Brake adaptive control system and control method

Abstract

The application discloses a brake self-adaptive control system and a control method, and belongs to the technical field of engineering machinery. A main pump oil outlet is connected with a liquid filling valve oil inlet. A liquid filling valve oil outlet A is connected with an energy accumulator, a brake valve oil inlet P and an electromagnetic valve group oil inlet P2. A brake valve oil outlet A is connected with the electromagnetic valve group oil inlet P2 and a brake valve pressure sensor. Electromagnetic valve group oil outlets A1, A2, A3 and A4 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. The electromagnetic valve group oil outlets A1, A2, A3 and A4 are also 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. A controller receives signals of a vehicle body inclination sensor, a steering wheel rotation angle sensor, a brake valve displacement sensor and a gearbox rotation speed sensor, and outputs electric currents to a meter and four proportional electromagnetic valves in the electromagnetic valve group. The application has the advantages of improving steering response and steering safety.

Description

Technical Field

[0001] This invention relates to the field of engineering machinery technology, specifically to a braking adaptive control system and control method applied to wheeled excavators. Background Technology

[0002] Because wheeled excavators have a large load during operation and are often in a braking state, the load on their wheel-side brakes is also greater than that of conventional vehicles, requiring optimized control of their brakes.

[0003] Chinese patent application CN118254876A discloses an auxiliary braking and power steering control method, which mentions applying braking force control to all or part of the wheels on one side of the vehicle, creating a speed difference between the left and right wheels, generating a yaw torque on the vehicle, and providing power steering assistance to the driver's steering operations. This technology does not dynamically adjust the execution logic for different operating conditions.

[0004] Chinese patent CN114715100B discloses a compensation control method for vehicle hydraulic braking. It proposes that after the vehicle's braking system enters a faded state, the current vehicle speed is obtained. If the current speed exceeds a set speed threshold, hydraulic brake fade compensation is performed. However, this technology cannot provide independent compensation for a single point and requires the vehicle speed to exceed the set value, resulting in poor timeliness and accuracy. Summary of the Invention

[0005] The present invention aims to solve the technical problems mentioned in the background section above, optimize braking and steering coordination, and improve safety. The first aspect is to provide a braking adaptive control system, which facilitates braking optimization through a controller and improves safety.

[0006] The second aspect provides a first control method that optimizes pressure distribution during steering and improves steering response by utilizing differential braking.

[0007] The third aspect provides a second control method to perform real-time, independent, and precise pressure compensation for the brake, thereby improving safety.

[0008] According to the above-mentioned objective of the present invention, the technical solution provided by the first aspect of the present invention is as follows: a braking adaptive control system, including an oil tank, a main pump and a controller, wherein the input end of the main pump is connected to the oil tank, the output end of the main pump is connected to a filling valve and an accumulator through a first oil circuit, the outlet end of the filling valve is also provided with a second oil circuit and a third oil circuit, one end of the second oil circuit is connected to the first oil circuit, the other end of the second oil circuit is connected to the P2 oil inlet of the solenoid valve group, one end of the third oil circuit is connected to the first oil circuit, the other end of the third oil circuit is sequentially connected to a brake valve and the P1 oil inlet of the solenoid valve group, the solenoid valve group is provided with four oil outlets respectively connected to the left front wheel brake, the right front wheel brake, the left rear wheel brake and the right rear wheel brake; The third oil circuit is also connected to a brake valve pressure sensor. The four oil outlets of the solenoid valve group are also connected to 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, respectively. The controller is electrically connected to the solenoid 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. It also includes an instrument panel, a body tilt sensor, a steering wheel angle sensor, a brake valve displacement sensor, and a transmission speed sensor that are electrically connected to the controller.

[0009] In some embodiments, the solenoid valve assembly includes a left front wheel solenoid valve. One end of the left front wheel solenoid valve is connected to the P1 oil inlet through a left front wheel shuttle valve, and the other end of the left front wheel solenoid valve is connected to the P2 oil inlet. The upper oil outlet of the left front wheel shuttle valve is connected to the A1 oil outlet of the solenoid valve assembly. The A1 oil outlet of the solenoid valve assembly is connected to the left front wheel brake through the left front wheel oil circuit. A left front wheel pressure sensor is also connected to the left front wheel oil circuit.

[0010] In some embodiments, the left front wheel solenoid valve is a multi-position three-way solenoid valve, and the pilot terminal of the left front wheel solenoid valve is electrically connected to the controller. The left front wheel solenoid valve 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, and the other side of the left front wheel shuttle valve is connected to the P1 oil inlet of the solenoid valve group. The second port is connected to the P2 oil inlet of the solenoid valve group. 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.

[0011] In some embodiments, the solenoid valve assembly further includes a right front wheel solenoid valve, a left rear wheel solenoid valve, and a right rear wheel solenoid valve, wherein the right front wheel solenoid valve, the left rear wheel solenoid valve, and the right rear wheel solenoid valve have the same structure and connection method as the left front wheel solenoid valve. The solenoid valve assembly also includes 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 connected to the A2 oil outlet, A3 oil outlet, and A4 oil outlet of the solenoid valve assembly. The A2 oil outlet of the solenoid valve assembly is connected to the right front wheel brake through the right front wheel oil circuit, and a right front wheel pressure sensor is also connected to the right front wheel oil circuit. The A3 oil outlet of the solenoid valve assembly is connected to the left rear wheel brake through the left rear wheel oil circuit, and a left rear wheel pressure sensor is also connected to the left rear wheel oil circuit. The A4 oil outlet of the solenoid valve assembly is connected to the right rear wheel brake through the right rear wheel oil circuit, and a right rear wheel pressure sensor is also connected to the right rear wheel oil circuit.

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

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

[0014] The second aspect of the present invention provides a technical solution as follows: a first control method, applied to the braking 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 the preset value ω1, the controller recognizes that the steering demand is not high and does not take any action; when the angular velocity is greater than the preset value ω1, it is determined that this is a sharp steering condition. S3. Under sharp turning conditions, the controller obtains the signal from the transmission speed sensor and calculates the current vehicle 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, the system determines the current vehicle posture and the controller adjusts the output pressure of the solenoid valve of the relevant brake based on the obtained data. When the vehicle speed v is not less than the preset value v1, the controller adjusts the output pressure of the solenoid valve of the relevant brake and sends a rollover warning to the instrument panel.

[0015] Furthermore, 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, the system determines the current vehicle posture and the controller adjusts the output pressure of the solenoid valve of the relevant brake based on the obtained data. When the vehicle's posture is determined to be level road driving, the controller controls the output pressure P of the solenoid valves of the currently steered front and rear wheels. 平路1 ; When the vehicle's posture is determined to be downhill, the controller controls the output pressure P of the solenoid valve controlling the rear wheel currently steered in the inside direction. 下坡2 The solenoid valve controlling the current steering of the inside front wheel outputs pressure P. 下坡3 ; When the vehicle's posture is determined to be uphill, the controller controls the output pressure of the solenoid valve controlling the rear wheel currently steered to the inside to be P. 上坡4 The solenoid valve controlling the current steering of the inside front wheel outputs pressure 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 solenoid valves of the front and rear wheels that are currently turning outward to P6, and sends a rollover warning to the instrument panel.

[0016] Furthermore, It also includes step S5, where the controller adjusts the output pressure of the relevant solenoid valves before proceeding to step S2.

[0017] The technical solution provided in the third aspect of the present invention is: a second control method, applied to the braking adaptive control system provided in the first aspect, comprising: Step 1: The controller acquires the signal from the brake valve displacement sensor to determine whether the driver has pressed the brake pedal. Step 2: No action is taken when the brake is not pressed; when the brake is pressed, the controller 15 acquires the brake valve pressure sensor signal, calculates the expected pressure value of the current brake valve displacement, and compares it 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 a brake system abnormality alarm to the instrument. When the calculated expected pressure value of the brake valve is equal to the detected current pressure value of the brake valve, proceed to the next step; Step 4: The controller acquires the signals from the brake pressure sensors at each wheel and compares the output pressure of the brake valve with the brake pressure at each wheel. Step 5: When the braking pressure of each wheel is equal to the output pressure of the brake valve, no action is taken; when the braking pressure of each wheel is not equal to the output pressure of the brake valve, the controller adjusts the output pressure of the solenoid valve of the corresponding wheel brake so that the hydraulic pressure of each wheel brake is equal to the output pressure of the brake valve.

[0018] The advantages of this invention compared to existing technologies are as follows: 1. By utilizing feedback from multiple sensors to perceive the current operating condition of the entire machine, the controller analyzes the weights of braking stability and steering responsiveness in real time, transforming the coordinated control of braking and steering from "static rules" to "dynamic optimization decisions." It dynamically adjusts the opening of some proportional solenoid valves, optimizes pressure distribution, and utilizes differential braking to improve steering response, thereby enhancing adaptability under complex operating conditions. 2. The controller performs distributed monitoring of the brake pressure of each wheel. By comparing the brake valve pressure, independent and precise pressure compensation can be achieved for each axle brake.

[0019] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0020] Figure 1 This is a hydraulic schematic diagram of the braking adaptive control system according to an embodiment of the present invention; Figure 2 This is a schematic flowchart of the first control method according to an embodiment of the present invention; Figure 3 This is a schematic flowchart of the second control method according to an embodiment of the present invention.

[0021] In the attached diagram: 1. Main pump; 2. Filling valve; 3. Accumulator; 4. Brake valve; 5. Left front wheel brake; 6. Left front wheel pressure sensor; 7. Solenoid valve assembly; 8. Right front wheel brake; 9. Right front wheel pressure sensor; 10. Instrument panel; 11. Vehicle tilt 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 solenoid valve; 7-2. Right front wheel solenoid valve; 7-3. Left rear wheel solenoid valve; 7-4. Right rear wheel solenoid 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 Implementation

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

[0023] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments will be clearly and completely described below with reference to the accompanying drawings. The following embodiments are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0024] This embodiment provides a braking adaptive control system used on a wheeled excavator, along with a first control method and a second control method.

[0025] Combination Figure 1 As shown, a braking adaptive control system mainly includes a master pump 1, a filling valve 2, an accumulator 3, a brake valve 4, a left front wheel brake 5, a left front wheel pressure sensor 6, a solenoid valve group 7, a right front wheel brake 8, a right front wheel pressure sensor 9, an instrument panel 10, a vehicle tilt sensor 11, a steering wheel angle sensor 12, a brake valve displacement sensor 13, 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 pressure sensor 20.

[0026] The oil outlet of the main pump 1 is connected to the P inlet of the filling valve 2 through the first oil circuit I. The A outlet of the filling valve 2 is connected to the accumulator 3, the P inlet of the brake valve 4 and the P2 inlet of the solenoid valve group 7 respectively. The A outlet of the brake valve 4 is connected to the P2 inlet of the solenoid valve group 7 and the brake valve pressure sensor 20. The A1, A2, A3 and A4 outlets of the solenoid valve group 7 are connected to 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 respectively, and are also connected to 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 respectively. The solenoid valve assembly 7 includes a left front wheel solenoid valve 7-1, a right front wheel solenoid valve 7-2, a left rear wheel solenoid valve 7-3, a right rear wheel solenoid valve 7-4, a left front wheel shuttle valve 7-5, 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 left 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, and 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.

[0027] The left front wheel solenoid valve 7-1 is a three-position three-way solenoid valve. The left front wheel solenoid valve 7-1 includes a first working position ( Figure 1 The left front wheel solenoid valve 7-1 is shown in the upper position, stop position, and second working position. Figure 1 (The lower position of the left front wheel solenoid valve 7-1 shown). First entrance ( Figure 1 The left side of the left front wheel solenoid valve 7-1 (shown) is externally connected to the right oil inlet of the left front wheel shuttle valve 7-5, and the left side of the left front wheel shuttle valve 7-5 is connected to the P1 oil inlet of the solenoid valve assembly 7. The second port ( Figure 1 The upper right port of the left front wheel solenoid valve 7-1 shown is externally connected to the P2 oil inlet of the solenoid valve assembly 7, and the third port ( Figure 1 The lower right end interface of the left front wheel solenoid valve 7-1 shown is externally 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.

[0028] 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.

[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 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. The right front wheel oil circuit V is also connected to the right front wheel pressure sensor 9. The A3 oil outlet of the solenoid valve assembly 7 is connected to the left rear wheel brake 19 through the left rear wheel oil circuit VI. The left rear wheel oil circuit VI is also connected to the left rear wheel pressure sensor 18. The A4 oil outlet of the solenoid valve assembly 7 is connected to the right rear wheel brake 16 through the right rear wheel oil circuit VII. The right rear wheel oil circuit VII is also connected to the right rear wheel pressure sensor 17.

[0030] The controller 15 controls the on / off ratio of 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 in the solenoid valve group 7. The controller 15 receives signals from the left front wheel pressure sensor 6, right front wheel pressure sensor 9, right rear wheel pressure sensor 17, and left rear wheel pressure sensor 18. The controller 15 also receives signals from the vehicle tilt angle sensor 11, steering wheel angle sensor 12, brake valve displacement sensor 13, and transmission speed sensor 14, and outputs electrical signals to the instrument 10 and the four proportional solenoid valves inside the solenoid valve group 7.

[0031] Combination Figure 2 As shown, the first control method includes the following steps: 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 take any action; when the angular velocity is greater than the preset value ω1, it is determined that this is a sharp steering condition. S3. Under the condition of sharp turning, the controller 15 obtains the signal from the transmission speed sensor 14 and calculates the current vehicle 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, and 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 level road driving, controller 15 controls the output pressure of the solenoid valves of the currently steered front and rear wheels to be P. 平路1 ; When the vehicle's posture is determined to be downhill, controller 15 controls the output pressure of the solenoid valve of the rear wheel currently steered in the inside direction to P. 下坡2 The solenoid valve of 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, controller 15 controls the output pressure of the solenoid valve of the rear wheel currently steered to the inside to be P. 上坡4 The solenoid valve of 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 that are currently turning outward to P6, and sends a rollover warning to the instrument 10.

[0032] S5. After the controller 15 adjusts the output pressure of the relevant solenoid valve, proceed to step S2.

[0033] Combination Figure 3 As shown, the second control method includes: Step 1: The controller 15 acquires the signal from the brake valve displacement sensor 13 and determines whether the driver has pressed the brake. Step 2: No action is taken when the brake is not pressed; when the brake is pressed, the controller 15 acquires the signal from the brake valve pressure sensor 20, calculates the expected pressure value of the current brake valve 4 displacement, and compares it with the current brake valve 4 pressure. Step 3: When the calculated expected pressure value of brake valve 4 is not equal to the detected current pressure value of brake valve 4, controller 15 controls brake valve 4 to output pressure to reach the expected pressure of brake valve 4 displacement, and sends a brake system abnormality alarm to instrument 10. When the calculated expected pressure value of brake valve 4 is equal to the detected current pressure value of 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 brake valve 4, no action is taken; when the braking pressure of each wheel side is not equal to the output pressure of brake valve 4, 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 brake valve 4.

[0034] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which 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 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 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 displacement sensor and a gearbox speed sensor (14) which are electrically connected to the controller (15); 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). 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; 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).

2. The adaptive braking control system according to claim 1, 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.

3. 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).

4. A control method, characterized in that, The braking adaptive control system applied to any one of claims 1-3 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).

5. The control method according to claim 4, 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).

6. The control method according to claim 4, 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.

7. A control method, characterized in that: The braking adaptive control system applied to any one of claims 1-3 comprises: Step 1: The controller (15) acquires the displacement sensor signal of the brake valve (4) and determines whether the driver has pressed the brake. Step 2: No action is taken when the brake is not pressed; when the brake is pressed, the controller (15) acquires the brake valve pressure sensor signal and calculates the expected pressure value of the current brake valve (4) displacement, and compares it 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 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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