Braking control system for double-end bidirectional running vehicle

Abstract

The invention relates to the technical field of brake control, in particular to a double-end bidirectional driving vehicle brake control system which comprises an air storage system, a service brake module, a first brake signal transmitter, a second brake signal transmitter, a brake execution unit and an electronic brake controller. The service braking module is provided with an air inlet, a first control air port and an air outlet, and the air inlet communicates with the output end of the air storage system; the input end of the first brake signal transmitter is communicated with the output end of the gas storage system, the first brake signal transmitter is provided with a second control gas port communicated with the first control gas port, and the input end of the second brake signal transmitter is communicated with the output end of the gas storage system; according to the brake control system, on the basis of the bidirectional driving function, the electric control system is additionally arranged to be matched with the air pressure control system, dual protection of brake control is achieved, and the reliability of the system is improved.

Description

Technical Field

[0001] This invention relates to the field of braking control technology, and in particular to a braking control system for a dual-head, bidirectional vehicle. Background Technology

[0002] With the development of modern industry, dual-head, bidirectional vehicles are widely used in ports, mines, and other locations. These vehicles can travel in both directions without turning around, greatly improving operational efficiency. To achieve bidirectional driving capability, the vehicle needs to be equipped with independent braking control devices in each of the two cabs.

[0003] Currently, most common braking systems for dual-head, bi-directional vehicles employ pure pneumatic control. For example, Chinese invention patent CN211308529U discloses a braking control system for a dual-head, bi-directional vehicle. This system uses a master brake valve and a handbrake valve in each of the two cabs, and employs a combination of a two-way check valve and a two-position three-way solenoid valve to switch braking control between the driver and passenger cabs. This solution has the following technical problems: First, the system relies solely on air pressure control for braking, lacking the coordination of an electronic control system. In practical applications, pure air pressure control struggles to achieve precise braking force adjustment based on vehicle speed, load, and other operating conditions, resulting in suboptimal braking performance. Furthermore, the absence of an electronic control system prevents intelligent distribution of braking force, easily leading to problems such as wheel lock-up.

[0004] Second, the system lacks control redundancy. When the air pressure control system malfunctions, such as in the event of a pipe breakage or valve failure, the entire braking system will fail completely, posing a significant safety hazard. The reliability of the braking system is particularly crucial for engineering vehicles operating in harsh environments for extended periods. Summary of the Invention

[0005] This invention provides a dual-head bidirectional vehicle braking control system. Based on the bidirectional driving function, this dual-head bidirectional vehicle braking control system achieves dual protection of braking control and improves system reliability by adding an electronic control system and a pneumatic control system.

[0006] This invention provides a dual-head, bidirectional vehicle braking control system, comprising: an air storage system; a service brake module having an air inlet, a first control air inlet, and an air outlet, the air inlet being connected to the output end of the air storage system; a first brake signal transmitter located in the driver's cab, the input end of the first brake signal transmitter being connected to the output end of the air storage system, the first brake signal transmitter having a second control air inlet connected to the first control air inlet for controlling the opening and closing of the air outlet; a second brake signal transmitter located in the passenger's cab, the input end of the second brake signal transmitter being connected to the output end of the air storage system, the second brake signal transmitter having a third control air inlet connected to the first control air inlet for controlling the opening and closing of the air outlet; a brake execution unit connected to the air outlet for performing service braking; and an electronic brake controller electrically connected to the first brake signal transmitter, the second brake signal transmitter, and the service brake module, the electronic brake controller being configured to participate in controlling the opening and closing of the air outlet based on the brake signal from the first brake signal transmitter or the second brake signal transmitter.

[0007] In one possible implementation, a control valve assembly is also included, comprising: a first solenoid valve disposed in the driver's cab and in the air passage connecting the air storage system and the first brake signal transmitter; and a second solenoid valve disposed in the passenger's cab and in the air passage connecting the air storage system and the second brake signal transmitter.

[0008] In one possible implementation, it further includes: a first air pressure monitoring device for monitoring the air pressure in the air path between the first brake signal sensor and the first solenoid valve; a second air pressure monitoring device for monitoring the air pressure in the air path between the second brake signal sensor and the second solenoid valve; and an alarm device electrically connected to the first air pressure monitoring device and the second air pressure monitoring device for generating an alarm signal when an air pressure abnormality occurs in either the first air pressure monitoring device or the second air pressure monitoring device.

[0009] In one possible implementation, the gas storage system includes a first gas storage cylinder and a second gas storage cylinder; two first solenoid valves are provided, each connected to the output end of the first and second gas storage cylinders respectively; two second solenoid valves are provided, each connected to the output end of the first and second gas storage cylinders respectively; two first pressure monitoring devices are provided, each located at the output end of the two first solenoid valves; and two second pressure monitoring devices are provided, each located at the output end of the two second solenoid valves.

[0010] In one possible implementation, the service braking module includes a first braking module and a second braking module; the braking actuation unit includes: a front axle braking unit connected to the air outlet of the first braking module; and a rear axle braking unit connected to the air outlet of the second braking module.

[0011] In one possible implementation, it further includes: a first dual-way check valve, the output of which is connected to the first control air port of the first braking module, and the two inputs of which are connected to the second control air port and the third control air port, respectively; and a second dual-way check valve, the output of which is connected to the first control air port of the second braking module, and the two inputs of which are connected to the second control air port and the third control air port, respectively.

[0012] In one possible implementation, the system further includes: a power module electrically connected to the electronic brake controller; a first relay electrically connected to the electronic brake controller for controlling the vehicle controller to supply power to the first brake signal transmitter; and a second relay electrically connected to the electronic brake controller for controlling the vehicle controller to supply power to the second brake signal transmitter.

[0013] In one possible implementation, a parking brake module is also included, which is connected to the brake execution unit; the air storage system includes a third air reservoir, which is connected to the parking brake module.

[0014] In one possible implementation, it further includes: a first parking brake switch, located in the driver's cab, connected to the parking brake module; and a second parking brake switch, located in the passenger's cab, connected to the parking brake module.

[0015] In one possible implementation, it further includes: a third relay, electrically connected to the parking brake module, used to control the vehicle controller to supply power to the first parking brake switch; and a fourth relay, electrically connected to the parking brake module, used to control the vehicle controller to supply power to the second parking brake switch; wherein the parking brake module is electrically connected to the power supply module.

[0016] The dual-head, bidirectional vehicle braking control system provided by this invention achieves dual electronic and pneumatic control by setting up an electronic brake controller to work in conjunction with the service brake module. When the vehicle is in normal operation, braking primarily relies on the electronic control system: after the driver depresses the brake pedal, the first or second brake signal transmitter transmits the braking demand signal to the electronic brake controller. The electronic brake controller calculates the optimal braking force distribution scheme based on operating parameters such as vehicle speed and load, and participates in controlling the air outlet of the service brake module to output gas at the corresponding pressure, thereby achieving precise braking control through the brake actuator. This scheme not only enables more precise braking force adjustment but also automatically adjusts the front and rear axle braking force distribution according to road conditions, effectively preventing wheel lock-up and improving braking performance and driving safety. This invention constructs a complete redundant protection mechanism for braking control. When the electronic control system malfunctions, the braking system can automatically switch to pneumatic control mode: at this time, the second or third control air port of the brake signal transmitter is directly connected to the first control air port of the service brake module, achieving braking through pure pneumatic control. This dual electronic and pneumatic control design ensures that the braking system maintains its basic functions even in extreme situations (such as complete failure of the electronic control system), providing more reliable braking protection for the vehicle. This feature is particularly important for engineering vehicles operating in harsh environments for extended periods, significantly improving vehicle safety. Through the aforementioned technical means, this invention, while ensuring the basic function of two-way driving, significantly improves the accuracy and reliability of braking control through the coordinated use of electronic and pneumatic control. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the principle of a dual-head, bidirectional vehicle braking control system provided by the present invention.

[0019] Figure 2 yes Figure 1 A schematic diagram showing the connection between the first braking module and the first dual-way check valve.

[0020] Figure 3 yes Figure 1 A schematic diagram showing the connection between the second braking module and the second dual-way check valve.

[0021] Figure 4 This is an electrical control schematic diagram of a dual-head, bidirectional vehicle braking control system provided by the present invention.

[0022] Figure label: 1. Electronic brake controller; 2. Gas storage system; 21. First gas storage tank; 22. Second gas storage tank; 23. Third gas storage tank; 3. Service brake module; 31. Air inlet; 32. First control air inlet; 33. Air outlet; 34. First brake module; 35. Second brake module; 4. First brake signal transmitter; 41. Second control air port; 5. Second brake signal transmitter; 51. Third control air port; 6. Braking actuator; 61. Front axle braking unit; 611. Front axle left ABS solenoid valve; 612. Front axle right ABS solenoid valve; 613. Front axle left brake chamber; 614. Front axle right brake chamber; 62. Rear axle braking unit; 621. Rear axle left brake chamber; 622. Rear axle right brake chamber; 7. Control valve assembly; 71. First solenoid valve; 72. Second solenoid valve; 8. First air pressure monitoring device; 9. Second air pressure monitoring device; 10. First two-way check valve; 11. Second two-way check valve; 12. Power module; 13. First relay; 14. Second relay; 15. Parking brake module; 16. First parking brake switch; 17. Second parking brake switch; 18. Third relay; 19. Fourth relay. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0024] The following is combined with Figure 1-4 This invention describes a dual-head, bidirectional vehicle braking control system, comprising an air storage system 2, a service brake module 3, a first brake signal transmitter 4, a second brake signal transmitter 5, a brake execution unit 6, and an electronic brake controller 1, wherein: The service brake module 3 has an air inlet 31, a first control air inlet 32 ​​and an air outlet 33. The air inlet 31 is connected to the output end of the air storage system 2.

[0025] The first brake signal transmitter 4 is located in the driver's cab. Its input is connected to the output of the air storage system 2. The first brake signal transmitter 4 has a second control air port 41, which is connected to the first control air port 32 and is used to control the opening and closing of the air outlet 33. Specifically, when gas at a preset pressure output from the second control air port 41 enters the first control air port 32, the air outlet 33 is opened; when the second control air port 41 does not output gas or the output gas does not reach the preset pressure, the air outlet 33 is closed.

[0026] The second brake signal transmitter 5 is located in the passenger compartment. Its input is connected to the output of the air storage system 2. The second brake signal transmitter 5 has a third control port 51, which is connected to the first control port 32 and is used to control the opening and closing of the outlet 33. Specifically, when gas at a preset pressure output from the third control port 51 enters the first control port 32, the outlet 33 is opened; when the third control port 51 does not output gas or the output gas does not reach the preset pressure, the outlet 33 is closed.

[0027] The braking actuator 6 is connected to the air outlet 33 and is used to perform the service braking.

[0028] The electronic brake controller 1 is electrically connected to the first brake signal transmitter 4, the second brake signal transmitter 5 and the service brake module 3. The electronic brake controller 1 is configured to participate in controlling the opening and closing of the air outlet 33 according to the brake signal from the first brake signal transmitter 4 or the second brake signal transmitter 5.

[0029] In this invention, by setting up an electronic brake controller 1 to work in conjunction with the service brake module 3, dual electronic and pneumatic control is achieved. When the vehicle is in normal operation, braking primarily relies on the electronic control system: after the driver depresses the brake pedal, the first brake signal transmitter 4 or the second brake signal transmitter 5 transmits the braking demand signal to the electronic brake controller 1. The electronic brake controller 1 calculates the optimal braking force distribution scheme based on operating parameters such as vehicle speed and load, and participates in controlling the output of gas at the outlet 33 of the service brake module 3 to produce gas at the corresponding pressure, thereby achieving precise braking control through the brake execution unit 6. This scheme not only enables more precise braking force adjustment but also automatically adjusts the front and rear axle braking force distribution according to road conditions, effectively preventing wheel lock-up and improving braking performance and driving safety.

[0030] Furthermore, this invention establishes a complete redundant protection mechanism for braking control. When the electronic control system malfunctions, the braking system automatically switches to pneumatic control mode: at this time, the second control air port 41 or the third control air port 51 of the brake signal transmitter is directly connected to the first control air port 32 of the service brake module 3, achieving braking through pure pneumatic control. This dual electronic and pneumatic control design ensures that even in extreme conditions (such as complete failure of the electronic control system), the braking system can still maintain basic functions, providing more reliable braking protection for the vehicle. This feature is particularly important for engineering vehicles operating in harsh environments for extended periods, significantly improving vehicle safety.

[0031] For example, when container trucks are loading and unloading at ports, they often need to brake frequently under different terrain and load conditions. Through the electronic control system, the vehicle can automatically adjust the braking force and distribution ratio according to different operating conditions, providing optimal braking performance. Simultaneously, if the electronic control system temporarily fails due to harsh environments (such as high temperature or humidity), the air pressure control system can immediately take over the braking function, ensuring operational safety is not affected. This dual protection mechanism greatly enhances the vehicle's adaptability and reliability under complex operating conditions.

[0032] Through the aforementioned technical means, this invention, while ensuring the basic functions of two-way driving, significantly improves the accuracy and reliability of braking control through the coordinated operation of electronic control and pneumatics, creatively solving the technical problems of insufficient braking control accuracy and poor system reliability in existing technologies. This solution is particularly suitable for engineering vehicles that need to perform high-intensity operations in complex environments and has significant practical value.

[0033] In some embodiments, the system further includes a control valve assembly 7, which includes: a first solenoid valve 71, which is located in the driver's cab and in the air path connecting the air storage system 2 and the first brake signal transmitter 4; and a second solenoid valve 72, which is located in the passenger's cab and in the air path connecting the air storage system 2 and the second brake signal transmitter 5.

[0034] In this invention, by adding a control valve group 7, including a first solenoid valve 71 and a second solenoid valve 72, the switching function of braking control between the driver's cab and the co-driver's cab is realized. In practical applications, when the driver's cab has driving authority, the first solenoid valve 71 is activated while the second solenoid valve 72 is deactivated, and the air storage system 2 supplies air only to the first brake signal transmitter 4; when the co-driver's cab has driving authority, the second solenoid valve 72 is activated while the first solenoid valve 71 is deactivated, and the air storage system 2 supplies air only to the second brake signal transmitter 5. This design ensures that only one cab can effectively control braking at any given time, avoiding braking interference that may result from simultaneous operation of the driver's cab and the co-driver's cab. For example, when container transport vehicles operate in both directions at ports, even if the driver without driving authority accidentally operates the brake pedal, it will not affect the braking control of the driver, greatly improving driving safety. At the same time, this design is more reliable than traditional mechanical linkage devices, reduces mechanical wear, and extends the system's service life.

[0035] In some embodiments, the device further includes: a first air pressure monitoring device 8 for monitoring the air pressure in the air path between the first brake signal sensor and the first solenoid valve 71; a second air pressure monitoring device 9 for monitoring the air pressure in the air path between the second brake signal sensor and the second solenoid valve 72; and an alarm device electrically connected to the first air pressure monitoring device 8 and the second air pressure monitoring device 9 for generating an alarm signal when an abnormal air pressure occurs in either the first air pressure monitoring device 8 or the second air pressure monitoring device 9.

[0036] In this invention, a complete safety early warning mechanism is established by setting up a first air pressure monitoring device 8, a second air pressure monitoring device 9, and an alarm device. In specific applications, the first air pressure monitoring device 8 and the second air pressure monitoring device 9 monitor the air pressure in the air passages between the first brake signal sensor and the first solenoid valve 71, and between the second brake signal sensor and the second solenoid valve 72, respectively, in real time. When any air passage experiences a leak, pipe damage, or other fault leading to abnormal air pressure, the corresponding air pressure monitoring device will immediately detect this abnormality and issue an alarm signal to the driver through the alarm device. This design allows system faults to be detected and dealt with in a timely manner before they cause actual harm. For example, when transport vehicles in mining areas operate continuously for long periods, if a small crack appears in the brake line due to vibration, a traditional braking system may not detect it until the braking effect is significantly weakened. However, this solution can detect this hidden danger at an early stage, avoiding greater safety risks. In addition, this early warning mechanism also helps maintenance personnel quickly locate the fault, improving maintenance efficiency.

[0037] Specifically, the first air pressure monitoring device 8 and the second air pressure monitoring device 9 use air pressure signal switches. If one or more of the brake control air circuits are faulty, the air pressure signal switch can detect low air pressure in the circuit and transmit the fault signal to the instrument panel. The driver can then determine whether there is a fault in the brake control circuit by observing the instrument panel, thus realizing the safety warning function.

[0038] In some embodiments, the gas storage system 2 includes a first gas storage cylinder 21 and a second gas storage cylinder 22; two first solenoid valves 71 are provided, and the two first solenoid valves 71 are respectively connected to the output ends of the first gas storage cylinder 21 and the second gas storage cylinder 22; two second solenoid valves 72 are provided, and the two second solenoid valves 72 are respectively connected to the output ends of the first gas storage cylinder 21 and the second gas storage cylinder 22; two first air pressure monitoring devices 8 are provided, and are respectively located at the output ends of the two first solenoid valves 71; two second air pressure monitoring devices 9 are provided, and are respectively located at the output ends of the two second solenoid valves 72.

[0039] In this invention, a more comprehensive air storage and monitoring system is constructed by setting up a first air storage tank 21 and a second air storage tank 22, along with multiple solenoid valves and air pressure monitoring devices. In actual operation, the two air storage tanks provide air to the braking system respectively; even if one air storage tank malfunctions, the other can still ensure basic braking function. Each air storage tank is equipped with two solenoid valves and an air pressure monitoring device, forming a dual protection mechanism. For example, when operating in cold regions, if one air storage tank experiences insufficient air supply due to condensation and freezing, the system can still maintain normal operation through the other air storage tank, and the corresponding air pressure monitoring device will promptly issue an alarm to prompt maintenance. This redundant design greatly improves the reliability and safety of the system, making it particularly suitable for engineering vehicles operating in harsh environments for extended periods.

[0040] Specifically, the first solenoid valve 71 and the second solenoid valve 72 are two-position three-way solenoid valves, including a gas inlet, a gas outlet and an exhaust port.

[0041] In some embodiments, the service braking module 3 includes a first braking module 34 and a second braking module 35; the braking execution unit 6 includes: a front axle braking unit 61, which is connected to the air outlet 33 of the first braking module 34; and a rear axle braking unit 62, which is connected to the air outlet 33 of the second braking module 35.

[0042] In this invention, by subdividing the service braking module 3 into a first braking module 34 and a second braking module 35, and connecting them respectively to the front axle braking unit 61 and the rear axle braking unit 62, a more precise distribution of braking force is achieved. In practical applications, when the vehicle brakes, the first braking module 34 controls the front axle braking unit 61, and the second braking module 35 controls the rear axle braking unit 62, allowing the braking force of the front and rear axles to be adjusted independently. This design has significant advantages under different operating conditions. For example, when the vehicle is unloaded, the rear wheels are prone to lock-up; independent control can appropriately reduce the rear axle braking force. When the vehicle is fully loaded, the rear axle braking force can be increased to ensure braking effectiveness. Simultaneously, in complex road conditions such as slopes or turns, the system can adjust the distribution ratio of the front and rear axle braking force in real time according to changes in axle load, improving the vehicle's braking stability and safety. Furthermore, independent control of the front and rear axles facilitates system fault diagnosis and maintenance; when one axle malfunctions, it will not affect the normal operation of the other axle.

[0043] Specifically, the first braking module 34 is a single-channel braking module, and the second braking module 35 is a dual-channel braking module. The front axle braking unit 61 includes a left front axle ABS solenoid valve 611, a right front axle ABS solenoid valve 612, a left front axle brake chamber 613, and a right front axle brake chamber 614. Other air pressure output from the first braking module 34 enters the left front axle brake chamber 613 and the right front axle brake chamber 614 through the left front axle ABS solenoid valve 611 and the right front axle ABS solenoid valve 612, respectively, to achieve ABS service braking of the front axle. The rear axle braking unit 62 includes a left rear axle brake chamber 621 and a right rear axle brake chamber 622. The air pressure output from the second braking module 35 enters the left rear axle brake chamber 621 and the right rear axle brake chamber 622, respectively, to achieve service braking.

[0044] In some embodiments, the system further includes: a first dual-way check valve 10, the output of which is connected to the first control air port 32 of the first braking module 34, and the two inputs of which are connected to the second control air port 41 and the third control air port 51, respectively; and a second dual-way check valve 11, the output of which is connected to the first control air port 32 of the second braking module 35, and the two inputs of which are connected to the second control air port 41 and the third control air port 51, respectively.

[0045] In this invention, independent transmission channels for braking signals between the driver's cab and the co-driver's cab are established by setting a first double-way check valve 10 and a second double-way check valve 11. During operation, when the driver's cab performs braking, the braking signal is transmitted to the corresponding braking module through one input terminal of the first double-way check valve 10 and the second double-way check valve 11; when the co-driver's cab performs braking, the signal is transmitted through the other input terminal. The special structure of the double-way check valves ensures that the signal can only flow unidirectionally from the input terminal to the output terminal, avoiding reverse series connection. This design is of great significance in practical applications. For example, in port container yard operations, where frequent switching between driver's cabs is common, the double-way check valves can prevent signal interference during switching, ensuring a smooth transition of the braking system. Simultaneously, this design simplifies the system structure, reduces pipeline connection points, and lowers the risk of leakage failures.

[0046] Specifically, the first double-way check valve 10 and the second double-way check valve 11 ensure that compressed air can only flow in one direction. If a regular three-way connector is used instead of a double-way check valve, the air pressure from the first brake signal transmitter 4 will reach the second brake signal transmitter 5 when it reaches the first brake module 34 and the second brake module 35, which will interfere with the passenger-side braking. In this embodiment, the use of double-way check valves allows for the switching of driver and passenger-side driving brake control without interference.

[0047] In some embodiments, the system further includes: a power module 12 electrically connected to the electronic brake controller 1; a first relay 13 electrically connected to the electronic brake controller 1 for controlling the vehicle controller to supply power to the first brake signal transmitter 4; and a second relay 14 electrically connected to the electronic brake controller 1 for controlling the vehicle controller to supply power to the second brake signal transmitter 5.

[0048] In this invention, a complete electrical control system is constructed by setting up a power module 12, a first relay 13, and a second relay 14. In actual operation, the power module 12 provides a stable power supply to the entire system, while the first relay 13 and the second relay 14, under the control of the vehicle controller, supply power to the first brake signal transmitter 4 and the second brake signal transmitter 5, respectively. This design achieves electrical isolation and switching control between the driver's and passenger's cabs. For example, when the vehicle needs to switch cabs, the vehicle controller will first disconnect one relay, and only after confirming the disconnection is complete will it connect the other relay. This sequential control avoids electrical interference that may occur during the switching process. Simultaneously, the relays also provide additional protection functions; when the system detects an anomaly, it can disconnect the relays to block control of the corresponding cab, improving system safety.

[0049] In one specific embodiment, when the driver is in the driver's cab, the driver's cab is powered on (by turning on the key or operating the power switch on the center console), and the power module 12 provides power to the driver's cab, thereby the vehicle controller provides main KL15 power to the first relay 13; when the driver is in the passenger's cab, the passenger's cab is powered on, and the power module 12 provides power to the passenger's cab, thereby the vehicle controller provides auxiliary KL15 power to the second relay 14. This achieves the switching between the driver's and passenger's cab brake electronic control.

[0050] In some embodiments, the system further includes a parking brake module 15, which is connected to the brake execution unit 6; the air storage system 2 includes a third air storage cylinder 23, which is connected to the parking brake module 15.

[0051] In this invention, an independent parking brake system is established by adding a parking brake module 15 and a third air reservoir 23. In actual use, the third air reservoir 23 provides an air source specifically for the parking brake module 15, separate from the air source of the service brake system. This design ensures the independence of the parking brake function. For example, when the vehicle is parked on a slope, even if the air reservoir of the service brake system leaks, the parking brake can still maintain braking force by relying on the third air reservoir 23 to prevent the vehicle from rolling downhill. At the same time, the independent air storage system 2 also improves the reliability of the parking brake, and even under conditions of frequent use of the parking brake, it will not affect the air storage capacity of the service brake system.

[0052] Specifically, a pressure reducing valve is installed between the third air reservoir 23 and the parking brake module 15.

[0053] In some embodiments, the system further includes: a first parking brake switch 16 disposed in the driver's cab and connected to the parking brake module 15; and a second parking brake switch 17 disposed in the passenger's cab and connected to the parking brake module 15.

[0054] In this invention, by setting a first parking brake switch 16 and a second parking brake switch 17, independent control of the parking brake is achieved between the driver and co-driver's cabs. In practical applications, the parking brake switches in both cabs are connected to the parking brake module 15, allowing the driver to operate the parking brake from either cab. This design is particularly suitable for operational scenarios requiring frequent cab switching, such as port cargo loading and unloading operations, where the driver can conveniently operate the parking brake from any driving position, improving work efficiency. Simultaneously, the two parking brake switches also provide operational redundancy; if one switch fails, the parking brake can still be operated normally through the other switch.

[0055] In some embodiments, the system further includes: a third relay 18, electrically connected to the parking brake module 15, for controlling the vehicle controller to supply power to the first parking brake switch 16; and a fourth relay 19, electrically connected to the parking brake module 15, for controlling the vehicle controller to supply power to the second parking brake switch 17; wherein the parking brake module 15 is electrically connected to the power supply module 12.

[0056] In this invention, a complete parking brake electrical control system is constructed by setting a third relay 18 and a fourth relay 19, and electrically connecting the parking brake module 15 to the power supply module 12. In specific applications, the third relay 18 and the fourth relay 19 respectively control the power supply to the first parking brake switch 16 and the second parking brake switch 17, realizing the switching of parking brake control. For example, when switching driver's cabs, the vehicle controller controls the corresponding relays to ensure that only the driver with driving rights can operate the parking brake, avoiding misoperation. At the same time, the parking brake module 15 is connected to the power supply module 12, ensuring independent power supply to the parking brake system. Even if a partial fault occurs in the vehicle's electrical system, it will not affect the normal use of the parking brake function. This design greatly improves the safety and reliability of the system.

[0057] Specifically, when the parking brake is applied, when the driver pulls the first parking brake switch 16, the signal is transmitted to the parking brake module 15 through the third relay 18. The compressed air in the front axle left brake chamber 613, front axle right brake chamber 614, rear axle left brake chamber 621 and rear axle right brake chamber 622 is discharged to the atmosphere through the exhaust port of the EPB module, thus generating the parking brake.

[0058] The dual-head, bidirectional vehicle braking control system provided by this invention achieves dual electronic and pneumatic control by setting up an electronic brake controller 1 and a service brake module 3 to work together. When the vehicle is driving normally, braking mainly relies on the electronic control system: after the driver presses the brake pedal, the first brake signal transmitter 4 or the second brake signal transmitter 5 transmits the braking demand signal to the electronic brake controller 1. The electronic brake controller 1 calculates the optimal braking force distribution scheme based on operating parameters such as vehicle speed and load, and controls the air outlet 33 of the service brake module 3 to output the corresponding air pressure, thereby achieving precise braking control through the brake execution unit 6. This scheme not only achieves more precise braking force adjustment, but also automatically adjusts the front and rear axle braking force distribution according to road conditions, effectively preventing wheel lock-up and improving braking performance and driving safety. This invention constructs a complete braking control redundancy protection mechanism. When the electronic control system malfunctions, the braking system can automatically switch to pneumatic control mode: at this time, the second control air outlet 41 or the third control air outlet 51 of the brake signal transmitter is directly connected to the first control air outlet 32 ​​of the service brake module 3, achieving braking through pure pneumatic control. This dual electronic and pneumatic control design ensures that the braking system maintains its basic functions even in extreme situations (such as complete failure of the electronic control system), providing more reliable braking protection for the vehicle. This feature is particularly important for engineering vehicles operating in harsh environments for extended periods, significantly improving vehicle safety. Through the aforementioned technical means, this invention, while ensuring the basic function of two-way driving, significantly improves the accuracy and reliability of braking control through the coordinated use of electronic and pneumatic control.

[0059] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0060] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A braking control system for a dual-head, bidirectional vehicle, characterized in that, include: Gas storage system (2); The vehicle braking module (3) has an air inlet (31), a first control air inlet (32) and an air outlet (33), and the air inlet (31) is connected to the output end of the air storage system (2); The first brake signal transmitter (4) is located in the main driver's cab. The input end of the first brake signal transmitter (4) is connected to the output end of the air storage system (2). The first brake signal transmitter (4) has a second control air port (41). The second control air port (41) is connected to the first control air port (32) and is used to control the opening and closing of the air outlet (33). The second brake signal transmitter (5) is located in the passenger compartment. The input end of the second brake signal transmitter (5) is connected to the output end of the air storage system (2). The second brake signal transmitter (5) has a third control air port (51), which is connected to the first control air port (32) and is used to control the opening and closing of the air outlet (33). Braking actuator (6), which is connected to the air outlet (33) and is used to perform service braking; The electronic brake controller (1) is electrically connected to the first brake signal transmitter (4), the second brake signal transmitter (5) and the service brake module (3). The electronic brake controller (1) is configured to participate in controlling the opening and closing of the air outlet (33) according to the brake signal of the first brake signal transmitter (4) or the second brake signal transmitter (5).

2. The dual-head, bidirectional vehicle braking control system according to claim 1, characterized in that, It also includes a control valve assembly (7), which comprises: The first solenoid valve (71) is located in the main driver's cab and is located in the air circuit connecting the air storage system (2) and the first brake signal transmitter (4). The second solenoid valve (72) is located in the passenger compartment and in the air circuit connecting the air storage system (2) and the second brake signal transmitter (5).

3. The dual-head, bidirectional vehicle braking control system according to claim 2, characterized in that, Also includes: The first air pressure monitoring device (8) is used to monitor the air pressure in the air path between the first brake signal sensor and the first solenoid valve (71); The second air pressure monitoring device (9) is used to monitor the air pressure in the air path between the second brake signal sensor and the second solenoid valve (72); An alarm device is electrically connected to the first air pressure monitoring device (8) and the second air pressure monitoring device (9) and is used to generate an alarm signal when an air pressure abnormality occurs in the first air pressure monitoring device (8) or the second air pressure monitoring device (9).

4. The dual-head, bidirectional vehicle braking control system according to claim 3, characterized in that: The gas storage system (2) includes a first gas storage cylinder (21) and a second gas storage cylinder (22); There are two first solenoid valves (71), and the two first solenoid valves (71) are respectively connected to the output ends of the first air storage cylinder (21) and the second air storage cylinder (22); There are two second solenoid valves (72), and the two second solenoid valves (72) are respectively connected to the output ends of the first air storage cylinder (21) and the second air storage cylinder (22); Two first air pressure monitoring devices (8) are provided, which are respectively located at the output ends of the two first solenoid valves (71); There are two second air pressure monitoring devices (9), which are respectively located at the output ends of the two second solenoid valves (72).

5. The dual-head, bidirectional vehicle braking control system according to any one of claims 1-4, characterized in that: The service braking module (3) includes a first braking module (34) and a second braking module (35); The braking actuation unit (6) includes: The front axle braking unit (61) is connected to the air outlet (33) of the first braking module (34); The rear axle braking unit (62) is connected to the air outlet (33) of the second braking module (35).

6. The dual-head, bidirectional vehicle braking control system according to claim 5, characterized in that, Also includes: The first double-pass check valve (10) has its output end connected to the first control air port (32) of the first braking module (34), and its two input ends are connected to the second control air port (41) and the third control air port (51) respectively. The output end of the second double-pass check valve (11) is connected to the first control air port (32) of the second braking module (35), and the two input ends of the second double-pass check valve (11) are connected to the second control air port (41) and the third control air port (51) respectively.

7. The dual-head, bidirectional vehicle braking control system according to any one of claims 1-4, characterized in that, Also includes: A power module (12) is electrically connected to the electronic brake controller (1); The first relay (13) is electrically connected to the electronic brake controller (1) and is used to control the vehicle controller to supply power to the first brake signal transmitter (4); The second relay (14) is electrically connected to the electronic brake controller (1) and is used to control the vehicle controller to supply power to the second brake signal transmitter (5).

8. The dual-head, bidirectional vehicle braking control system according to claim 7, characterized in that, It also includes a parking brake module (15), which is connected to the brake actuator (6); The gas storage system (2) includes: The third air reservoir (23) is connected to the parking brake module (15).

9. The dual-head, bidirectional vehicle braking control system according to claim 8, characterized in that, Also includes: The first parking brake switch (16) is located in the driver's cab and is connected to the parking brake module (15). The second parking brake switch (17) is located in the passenger seat and is connected to the parking brake module (15).

10. The dual-head, bidirectional vehicle braking control system according to claim 9, characterized in that, Also includes: The third relay (18) is electrically connected to the parking brake module (15) and is used to control the vehicle controller to supply power to the first parking brake switch (16); The fourth relay (19) is electrically connected to the parking brake module (15) and is used to control the vehicle controller to supply power to the second parking brake switch (17); The parking brake module (15) is electrically connected to the power supply module (12).

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