Brake adaptive control system, first control method and second control method

Abstract

The invention discloses a brake self-adaptive control system, a first control method and a second control method, and belongs to the technical field of engineering machinery. An oil outlet of a main pump is connected with an oil inlet of a prefill valve, and an oil outlet A of the prefill valve is connected with an energy accumulator, an oil inlet P of a brake valve and an oil inlet P2 of an electromagnetic valve set; an oil outlet A of the brake valve is connected with an oil inlet P2 of the electromagnetic valve set and a brake valve pressure sensor, and oil outlets A1, A2, A3 and A4 of the electromagnetic valve set are connected with a left front wheel brake, a right front wheel brake, a right rear wheel brake and a right rear wheel pressure sensor respectively. The controller is respectively connected with a left front wheel pressure sensor, a right front wheel pressure sensor, a right rear wheel pressure sensor and a left rear wheel pressure sensor, and is used for receiving signals of the vehicle body tilt angle sensor, the steering wheel angle sensor, the brake valve displacement sensor and the gearbox rotating speed sensor; and the current is output to an instrument and four proportional electromagnetic valves in the electromagnetic valve group. The method has the advantage that the steering response and the steering safety are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engineering machinery, in particular to a brake adaptive control system and first control method and second control method applied to a wheel excavator. BACKGROUND

[0002] The wheel excavator has a large load during work and is often in a braking state during work, so the load of the wheel edge brake is larger than that of a conventional vehicle, and the brake of the brake needs to be optimized and controlled.

[0003] Chinese patent CN118254876A, an auxiliary braking power steering control method, mentions that brake force control is performed on all or part of the wheels on one side of the vehicle, so that the left and right wheels produce a speed difference, a yaw torque is generated on the vehicle, and a power steering effect is generated on the steering operation of the driver. The technology does not make dynamic adjustment of the execution logic for different working conditions.

[0004] Chinese patent CN114715100B, a compensation control method for vehicle hydraulic braking, proposes that after the vehicle braking system is in a recession state, the current speed of the vehicle is obtained, and if the current speed is greater than a set speed threshold, hydraulic braking recession compensation is performed. The technology cannot independently compensate for a single point, and needs to be performed when the vehicle speed is greater than the set value, which is less timely and accurate. SUMMARY

[0005] The present application aims to solve the technical problems mentioned in the background art, optimize the coordination of braking and steering, and improve safety. The first aspect provides a brake adaptive control system, which facilitates brake optimization through a controller and improves safety.

[0006] The second aspect provides a first control method, which optimizes pressure distribution during steering and improves steering response using differential braking.

[0007] The third aspect provides a second control method, which independently and accurately compensates for the pressure of the brake in real time, thereby improving safety.

[0008] According to the above-mentioned purposes of the present application, the first aspect of the present application provides a technical solution: a brake adaptive control system, comprising an oil tank, a main pump, and a controller, the input end of the main pump being communicated with the oil tank, the output end of the main pump being connected with a liquid filling valve and an accumulator through a first oil path, the liquid outlet end of the liquid filling valve being further provided with a second oil path and a third oil path, one end of the second oil path being communicated with the first oil path, the other end of the second oil path being communicated with the P2 inlet of an electromagnetic valve group, one end of the third oil path being communicated with the first oil path, the other end of the third oil path being connected with a brake valve and the P1 inlet of the electromagnetic valve group in sequence, the electromagnetic valve group being provided with four oil outlets respectively communicated with a left front wheel brake, a right front wheel brake, a left rear wheel brake, and a right rear wheel brake. The third oil path is further connected with a brake valve pressure sensor, and the four oil outlets of the electromagnetic valve group are further respectively connected with a left front wheel pressure sensor, a right front wheel pressure sensor, a left rear wheel pressure sensor and a right rear wheel pressure sensor, and the controller is electrically connected with the electromagnetic valve group, the brake valve pressure sensor, the left front wheel pressure sensor, the right front wheel pressure sensor, the left rear wheel pressure sensor and the right rear wheel pressure sensor. Further comprising an instrument, a vehicle body inclination sensor, a steering wheel angle sensor, a brake valve displacement sensor and a gearbox speed sensor electrically connected with the controller.

[0009] In some embodiments, the electromagnetic valve group comprises a left front wheel electromagnetic valve, one end of the left front wheel electromagnetic valve is communicated with the P1 oil inlet through a left front wheel shuttle valve, the other end of the left front wheel electromagnetic valve is communicated with the P2 oil inlet, the upper end oil outlet of the left front wheel shuttle valve is communicated with the A1 oil outlet of the electromagnetic valve group, the A1 oil outlet of the electromagnetic valve group is communicated with the left front wheel brake through a left front wheel oil path, and the left front wheel oil path is further connected with a left front wheel pressure sensor.

[0010] In some embodiments, the left front wheel electromagnetic valve is a multi-position three-way electromagnetic valve, a pilot end of the left front wheel electromagnetic valve is electrically connected with the controller, The left front wheel electromagnetic valve comprises a first working position, a stop position and a second working position; The first through port is externally communicated with one side oil inlet of the left front wheel shuttle valve, the other side of the left front wheel shuttle valve is communicated with the P1 oil inlet of the electromagnetic valve group, the second through port is externally communicated with the P2 oil inlet of the electromagnetic valve group, and the third through port is externally communicated with the oil tank; The first through port and the third through port of the first working position are internally communicated, and the first through port and the second through port of the second working position are internally communicated.

[0011] In some embodiments, the electromagnetic valve group further comprises a right front wheel electromagnetic valve, a left rear wheel electromagnetic valve and a right rear wheel electromagnetic valve, the right front wheel electromagnetic valve, the left rear wheel electromagnetic valve and the right rear wheel electromagnetic valve have the same structure and connection mode as the left front wheel electromagnetic valve; The electromagnetic valve group further comprises a right front wheel shuttle valve, a left rear wheel shuttle valve and a right rear wheel shuttle valve, the oil outlets of the right front wheel shuttle valve, the left rear wheel shuttle valve and the right rear wheel shuttle valve are respectively communicated with the A2 oil outlet, the A3 oil outlet and the A4 oil outlet of the electromagnetic valve group, the A2 oil outlet of the electromagnetic valve group is communicated with the right front wheel brake through a right front wheel oil path, the right front wheel oil path is further connected with a right front wheel pressure sensor, the A3 oil outlet of the electromagnetic valve group is communicated with the left rear wheel brake through a left rear wheel oil path, the left rear wheel oil path is further connected with a left rear wheel pressure sensor, the A4 oil outlet of the electromagnetic valve group is communicated with the right rear wheel brake through a right rear wheel oil path, and the right rear wheel oil path is further connected with a right rear wheel pressure sensor.

[0012] In some embodiments, the left front wheel electromagnetic valve, the right front wheel electromagnetic valve, the left rear wheel electromagnetic valve and the right rear wheel electromagnetic valve are proportional electromagnetic valves.

[0013] In some embodiments, the brake valve is a proportional electromagnetic valve, and a pilot end of the brake valve is electrically connected with the controller.

[0014] The second aspect of the present application provides a technical solution: a first control method applied to the brake adaptive control system provided in the first aspect, comprising: S1, the controller acquires the steering wheel angle sensor signal, calculates the angular velocity ω, and identifies the current steering direction; S2, when the absolute value of the angular velocity is not greater than a preset value ω1, the controller identifies that the steering demand at this time is not high, and does not process; when the angular velocity is greater than the preset value ω1, it is determined that this is an emergency steering condition; S3, in the emergency steering condition, the controller acquires the gearbox speed sensor signal, and calculates the current driving speed v; S4, when the vehicle speed v is less than a preset value v1, the system determines that there is no rollover risk in the emergency steering at this time, and judges the current vehicle body posture according to the vehicle body inclination sensor, and the controller adjusts the output pressure of the electromagnetic valve of the related brake according to the obtained data; when the vehicle speed v is not less than the preset value v1, the controller adjusts the output pressure of the electromagnetic valve of the related brake and sends a rollover warning to the instrument.

[0015] Further, S4, when the vehicle speed v is less than a preset value v1, the system determines that there is no rollover risk in the emergency steering at this time, and judges the current vehicle body posture according to the vehicle body inclination sensor, and the controller adjusts the output pressure of the electromagnetic valve of the related brake according to the obtained data; When it is judged that the vehicle body posture is flat road driving, the controller controls the output pressure of the electromagnetic valve of the front wheel and the rear wheel on the inside of the current steering to be P 平路1 ; When it is judged that the vehicle body posture is downhill driving, the controller controls the output pressure of the electromagnetic valve of the rear wheel on the inside of the current steering to be P 下坡2 ; the controller controls the output pressure of the electromagnetic valve of the front wheel on the inside of the current steering to be P 下坡3 ; When it is judged that the vehicle body posture is uphill driving, the controller controls the output pressure of the electromagnetic valve of the rear wheel on the inside of the current steering to be P 上坡4 ; the controller controls the output pressure of the electromagnetic valve of the front wheel on the inside of the current steering to be P 上坡5 ; When the vehicle speed v is not less than the preset value v1, the controller controls the output pressure of the electromagnetic valve of the front wheel and the rear wheel on the outside of the current steering to be P6, and sends a rollover warning to the instrument.

[0016] Further, Further comprising S5, the controller adjusts the output pressure of the related electromagnetic valve, and then proceeds to S2.

[0017] The third aspect of the present application provides a technical solution: a second control method applied to the brake adaptive control system of the first aspect, comprising: Step 1, the controller acquires the brake valve displacement sensor signal to determine whether the driver steps on the brake; Step 2, when it is detected that the brake is not stepped on, no processing is performed; when it is detected that the brake is stepped on, the controller 15 acquires the brake valve pressure sensor signal and calculates the expected pressure value of the current brake valve displacement, which is compared with the brake valve pressure at this time; Step 3, when the calculated expected pressure value of the brake valve is not equal to the detected current brake valve pressure value, the controller controls the output pressure of the brake valve to reach the expected pressure of the brake valve displacement, and sends an abnormal alarm of the brake system to the instrument; When the calculated expected pressure value of the brake valve is equal to the detected current brake valve pressure value, the next step is performed; Step 4, the controller acquires the wheel edge brake pressure sensor signal and compares the output pressure of the brake valve with the wheel edge brake pressure; Step 5, when the wheel edge brake pressure is equal to the output pressure of the brake valve, no processing is performed; when the wheel edge brake pressure is not equal to the output pressure of the brake valve, the controller adjusts the output pressure of the electromagnetic valve of the corresponding wheel edge brake to make the hydraulic pressure of each wheel edge brake equal to the output pressure of the brake valve.

[0018] Compared with the prior art, the present application has the following advantages: 1. The current working condition of the whole machine is perceived by using the feedback of multiple sensors, the controller analyzes the brake stability and the steering responsiveness weight in real time, the coordinated control of braking and steering is changed from "static rule" to "dynamic optimization decision", the opening of part of the proportional electromagnetic valve is adjusted dynamically, the pressure distribution is optimized, the differential braking is used to improve the steering response, and the adaptability under complex working conditions is improved. 2. The controller monitors the pressure distribution of each wheel brake, and each axle brake can realize independent and accurate pressure compensation by comparing the brake valve pressure.

[0019] Additional aspects and advantages of the present application will be partially given in the following description, partially will become obvious from the following description, or will be understood by the practice of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1 is a hydraulic schematic diagram of the brake adaptive control system of the embodiment of the present application; Figure 2 is a flowchart of the first control method of the embodiment of the present application; Figure 3Figure 2 is a second control method flow diagram of the embodiment of the present application.

[0021] In the drawings: 1, main pump; 2, liquid filling valve; 3, accumulator; 4, brake valve; 5, left front wheel brake; 6, left front wheel pressure sensor; 7, electromagnetic valve group; 8, right front wheel brake; 9, right front wheel pressure sensor; 10, instrument; 11, vehicle body inclination sensor; 12, steering wheel angle sensor; 13, brake valve displacement sensor; 14, transmission speed sensor; 15, controller; 16, right rear wheel brake; 17, right rear wheel pressure sensor; 18, left rear wheel pressure sensor; 19, left rear wheel brake; 20, brake valve pressure sensor. 7-1, left front wheel electromagnetic valve; 7-2, right front wheel electromagnetic valve; 7-3, left rear wheel electromagnetic valve; 7-4, right rear wheel electromagnetic valve; 7-5, left front wheel shuttle valve; 7-6, right front wheel shuttle valve; 7-7, left rear wheel shuttle valve; 7-8, right rear wheel shuttle valve. I, first oil circuit; II, second oil circuit; III, third oil circuit; IV, left front wheel oil circuit; V, right front wheel oil circuit; VI, left rear wheel oil circuit; VII, right rear wheel oil circuit. DETAILED DESCRIPTION

[0022] The present application will be further described in detail.

[0023] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments will be clearly and completely described below with reference to the drawings of the embodiments of the present application. The following embodiments are used to illustrate the present application, but are not used to limit the scope of the present application.

[0024] The present application provides a brake adaptive control system used on a wheel excavator, and a matching first control method and second control method.

[0025] In combination with Figure 1 As shown in the drawings, a brake adaptive control system mainly includes a main pump 1, a liquid filling valve 2, an accumulator 3, a brake valve 4, a left front wheel brake 5, a left front wheel pressure sensor 6, an electromagnetic valve group 7, a right front wheel brake 8, a right front wheel pressure sensor 9, an instrument 10, a vehicle body inclination sensor 11, a steering wheel angle sensor 12, a brake valve 4 displacement sensor, a transmission speed sensor 14, a controller 15, a right rear wheel brake 16, a right rear wheel pressure sensor 17, a left rear wheel pressure sensor 18, a left rear wheel brake 19, and a brake valve 4 pressure sensor.

[0026] The main pump 1 outlet is connected with the P inlet of the liquid filling valve 2 through the first oil circuit I, the A outlet of the liquid filling valve 2 is respectively connected with the P inlet of the accumulator 3, the brake valve 4 and the P2 inlet of the electromagnetic valve group 7, the A outlet of the brake valve 4 is connected with the P2 inlet of the electromagnetic valve group 7 and the brake valve 4 pressure sensor, the A1 outlet, the A2 outlet, the A3 outlet and the A4 outlet of the electromagnetic valve group 7 are respectively connected with the left front wheel brake 5, the right front wheel brake 8, the right rear wheel brake 16 and the right rear wheel brake 16, and are respectively connected with the left front wheel pressure sensor 6, the right front wheel pressure sensor 9, the right rear wheel pressure sensor 17 and the left rear wheel pressure sensor 18; The electromagnetic valve group 7 includes the left front wheel electromagnetic valve 7-1, the right front wheel electromagnetic valve 7-2, the left rear wheel electromagnetic valve 7-3, the right rear wheel electromagnetic valve 7-4, the left front wheel shuttle valve 7-5, the right front wheel shuttle valve 7-6, the left rear wheel shuttle valve 7-7 and the right rear wheel shuttle valve 7-8, the left end of the left front wheel electromagnetic valve 7-1 is connected with the P1 inlet through the left front wheel shuttle valve 7-5, the other end of the left front wheel electromagnetic valve 7-1 is connected with the P2 inlet, the upper end outlet of the left front wheel shuttle valve 7-5 is connected with the A1 outlet of the electromagnetic valve group 7, and the A1 outlet of the electromagnetic valve group 7 is connected with the left front wheel brake 5 through the left front wheel oil circuit IV.

[0027] The left front wheel electromagnetic valve 7-1 is a three-position three-way electromagnetic valve, and the left front wheel electromagnetic valve 7-1 includes a first working position (as shown in the upper position of the left front wheel electromagnetic valve 7-1), a stop position (as shown in the middle position of the left front wheel electromagnetic valve 7-1) and a second working position (as shown in the lower position of the left front wheel electromagnetic valve 7-1). Figure 1 The left front wheel electromagnetic valve 7-1 is a three-position three-way electromagnetic valve, and the left front wheel electromagnetic valve 7-1 includes a first working position (as shown in the upper position of the left front wheel electromagnetic valve 7-1), a stop position (as shown in the middle position of the left front wheel electromagnetic valve 7-1) and a second working position (as shown in the lower position of the left front wheel electromagnetic valve 7-1). Figure 1 The left front wheel electromagnetic valve 7-1 is a three-position three-way electromagnetic valve, and the left front wheel electromagnetic valve 7-1 includes a first working position (as shown in the upper position of the left front wheel electromagnetic valve 7-1), a stop position (as shown in the middle position of the left front wheel electromagnetic valve 7-1) and a second working position (as shown in the lower position of the left front wheel electromagnetic valve 7-1). The first through port (as shown on the left side of the left front wheel electromagnetic valve 7-1) is externally connected with the right side inlet of the left front wheel shuttle valve 7-5, the left side of the left front wheel shuttle valve 7-5 is connected with the P1 inlet of the electromagnetic valve group 7, the second through port (as shown on the right side upper end interface of the left front wheel electromagnetic valve 7-1) is externally connected with the P2 inlet of the electromagnetic valve group 7, and the third through port (as shown on the right side lower end interface of the left front wheel electromagnetic valve 7-1) is externally connected with the oil tank. Figure 1 The first through port (as shown on the left side of the left front wheel electromagnetic valve 7-1) is externally connected with the right side inlet of the left front wheel shuttle valve 7-5, the left side of the left front wheel shuttle valve 7-5 is connected with the P1 inlet of the electromagnetic valve group 7, the second through port (as shown on the right side upper end interface of the left front wheel electromagnetic valve 7-1) is externally connected with the P2 inlet of the electromagnetic valve group 7, and the third through port (as shown on the right side lower end interface of the left front wheel electromagnetic valve 7-1) is externally connected with the oil tank. Figure 1 The first through port (as shown on the left side of the left front wheel electromagnetic valve 7-1) is externally connected with the right side inlet of the left front wheel shuttle valve 7-5, the left side of the left front wheel shuttle valve 7-5 is connected with the P1 inlet of the electromagnetic valve group 7, the second through port (as shown on the right side upper end interface of the left front wheel electromagnetic valve 7-1) is externally connected with the P2 inlet of the electromagnetic valve group 7, and the third through port (as shown on the right side lower end interface of the left front wheel electromagnetic valve 7-1) is externally connected with the oil tank. Figure 1 The first through port (as shown on the left side of the left front wheel electromagnetic valve 7-1) is externally connected with the right side inlet of the left front wheel shuttle valve 7-5, the left side of the left front wheel shuttle valve 7-5 is connected with the P1 inlet of the electromagnetic valve group 7, the second through port (as shown on the right side upper end interface of the left front wheel electromagnetic valve 7-1) is externally connected with the P2 inlet of the electromagnetic valve group 7, and the third through port (as shown on the right side lower end interface of the left front wheel electromagnetic valve 7-1) is externally connected with the oil tank. The first through port (as shown on the left side of the left front wheel electromagnetic valve 7-1) is externally connected with the right side inlet of the left front wheel shuttle valve 7-5, the left side of the left front wheel shuttle valve 7-5 is connected with the P1 inlet of the electromagnetic valve group 7, the second through port (as shown on the right side upper end interface of the left front wheel electromagnetic valve 7-1) is externally connected with the P2 inlet of the electromagnetic valve group 7, and the third through port (as shown on the right side lower end interface of the left front wheel electromagnetic valve 7-1) is externally connected with the oil tank.

[0028] The right front wheel electromagnetic valve 7-2, the left rear wheel electromagnetic valve 7-3 and the right rear wheel electromagnetic valve 7-4 have the same structure and connection mode as the left front wheel electromagnetic valve 7-1.

[0029] The oil outlets of the right front wheel shuttle valve 7-6, the left rear wheel shuttle valve 7-7 and the right rear wheel shuttle valve 7-8 are communicated with the A2 oil outlet, the A3 oil outlet and the A4 oil outlet of the electromagnetic valve group 7 respectively, the A2 oil outlet of the electromagnetic valve group 7 is communicated with the right front wheel brake 8 through the right front wheel oil way V, the right front wheel oil way V is further connected with the right front wheel pressure sensor 9, the A3 oil outlet of the electromagnetic valve group 7 is communicated with the left rear wheel brake 19 through the left rear wheel oil way VI, the left rear wheel oil way VI is further connected with the left rear wheel pressure sensor 18, the A4 oil outlet of the electromagnetic valve group 7 is communicated with the right rear wheel brake 16 through the right rear wheel oil way VII, the right rear wheel oil way VII is further connected with the right rear wheel pressure sensor 17.

[0030] The controller 15 controls the opening and closing proportion of the left front wheel electromagnetic valve 7-1, the right front wheel electromagnetic valve 7-2, the left rear wheel electromagnetic valve 7-3 and the right rear wheel electromagnetic valve 7-4 of the electromagnetic valve group 7, the controller 15 receives the signals of the left front wheel pressure sensor 6, the right front wheel pressure sensor 9, the right rear wheel pressure sensor 17 and the left rear wheel pressure sensor 18, the controller 15 further receives the signals of the vehicle body inclination sensor 11, the steering wheel rotation angle sensor 12, the brake valve 4 displacement sensor and the transmission speed sensor 14, and outputs electric signals to the instrument 10 and the four proportional electromagnetic valves inside the electromagnetic valve group 7.

[0031] In combination Figure 2 The first control method includes the following steps as shown in the figure: S1, the controller 15 acquires the steering wheel rotation angle sensor 12 signal, calculates the angular velocity ω, and identifies the current steering direction; S2, when the absolute value of the angular velocity is not greater than the preset value ω1, the controller 15 identifies that the steering demand is not high at this time and does not process; when the angular velocity is greater than the preset value ω1, it is determined that this is an emergency steering condition; S3, in the emergency steering condition, the controller 15 acquires the transmission speed sensor 14 signal, and calculates the current driving speed v; S4, when the vehicle speed v is less than the preset value v1, the system determines that there is no rollover risk in the emergency steering at this time, and judges the current vehicle body posture according to the vehicle body inclination sensor 11, and the controller 15 adjusts the output pressure of the electromagnetic valve of the related brake according to the obtained data; When it is judged that the vehicle body posture is flat road driving, the controller 15 controls the output pressure of the electromagnetic valve of the front wheel and the rear wheel on the inside of the current steering to be P 平路1 ; When it is judged that the vehicle body posture is downhill driving, the controller 15 controls the output pressure of the electromagnetic valve of the rear wheel on the inside of the current steering to be P 下坡2 ; the controller 15 controls the output pressure of the electromagnetic valve of the front wheel on the inside of the current steering to be P 下坡3 ; When the vehicle body posture is determined to be uphill driving, the controller 15 controls the output pressure of the electromagnetic valve of the rear wheel on the inside of the current steering to be P 上坡4 ; the controller 15 controls the output pressure of the electromagnetic valve of the front wheel on the inside of the current steering to be P 上坡5 ; When the vehicle speed v is not less than a preset value v1, the controller 15 controls the output pressure of the electromagnetic valves of the front and rear wheels on the outside of the current steering to be P6, and sends a rollover warning to the instrument 10.

[0032] S5, the controller 15 adjusts the output pressure of the related electromagnetic valve, and then proceeds to the step S2.

[0033] In combination Figure 3 with FIG. 2, the second control method includes: Step 1, the controller 15 acquires the brake valve 4 displacement sensor signal to determine whether the driver steps on the brake; Step 2, when it is detected that the brake is not stepped on, no processing is performed; when it is detected that the brake is stepped on, the controller 15 acquires the brake valve 4 pressure sensor signal, and calculates the expected pressure value of the current brake valve 4 displacement, which is compared with the brake valve 4 pressure at this time; Step 3, when the calculated expected pressure value of the brake valve 4 is not equal to the detected current brake valve 4 pressure value, the controller 15 controls the output pressure of the brake valve 4 to reach the expected pressure of the brake valve 4 displacement, and sends a brake system abnormality warning to the instrument 10; When the calculated expected pressure value of the brake valve 4 is equal to the detected current brake valve 4 pressure value, the next step is performed; Step 4, the controller 15 acquires the wheel edge brake pressure sensor signal, and compares the output pressure of the brake valve 4 with the wheel edge brake pressure; Step 5, when the wheel edge brake pressure is equal to the output pressure of the brake valve 4, no processing is performed; when the wheel edge brake pressure is not equal to the output pressure of the brake valve 4, the controller 15 adjusts the output pressure of the electromagnetic valve of the corresponding wheel edge brake to make the hydraulic pressure of the wheel edge brake equal to the output pressure of the brake valve 4.

[0034] Although the embodiments of the present application have been shown and described, those skilled in the art can understand that various changes, modifications, replacements and variations can be made to the embodiments without departing from the principles and purposes of the present application, and the scope of the present application is defined by the claims and their equivalents.

Claims

1. A braking adaptive control system, characterized in that, The system includes an oil tank, a main pump (1), and a controller (15). The input end of the main pump (1) is connected to the oil tank. The output end of the main pump (1) is connected to a filling valve (2) and an accumulator (3) through a first oil circuit (Ⅰ). The outlet end of the filling valve (2) is also provided with a second oil circuit (Ⅱ) and a third oil circuit (Ⅲ). One end of the second oil circuit (Ⅱ) is connected to the first oil circuit (Ⅰ). The other end of the second oil circuit (Ⅱ) is connected to the P2 oil inlet of the solenoid valve group (7). One end of the third oil circuit (Ⅲ) is connected to the first oil circuit (Ⅰ). The other end of the third oil circuit (Ⅲ) is connected to a brake valve (4) and the P1 oil inlet of the solenoid valve group (7) in sequence. The solenoid valve group (7) is provided with four oil outlets that are respectively connected to the left front wheel brake (5), the right front wheel brake (8), the left rear wheel brake (19), and the right rear wheel brake (16). The third oil circuit (Ⅲ) is also connected to a brake valve (4) pressure sensor. The four oil outlets of the solenoid valve group (7) are also connected to a left front wheel pressure sensor (6), a right front wheel pressure sensor (9), a left rear wheel pressure sensor (18), and a right rear wheel pressure sensor (17), respectively. The controller (15) is electrically connected to the solenoid valve group (7), the brake valve (4) pressure sensor, the left front wheel pressure sensor (6), the right front wheel pressure sensor (9), the left rear wheel pressure sensor (18), and the right rear wheel pressure sensor (17). It also includes an instrument (10), a body tilt sensor (11), a steering wheel angle sensor (12), a brake valve (4) displacement sensor, and a gearbox speed sensor (14) electrically connected to a controller (15).

2. The adaptive braking control system according to claim 1, characterized in that: The solenoid valve assembly (7) includes a left front wheel solenoid valve (7-1). One end of the left front wheel solenoid valve (7-1) is connected to the P1 oil inlet through the left front wheel shuttle valve (7-5). The other end of the left front wheel solenoid valve (7-1) is connected to the P2 oil inlet. The upper oil outlet of the left front wheel shuttle valve (7-5) is connected to the A1 oil outlet of the solenoid valve assembly (7). The A1 oil outlet of the solenoid valve assembly (7) is connected to the left front wheel brake (5) through the left front wheel oil circuit (Ⅳ). The left front wheel oil circuit (Ⅳ) is also connected to a left front wheel pressure sensor (6).

3. The adaptive braking control system according to claim 2, characterized in that: The left front wheel solenoid valve (7-1) is a multi-position three-way solenoid valve, and the pilot end of the left front wheel solenoid valve (7-1) is electrically connected to the controller (15). The left front wheel solenoid valve (7-1) includes a first working position, a stop position, and a second working position; The first port is connected to the oil inlet on one side of the left front wheel shuttle valve (7-5), the other side of the left front wheel shuttle valve (7-5) is connected to the P1 oil inlet of the solenoid valve group (7), the second port is connected to the P2 oil inlet of the solenoid valve group (7), and the third port is connected to the oil tank. The first port and the third port of the first working position are internally connected, and the first port and the second port of the second working position are internally connected.

4. The adaptive braking control system according to claim 3, characterized in that: The solenoid valve group (7) also includes a right front wheel solenoid valve (7-2), a left rear wheel solenoid valve (7-3), and a right rear wheel solenoid valve (7-4). The right front wheel solenoid valve (7-2), the left rear wheel solenoid valve (7-3), and the right rear wheel solenoid valve (7-4) have the same structure and connection method as the left front wheel solenoid valve (7-1). The solenoid valve assembly (7) further includes a right front wheel shuttle valve (7-6), a left rear wheel shuttle valve (7-7), and a right rear wheel shuttle valve (7-8). The oil outlets of the right front wheel shuttle valve (7-6), the left rear wheel shuttle valve (7-7), and the right rear wheel shuttle valve (7-8) are respectively connected to the A2, A3, and A4 oil outlets of the solenoid valve assembly (7). The A2 oil outlet of the solenoid valve assembly (7) is connected to the right front wheel brake (8) through the right front wheel oil circuit (V). A right front wheel pressure sensor (9) is also connected to the wheel oil circuit (V). The A3 oil outlet of the solenoid valve group (7) is connected to the left rear wheel brake (19) through the left rear wheel oil circuit (VI). A left rear wheel pressure sensor (18) is also connected to the left rear wheel oil circuit (VI). The A4 oil outlet of the solenoid valve group (7) is connected to the right rear wheel brake (16) through the right rear wheel oil circuit (VII). A right rear wheel pressure sensor (17) is also connected to the right rear wheel oil circuit (VII).

5. The adaptive braking control system according to claim 4, characterized in that: The left front wheel solenoid valve (7-1), right front wheel solenoid valve (7-2), left rear wheel solenoid valve (7-3), and right rear wheel solenoid valve (7-4) are all proportional solenoid valves.

6. The adaptive braking control system according to claim 1, characterized in that: The brake valve (4) is a proportional solenoid valve, and the pilot end of the brake valve (4) is electrically connected to the controller (15).

7. A first control method, characterized in that, The braking adaptive control system applied to any one of claims 1-6 comprises: S1. The controller (15) acquires the signal from the steering wheel angle sensor (12), calculates the angular velocity ω, and identifies the current steering direction; S2. When the absolute value of the angular velocity is not greater than the preset value ω1, the controller (15) recognizes that the steering demand is not high and does not process it; when the angular velocity is greater than the preset value ω1, it is determined that it is a sharp steering condition. S3. Under the condition of sharp turn, the controller (15) obtains the signal from the gearbox speed sensor (14) and calculates the current driving speed v; S4. When the vehicle speed v is less than the preset value v1, the system determines that there is no risk of rollover when making a sharp turn. Based on the vehicle tilt angle sensor (11), the system determines the current vehicle posture. The controller (15) adjusts the output pressure of the solenoid valve of the relevant brake in combination with the obtained data. When the vehicle speed v is not less than the preset value v1, the controller (15) adjusts the output pressure of the solenoid valve of the relevant brake and sends a rollover warning to the instrument (10).

8. The first control method according to claim 7, characterized in that: S4. When the vehicle speed v is less than the preset value v1, the system determines that there is no risk of rollover when making a sharp turn. Based on the vehicle tilt angle sensor (11), the system determines the current vehicle posture. The controller (15) adjusts the output pressure of the solenoid valve of the relevant brake in combination with the obtained data. When the vehicle's posture is determined to be driving on a flat road, the controller (15) controls the output pressure of the solenoid valves of the currently steering inner front wheel and rear wheel to be P. 平路1 ; When the vehicle's posture is determined to be downhill, the controller (15) controls the output pressure of the solenoid valve of the rear wheel currently steerable to the inside to be P. 下坡2 The controller (15) controls the output pressure of the solenoid valve of the currently steered inner front wheel to be P. 下坡3 ; When the vehicle's posture is determined to be uphill, the controller (15) controls the output pressure of the solenoid valve of the rear wheel currently steerable to the inside to be P. 上坡4 The controller (15) controls the output pressure of the solenoid valve of the currently steered inner front wheel to be P. 上坡5 ; When the vehicle speed v is not less than the preset value v1, the controller (15) controls the output pressure of the solenoid valves of the front and rear wheels of the vehicle currently turning outward to P6, and sends a rollover warning to the instrument (10).

9. The first control method according to claim 7, characterized in that: It also includes step S5, where the controller (15) adjusts the output pressure of the relevant solenoid valve before proceeding to step S2.

10. A second control method, characterized in that: The braking adaptive control system applied to any one of claims 1-5 comprises: Step 1: The controller (15) acquires the displacement sensor signal of the brake valve (4) and determines whether the driver has stepped on the brake. Step 2: No action is taken when the brake is not pressed; when the brake is pressed, the controller (15) 15 acquires the pressure sensor signal of the brake valve (4) and calculates the expected pressure value of the current displacement of the brake valve (4), and compares it with the pressure of the brake valve (4) at this time. Step 3: When the calculated expected pressure value of the brake valve (4) is not equal to the detected current pressure value of the brake valve (4), the controller (15) controls the output pressure of the brake valve (4) to reach the expected pressure of the brake valve (4) displacement, and sends a brake system abnormality alarm to the instrument (10). When the calculated expected pressure value of the brake valve (4) is equal to the detected current pressure value of the brake valve (4), proceed to the next step; Step 4: The controller (15) acquires the brake pressure sensor signals of each wheel side and compares the output pressure of the brake valve (4) with the brake pressure of each wheel side. Step 5: When the braking pressure of each wheel side is equal to the output pressure of the brake valve (4), no action is taken; when the braking pressure of each wheel side is not equal to the output pressure of the brake valve (4), the controller (15) adjusts the output pressure of the solenoid valve of the corresponding wheel side brake so that the hydraulic pressure of each wheel side brake is equal to the output pressure of the brake valve (4).

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