detail with reference to the attached drawings does not enable the main vehicle braking, and only participates in the trailer braking by calling the auxiliary braking. The vehicle control module determines whether to request the trailer braking by comparing the main vehicle deceleration with the trailer deceleration. The vehicle control module will collect the real-time vehicle speed and steering wheel angle to determine different levels of trailer braking requests for the trailer to avoid overlap and tail-swinging problems caused by different braking forces between the main vehicle and the trailer. At this time, the trailer control module will not mechanically distribute the braking force but distribute different braking forces according to the request level, and the driver's driving feel will be greatly improved.

[0092] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0093] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0094] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present disclosure, rather than to limit them. Although the present disclosure has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present disclosure.

Claims

1. A main suspension auxiliary braking coordination method, characterized in that: include: Step 1: Obtain the deceleration of the main vehicle and the trailer; Step 2: Determine whether to initiate a trailer braking request based on the main vehicle deceleration and the trailer deceleration; Step 3: When the trailer braking request is initiated, the speed and steering wheel angle of the host vehicle are obtained; Step 4: determining different levels of trailer braking requests based at least on the host vehicle speed and the steering wheel angle; Step 5: adjusting the braking force of the trailer based on the different levels of the trailer braking request; Step 6: Repeat the above steps 1-5 until the difference between the deceleration of the main vehicle and the deceleration of the trailer remains within a preset tolerable range.

2. The main suspension auxiliary braking coordination method according to claim 1, characterized in that: The determining whether to initiate a trailer braking request based on the main vehicle deceleration and the trailer deceleration includes: Based on the main vehicle deceleration and the trailer deceleration, determining whether an absolute value of a difference between the main vehicle deceleration and the trailer deceleration is greater than or equal to a first preset threshold; If it is greater than or equal to the first preset threshold, a trailer braking request is initiated; otherwise, no trailer braking request is initiated.

3. The main suspension auxiliary braking coordination method according to claim 1, characterized in that: The determining of different levels of trailer braking requests based at least on the host vehicle speed and the steering wheel angle comprises: When the main vehicle speed is greater than or equal to the vehicle speed brake request threshold, and the steering wheel angle is greater than or equal to the brake angle threshold, it is set as a first-level trailer brake request; and / or When the main vehicle speed is greater than or equal to the vehicle speed brake request threshold, and the steering wheel angle is less than the brake angle threshold, it is set as a secondary trailer brake request; and / or When the main vehicle speed is less than the vehicle speed brake request threshold, and the steering wheel angle is greater than or equal to the brake angle threshold, a third-level trailer brake request is set; and / or When the main vehicle speed is less than the vehicle speed braking request threshold, and the steering wheel angle is less than or equal to the braking angle threshold, it is set not to send the trailer braking request.

4. The main auxiliary braking coordination method according to claim 3 is characterized in that: The step of adjusting the braking force of the trailer based on the different levels of the trailer braking request comprises: When the deceleration of the main vehicle is greater than the deceleration of the trailer: When it is the primary trailer braking request, applying the primary braking force to the trailer; When it is the secondary trailer braking request, applying the secondary braking force to the trailer; When it is the third-level trailer braking request, applying the third-level braking force to the trailer; The first-level braking force is greater than the second-level braking force, and the second-level braking force is greater than the third-level braking force.

5. The main suspension auxiliary braking coordination method according to claim 3, characterized in that: The step of adjusting the braking force of the trailer based on the different levels of the trailer braking request comprises: When the deceleration of the trailer is greater than that of the main vehicle: No matter it is the primary trailer braking request, the secondary trailer braking request or the tertiary trailer braking request, the braking force applied to the trailer is reduced.

6. A main suspension auxiliary brake coordination system, characterized in that: include: The vehicle control module is configured as: Get the main vehicle deceleration and trailer deceleration; Determining whether to initiate a trailer braking request based on the host vehicle deceleration and the trailer deceleration; When the trailer braking request is initiated, obtaining the speed and steering wheel angle of the host vehicle; determining different levels of trailer braking requests based at least on the host vehicle speed and the steering wheel angle; Trailer brake module, configured as: adjusting the braking force of the trailer based on the different levels of the trailer braking request; Until the difference between the main vehicle deceleration and the trailer deceleration remains within a preset tolerable range.

7. The main auxiliary brake coordination system according to claim 6, characterized in that: The vehicle control module is also configured as follows: Based on the main vehicle deceleration and the trailer deceleration, determining whether an absolute value of a difference between the main vehicle deceleration and the trailer deceleration is greater than or equal to a first preset threshold; If it is greater than or equal to the first preset threshold, a trailer braking request is initiated; otherwise, no trailer braking request is initiated.

8. The main suspension auxiliary brake coordination system according to claim 6, characterized in that: The vehicle control module is also configured as follows: When the main vehicle speed is greater than or equal to the vehicle speed brake request threshold, and the steering wheel angle is greater than or equal to the brake angle threshold, it is set as a first-level trailer brake request; and / or When the main vehicle speed is greater than or equal to the vehicle speed brake request threshold, and the steering wheel angle is less than the brake angle threshold, it is set as a secondary trailer brake request; and / or When the main vehicle speed is less than the vehicle speed brake request threshold, and the steering wheel angle is greater than or equal to the brake angle threshold, a third-level trailer brake request is set; and / or When the main vehicle speed is less than the vehicle speed braking request threshold, and the steering wheel angle is less than or equal to the braking angle threshold, it is set not to send the trailer braking request.

9. A tractor trailer, characterized in that: The tractor trailer is braked by the main-trailer auxiliary braking coordination method described in any one of claims 1-5.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the main-clutch auxiliary braking coordination method as described in any one of claims 1-5 is implemented.

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