Remote control system and method for unmanned vehicle

Abstract

The application discloses the technical field of unmanned tractor brake control and relates to an unmanned remote control automobile brake control system and method. The system comprises a first air cylinder, a second air cylinder, a third air cylinder, a differential valve, a relay valve, a first electric proportional valve and a second electric proportional valve, a first shuttle valve and a second shuttle valve, a trailer valve and a quick release valve. The inlet of the quick release valve is connected with the outlet of the second shuttle valve and the second control port of the trailer valve. The system further comprises a first brake chamber and a second brake chamber. The first inlet of the first brake chamber is connected with the outlet of the relay valve, the second inlet of the first brake chamber is connected with the outlet of the differential valve, and the first inlet of the second brake chamber is connected with the outlet of the quick release valve. The application can solve the technical problem that the prior art relies on the driver to manually brake in the cab or adopts EBS, thereby finally affecting the working efficiency.

Description

Technical Field

[0001] This invention relates to the field of automotive braking technology, and in particular to an unmanned remote-controlled automotive braking control system and method. Background Technology

[0002] Currently, port automation has become a significant direction for transformation in the global shipping and logistics industries. Port tractors, as the main means of transporting large quantities of cargo in ports, are an important part of promoting port automation. However, when transporting cargo, terminal tractors still mainly rely on drivers operating them from the cab or using EBS (Electronic-Brake-System), which depends on electronic components such as wheel speed sensors and load sensors. This increases the cost of a single system by about 35%, resulting in high system complexity, frequent maintenance, and an average failure interval of ≤3,000 hours. The high cost and maintenance threshold affect operational efficiency.

[0003] Therefore, there is an urgent need for an unmanned remote-controlled vehicle braking control system and method to solve the above-mentioned technical problems. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide an unmanned remote-controlled vehicle braking control system and method, which can solve the technical problem that the prior art relies on the driver to manually brake in the cab or uses EBS, ultimately affecting the operating efficiency.

[0005] To achieve the above objectives, the present invention is implemented using the following technical solution: In a first aspect, the present invention provides an unmanned remote-controlled vehicle braking control system, comprising: A first air storage cylinder, a second air storage cylinder, and a third air storage cylinder contain compressed air; A differential valve is provided, wherein the first outlet of the first gas storage tank is connected to the inlet of the differential valve; A relay valve is provided, wherein the first outlet of the third gas storage tank is connected to the inlet of the relay valve, and the control port of the relay valve is connected to the first control port of the differential valve. The first electro-proportional valve and the second electro-proportional valve, the outlet of the second gas storage cylinder is connected to the inlet of the second electro-proportional valve, and the second outlet of the third gas storage cylinder is connected to the inlet of the first electro-proportional valve. A first shuttle valve and a second shuttle valve, wherein the first inlet of the second shuttle valve is connected to the outlet of the second electro-proportional valve, the first inlet of the first shuttle valve is connected to the outlet of the first electro-proportional valve, and the outlet of the first shuttle valve is connected to the control port of the relay valve. The trailer valve has a first control port connected to the outlet of the first shuttle valve, a second control port connected to the outlet of the second shuttle valve, and a first inlet connected to the second outlet of the first air tank. A quick-release valve, the inlet of which is connected to both the outlet of the second shuttle valve and the second control port of the trailer valve; and A first brake chamber and a second brake chamber, wherein the first inlet of the first brake chamber is connected to the outlet of the relay valve, the second inlet of the first brake chamber is connected to the outlet of the differential valve, and the first inlet of the second brake chamber is connected to the outlet of the quick-release valve.

[0006] Furthermore, it also includes: The electrically controlled main valve has a first inlet connected to the inlet of the first electro-proportional valve, a second inlet connected to the inlet of the second electro-proportional valve, a first outlet connected to the second inlet of the first shuttle valve, and a second outlet connected to the second inlet of the second shuttle valve.

[0007] Furthermore, it also includes: An air filter, an air compressor, a condenser, and an electronically controlled dryer are connected in sequence. The output end of the electronically controlled dryer is connected to the air inlets of the first, second, and third air storage tanks, respectively.

[0008] Furthermore, it also includes: A pressure relief valve is provided, the inlet of which is connected to the second outlet of the first air reservoir, and the outlet of which is connected to the first inlet of the trailer valve and the inlet of the parking hand valve.

[0009] Furthermore, it also includes: The parking hand valve has its first outlet connected to the second control port of the differential valve, and its inlet connected to the second outlet of the first air reservoir.

[0010] Furthermore, it also includes: The trailer hand valve has its inlet connected to the second outlet of the parking hand valve, and its outlet connected to the third control port of the trailer valve.

[0011] Secondly, the present invention provides a method for controlling the braking of an unmanned remote-controlled vehicle, comprising: When an unmanned remote-controlled vehicle is selected, the inlets of the first and second electro-proportional valves are opened, and the high-pressure gas passes through the outlets of the first and second electro-proportional valves to the first inlet of the first and second shuttle valves, respectively, and then through the outlets of the first and second shuttle valves to the first and second control ports of the trailer valve, respectively. High-pressure gas flows through the outlet of the first shuttle valve to the control port of the relay valve, and then through the outlet of the relay valve to the first control port of the differential valve and the first inlet of the first brake chamber, respectively, to provide the first brake chamber with a first brake pressure proportional to the opening degree of the first electro-proportional valve. High-pressure gas flows from the outlet of the second shuttle valve to the second control port of the trailer valve and the inlet of the quick-release valve. The high-pressure gas then supplies brake air pressure proportional to the opening degree of the second electro-proportional valve to the first inlet of the second brake chamber through the outlet of the quick-release valve, thereby achieving braking. When the remote control stops, the outlets of the first and second electro-proportional valves close, and the first and second brake chambers, under the action of the return spring, discharge the gas in the pipeline into the atmosphere through the relay valve and the quick release valve, thus canceling the braking.

[0012] Furthermore, it also includes: When the main electric valve is pressed, the first and second inlets of the main electric valve open simultaneously. The high-pressure gas output from the third air reservoir passes through the first outlet of the main electric valve to the second inlet of the first shuttle valve, and then through the outlet of the first shuttle valve to supply air to the first control port of the trailer valve and the control port of the relay valve. The relay valve opens, and the high-pressure gas provides the first brake chamber with a brake air pressure proportional to the stroke of the main electric valve through the outlet of the relay valve, thereby achieving braking. The high-pressure gas output from the second air reservoir passes through the second outlet of the electronically controlled main valve to the second inlet of the second shuttle valve, and then through the outlet of the second shuttle valve to supply air to the second control port of the trailer valve and the inlet of the quick-release valve. When the quick-release valve is opened, the high-pressure gas provides a brake air pressure proportional to the stroke of the electronically controlled main valve to the first inlet of the second brake chamber through the outlet of the quick-release valve, thereby achieving braking. When the driver releases the electronically controlled master valve, the first and second outlets of the electronically controlled master valve are closed. Under the action of the return spring, the brake air chamber discharges the gas in the pipeline into the atmosphere through the relay valve, quick release valve and electronically controlled master valve, thus canceling the braking.

[0013] Furthermore, it also includes: During normal driving, the air pressure of the trailer hand valve enters the trailer valve from the third control port of the trailer valve, causing the air inlet valve of the trailer valve to close and the air outlet valve of the trailer valve to open, and is discharged into the atmosphere in sequence through the second outlet and the exhaust port of the trailer valve. When the parking brake is applied, there is no compressed air in the trailer valve. Under the action of air pressure, the exhaust valve of the trailer valve is closed and the air intake valve of the trailer valve is opened. The high-pressure gas from the first inlet of the trailer valve passes through the air intake valve of the trailer valve to the second outlet of the trailer valve and enters the pre-set trailer control pipeline to brake the trailer. During normal driving braking, high-pressure gas from the first outlet of the electronic control master valve enters the valve, opening the intake valve of the electronic control master valve and closing the exhaust valve of the electronic control master valve. Compressed air from the first inlet of the electronic control master valve passes through the intake valve of the electronic control master valve to the second outlet of the electronic control master valve and enters the trailer control pipeline to brake the trailer. At this time, high-pressure gas from the second outlet of the electronic control master valve enters the valve, keeping the intake valve in the open state. When the brake is released, the pressure at the first and second control ports of the trailer valve decreases, or the pressure at the third control port of the trailer valve increases, and the compressed air in the trailer control pipeline is discharged through the exhaust port, thus releasing the trailer brake.

[0014] Compared with the prior art, the beneficial effects achieved by the present invention are as follows: This invention proposes an unmanned remote-controlled vehicle braking control system. Through the connections and coordination between a first air reservoir, a second air reservoir, a third air reservoir, a differential valve, a relay valve, a first electro-proportional valve, a second electro-proportional valve, a first shuttle valve, a second shuttle valve, a trailer valve, a quick-release valve, and the first and second brake chambers, proportional adjustment is achieved at the air pressure output end via the electro-proportional valves. The output air pressure is not simply opened and closed, but rather the braking force can be continuously and linearly adjusted across the entire range controlled by the electrical signal. This allows for precise control of air pressure, suitable for applications requiring precise force, speed, or position control. Furthermore, the electrical signal drive provides a fast response speed, ultimately improving work efficiency. Replacing the EBS sensor with an electro-proportional valve reduces system complexity and lowers costs. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of an unmanned remote-controlled vehicle braking control system provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the principle of an unmanned remote-controlled vehicle braking control system provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the electro-proportional valve of an unmanned remote-controlled vehicle braking control system provided in an embodiment of the present invention.

[0016] The components include: 1. Air compressor; 201. First air reservoir; 202. Second air reservoir; 203. Third air reservoir; 3. Air filter; 4. Condenser; 5. Electrically controlled dryer; 6. Pressure relief valve; 7. Electrically controlled main valve; 8. Relay valve; 9. Differential valve; 10. Parking hand valve; 11. Trailer hand valve; 12. Trailer valve; 131. First electro-proportional valve; 132. Second electro-proportional valve; 141. First shuttle valve; 142. Second shuttle valve; 15. Quick release valve; 161. First brake chamber; 162. Second brake chamber. Detailed Implementation

[0017] The technical solution of the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments and specific features in the embodiments are detailed descriptions of the technical solution of the present application, rather than limitations thereof. In the absence of conflict, the embodiments and technical features in the embodiments can be combined with each other.

[0018] In this invention, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent three cases: A alone, A and B together, or B alone. Additionally, in this invention, the character " / " generally indicates that the preceding and following related objects have an "or" relationship. Example 1

[0019] Figure 1 This is a schematic diagram of the unmanned remote-controlled vehicle braking control system in Embodiment 1 of the present invention. Specifically, the schematic diagram is as follows: Figure 2 As shown, the unmanned remote-controlled vehicle braking control system includes: The first air storage cylinder 201, the second air storage cylinder 202, and the third air storage cylinder 203 store compressed air. The differential valve 9, with its first outlet connected to the inlet of the first air reservoir 201, is used to shorten the venting time during parking brake operation. It also prevents simultaneous operation of the service brake and parking brake in emergencies, which could damage the brake chamber, cause excessive brake load, and lead to premature wear. When the parking brake is applied alone, there is no compressed air in the differential valve 9. Under air pressure, the vent valve in the differential valve 9 opens, and the inlet valve closes, allowing the compressed air in the spring brake chamber to be discharged through the vent, releasing the spring compression and thus achieving parking brake operation. When the service brake and parking brake are applied simultaneously, the compressed air in the spring brake chamber is discharged. If the service brake is also engaged at this time, compressed air enters the valve through the first control port of the differential valve 9, closing the vent valve and opening the inlet valve. Compressed air from the inlet of the differential valve 9 enters the spring brake chamber from the outlet. Spring compression is released according to the increase in service brake pressure, thus avoiding the superposition of the two braking forces.

[0020] The relay valve 8 is connected to the inlet of the third air reservoir 203 and the control port of the relay valve 8 is connected to the first control port of the differential valve 9. It is used to shorten the inflation and deflation time during the braking process. When the electric control master valve 7 is pressed, the compressed air from the electric control master valve 7 enters through the control port of the relay valve 8, controlling the compressed air from the third air reservoir 203 to enter from the inlet of the relay valve 8 and deliver the compressed air to the brake chamber through the outlet of the relay valve 8. When the electric control master valve 7 is released, the compressed air in the brake chamber is discharged from the exhaust port of the relay valve 8 through the outlet of the relay valve 8.

[0021] A first electro-proportional valve 131 and a second electro-proportional valve 132 are connected; the outlet of the second air reservoir 202 is connected to the inlet of the second electro-proportional valve 132; the second outlet of the third air reservoir 203 is connected to the inlet of the first electro-proportional valve 131; the electro-proportional valves are used to precisely and continuously control the output air pressure, such as... Figure 3 As shown, the electro-proportional valve receives external electrical signal commands through its control port. When an external controller inputs a continuously changing electrical signal to the proportional valve, the electromagnetic force inside the valve changes proportionally to the magnitude of the signal. This changing electromagnetic force precisely drives the valve core, altering the opening of the throttling orifice or passage within the valve. Correspondingly, based on the air pressure input from its inlet, the electro-proportional valve responds to the change in opening by generating an output pressure at its outlet that is linearly proportional to the input electrical signal.

[0022] A first shuttle valve 141 and a second shuttle valve 142 are connected. The first inlet of the second shuttle valve 142 is connected to the outlet of the second electro-proportional valve 132, and the first inlet of the first shuttle valve 141 is connected to the outlet of the first electro-proportional valve 131. The outlet of the first shuttle valve 141 is connected to the control port of the relay valve 8. The shuttle valves are used to automatically select and connect the higher-pressure input air pressure source to the output port, realizing automatic optimization and switching of air pressure signals. The shuttle valves have two input ports, which can be labeled as the first inlet and the second inlet, and one output port. When both the first and second inlets have air pressure input, the valve core inside the shuttle valve is pushed to the side with lower pressure. The higher-pressure air source overcomes internal resistance, opening its corresponding passage. At this time, the output port is only connected to the higher-pressure input port, transmitting the higher pressure to the downstream actuator or system. When only one input port has air pressure, for example, only the first inlet has air and the second inlet has no air: the air pressure input in this path will push the valve core to completely close the connection channel of the other second inlet. At this time, the output port is only connected to the input port with air supply. Its key feature is that the output port always outputs the highest actual pressure value between the two input ports, and automatically and seamlessly switches to the other port when the pressure of one port disappears.

[0023] Trailer valve 12, the first control port of trailer valve 12 is connected to the outlet of the first shuttle valve 141, the second control port of trailer valve 12 is connected to the outlet of the second shuttle valve 142, and the first inlet of trailer valve 12 is connected to the second outlet of the first air tank 201; used to supply power to the trailer and control the trailer braking.

[0024] A quick-release valve 15 has its inlet connected to the outlet of the second shuttle valve 142 and the second control port of the trailer valve 12, respectively. Its exhaust port is connected to the atmosphere, allowing for the rapid release of compressed air from the brake chamber to the atmosphere for quick brake release. When there is no pressure in the air circuit, the valve plate inside the quick-release valve 15 closes both the inlet and outlet ports due to its own elasticity. During braking, compressed air enters from the inlet of the quick-release valve 15, pressing the valve plate tightly against the exhaust port, and the airflow enters the brake chamber from the outlet of the quick-release valve 15. When the brake is released, the inlet pressure of the quick-release valve 15 decreases, and the valve plate closes the inlet port under the pressure of the air chamber. The air chamber pressure then rapidly exits through the outlet into the exhaust port of the quick-release valve 15 and is discharged into the atmosphere.

[0025] A first brake chamber 161 and a second brake chamber 162 are connected. The first inlet of the first brake chamber 161 is connected to the outlet of the relay valve 8, the second inlet of the first brake chamber 161 is connected to the outlet of the differential valve 9, and the first inlet of the second brake chamber 162 is connected to the outlet of the quick-release valve 15.

[0026] The electronically controlled master valve 7 has a first inlet connected to the inlet of the first electro-proportional valve 131, a second inlet connected to the inlet of the second electro-proportional valve 132, a first outlet connected to the second inlet of the first shuttle valve 141, and a second outlet connected to the second inlet of the second shuttle valve 142. The electronically controlled master valve 7 described in this application can be equivalent to a brake pedal, used to achieve sensitive follow-up control during the application and release of the service brake.

[0027] It should be noted that all high-pressure gases mentioned in this application are finally output by the electronically controlled dryer 5 after passing through the air filter 3, air compressor 1 and condenser 4 connected in sequence. The output end of the electronically controlled dryer 5 is connected to the air inlet of the first air storage tank 201, the second air storage tank 202 and the third air storage tank 203 respectively. The air filter 3, air compressor 1, condenser 4 and electronically controlled dryer 5 are all prior art and will not be described in detail here.

[0028] Pressure relief valve 6, the inlet of which is connected to the second outlet of the first air tank 201, and the outlet of which is connected to the first inlet of the trailer valve 12 and the inlet of the parking hand valve 10, respectively, to ensure that the low pressure component is not damaged by the high pressure and to maintain the air pressure in the air tank at the maximum allowable level.

[0029] The parking hand valve 10 has its first outlet connected to the second control port of the differential valve 9, and its inlet connected to the second air outlet of the first air reservoir 201. It is used to release and apply the parking brake by inflating and deflating the spring brake chamber. When the handle of the parking hand valve 10 is at 0-10°, compressed air enters from the inlet and exits from the outlet, and the vehicle is in a fully released braking state. When the handle of the parking hand valve 10 is at 10-55°, under the action of the balance piston and balance spring, the outlet pressure decreases linearly to zero as the handle angle increases. When the handle of the parking hand valve 10 is rotated to approximately 73°, the brake is locked, and the entire vehicle is in a fully braked state.

[0030] Trailer hand valve 11, the inlet of which is connected to the second outlet of the parking hand valve 10, and the outlet of which is connected to the third control port of the trailer valve 12, is dedicated to tractor-trailer use. It is used to enable independent braking of the trailer when the vehicle is going downhill or turning, which can stabilize the vehicle speed, prevent the trailer from hitting the main vehicle, and keep the whole vehicle in a stable state. Example 2

[0031] This embodiment provides a method for controlling the braking of an unmanned remote-controlled vehicle, which can be executed by the unmanned remote-controlled vehicle braking control system disclosed in Embodiment 1, and has corresponding beneficial effects. Specifically, it includes: When the unmanned remote-controlled vehicle is selected, the inlets of the first electro-proportional valve 131 and the second electro-proportional valve 132 can be opened by controlling the remote control handle. High-pressure gas flows through the outlets of the first electro-proportional valve 131 and the second electro-proportional valve 132 to the first inlets of the first shuttle valve 141 and the second shuttle valve 142, respectively. Then, the outlets of the first shuttle valve 141 and the second shuttle valve 142 flow to the first control port and the second control port of the trailer valve 12, respectively. It should be noted that the specific method of unmanned remote control via the remote control handle is conventional existing technology and will not be described in detail here. High-pressure gas flows through the outlet of the first shuttle valve 141 to the control port of the relay valve 8, and then through the outlet of the relay valve 8 to the first control port of the differential valve 9 and the first inlet of the first brake chamber 161, respectively, providing the first brake chamber 161 with a first brake air pressure proportional to the opening of the first electro-proportional valve 131, so that the brake generates mechanical friction force to achieve braking; the air pressure at the first control port of the differential valve 9 is used to prevent the force in the brake chamber from overlapping when the driving and parking brake systems are operated at the same time, thereby avoiding overload of the mechanical transmission components; High-pressure gas flows from the outlet of the second shuttle valve 142 to the second control port of the trailer valve 12 and the inlet of the quick-release valve 15. The quick-release valve 15 is opened by the brake air pressure at the inlet. The high-pressure gas provides brake air pressure proportional to the opening degree of the second electro-proportional valve 132 to the first inlet of the second brake chamber 162 through the outlet of the quick-release valve 15, thereby achieving braking. When the remote control stops, the outlets of the first electro-proportional valve 131 and the second electro-proportional valve 132 are closed. Under the action of the return spring, the first brake chamber 161 and the second brake chamber 162 discharge the gas in the pipeline into the atmosphere through the relay valve 8, the quick release valve 15 and the main electric control valve 7, thus canceling the braking.

[0032] Furthermore, when the unmanned remote braking malfunctions or malfunctions, the driver can depress the electronically controlled master valve 7. At this time, the first and second inlets of the electronically controlled master valve 7 open simultaneously. The high-pressure gas output from the third air reservoir 203 passes through the first outlet of the electronically controlled master valve 7 to the second inlet of the first shuttle valve 141. Then, the outlet of the first shuttle valve 141 supplies air to the first control port of the trailer valve 12 and the control port of the relay valve 8. The relay valve 8 is opened by the brake air pressure of the control port. The high-pressure gas provides the first brake chamber 161 with a brake air pressure proportional to the stroke of the electronically controlled master valve 7 through the outlet of the relay valve 8, thereby achieving braking. The brake air pressure of the first control port of the differential valve 9 can be used to prevent the force in the brake chamber from overlapping when the driving and parking brake systems are operated simultaneously, thereby avoiding overload of the mechanical transmission components. The high-pressure gas output from the second air reservoir 202 passes through the second outlet of the electronically controlled main valve 7 to the second inlet of the second shuttle valve 142. Then, the outlet of the second shuttle valve 142 supplies air to the second control port of the trailer valve 12 and the inlet of the quick-release valve 15. The quick-release valve 15 is opened by the brake air pressure at the inlet. The high-pressure gas provides a brake air pressure proportional to the stroke of the electronically controlled main valve 7 to the first inlet of the second brake chamber 162 through the outlet of the quick-release valve 15, thereby achieving braking and generating mechanical friction force in the brake. When the driver releases the electronically controlled master valve 7, the first and second outlets of the electronically controlled master valve 7 are closed. Under the action of the return spring, the brake air chamber discharges the gas in the pipeline into the atmosphere through the relay valve 8, the quick release valve 15 and the electronically controlled master valve 7, thus canceling the braking.

[0033] Regarding trailer valve 12, its specific working principle is explained below: During normal driving, the air pressure of the trailer hand valve 11 enters the trailer valve 12 from the third control port of the trailer valve 12, causing the air inlet valve of the trailer valve 12 to close and the air outlet valve of the trailer valve 12 to open, and is discharged into the atmosphere in sequence through the second outlet and the exhaust port of the trailer valve 12; the air pressure of the first inlet of the trailer valve 12 directly reaches the second inlet of the trailer valve 12 through the annular channel, supplying air to the trailer air supply line; When the parking brake is applied, there is no compressed air in the trailer valve 12. Under the action of air pressure, the exhaust valve of the trailer valve 12 is closed and the intake valve of the trailer valve 12 is opened. The high-pressure gas coming from the first inlet of the trailer valve 12 passes through the intake valve of the trailer valve 12 and reaches the second outlet of the trailer valve 12, entering the pre-set trailer control pipeline to brake the trailer. During normal driving braking, high-pressure gas from the first outlet of the electronically controlled master valve 7 enters the valve, opening the intake valve of the electronically controlled master valve 7 and closing the exhaust valve of the electronically controlled master valve 7. Compressed air from the first inlet of the electronically controlled master valve 7 passes through the intake valve of the electronically controlled master valve 7 and enters the trailer control pipeline through the second outlet of the electronically controlled master valve 7, thus braking the trailer. At this time, high-pressure gas from the second outlet of the electronically controlled master valve 7 enters the valve, keeping the intake valve in the open state. The first inlet of the electronically controlled master valve 7 always supplies air to the second outlet of the electronically controlled master valve 7. When the brake is released, the pressure at the first and second control ports of the trailer valve 12 decreases, or the pressure at the third control port of the trailer valve 12 increases, and the compressed air in the trailer control pipeline is discharged through the exhaust port, thus releasing the trailer brake.

[0034] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A remote-controlled vehicle braking control system, characterized in that, include: A first air storage cylinder, a second air storage cylinder, and a third air storage cylinder contain compressed air; A differential valve is provided, wherein the first outlet of the first gas storage tank is connected to the inlet of the differential valve; A relay valve is provided, wherein the first outlet of the third gas storage tank is connected to the inlet of the relay valve, and the control port of the relay valve is connected to the first control port of the differential valve. The first electro-proportional valve and the second electro-proportional valve, the outlet of the second gas storage cylinder is connected to the inlet of the second electro-proportional valve, and the second outlet of the third gas storage cylinder is connected to the inlet of the first electro-proportional valve. A first shuttle valve and a second shuttle valve, wherein the first inlet of the second shuttle valve is connected to the outlet of the second electro-proportional valve, the first inlet of the first shuttle valve is connected to the outlet of the first electro-proportional valve, and the outlet of the first shuttle valve is connected to the control port of the relay valve. The trailer valve has a first control port connected to the outlet of the first shuttle valve, a second control port connected to the outlet of the second shuttle valve, and a first inlet connected to the second outlet of the first air tank. A quick-release valve, the inlet of which is connected to the outlet of the second shuttle valve and the second control port of the trailer valve respectively; The parking hand valve has its first outlet connected to the second control port of the differential valve, and its inlet connected to the second outlet of the first air reservoir. The trailer hand valve has its inlet connected to the second outlet of the parking hand valve, and its outlet connected to the third control port of the trailer valve. as well as A first brake chamber and a second brake chamber, wherein the first inlet of the first brake chamber is connected to the outlet of the relay valve, the second inlet of the first brake chamber is connected to the outlet of the differential valve, and the first inlet of the second brake chamber is connected to the outlet of the quick-release valve.

2. The unmanned remote-controlled vehicle braking control system according to claim 1, characterized in that, Also includes: The electrically controlled main valve has a first inlet connected to the inlet of the first electro-proportional valve, a second inlet connected to the inlet of the second electro-proportional valve, a first outlet connected to the second inlet of the first shuttle valve, and a second outlet connected to the second inlet of the second shuttle valve.

3. The unmanned remote-controlled vehicle braking control system according to claim 1, characterized in that, Also includes: An air filter, an air compressor, a condenser, and an electronically controlled dryer are connected in sequence. The output end of the electronically controlled dryer is connected to the air inlets of the first, second, and third air storage tanks, respectively.

4. The unmanned remote-controlled vehicle braking control system according to claim 1, characterized in that, Also includes: A pressure relief valve is provided, the inlet of which is connected to the second outlet of the first air reservoir, and the outlet of which is connected to the first inlet of the trailer valve and the inlet of the parking hand valve.

5. A method for controlling the braking of an unmanned remote-controlled vehicle, characterized in that, The unmanned remote-controlled vehicle braking control system according to any one of claims 1 to 4 includes: When the unmanned remote-controlled vehicle is selected, the inlets of the first and second electro-proportional valves are opened by controlling the remote control handle. High-pressure gas passes through the outlets of the first and second electro-proportional valves to the first inlets of the first and second shuttle valves, respectively, and then through the outlets of the first and second shuttle valves to the first and second control ports of the trailer valve, respectively. High-pressure gas flows from the outlet of the first shuttle valve to the control port of the relay valve, and then from the outlet of the relay valve to the first control port of the differential valve and the first inlet of the first brake chamber, respectively, to provide the first brake chamber with a first brake air pressure proportional to the opening degree of the first electro-proportional valve, thereby achieving braking. High-pressure gas flows from the outlet of the second shuttle valve to the second control port of the trailer valve and the inlet of the quick-release valve. The high-pressure gas then supplies brake air pressure proportional to the opening degree of the second electro-proportional valve to the first inlet of the second brake chamber through the outlet of the quick-release valve, thereby achieving braking. When the remote control stops, the outlets of the first and second electro-proportional valves close, and the first and second brake chambers, under the action of the return spring, discharge the gas in the pipeline into the atmosphere through the relay valve and the quick release valve, thus canceling the braking.

6. The unmanned remote-controlled vehicle braking control method according to claim 5, characterized in that, Also includes: When the main electric valve is pressed, the first and second inlets of the main electric valve open simultaneously. The high-pressure gas output from the third air reservoir passes through the first outlet of the main electric valve to the second inlet of the first shuttle valve, and then through the outlet of the first shuttle valve to supply air to the first control port of the trailer valve and the control port of the relay valve. The relay valve opens, and the high-pressure gas provides the first brake chamber with a brake air pressure proportional to the stroke of the main electric valve through the outlet of the relay valve, thereby achieving braking. The high-pressure gas output from the second air reservoir passes through the second outlet of the electronically controlled main valve to the second inlet of the second shuttle valve, and then through the outlet of the second shuttle valve to supply air to the second control port of the trailer valve and the inlet of the quick-release valve. When the quick-release valve is opened, the high-pressure gas provides a brake air pressure proportional to the stroke of the electronically controlled main valve to the first inlet of the second brake chamber through the outlet of the quick-release valve, thereby achieving braking. When the driver releases the electronically controlled master valve, the first and second outlets of the electronically controlled master valve are closed. Under the action of the return spring, the brake air chamber discharges the gas in the pipeline into the atmosphere through the relay valve, quick release valve and electronically controlled master valve, thus canceling the braking.

7. The unmanned remote-controlled vehicle braking control method according to claim 6, characterized in that, Also includes: During normal driving, the air pressure of the trailer hand valve enters the trailer valve from the third control port of the trailer valve, causing the air inlet valve of the trailer valve to close and the air outlet valve of the trailer valve to open, and is discharged into the atmosphere in sequence through the second outlet and the exhaust port of the trailer valve. When the parking brake is applied, there is no compressed air in the trailer valve. Under the action of air pressure, the exhaust valve of the trailer valve is closed and the air intake valve of the trailer valve is opened. The high-pressure gas from the first inlet of the trailer valve passes through the air intake valve of the trailer valve to the second outlet of the trailer valve and enters the pre-set trailer control pipeline to brake the trailer. During normal driving braking, high-pressure gas from the first outlet of the electronic control master valve enters the valve, opening the intake valve of the electronic control master valve and closing the exhaust valve of the electronic control master valve. Compressed air from the first inlet of the electronic control master valve passes through the intake valve of the electronic control master valve to the second outlet of the electronic control master valve and enters the trailer control pipeline to brake the trailer. At this time, high-pressure gas from the second outlet of the electronic control master valve enters the valve, keeping the intake valve in the open state. When the brake is released, the pressure at the first and second control ports of the trailer valve decreases, or the pressure at the third control port of the trailer valve increases, and the compressed air in the trailer control pipeline is discharged through the exhaust port, thus releasing the trailer brake.

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