Ramp traveling brake control system and method and vehicle

Abstract

The invention relates to the technical field of vehicle braking, and discloses a ramp service braking control system and method and a vehicle. A first port of a first electromagnetic valve is connected with a second air cylinder, and a second port of the first electromagnetic valve is connected with a first control port of a first differential valve; a first air outlet of the first differential valve is connected with a brake chamber of the first axle, and a first air inlet is connected with the first air reservoir; a third port of the second electromagnetic valve is connected with a second air cylinder, a fourth port of the second electromagnetic valve is connected with a second control port of the second differential valve, a second air outlet of the second differential valve is connected with a brake chamber of a second axle, and a second air inlet of the second differential valve is connected with a third air cylinder; a fifth port of the third electromagnetic valve is connected with the hand brake valve, a sixth port of the third electromagnetic valve is connected with the trailer valve, a seventh port of the third electromagnetic valve is an exhaust port, the control module can control the conduction states of the corresponding ports of all the electromagnetic valves in time according to the driving condition of the vehicle, braking of the vehicle is automatically achieved, and the situation that a driver does not step on a brake in time, and the vehicle slides on a slope is avoided.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking, and particularly relates to a braking control system, method and vehicle for driving on a slope. Background Art

[0002] When a vehicle is driving on a slope without stopping and the engine is not turned off, if the driver does not step on the brake pedal in time, the vehicle may roll back or the like, resulting in a driving accident. Summary of the Invention

[0003] In view of this, the present invention provides a braking control system, method and vehicle for driving on a slope to solve the problem that if the driver does not step on the brake pedal in time, the vehicle may roll back or the like, resulting in a driving accident.

[0004] In a first aspect, the present invention provides a braking control system for driving on a slope. The system includes a control module, a first air storage tank, a first differential valve, a first solenoid valve, a second air storage tank, a second differential valve, a second solenoid valve, a third air storage tank, a third solenoid valve, a handbrake valve and a trailer valve. Among them, the control module controls the conduction states of the ports of the first solenoid valve, the second solenoid valve and the third solenoid valve respectively based on the current driving situation of the target vehicle; the first port of the first solenoid valve is connected to the second air storage tank, and the second port is connected to the first control port of the first differential valve, and is used to control the gas discharged from the second air storage tank to flow to the first differential valve; the first air outlet of the first differential valve is connected to the brake chamber of the first axle, and the first air inlet is connected to the first air storage tank, and is used to control the conduction of the first air inlet and the first air outlet based on the gas inflow state of the first control port; the third port of the second solenoid valve is connected to the second air storage tank, and the fourth port is connected to the second control port of the second differential valve, and is used to control the gas discharged from the second air storage tank to flow to the second differential valve; the second air outlet of the second differential valve is connected to the brake chamber of the second axle, and the second air inlet is connected to the third air storage tank, and is used to control the conduction of the second air inlet and the second air outlet based on the gas inflow state of the second control port; the fifth port of the third solenoid valve is connected to the handbrake valve, the sixth port is connected to the trailer valve, and the seventh port is an exhaust port, which is connected to the atmospheric environment, and is used to adjust the gas flow path among the handbrake valve, the trailer valve and the atmospheric environment.

[0005] The ramp driving braking control system provided by the present invention has the first port of the first solenoid valve connected to the second air storage cylinder, and the second port connected to the first control port of the first differential valve, for controlling the gas discharged from the second air storage cylinder to flow to the first differential valve. The first air outlet of the first differential valve is connected to the braking air chamber of the first axle, and the first air inlet is connected to the first air storage cylinder, for controlling the conduction of the first air inlet and the first air outlet based on the gas inflow state of the first control port. The third port of the second solenoid valve is connected to the second air storage cylinder, and the fourth port is connected to the second control port of the second differential valve, for controlling the gas discharged from the second air storage cylinder to flow to the second differential valve. The second air outlet of the second differential valve is connected to the braking air chamber of the second axle, and the second air inlet is connected to the third air storage cylinder, for controlling the conduction of the second air inlet and the second air outlet based on the gas inflow state of the second control port. The fifth port of the third solenoid valve is connected to the handbrake valve, the sixth port is connected to the trailer valve, and the seventh port is an exhaust port, which is communicated with the atmospheric environment, for adjusting the gas flow path between the handbrake valve, the trailer valve and the atmospheric environment, so that the control module can timely control the conduction state of the corresponding ports of all solenoid valves according to the driving conditions of the vehicle, automatically realize the braking of the vehicle, avoid the situation that the vehicle slides when the driver fails to step on the brake in time, improve the driving safety, and the number of nodes through which the compressed air flows in the designed ramp driving braking control system is greatly reduced, thus shortening the response braking time and enabling timely control of the vehicle braking.

[0006] In an optional implementation manner, both the first solenoid valve and the second solenoid valve are three-way valves. The eighth port of the first solenoid valve serves as an exhaust port, which is communicated with the atmospheric environment, for adjusting the gas flow direction among the second air storage cylinder, the first differential valve and the atmospheric environment. The ninth port of the second solenoid valve serves as an exhaust port, which is communicated with the atmospheric environment, for adjusting the gas flow direction among the second air storage cylinder, the second differential valve and the atmospheric environment.

[0007] When the vehicle is in normal driving, the present invention can discharge the redundant gas to the atmosphere through the eighth port and the ninth port, prevent damage to components such as the air storage cylinder and the differential valve caused by excessive pressure in the system, avoid problems such as gas leakage caused by abnormal pressure, reduce potential safety hazards, and improve the safety of the system.

[0008] In an optional implementation manner, the system further includes a master brake cylinder. Among them, the third air inlet of the master brake cylinder is connected to the first air storage cylinder, the fourth air inlet is connected to the third air storage cylinder, the third air outlet is connected to the third control port of the first differential valve, and the fourth air outlet is connected to the fourth control port of the second differential valve, for controlling the braking of the first axle and the second axle based on the user's braking operation. The third air outlet of the master brake cylinder is connected to the fifth control port of the trailer valve, and the fourth air outlet is connected to the sixth control port of the trailer valve, for controlling the braking of the trailer valve based on the user's braking operation.

[0009] The master brake cylinder designed in the present invention can be directly connected to the first differential valve, the second differential valve and the trailer valve through the third air outlet and the fourth air outlet respectively, reducing intermediate links and pipeline length, shortening the response braking time, and reducing the possibility of gas leakage and pressure loss, further improving the reliability and response speed of the braking system.

[0010] In a second aspect, the present invention provides a ramp driving braking control method, which is applied to the ramp driving braking control system in the first aspect or any corresponding embodiment thereof. The method includes: obtaining the current driving condition of the target vehicle; and respectively controlling the conduction states of the ports of the first solenoid valve, the second solenoid valve and the third solenoid valve based on the current driving condition.

[0011] The ramp driving braking control method provided by the present invention realizes the effect of automatic ramp braking or automatic braking release of the vehicle by obtaining the current driving condition of the target vehicle and respectively controlling the conduction states of the ports of the first solenoid valve, the second solenoid valve and the third solenoid valve based on the current driving condition, improving the driving safety of the vehicle.

[0012] In an optional embodiment, the step of respectively controlling the conduction states of the ports of the first solenoid valve, the second solenoid valve and the third solenoid valve based on the current driving condition includes: when it is determined that the current driving condition meets the preset ramp assist activation condition, controlling the first port and the second port of the first solenoid valve to conduct, the third port and the fourth port of the second solenoid valve to conduct, and the sixth port and the seventh port of the third solenoid valve to conduct.

[0013] In an optional embodiment, it is determined that the current driving condition meets the preset ramp assist activation condition through the following steps: determining that the air pressure of the braking system of the target vehicle is greater than the preset air pressure threshold, and determining that the parking brake device of the target vehicle is in a non-braking state, and determining that the engine of the target vehicle is in a starting state, and determining that the wheel speed of the target vehicle collected by the wheel speed acquisition device is zero, and detecting a slope signal.

[0014] In an optional embodiment, the step of respectively controlling the conduction states of the ports of the first solenoid valve, the second solenoid valve and the third solenoid valve based on the current driving condition further includes: when it is determined that the current driving condition meets the preset ramp assist exit condition, controlling the first port and the eighth port of the first solenoid valve to conduct, the fourth port and the ninth port of the second solenoid valve to conduct, and the fifth port and the sixth port of the third solenoid valve to conduct.

[0015] In an alternative embodiment, it is determined that the current driving condition meets the preset ramp assist exit condition through the following steps: detecting that the duration of the release of the brake pedal reaches a preset duration threshold, or detecting that the user steps on the accelerator pedal, or detecting that the gear position of the target vehicle is a gear indicating vehicle operation.

[0016] In an alternative embodiment, the method further includes: in response to the user performing a vehicle braking operation, respectively controlling the valves corresponding to the third air inlet and the fourth air inlet to open.

[0017] In a third aspect, the present invention provides a vehicle, which includes the ramp driving braking control system described in the above first aspect or any corresponding embodiment thereof. The system includes a control module, and the control module includes a memory and a processor. The memory and the processor are communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to execute the ramp driving braking control method described in the above second aspect or any corresponding embodiment thereof. Description of the Drawings

[0018] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0019] Figure 1 is a structural example diagram of an existing ramp assist braking system;

[0020] Figure 2 is a structural example diagram of a ramp driving braking control system according to an embodiment of the present invention;

[0021] Figure 3 is a flowchart of a ramp driving braking control method according to an embodiment of the present invention;

[0022] Figure 4 is a specific example diagram for implementing ramp driving braking according to an embodiment of the present invention;

[0023] Figure 5 is a hardware structure diagram of the control module according to an embodiment of the present invention.

[0024] In the figure, the first air storage tank 1, the master brake cylinder 2, the first differential valve 3, the first solenoid valve 4, the third air storage tank 5, the second air storage tank 6, the second differential valve 7, the second solenoid valve 8, the handbrake valve 9, the third solenoid valve 10, the trailer valve 11, the control module 12, the brake chamber of the second axle 13, and the brake chamber of the first axle 14. Detailed implementation manners

[0025] For the purpose of making the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are some but not all of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0026] As Figure 1 shown, taking a two-axle vehicle as an example, in the related art, when the control module determines that the vehicle is starting on a slope, it sends a signal to open the electromagnetic air valve 5. The compressed air in the air storage tank enters the 4th port of the relay valve through the electromagnetic air valve and the double-check non-return valve. At the same time, it also enters the 41st and 42nd ports of the trailer valve through the electromagnetic air valve and the double-check non-return valve to control the trailer, generating braking force to prevent the vehicle from slipping. When the vehicle starts, the control module sends a signal to close the electromagnetic air valve. The 4th port of the relay valve unloads to release the brake. At the same time, the trailer valve also unloads through the corresponding electromagnetic air valve to release the trailer brake. The double-check non-return valve enables the relay valve and the trailer valve to accept the control of the master brake cylinder 1, that is, the driver steps on the foot brake to achieve the braking of the tractor and the trailer, and can also accept the control of the corresponding solenoid valve. That is, when the control module detects that the vehicle is starting on an uphill slope, it sends a signal to turn on the solenoid valve to control the relay valve and the trailer to achieve the braking of the tractor and the trailer to prevent slipping. However, in the above technology, a double-check non-return valve is added to the control air circuit during driving, and the air flow route is relatively long (taking a six-axle vehicle as an example, if the first three axles are the front circuit and the last three axles are the rear circuit, the electromagnetic air valve of the above solution can only be arranged in front of the relay valve of the first axle (if it is arranged in front of the relay valve of the second axle, then the first axle will not be controlled by the ramp assist system). The air pipe of the 41st port of the trailer valve needs to draw air from the pipeline between the electromagnetic air valve of the front axle and the control port of the brake valve of the first axle. The electromagnetic air valve of the above solution can only be arranged in front of the relay valve of the fourth axle (if it is arranged in front of the relay valve of the fifth axle, then the fourth axle will not be controlled by the ramp assist system). The air pipe of the 42nd port of the trailer valve needs to draw air from the pipeline between the electromagnetic air valve of the rear axle and the control port (4th port) of the brake valve of the fourth axle), which will have an adverse impact on the braking response time and there may still be a slipping situation. Among them, the serial numbers in the above related solutions have nothing to do with the serial numbers of the present application and are not affected. The ramp driving braking control system designed in the embodiments of the present invention has one less solenoid valve and connector and multiple double-check non-return valves and connectors, reducing the number of air flow nodes and greatly shortening the response braking time.

[0027] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the present invention. In addition, the terms "first", "second", and "third" are only used for descriptive purposes and should not be construed as indicating or implying relative importance.

[0028] In the description of the present invention, it should be noted that unless otherwise clearly specified and limited, the terms "installed", "connected", and "coupled" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can also be the communication inside two elements. It can be a wireless connection or a wired connection. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0029] In addition, the technical features involved in different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0030] An embodiment of the present invention discloses a ramp driving braking control system, as Figure 2As shown, the system includes a control module 12, a first air storage cylinder 1, a first differential valve 3, a first solenoid valve 4, a second air storage cylinder 6, a second differential valve 7, a second solenoid valve 8, a third air storage cylinder 5, a third solenoid valve 10, a handbrake valve 9, and a trailer valve 11. Among them, the control module 12 controls the on-off states of the ports of the first solenoid valve 4, the second solenoid valve 8, and the third solenoid valve 10 respectively based on the current driving condition of the target vehicle. The first port of the first solenoid valve 4 is connected to the second air storage cylinder 6, and the second port is connected to the first control port of the first differential valve 3, and is used to control the gas discharged from the second air storage cylinder 6 to flow to the first differential valve 3; the first air outlet of the first differential valve 3 is connected to the brake air chamber 14 of the first axle, and the first air inlet is connected to the first air storage cylinder 1, and is used to control the on-off of the first air inlet and the first air outlet based on the gas inflow state of the first control port; the third port of the second solenoid valve 8 is connected to the second air storage cylinder 6, and the fourth port is connected to the second control port of the second differential valve 7, and is used to control the gas discharged from the second air storage cylinder 6 to flow to the second differential valve 7; the second air outlet of the second differential valve 7 is connected to the brake air chamber 13 of the second axle, and the second air inlet is connected to the third air storage cylinder 5, and is used to control the on-off of the second air inlet and the second air outlet based on the gas inflow state of the second control port; the fifth port of the third solenoid valve 10 is connected to the handbrake valve 9, the sixth port is connected to the trailer valve 11, and the seventh port is an exhaust port, which is communicated with the atmospheric environment, and is used to adjust the gas flow path among the handbrake valve 9, the trailer valve 11, and the atmospheric environment.

[0031] The control module 12 in the embodiment of the present invention can be integrated into an Anti-lock Braking System Controller (ABS) or can be independently set without limitation. It can timely control the on-off states of the ports of the first solenoid valve 4, the second solenoid valve 8, and the third solenoid valve 10 according to the current driving condition of the target vehicle. For example, when the control module 12 detects that the vehicle is on a ramp road and the engine is in the starting state but the wheel speed is zero, it can immediately control the first solenoid valve 4, the second solenoid valve 8, and the third solenoid valve 10 to be in the energized state. This is only an example and not a limitation; the solenoid valve can be an Anti-Slip Regulation Solenoid Valve (ASR solenoid valve), and the types of the first solenoid valve 4 and the second solenoid valve 8 are not limited. It only needs to include at least two channels (for flowing the compressed air in the air storage cylinder into the corresponding differential valve to achieve braking), such as a two-way solenoid valve, a three-way solenoid valve, etc. This is only an example. Taking a two-axle vehicle as an example, as Figure 1As shown in the figure, the first port (K port) of the first solenoid valve 4 is connected to the second air storage cylinder 6, and the second port (J port) is connected to the first control port (I port) of the first differential valve 3. Under normal conditions of the vehicle, the first solenoid valve 4 is in a de-energized state, and the valve core of the first solenoid valve 4 cuts off the first port and the second port to prevent gas from passing through. The compressed air in the second air storage cylinder 6 cannot flow into the first differential valve 3. When the control module 12 determines to execute ramp assist braking (for example, when the control module 12 determines that the vehicle is driving on a ramp and the engine is in the starting state), it sends an activation signal to the first solenoid valve 4. The first solenoid valve 4 is energized, and the compressed air in the second air storage cylinder 6 can flow through the first port (K port) and the second port (J port) into the first control port (I port) of the first differential valve 3, and then enter the corresponding chamber of the first differential valve 3 to push components such as the piston to move, controlling the opening of the first intake valve and the first exhaust valve, thereby conducting the first intake port (F port) and the first exhaust port (G port). The first intake port (F port) is connected to the first air storage cylinder 1, and the second exhaust port (G port) is connected to the brake chamber 14 of the first axle. The compressed air in the first air storage cylinder 1 enters the brake chamber 14 of the first axle through the first intake port (F port) and the second exhaust port (G port), and the diaphragm or piston of the brake chamber 14 moves, and through the transmission mechanism, the brake generates a braking effect.

[0032] As Figure 2 shown in the figure, the third port (S port) of the second solenoid valve 8 is connected to the second air storage cylinder 6, and the fourth port (R port) is connected to the second control port (Q port) of the second differential valve 7. During normal driving of the vehicle, the second solenoid valve 8 is in a de-energized state, the third port (S port) and the fourth port (R port) are not conducting, and the compressed air in the second air storage cylinder 6 cannot flow into the second differential valve 7. When the control module 12 determines to execute ramp assist braking, it sends an activation signal to the second solenoid valve 8. The second solenoid valve 8 is energized, the third port (S port) and the fourth port (R port) are conducting, and the compressed air in the second air storage cylinder 6 flows into the second control port (Q port) of the second differential valve 7, and then enters the corresponding chamber of the second differential valve 7 to push components such as the piston to move, controlling the opening of the second intake valve and the second exhaust valve, thereby conducting the second intake port (N port) and the second exhaust port (O port). The compressed air in the third air storage cylinder 5 flows into the brake chamber 13 of the second axle through the second intake port (N port) and the second exhaust port (O port), realizing the braking of the second axle. When both the first axle and the second axle are braked, the main vehicle brakes.

[0033] As Figure 2As shown, the fifth port (U port) of the third solenoid valve 10 is connected to the parking brake valve 9, the sixth port (V port) is connected to the trailer valve 11, and the seventh port (W port) is the exhaust port, which is connected to the atmospheric environment. During normal vehicle driving, the third solenoid valve 10 is in a de-energized state, and correspondingly, the fifth port (U port) and the sixth port (V port) are in a conducting state. The air pipe between the parking brake valve 9 and the 43 port of the trailer valve 11 is in an inflated state. The compressed air from other air reservoirs is transported through the pipeline to the parking brake valve 9, and then flows from the 22 port, the fifth port (U port), and the sixth port to the 43 port of the trailer valve 11, enabling the trailer valve 11 to be in a normal driving state. When the control module 12 determines to execute ramp assist braking, it sends an activation signal to the third solenoid valve 10. The third solenoid valve 10 is energized, and the sixth port (V port) and the seventh port (W port) are conducting. The 43 port of the trailer valve 11 discharges air to the atmospheric environment, realizing the braking of the trailer. Thus, the ramp start function of the tractor and the trailer is synchronously achieved, and the braking of the trailer can be directly realized by changing the energized state of the third solenoid valve 10, greatly shortening the braking response time.

[0034] When the control module 12 of the embodiment of the present invention confirms that ramp assist braking does not need to be executed, it can send a de-energized signal to the first solenoid valve 4, the second solenoid valve 8, and the third solenoid valve 10. The first solenoid valve 4 is in a de-energized state, and the first port (K port) and the second port (J port) are in a non-conducting state, and the braking is released. The compressed air in the brake chamber 14 of the first axle and the first differential valve 3 can be discharged to the atmosphere through the exhaust port (H port), restoring the braking system to a non-braking state. At the same time, after receiving the de-energized signal, the second solenoid valve 8 switches to a de-energized state, and the third port (S port) and the fourth port (R port) are in a non-conducting state, and the braking is released. The compressed air in the brake chamber 13 of the second axle and the second differential valve 7 can be discharged to the atmosphere through the exhaust port (P port), restoring the braking system to a non-braking state. At the same time, the third solenoid valve 10 responds to the de-energized signal and switches to a de-energized state, controlling the fifth port (U port) and the sixth port (V port) to conduct, and the parking brake valve 9 and the trailer valve 11 are in an inflated state, and the braking of the trailer valve 11 is released.

[0035] Taking a six-axle vehicle as an example in the embodiment of the present invention, the air pipe of the 42 port of the trailer valve 11 can directly draw air from the control port of the three-axle differential valve, and the air pipe of the 41 port of the trailer valve 11 can directly draw air from the control port of the six-axle differential valve, greatly shortening the length of the control air pipe and then shortening the braking response time.

[0036] The ramp driving braking control system provided by the present invention has the first port of the first solenoid valve connected to the second air storage cylinder, and the second port connected to the first control port of the first differential valve, for controlling the gas discharged from the second air storage cylinder to flow to the first differential valve. The first air outlet of the first differential valve is connected to the braking air chamber of the first axle, and the first air inlet is connected to the first air storage cylinder, for controlling the conduction of the first air inlet and the first air outlet based on the gas inflow state of the first control port. The third port of the second solenoid valve is connected to the second air storage cylinder, and the fourth port is connected to the second control port of the second differential valve, for controlling the gas discharged from the second air storage cylinder to flow to the second differential valve. The second air outlet of the second differential valve is connected to the braking air chamber of the second axle, and the second air inlet is connected to the third air storage cylinder, for controlling the conduction of the second air inlet and the second air outlet based on the gas inflow state of the second control port. The fifth port of the third solenoid valve is connected to the handbrake valve, the sixth port is connected to the trailer valve, and the seventh port is an exhaust port, which is communicated with the atmospheric environment, for adjusting the gas flow path among the handbrake valve, the trailer valve and the atmospheric environment, so that the control module can timely control the conduction state of the corresponding ports of all solenoid valves according to the driving conditions of the vehicle, automatically realize the braking of the vehicle, avoid the situation that the vehicle slides when the driver fails to step on the brake in time, improve the driving safety, and the number of nodes through which the compressed air flows in the designed ramp driving braking control system is greatly reduced, thus shortening the response braking time and enabling timely control of the vehicle braking.

[0037] In some alternative embodiments, both the first solenoid valve 4 and the second solenoid valve 8 are three-way valves. The eighth port of the first solenoid valve 4 serves as an exhaust port, which is communicated with the atmospheric environment, for adjusting the gas flow direction among the second air storage cylinder 6, the first differential valve 3 and the atmospheric environment. The ninth port of the second solenoid valve 8 serves as an exhaust port, which is communicated with the atmospheric environment, for adjusting the gas flow direction among the second air storage cylinder 6, the second differential valve 7 and the atmospheric environment.

[0038] Both the first solenoid valve 4 and the second solenoid valve 8 designed in the embodiment of the present invention are three-way valves, as Figure 2As shown, the eighth port (L port) of the first solenoid valve 4 serves as the exhaust port, which is connected to the atmospheric environment. When the vehicle is running normally, the first port (K port) and the eighth port (L port) are in a connected state. When the first solenoid valve 4 responds to the activation signal, the spool of the first solenoid valve 4 moves, causing the first port (K port) and the second port (J port) to be connected, and at the same time cutting off the connection between the first port (K port) and the eighth port (L port). When the first solenoid valve 4 responds to the non-powered signal, the spool resets, cutting off the connection between the first port (K port) and the second port (J port) and connecting the first port (K port) and the eighth port (L port), so that the compressed air discharged from the second air storage cylinder 6 flows to the atmosphere through the first port (K port) and the eighth port (L port); the ninth port (T port) of the second solenoid valve 8 serves as the exhaust port, which is connected to the atmospheric environment. When the vehicle is running normally, the third port (S port) and the ninth port (T port) are in a connected state. When the second solenoid valve 8 responds to the activation signal, the spool of the second solenoid valve 8 moves, causing the third port (S port) and the fourth port (R port) to be connected, and at the same time switching the connection between the third port (S port) and the ninth port (T port). When the second solenoid valve 8 responds to the non-powered signal, the spool resets, switching the connection between the third port (S port) and the fourth port (R port) and connecting the third port (S port) and the ninth port (T port), so that the compressed air discharged from the second air storage cylinder 6 flows to the atmosphere through the third port (S port) and the ninth port (T port).

[0039] When the vehicle is running normally, the present invention can discharge the excess gas into the atmosphere through the eighth port and the ninth port, preventing damage to components such as the air storage cylinder and the differential valve due to excessive pressure in the system, and also avoiding problems such as gas leakage caused by abnormal pressure, reducing potential safety hazards and improving the safety of the system.

[0040] In some alternative embodiments, the system further includes a master brake cylinder 2. Among them, the third intake port of the master brake cylinder 2 is connected to the first air storage cylinder 1, the fourth intake port is connected to the third air storage cylinder 5, the third outlet port is connected to the third control port of the first differential valve 3, and the fourth outlet port is connected to the fourth control port of the second differential valve 7, for controlling the braking of the first axle and the second axle based on the user's braking operation; the third outlet port of the master brake cylinder 2 is connected to the fifth control port of the trailer valve 11, and the fourth outlet port is connected to the sixth control port of the trailer valve 11, for controlling the braking of the trailer valve 11 based on the user's braking operation.

[0041] In the existing master brake cylinder 2, there is a valve corresponding to the third intake port (A port) and a valve associated with the fourth intake port (B port). When the driver performs a braking operation (such as stepping on the brake pedal), the pressure in the master brake cylinder 2 changes, which can trigger the opening of the two valves, as Figure 2As shown in the figure, the compressed air discharged from the first air reservoir 1 can enter the master brake cylinder 2 through the third air inlet (port A) and the fourth air inlet (port B), and then can be discharged from the third air outlet (port C), transmitted to the third control port (port E) of the first differential valve 3, and then enter the corresponding chamber of the first differential valve 3 to realize the braking of the first axle. For the specific braking process, please refer to the above embodiments and will not be elaborated here. It can also be discharged from the fourth air outlet (port D) and flow into the fourth control port (port M) of the second differential valve 7, and then enter the corresponding chamber of the second differential valve 7 to realize the braking of the second axle. For the specific braking process, please refer to the above embodiments and will not be elaborated here; Ports 41 and 42 of the trailer valve 11 are control ports, and their main function is to receive compressed air signals from the corresponding circuits to control the working state of the trailer valve 11, thereby realizing the control of the trailer braking system. For example, Figure 2 As shown in the figure, the gas discharged from the third air outlet (port C) can also flow into port 42 of the trailer valve 11, and the gas discharged from the fourth air outlet (port D) flows into port 41 of the trailer valve 11, thereby realizing the braking of the trailer valve 11.

[0042] The master brake cylinder designed by the present invention can be directly connected to the first differential valve, the second differential valve and the trailer valve through the third air outlet and the fourth air outlet respectively, reducing the intermediate links and pipeline length, shortening the response braking time, and reducing the possibility of gas leakage and pressure loss, further improving the reliability and response speed of the braking system.

[0043] According to an embodiment of the present invention, an embodiment of a ramp driving braking control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

[0044] In this embodiment, a ramp driving braking control method is provided, which can be used for the control module in the ramp driving braking control system described in the above embodiments. Figure 3 is a flowchart of the ramp driving braking control method according to an embodiment of the present invention, as Figure 3 shown, the process includes the following steps:

[0045] Step S301, obtain the current driving situation of the target vehicle.

[0046] Step S302, based on the current driving situation, control the conduction states of the ports of the first solenoid valve, the second solenoid valve and the third solenoid valve respectively.

[0047] The control module in the embodiment of the present invention can obtain the current driving situation of the target vehicle in real time, and based on the obtained driving situation, respectively control the conduction states of the ports of the first solenoid valve, the second solenoid valve, and the third solenoid valve. Among them, the obtained driving situation information is not limited, as long as it can determine whether the vehicle is on a slope, whether there is no braking, and whether the engine is in the on state. Then, it can be determined whether to perform hill-start assist braking according to the obtained driving situation, so as to correspondingly control the conduction states of the ports of the first solenoid valve and the second solenoid valve.

[0048] The hill-start driving braking control method provided by the present invention obtains the current driving situation of the target vehicle, and based on the current driving situation, respectively controls the conduction states of the ports of the first solenoid valve, the second solenoid valve, and the third solenoid valve, thereby achieving the effect of automatic hill-start braking or automatic braking release of the vehicle and improving the driving safety of the vehicle.

[0049] Specifically, when the control module determines that the current driving situation meets the preset hill-start assist activation condition, it controls the first port and the second port of the first solenoid valve to conduct, the third port and the fourth port of the second solenoid valve to conduct, and the sixth port and the seventh port of the third solenoid valve to conduct.

[0050] The embodiment of the present invention does not limit the preset hill-start assist activation (hill-start assist braking) condition, which can be set according to the specific type of the vehicle and the specific driving situation. For example Figure 4 As shown, for example, it can be set that the vehicle is on a slope road, the engine is determined to be in the starting state through the engine signal or the indicator light, and the wheel speed is zero. Only as an example, when it is determined that the driving situation of the target vehicle meets the preset hill-start assist activation condition, the first port (K port) and the second port (J port) of the first solenoid valve can be controlled to conduct, and the compressed air in the second air reservoir can flow into the first control port (I port) of the first differential valve through the first port (K port) and the second port (J port), and then enter the corresponding chamber of the first differential valve to realize the braking of the first axle; at the same time, the control module can control the third port (S port) and the fourth port (R port) of the second solenoid valve to conduct, and the compressed air in the second air reservoir flows into the second control port (Q port) of the second differential valve, and then enters the corresponding chamber of the second differential valve to realize the braking of the second axle. At the same time, the control module controls the sixth port (V port) and the seventh port (W port) of the third solenoid valve to conduct, and the 43 port of the trailer valve discharges air to the atmosphere to realize the braking of the trailer. For detailed description, please refer to the above embodiments and will not be elaborated here.

[0051] Specifically, the control module determines that the current driving condition meets the preset ramp assist activation condition through the following steps: determining that the air pressure of the braking system of the target vehicle is greater than the preset air pressure threshold, and determining that the parking brake device of the target vehicle is in a non-braking state, and determining that the engine of the target vehicle is in a starting state, and determining that the wheel speed of the target vehicle collected by the wheel speed acquisition device is zero, and detecting a slope signal.

[0052] As Figure 4 shown, the ramp assist activation condition designed in the embodiment of the present invention can only perform ramp assist braking when the following conditions are met, that is, determining that the air pressure of the braking system of the target vehicle is greater than the preset air pressure threshold, and determining that the handbrake (parking brake device) is in a non-braking or released state, and determining that the engine is in a starting state, and determining that the wheel speed of the target vehicle is zero through a wheel speed sensor or by reading the wheel speed signal of the ABS system, and detecting a slope signal, and the driver releases the brake pedal. That is, when the air pressure of the braking system reaches the preset air pressure threshold, it is only for example.

[0053] In some alternative embodiments, based on the current driving condition, the control module controls the conduction states of the ports of the first solenoid valve, the second solenoid valve, and the third solenoid valve respectively, and further includes: when determining that the current driving condition meets the preset ramp assist exit condition, controlling the first port and the eighth port of the first solenoid valve to conduct, the fourth port and the ninth port of the second solenoid valve to conduct, and the fifth port and the sixth port of the third solenoid valve to conduct.

[0054] When the control module of the embodiment of the present invention confirms that there is no need to perform ramp assist braking, that is, when the preset ramp assist exit condition is met, it can control the first port (K port) and the second port (J port) of the first solenoid valve to be in a non-conducting state, the braking is released, and the compressed air in the brake chamber 14 of the first axle and the first differential valve can be discharged to the atmosphere through the exhaust port (H port), so that the braking system returns to the non-braking state. At the same time, control the third port (S port) and the fourth port (R port) of the second solenoid valve to be in a non-conducting state, the braking is released, and the compressed air in the brake chamber 13 of the second axle and the second differential valve can be discharged to the atmosphere through the exhaust port (P port), so that the braking system returns to the non-braking state. At the same time, control the fifth port (U port) and the sixth port (V port) of the third solenoid valve to conduct, the handbrake valve and the trailer valve are in the inflation state, and the braking of the trailer valve is released.

[0055] Specifically, the following steps are used to determine that the current driving condition meets the preset ramp assist exit condition: detecting that the duration of the release of the brake pedal reaches the preset duration threshold, or detecting that the user steps on the accelerator pedal, or detecting that the gear position of the target vehicle is a gear indicating vehicle operation.

[0056] In the embodiment of the present invention, the ramp assist exit operation condition only needs to meet any one of the following to perform the ramp assist exit operation, that is, it is detected that the duration of the release of the brake pedal reaches a preset duration threshold, such as 5 seconds, or it is detected that the driver steps on the accelerator pedal, or it is detected that the gear position of the target vehicle changes to a gear indicating vehicle operation, only as an example.

[0057] In some alternative embodiments, the master cylinder controls the opening of the valves corresponding to the third air inlet and the fourth air inlet in response to the user performing a vehicle braking operation.

[0058] The master cylinder in the embodiment of the present invention responds to the user performing a vehicle braking operation, that is, the pressure in the master cylinder changes, which can trigger the opening of the valves corresponding to the third air inlet and the fourth air inlet, so that the compressed air discharged from the first air storage cylinder can enter the master cylinder through the third air inlet (port A) and the fourth air inlet (port B), and then can be discharged from the third air outlet (port C) and the fourth air outlet (port D) to achieve the braking of the tractor and the trailer. For detailed description, please refer to the above embodiments and will not be repeated here.

[0059] Please refer to Figure 5 , Figure 5 which is a schematic structural diagram of a control module provided by an alternative embodiment of the present invention. As Figure 5 shown, the control module includes: one or more processors 110, a memory 120, and interfaces for connecting various components, including a high-speed interface and a low-speed interface. Each component communicates with each other using different buses and can be installed on a common main board or installed in other ways as needed. The processor can process instructions executed within the control module, including instructions stored in the memory or on the memory to display graphical information of the GUI on an external input / output device (such as a display device coupled to the interface). In some alternative embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple control modules can be connected, and each device provides some necessary operations (for example, as a server array, a set of blade servers, or a multi-processor system). Figure 5 In

[0060] FIG. 14, one processor 110 is taken as an example.

[0061] Among them, the memory 120 stores instructions that can be executed by at least one processor 110, so that at least one processor 110 executes the method shown in the above embodiments.

[0062] The memory 120 may include a program storage area and a data storage area. Among them, the program storage area may store an operating system and application programs required for at least one function; the data storage area may store data created according to the use of the control module, etc. In addition, the memory 120 may include a high-speed random access memory, and may also include a non-transitory memory, such as at least one magnetic disk storage device, a flash memory device, or other non-transitory solid-state storage devices. In some alternative embodiments, the memory 120 may optionally include a memory remotely disposed relative to the processor 110, and these remote memories may be connected to the control module through a network. Examples of the above network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0063] The memory 120 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk, or a solid-state drive; the memory 120 may further include a combination of the above types of memories.

[0064] The control module further includes a communication interface 130 for the control module to communicate with other devices or communication networks.

[0065] The embodiment of the present invention also provides a computer-readable storage medium. The method according to the embodiment of the present invention can be implemented in hardware, firmware, or be implemented as computer code that can be recorded on a storage medium, or be implemented as computer code originally stored in a remote storage medium or a non-transitory machine-readable storage medium and downloaded through a network and will be stored in a local storage medium, so that the method described herein can be stored in such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium may be a magnetic disk, an optical disk, a read-only memory, a random access memory, a flash memory, a hard disk, or a solid-state drive, etc.; further, the storage medium may further include a combination of the above types of memories. It can be understood that a computer, a processor, a microprocessor controller, or programmable hardware includes a storage component that can store or receive software or computer code, and when the software or computer code is accessed and executed by the computer, the processor, or the hardware, the method shown in the above embodiments is implemented.

[0066] A part of the present invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can call or provide the methods and / or technical solutions according to the present invention through the operations of the computer. Those skilled in the art should understand that the forms of existence of computer program instructions in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways for a computer to execute computer program instructions include, but are not limited to: the computer directly executes the instructions, or the computer compiles the instructions and then executes the corresponding compiled program, or the computer reads and executes the instructions, or the computer reads and installs the instructions and then executes the corresponding installed program. Herein, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to the computer.

[0067] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A braking control system for driving on a slope, characterized in that: The system includes a control module, a first air reservoir, a first differential valve, a first solenoid valve, a second air reservoir, a second differential valve, a second solenoid valve, a third air reservoir, a third solenoid valve, a hand brake valve and a trailer valve, wherein: The control module controls the conduction states of the ports of the first solenoid valve, the second solenoid valve and the third solenoid valve respectively based on the current driving condition of the target vehicle; The first port of the first solenoid valve is connected to the second gas reservoir, and the second port is connected to the first control port of the first differential valve, so as to control the gas discharged from the second gas reservoir to flow to the first differential valve; The first air outlet of the first differential valve is connected to the brake air chamber of the first bridge, and the first air inlet is connected to the first air reservoir, and is used to control the conduction between the first air inlet and the first air outlet based on the gas inflow state of the first control port; The third port of the second solenoid valve is connected to the second gas reservoir, and the fourth port is connected to the second control port of the second differential valve, so as to control the gas discharged from the second gas reservoir to flow to the second differential valve; The second air outlet of the second differential valve is connected to the brake air chamber of the second bridge, and the second air inlet is connected to the third air reservoir, so as to control the conduction between the second air inlet and the second air outlet based on the gas inflow state of the second control port; The fifth port of the third solenoid valve is connected to the handbrake valve, the sixth port is connected to the trailer valve, and the seventh port is an exhaust port, which is connected to the atmospheric environment and is used to adjust the flow path of gas between the handbrake valve, the trailer valve and the atmospheric environment.

2. The system according to claim 1, characterized in that The first solenoid valve and the second solenoid valve are both three-way valves. The eighth port of the first solenoid valve serves as an exhaust port, which is connected to the atmospheric environment and is used to adjust the flow direction of the gas in the second gas cylinder, the first differential valve and the atmospheric environment; the ninth port of the second solenoid valve serves as an exhaust port, which is connected to the atmospheric environment and is used to adjust the flow direction of the gas in the second gas cylinder, the second differential valve and the atmospheric environment.

3. The system according to claim 1, characterized in that The system also includes a brake master cylinder, wherein: The third air inlet of the master brake cylinder is connected to the first air reservoir, the fourth air inlet is connected to the third air reservoir, the third air outlet is connected to the third control port of the first differential valve, and the fourth air outlet is connected to the fourth control port of the second differential valve, for controlling the braking of the first bridge and the second bridge based on the user's braking operation; The third air outlet of the master brake cylinder is connected to the fifth control port of the trailer valve, and the fourth air outlet is connected to the sixth control port of the trailer valve, which are used to control the braking of the trailer valve based on the user's braking operation.

4. A method for controlling braking while driving on a slope, characterized in that: The method for the hill driving braking control system according to any one of claims 1 to 3 comprises: Get the current driving status of the target vehicle; Based on the current driving situation, the conduction states of the ports of the first solenoid valve, the second solenoid valve and the third solenoid valve are controlled respectively.

5. The method according to claim 4, characterized in that The controlling the conduction states of the ports of the first solenoid valve, the second solenoid valve and the third solenoid valve respectively based on the current driving condition includes: When it is determined that the current driving condition meets the preset hill assist activation condition, the first port and the second port of the first solenoid valve are controlled to be connected, the third port and the fourth port of the second solenoid valve are controlled to be connected, and the sixth port and the seventh port of the third solenoid valve are controlled to be connected.

6. The method according to claim 5, characterized in that Use the following steps to determine if the current driving situation meets the preset hill assist activation conditions: Determining that the current brake system air pressure of the target vehicle is greater than a preset air pressure threshold, and, determining that the parking brake device of the target vehicle is in an unbraked state, and, Determining that the target vehicle's engine is in an on state, and, Determine that the wheel speed of the target vehicle collected by the wheel speed collection device is zero, and, A slope signal is detected.

7. The method according to claim 4, characterized in that The method of controlling the conduction states of the ports of the first solenoid valve, the second solenoid valve, and the third solenoid valve based on the current driving condition also includes: When it is determined that the current driving condition meets the preset slope assist exit condition, the first port and the eighth port of the first solenoid valve are controlled to be connected, the fourth port and the ninth port of the second solenoid valve are controlled to be connected, and the fifth port and the sixth port of the third solenoid valve are controlled to be connected.

8. The method according to claim 7, characterized in that Use the following steps to determine if the current driving situation meets the preset hill assist exit conditions: The brake pedal is detected to be released for a preset time threshold, or, Detects that the user has pressed the accelerator pedal, or, The gear position of the transmission of the target vehicle is detected to be a gear position indicating that the vehicle is running.

9. The method according to claim 4, characterized in that The method further comprises: In response to the user performing a vehicle braking operation, the valves corresponding to the third air inlet and the fourth air inlet are respectively controlled to open.

10. A vehicle, characterized in that: The vehicle includes the hill driving brake control system according to any one of claims 1 to 3, the system includes a control module, the control module includes a memory and a processor, the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the hill driving brake control method according to any one of claims 4 to 9 by executing the computer instructions.

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