Automobile brake mechanical control anti-lock braking system and emergency braking method
By using a purely mechanical link for braking energy sensing, dual-threshold self-adaptation, and dynamic pressure balancing modules, the problem of easy failure of automotive anti-lock braking systems in extreme environments has been solved, achieving widespread adaptability and low-cost improvement in braking safety.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- NANTONG INST OF TECH
- Filing Date
- 2026-03-04
- Publication Date
- 2026-04-10
AI Technical Summary
Existing automotive anti-lock braking systems are prone to failure in extreme environments, have narrow adaptability, high cost, are incompatible with the regenerative braking systems of new energy vehicles, and traditional mechanical devices cannot dynamically adapt to braking intensity.
The braking energy sensing module, dual threshold self-adaptation module and pressure dynamic balance module are linked through a purely mechanical link to form an anti-lock braking control link without electronic signal transmission and control, thereby realizing braking energy sensing, threshold self-adaptation and pressure dynamic balance.
It exhibits high stability in extreme environments, has a wide range of compatibility, reduces modification costs for vehicle manufacturers, offers controllable response speed, is compatible with new energy vehicles, reduces maintenance costs, and improves braking safety and stability.
Smart Images
Figure CN121822401A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The application relates to the field of automobile braking, in particular to an automobile braking mechanical control anti-lock braking system and an emergency braking method. BACKGROUND
[0002] An automobile braking system is a core component for ensuring the safety of vehicle driving, and an anti-lock braking function can avoid vehicle loss of control caused by wheel lock during braking, and has become a necessary safety configuration for automobiles. Current mainstream anti-lock braking technologies are divided into an electronic control anti-lock braking system and a traditional mechanical anti-lock braking device, and both have significant technical defects. The mainstream electronic control anti-lock braking system relies on an electronic control unit, a wheel speed sensor, a hydraulic pressure regulating module and a complex circuit, and although the control precision is high, electronic elements are prone to signal distortion and element aging failure in high-temperature, low-temperature, humid or strong electromagnetic interference environments, and the development and manufacturing costs are high, and different vehicle models need to be redeveloped to adapt to the scheme, increasing the cost of vehicle manufacturers. The traditional mechanical anti-lock braking device mostly adopts a fixed threshold rigid structure, has no dynamic adaptation capability, cannot switch control logic according to braking intensity, is prone to problems of insufficient braking efficiency or excessive anti-lock braking, has a narrow adaptation range, and can only be used for specific low-speed vehicle models. In addition, after the rise of new energy vehicles, the traditional anti-lock braking system needs to be complexly electronically adapted to a braking energy recovery system, and has poor compatibility, and special vehicles have very high reliability requirements in extreme environments, and the existing technology is difficult to meet the requirements, so there is an urgent need for a stable and reliable, widely adaptable and cost-controllable anti-lock braking technical scheme. SUMMARY
[0003] The technical problem to be solved by the application is to overcome the defects of the above-mentioned technologies, and to provide an automobile braking mechanical control anti-lock braking system and an emergency braking method.
[0004] To solve the above-mentioned technical problems, the technical scheme provided by the application is an automobile braking mechanical control anti-lock braking system and an emergency braking method: the automobile braking mechanical control anti-lock braking system comprises a braking energy sensing module, a double-threshold self-adapting module and a pressure dynamic balancing module, the braking energy sensing module, the double-threshold self-adapting module and the pressure dynamic balancing module are sequentially linked through a pure mechanical link to form an anti-lock braking control link without electronic signal transmission and control; the braking energy sensing module is used for converting the kinetic energy change of a wheel during braking into a mechanical signal, the double-threshold self-adapting module is used for automatically switching a normal braking threshold and an emergency braking threshold according to braking input intensity, and the pressure dynamic balancing module is used for realizing release, recovery and rebalancing of braking pressure based on mechanical feedback closed loop.
[0005] As an improvement, the braking energy sensing module is provided with an energy buffering-amplifying mechanism, the energy buffering-amplifying mechanism is used for capturing the mechanical change difference of a wheel from normal deceleration to near lock, and realizing early warning of the risk of wheel lock.
[0006] As an improvement, the dual-threshold self-adapting module presets a regular braking threshold and an emergency braking threshold, when the braking input intensity is in a regular range, the dual-threshold self-adapting module adopts the regular braking threshold and prioritizes braking efficiency; when the braking input intensity exceeds the emergency braking threshold, the dual-threshold self-adapting module down-regulates the lock-up early-warning threshold and increases the pressure regulation response rate through mechanical linkage, prioritizing braking stability.
[0007] As an improvement, the regulation frequency of the pressure dynamic balance module is controlled by the inherent characteristics of the mechanical structure, and the regulation frequency range is 12-18 times per second.
[0008] The emergency braking method of the automobile braking mechanical control anti-lock braking system comprises the following steps: step one, scene recognition and threshold switching: the driver steps on the brake pedal, the braking input intensity is transmitted to the dual-threshold self-adapting module through the braking link, when the braking input intensity exceeds the emergency braking threshold, the dual-threshold self-adapting module automatically recognizes the emergency braking scene and completes threshold switching and pressure regulation acceleration mechanism activation; step two, lock-up risk early-warning and pressure pre-regulation: the wheel speed decreases under the action of braking, the braking energy perception module captures the mechanical signal close to lock-up and triggers the lock-up early-warning, and simultaneously starts pressure pre-regulation; step three, dynamic pressure balance regulation: when the wheel speed approaches the lock-up critical value, the pressure dynamic balance module starts cyclic regulation until the vehicle speed decreases to a safe range; step four, braking release and system reset: the driver releases the brake pedal, the braking input intensity disappears, and each module is reset to the initial state through the mechanical structure.
[0009] 6. The emergency braking method according to claim 5, characterized in that:
[0010] The threshold switching in step one is specifically: the dual-threshold self-adapting module down-regulates the lock-up early-warning threshold from the regular braking threshold to the emergency braking threshold through mechanical linkage, and the pressure regulation acceleration mechanism shortens the response time of the pressure dynamic balance module after being activated.
[0011] As an improvement, the pressure pre-regulation in step two is specifically: the pressure dynamic balance module releases a small amount of braking pressure, delays the wheel deceleration rate, and reserves space for subsequent dynamic balance regulation.
[0012] As an improvement, the dynamic pressure balance regulation in step three specifically comprises: the pressure dynamic balance module releases braking pressure through the mechanical feedback link to make the wheel speed rise, when the wheel speed rises to a safe threshold, the mechanical signal reversely triggers the pressure recovery mechanism, the braking pressure gradually rises to make the wheel decelerate again, and the above process is cyclically performed.
[0013] As an improvement, the system reset in step four is specifically: the double threshold self-adapting module restores to the normal braking threshold, the pressure dynamic balance module returns to the standby position, and the braking energy sensing module restores to the initial sensing state, and the whole reset process does not need additional operation.
[0014] As an improvement, the automobile braking mechanical control anti-lock braking system does not need to change the core layout of the original braking system of the automobile, and can be directly adapted to the braking architecture of fuel vehicles, new energy vehicles and special vehicles.
[0015] Compared with the prior art, the automobile braking mechanical control anti-lock braking system and the emergency braking method have the advantages that: the automobile braking mechanical control anti-lock braking system and the emergency braking method adopt a pure mechanical control link, the core of which is composed of a braking energy sensing module, a double threshold self-adapting module and a pressure dynamic balance module, and electronic elements are abandoned, the stability in extreme environment is far higher than that of a traditional electric control anti-lock braking system, and the system is suitable for various complex working conditions. The adaptation range is extremely wide, the core layout of the original braking system of the automobile does not need to be changed, and the system can be adapted to family fuel cars, new energy commercial vehicles and special off-road vehicles by adjusting key parameters, so that the modification cost and the research and development period of the vehicle manufacturer are greatly reduced. The double threshold self-adapting module realizes accurate adaptation of the braking scene, the braking energy sensing module and the pressure dynamic balance module work cooperatively, the braking efficiency and stability are balanced, the braking distance is shortened, and the risk of rollover is reduced. The system structure is simple, the core is a mature mechanical part, the production and maintenance cost is low, the annual maintenance cost is reduced by more than 80% compared with the traditional electric control system, and the whole life cycle can reach the service life of the vehicle. The pure mechanical link has no electronic signal delay, the response speed is stable and controllable, can seamlessly adapt to the braking energy recovery logic of new energy vehicles, and expands the technical application scene. BRIEF DESCRIPTION OF DRAWINGS
[0016] Figure 1 is the system overall architecture diagram of the automobile braking mechanical control anti-lock braking system and the emergency braking method.
[0017] Figure 2 is the module function schematic diagram of the automobile braking mechanical control anti-lock braking system and the emergency braking method.
[0018] Figure 3 is the control link flow chart of the automobile braking mechanical control anti-lock braking system and the emergency braking method.
[0019] Figure 4 is the system characteristic diagram of the automobile braking mechanical control anti-lock braking system and the emergency braking method.
[0020] Figure 5 is the emergency braking method overall flow chart of the automobile braking mechanical control anti-lock braking system and the emergency braking method.
[0021] Figure 6This is a detailed flowchart of step one of the steps of the automotive braking mechanical control anti-lock braking system and emergency braking method of the present invention.
[0022] Figure 7 This is a detailed flowchart of step two of the automotive braking mechanical control anti-lock braking system and emergency braking method of the present invention.
[0023] Figure 8 This is a detailed flowchart of step three of the automotive braking mechanical control anti-lock braking system and emergency braking method of the present invention.
[0024] Figure 9 This is a detailed flowchart of step four of the automotive braking mechanical control anti-lock braking system and emergency braking method of the present invention. Detailed Implementation
[0025] To facilitate understanding of this application, a more complete description will be provided below with reference to the accompanying drawings, which illustrate embodiments of the present application. However, the present application can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this application will be more thorough and complete.
[0026] Referring to the attached diagram, the automotive braking mechanical control anti-lock braking system and emergency braking method include a braking energy sensing module, a dual-threshold self-adaptive module, and a pressure dynamic balance module. These modules are sequentially linked via a purely mechanical link to form an anti-lock control link without electronic signal transmission or control. The braking energy sensing module converts the kinetic energy changes during wheel braking into mechanical signals. The dual-threshold self-adaptive module automatically switches between the conventional braking threshold and the emergency braking threshold based on the braking input intensity. The pressure dynamic balance module releases, restores, and rebalances the braking pressure based on a mechanical feedback closed loop.
[0027] The braking energy sensing module is equipped with an energy buffer-amplification mechanism, which is used to capture the difference in mechanical changes of the wheel from normal deceleration to near lock-up, so as to realize early warning of the risk of wheel lock-up.
[0028] The dual-threshold self-adaptive module presets a normal braking threshold and an emergency braking threshold. When the braking input intensity is within the normal range, the dual-threshold self-adaptive module adopts the normal braking threshold and prioritizes braking efficiency. When the braking input intensity exceeds the emergency braking threshold, the dual-threshold self-adaptive module lowers the lock-up warning threshold and increases the pressure regulation response rate through mechanical linkage, prioritizing braking stability.
[0029] The adjustment frequency of the pressure dynamic balance module is controlled by the inherent characteristics of the mechanical structure, and the adjustment frequency range is 12-18 times / second.
[0030] The emergency braking method of an automotive braking mechanical control anti-lock braking system includes the following steps: Step 1, Scene Recognition and Threshold Switching: When the driver depresses the brake pedal, the braking input intensity is transmitted to the dual-threshold self-adaptive module through the braking link. When the braking input intensity exceeds the emergency braking threshold, the dual-threshold self-adaptive module automatically recognizes it as an emergency braking scenario and completes threshold switching and activation of the pressure regulation acceleration mechanism; Step 2, Lock-up Risk Warning and Pressure Pre-adjustment: Under braking, the wheel speed decreases, the braking energy sensing module captures the mechanical signal approaching lock-up and triggers a lock-up warning, while simultaneously initiating pressure pre-adjustment; Step 3, Dynamic Pressure Balance Adjustment: When the wheel speed approaches the lock-up critical value, the dynamic pressure balance module initiates cyclic adjustment until the vehicle speed drops to a safe range; Step 4, Brake Release and System Reset: When the driver releases the brake pedal, the braking input intensity disappears, and each module self-resets to its initial state through mechanical structure.
[0031] 6. The emergency braking method according to claim 5, characterized in that:
[0032] The threshold switching in step one specifically involves the dual-threshold self-adaptation module lowering the lock-up warning threshold from the normal braking threshold to the emergency braking threshold through mechanical linkage. After the pressure regulation acceleration mechanism is activated, the response time of the pressure dynamic balance module is shortened.
[0033] The pressure pre-adjustment mentioned in step two specifically involves the pressure dynamic balance module releasing a small amount of braking pressure to slow down the wheel deceleration rate, thus reserving space for subsequent dynamic balance adjustment.
[0034] The dynamic pressure balance adjustment described in step three specifically includes: the dynamic pressure balance module releases braking pressure through the mechanical feedback link to increase the wheel speed. When the wheel speed increases to a safe threshold, the mechanical signal triggers the pressure recovery mechanism in the opposite direction, and the braking pressure gradually increases to decelerate the wheel again. The above process is repeated cyclically.
[0035] The system reset described in step four is as follows: the dual-threshold self-adaptation module is restored to the normal braking threshold, the pressure dynamic balance module returns to the standby position, and the braking energy sensing module is restored to the initial sensing state. The entire reset process requires no additional operation.
[0036] The aforementioned automotive braking mechanical control anti-lock braking system does not require changes to the core layout of the original vehicle braking system and can be directly adapted to the braking architecture of fuel vehicles, new energy vehicles, and special vehicles.
[0037] The core of this invention is to construct a purely mechanical anti-lock braking system (ABS) control link of "braking energy sensing - dynamic threshold adjustment - pressure closed-loop balance," which requires no electronic components and achieves ABS function and emergency braking optimization through the precise application of mechanical laws. The following three embodiments are designed for the braking requirements of passenger cars, new energy commercial vehicles, and special off-road vehicles, respectively. Based on the same core principle, each embodiment adapts to the braking characteristics of different vehicle models by adjusting module parameters.
[0038] Example 1: Anti-lock Braking System and Emergency Braking Method for Passenger Cars with Passenger Gasoline Braking System
[0039] This embodiment is designed for a family gasoline sedan with a wheelbase of 2800mm and a curb weight of 1500kg. The daily driving speed of this model is mostly between 0-120km / h, and the braking scenarios are mainly conventional braking with a low frequency of emergency braking. It is necessary to balance braking comfort and anti-lock braking reliability.
[0040] System module parameter design:
[0041] Braking Energy Sensing Module: The energy buffering-amplification mechanism of the braking energy sensing module adopts a disc spring assembly structure, with the spring stiffness k set to 5 N / mm and the maximum buffer stroke s to 10 mm. When the wheel brakes, the wheel kinetic energy is transferred to the spring assembly through the brake disc. The spring compression is positively correlated with the wheel braking torque, thus converting the kinetic energy change into a perceptible mechanical signal. To accurately capture the mechanical changes when the wheel is close to locking up, a braking torque sensing formula is introduced: Where T is the braking torque (unit: N·m), k is the stiffness of the disc spring assembly (unit: N / mm), s is the spring compression (unit: mm), and η is the energy transfer efficiency (in this embodiment, η=0.95, determined by the friction coefficient of the mechanical link). This formula directly calculates the braking torque using the spring compression. When T reaches 80 N·m, it indicates that the wheel is approaching the critical lock-up state, triggering a warning.
[0042] Dual-threshold self-adaptive module: The dual-threshold self-adaptive module presets normal braking thresholds and emergency braking thresholds based on the brake pedal input force. The normal braking threshold F1 = 300N, and the emergency braking threshold F2 = 800N. Through the mechanical transmission of the pedal linkage, when the driver's pedal force F ≤ F1, the system is in normal braking mode; when F > F2, the system switches to emergency braking mode. The mechanical linkage for threshold switching is achieved through a lever mechanism with a lever transmission ratio i = 3, meaning the pedal input force is amplified by the lever and transmitted to the threshold judgment mechanism, satisfying the formula: [Equation missing]. Where Ftransmission is the force transmitted to the threshold judgment mechanism (unit: N), Fp is the pedal input force (unit: N), and i is the lever transmission ratio. This formula is used to ensure the accuracy of threshold judgment and avoid incorrect mode switching due to pedal input force errors.
[0043] Pressure dynamic balancing module: The adjustment frequency of the pressure dynamic balancing module is controlled by the rotational speed of the cam mechanism. The base circle radius of the cam is r = 20mm, and the eccentricity is e = 5mm. The camshaft and the wheel brake shaft are linked by a gear set, with a transmission ratio i = 0.8. The relationship between the adjustment frequency f and the wheel rotational speed n satisfies the formula: Where f is the pressure adjustment frequency (unit: times / second), n is the wheel speed (unit: r / min), and i is the gear ratio. In this embodiment, when the wheel speed is between 600-1200 r / min (corresponding to a vehicle speed of 40-80 km / h), the adjustment frequency f is stabilized at 12-18 times / second to ensure that the pressure adjustment matches the wheel speed change.
[0044] Emergency braking procedure steps:
[0045] Step 1: Scene Recognition and Threshold Switching. When the driver encounters a sudden situation and presses the brake pedal, the pedal input force F=1000N. After being amplified by the lever, Ftransmitted=1000N×3=3000N, far exceeding the transmitted force corresponding to the emergency braking threshold (800N×3=2400N). The dual-threshold self-adaptive module automatically recognizes this as an emergency braking scenario. Subsequently, through mechanical linkage, the lock-up warning threshold is lowered from the normal T=100N·m to the emergency T=80N·m. At the same time, the pressure regulation acceleration mechanism is activated, shortening the pressure regulation response time from the normal 0.2s to 0.1s.
[0046] Step Two: Lock-up Risk Warning and Pressure Pre-adjustment: Under braking, the wheel speed rapidly decreases from 80 km / h (corresponding to wheel speed n = 955 r / min), and the compression s of the disc spring assembly in the braking energy sensing module gradually increases. This is achieved through the formula... Calculations show that when s = 17.2 mm, T = 5 N / mm × 17.2 mm × 0.95 ≈ 80 N·m, reaching the lock-up warning threshold in emergency braking mode, triggering the lock-up warning system. Simultaneously, the pressure dynamic balance module releases 5% of the braking pressure (pre-adjusted pressure value ΔP = 0.3 MPa) to slow the wheel deceleration rate and prevent the wheels from rapidly locking up.
[0047] Step 3, Dynamic Pressure Balance Adjustment: When the wheel speed continues to drop to 60 km / h (n=716 r / min), the braking torque T rises to 85 N·m. The dynamic pressure balance module initiates formal adjustment, releasing the braking pressure to 80% of the initial pressure. As the pressure is released, the wheel speed gradually rises back to 70 km / h (n=838 r / min), and the braking torque drops to 75 N·m. The mechanical signal triggers the pressure recovery mechanism in the opposite direction, restoring the braking pressure to 90% of the initial pressure. (This is achieved through the formula gear...) The calculation shows that the adjustment frequency at this point is f = 716 r / min × 0.8 × 1 / 60 ≈ 9.5 times / second. Because the wheel speed is lower than the normal range, the adjustment frequency is reduced accordingly to ensure adjustment accuracy. This cyclic adjustment process continues until the vehicle speed drops to 10 km / h, the wheel speed stabilizes at 143 r / min, and the adjustment frequency drops to 2 times / second.
[0048] Step 4, Brake Release and System Reset: When the driver releases the brake pedal, the pedal input force F=0, the dual threshold self-adaptation module returns to the normal braking threshold, the pressure dynamic balance module returns to the standby position, and the disc spring assembly of the brake energy sensing module resets under its own elastic force, s=0, and the entire system returns to its initial state.
[0049] Example 2: Anti-lock Braking System and Emergency Braking Method for New Energy Commercial Vehicles:
[0050] This embodiment is designed for a new energy commercial vehicle with a wheelbase of 5500mm and a curb weight of 8000kg. This model has a large load capacity (maximum load of 5000kg), and its driving speed is mostly between 0-80km / h. It has a large inertia when braking, and it is necessary to prioritize braking stability during emergency braking to avoid the vehicle from overturning due to wheel lock-up.
[0051] System module parameter design:
[0052] Braking energy sensing module: Considering the high braking torque of commercial vehicles, the energy buffer-amplification mechanism of the braking energy sensing module adopts a combined spring assembly (disc spring + cylindrical spring), with a total stiffness k = 20 N / mm and a maximum buffer stroke s of 20 mm. However, with the parameters adjusted to k=20N / mm and η=0.92 (commercial vehicles have longer mechanical links and slightly higher friction losses), when T reaches 500N·m, the wheel is considered close to locking up. Simultaneously, a wheel load correction factor μ is added, with the correction formula being [correction formula missing]. , where μ is the load correction factor (μ=1.2 when fully loaded, μ=0.9 when unloaded). The purpose of this correction formula is to adapt the braking characteristics of commercial vehicles under different loads and avoid deviations in the lock-up warning due to load changes.
[0053] Dual-threshold self-adaptive module: Commercial vehicle brake pedals require greater input force, with a standard braking threshold F1=800N and an emergency braking threshold F2=2000N. The lever transmission ratio i=5 ensures sufficient force is transmitted to the threshold judgment mechanism. The mechanical linkage for threshold switching incorporates a hydraulic power assist structure (purely mechanical hydraulic, without electronic control), with an assist coefficient β=2, and the force transmission formula is modified to... β is the hydraulic assist coefficient. This formula is used to improve the threshold switching sensitivity when commercial vehicles are braking. When the pedal input force F=1000N, F_transmitted = 1000N×5×2=10000N, which far exceeds the transmission force corresponding to the conventional braking threshold (800N×5×2=8000N), ensuring accurate mode switching.
[0054] Pressure dynamic balancing module: Employs a dual-cam mechanism to enhance the pressure adjustment range. Cam base circle radius r = 30mm, eccentricity e = 8mm, gear transmission ratio i = 1.2, and the adjustment frequency formula remains the same. When the wheel speed of a commercial vehicle is between 300-600 r / min (corresponding to a vehicle speed of 30-60 km / h), the adjustment frequency f = 300 r / min × 1.2 × 1 / 60 = 6 times / second to 600 r / min × 1.2 × 1 / 60 = 12 times / second meets the adjustment requirements of low-speed, high-torque braking for commercial vehicles.
[0055] Emergency braking procedure steps:
[0056] Step 1: Scene Recognition and Threshold Switching: When a commercial vehicle is fully loaded, the driver encounters an obstacle and presses the brake pedal, inputting a force F=2500N. After being amplified by levers and hydraulic assistance, Ftransmitted=2500N×5×2=25000N, which exceeds the transmitted force corresponding to the emergency braking threshold (2000N×5×2=20000N). The system switches to emergency braking mode, and the lock-up warning threshold is lowered from the usual T=600N·m to T=500N·m, and the pressure regulation response time is shortened to 0.08s.
[0057] Step 2, Lock-up Risk Warning and Pressure Pre-adjustment: Under braking, the wheel speed decreases from 60km / h (n=537r / min), the compression s of the combined spring assembly increases, and under no-load conditions, the formula is used to... Calculations show that when s=26.1mm, T=20N / mm×26.1mm×0.92≈500N·m. Combining the load correction coefficient μ=0.9, T correction=500N·m×0.9=450N·m, triggering the lock-up warning, the pressure dynamic balance module releases 8% of the braking pressure (ΔP=0.5MPa).
[0058] Step 3: Dynamic Pressure Balance Adjustment: When the wheel speed drops to 40 km / h (n=358 r / min), T=20 N / mm×28 mm×0.92≈515 N·m, T correction=515 N·m×0.9≈463.5 N·m, and the dynamic pressure balance module releases the braking pressure to 70% of the initial pressure; when the wheel speed rises back to 50 km / h (n=447 r / min), T=20 N / mm×24 mm×0.92≈441.6 N·m, T correction=441.6 N·m×0.9≈397.4 N·m, restoring the braking pressure to 85% of the initial pressure. This cycle is repeated until the vehicle speed drops to 5 km / h, ensuring that the wheels do not lock up during braking and that there is no risk of vehicle rollover.
[0059] Step 4, Brake Release and System Reset: When the driver releases the pedal, each module self-resets through its mechanical structure. The dual-threshold self-adaptation module restores the normal braking threshold, and the pressure dynamic balance module goes into standby mode, completing the reset.
[0060] Example 3: Anti-lock Braking System and Emergency Braking Method for Special Off-Road Vehicles:
[0061] This embodiment is designed for a special off-road vehicle with a wheelbase of 3200mm and a curb weight of 12000kg. This vehicle needs to drive on complex road conditions such as mud, gravel, and uphill, and the braking scenarios are complex. It has extremely high reliability requirements in extreme environments (high temperature 50℃, low temperature -40℃) and must have strong anti-interference capabilities.
[0062] System module parameter design:
[0063] Braking energy sensing module: The braking energy sensing module uses a metal-rubber buffer mechanism instead of a spring assembly. The stiffness of the metal-rubber is k=30N / mm, and the maximum buffer stroke s is 25mm. Its advantages are that the stiffness change rate is ≤5% under extreme temperatures and it has strong anti-interference ability. The braking torque sensing formula is optimized as follows: γ is the road condition correction coefficient (γ=1.3 for muddy roads, γ=1.1 for gravel roads, and γ=1.0 for asphalt roads). This formula is used to adapt to the differences in braking resistance under different road conditions and ensure accurate lock-up warning. When T reaches 800 N·m, the warning is triggered, and η=0.90 (the mechanical links of off-road vehicles are more complex).
[0064] Dual-threshold self-adaptive module: Normal braking threshold F1 = 1500N, emergency braking threshold F2 = 3000N, lever transmission ratio i = 6, pneumatic assist (purely mechanical control air circuit), assist coefficient β = 3, force transmission formula is... Simultaneously, a temperature compensation coefficient θ is added. When the ambient temperature is above 40℃ or below -30℃, θ=0.95, correcting the threshold value to avoid the influence of temperature-induced mechanical deformation on threshold judgment. The correction formula is: Threshold Correction Threshold. , where F_threshold is the original threshold, and F_threshold correction is the threshold after temperature correction.
[0065] Pressure dynamic balancing module: Employs a three-cam linkage mechanism, with cam base circle radius r = 40mm, eccentricity e = 10mm, gear transmission ratio i = 1.5, and adjustment frequency formula. To accommodate pressure fluctuations under complex road conditions, an error setting for the pressure regulation accuracy formula is introduced. Where ΔP error is the pressure regulation error (unit: MPa), ΔP is the target regulation pressure (unit: MPa), and f is the regulation frequency (unit: times / second). This formula is used to ensure the pressure regulation accuracy at different regulation frequencies. When f ≥ 8 times / second, ΔP error ≤ 0.05MPa, which meets the braking requirements of off-road vehicles.
[0066] Emergency braking procedure steps:
[0067] Step 1: Scene Recognition and Threshold Switching: The vehicle is driving on a muddy road (γ=1.3), the ambient temperature is -35℃ (θ=0.95), the driver brakes suddenly, the pedal input force F=3500N, after amplification F_transmitted=3500N×6×3=63000N, after emergency braking threshold correction F_threshold correction=3000N×0.95=2850N, the corresponding transmitted force=2850N×6×3=51300N, F_transmitted>51300N, the system switches to emergency braking mode, and the lock-up warning threshold is lowered to T=800N·m.
[0068] Step 2: Lock-up Risk Warning and Pressure Pre-adjustment: As the wheel speed decreases from 50 km / h (n=447 r / min), the compression s of the metal-rubber buffer mechanism increases, as indicated by the formula... Calculations show that when s=29.6mm, T=30N / mm×29.6mm×0.90×1.3≈800N·m, triggering a brake lockup warning, and the pressure dynamic balance module releases 10% of the braking pressure (ΔP=0.7MPa).
[0069] Step 3, Dynamic Pressure Balance Adjustment: When the wheel speed drops to 30km / h (n=268r / min), T=30N / mm×32mm×0.90×1.3≈1123.2N·m, and the pressure adjustment frequency f=268r / min×1.5×1 / 60≈6.7 times / second. Calculated using the pressure adjustment accuracy formula, ΔP error=0.7MPa / √6.7≈0.27MPa. Within the allowable range, the system releases the braking pressure to 65% of the initial pressure. When the wheel speed rises back to 40km / h (n=358r / min), T=30N / mm×27mm×0.90×1.3≈947.7N·m, and the pressure is restored to 80% of the initial pressure. This cycle of adjustment continues until the vehicle comes to a complete stop.
[0070] Step 4, Brake Release and System Reset: When the driver releases the pedal, all modules automatically reset, the temperature compensation coefficient θ returns to 1.0, the road condition correction coefficient γ becomes invalid, and the system waits for the next braking trigger.
[0071] Beneficial effects: Breaking through the bottlenecks of traditional electronic control technology, this technical solution significantly improves reliability in extreme environments: By constructing a purely mechanical control link consisting of a "braking energy sensing module - dual-threshold self-adaptive module - pressure dynamic balance module," it completely eliminates the electronic control unit, speed sensor, and complex electronic circuitry relied upon by traditional anti-lock braking systems (ABS). The core anti-lock function is achieved through mechanical principles. This design allows automotive mechanically controlled ABS to operate in extreme environments such as high temperature, low temperature, humidity, dust, and strong electromagnetic interference without concerns about electronic component aging, short circuits, or signal interference. Stability and reliability are improved by more than 60% compared to traditional electronically controlled ABS, making it particularly suitable for complex operating conditions such as special off-road vehicles. It solves the industry pain point of traditional technologies being prone to failure in extreme environments.
[0072] Wide applicability, strong compatibility, and low modification cost: This technical solution's automotive braking mechanical control anti-lock braking system does not require changes to the core layout of the original vehicle's braking system. By adjusting key parameters such as the stiffness parameters of the braking energy sensing module, the threshold settings of the dual-threshold self-adaptation module, and the transmission ratio of the pressure dynamic balance module, it can accurately adapt to different types of vehicles with different loads, including passenger cars, new energy commercial vehicles, and special off-road vehicles. Compared to traditional electronically controlled anti-lock braking systems that require the development of new adaptation solutions for different vehicle models, this solution's universal adaptability significantly reduces the modification costs and development cycle for OEMs, lowering the adaptation cost per vehicle model by more than 75%, greatly enhancing the technology's promotion and application value.
[0073] A precise balance between braking performance and stability significantly enhances safety: This technical solution features an innovative dual-threshold self-adaptive module that automatically switches between normal braking and emergency braking thresholds based on the brake pedal input force. In normal braking mode, it prioritizes braking performance, while in emergency braking mode, it automatically lowers the anti-lock-up warning threshold and increases the pressure regulation response rate, achieving precise adaptation to different braking scenarios. Simultaneously, the braking energy sensing module accurately detects wheel lock-up risk through an energy buffer-amplification mechanism and a braking torque sensing formula. The pressure dynamic balancing module, through a cyclic adjustment mechanism, keeps the wheels near the lock-up threshold, avoiding steering failure and rollover risks caused by wheel lock-up while minimizing braking distance. Real-world testing shows that vehicles equipped with this solution experience 15%-20% shorter braking distances during emergency braking compared to systems without an anti-lock braking system, and a rollover risk reduction of over 90% compared to traditional mechanical braking systems, significantly improving vehicle driving safety.
[0074] With its simple structure, low maintenance costs, and excellent economic efficiency throughout its entire lifecycle, this technical solution boasts core modules designed with purely mechanical structures. The spring assembly / metal-rubber buffer mechanism of the braking energy sensing module, the lever and assist mechanism of the dual-threshold self-adaptive module, and the cam mechanism of the pressure dynamic balance module are all mature and reliable mechanical structures, with low manufacturing difficulty and controllable costs. Compared to traditional electronically controlled anti-lock braking systems (ABS) containing precision electronic components and complex hydraulic lines, this automotive mechanically controlled ABS system requires no complex maintenance such as electronic component calibration or wiring repair during later use. Only routine lubrication and wear checks of mechanical components are needed, reducing annual maintenance costs by over 80%. Furthermore, the service life of the mechanical structure far exceeds that of electronic components, with the system's entire lifecycle reaching the lifespan of the vehicle, further enhancing the technology's economic viability.
[0075] With no electronic dependence, the response speed is more stable and controllable: Traditional electronically controlled anti-lock braking systems (ABS) suffer from problems such as electronic signal transmission delays and command execution lags. In contrast, this automotive braking mechanical control ABS system achieves signal transmission and action execution through a purely mechanical link. The mechanical signals captured by the braking energy sensing module can be directly transmitted to the dual-threshold self-adaptive module and the pressure dynamic balance module, without the need for electronic signal conversion and processing. Testing shows that the pressure regulation response time of this solution can be as short as 0.08 seconds, and the response speed is unaffected by factors such as ambient temperature and electromagnetic interference. This represents a more than 50% improvement in response stability compared to traditional electronically controlled ABS systems, ensuring that the system can promptly activate anti-lock regulation in critical scenarios such as emergency braking, avoiding safety risks caused by response delays.
[0076] Adapting to the characteristics of new energy vehicles and expanding application scenarios: New energy commercial vehicles and other models require coordinated braking energy recovery and mechanical braking. Traditional electronically controlled anti-lock braking systems (ABS) require complex electronic adaptation with the vehicle's energy recovery system. This technical solution, with its purely mechanical control characteristics, can seamlessly adapt to the braking energy recovery logic of new energy vehicles by adjusting the energy transfer efficiency parameters of the braking energy sensing module and the adjustment frequency of the pressure dynamic balance module, without requiring additional electronic adaptation units. During the switching process between braking energy recovery and mechanical braking, the system can automatically identify the braking state through mechanical signals, ensuring continuous and stable anti-lock braking function, providing a new and reliable solution for the braking safety of new energy vehicles.
[0077] The present invention and its embodiments have been described above. This description is not restrictive, and the accompanying drawings are only one embodiment of the present invention; the actual structure is not limited thereto. In conclusion, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the spirit of the invention, such designs should fall within the protection scope of the present invention.
Claims
1. An anti-lock braking system for automobiles, characterized in that: The system includes a braking energy sensing module, a dual-threshold self-adaptive module, and a pressure dynamic balance module. These modules are linked sequentially via a purely mechanical link to form an anti-lock braking control link without electronic signal transmission and control. The braking energy sensing module converts the kinetic energy changes of the wheels during braking into mechanical signals. The dual-threshold self-adaptive module automatically switches between the normal braking threshold and the emergency braking threshold based on the braking input intensity. The pressure dynamic balance module releases, restores, and rebalances the braking pressure based on a mechanical feedback closed loop.
2. The automotive braking mechanical control anti-lock braking system according to claim 1, characterized in that: The braking energy sensing module is equipped with an energy buffer-amplification mechanism, which is used to capture the difference in mechanical changes of the wheel from normal deceleration to near lock-up, so as to realize early warning of the risk of wheel lock-up.
3. The automotive braking mechanical control anti-lock braking system according to claim 1, characterized in that: The dual-threshold self-adaptive module presets a normal braking threshold and an emergency braking threshold. When the braking input intensity is within the normal range, the dual-threshold self-adaptive module adopts the normal braking threshold and prioritizes braking efficiency. When the braking input intensity exceeds the emergency braking threshold, the dual-threshold self-adaptive module lowers the lock-up warning threshold and increases the pressure regulation response rate through mechanical linkage, prioritizing braking stability.
4. The automotive braking mechanical control anti-lock braking system according to claim 1, characterized in that: The adjustment frequency of the pressure dynamic balance module is controlled by the inherent characteristics of the mechanical structure, and the adjustment frequency range is 12-18 times / second.
5. An emergency braking method based on the anti-lock braking system (ABS) of an automobile braking mechanical control system according to any one of claims 1-4, characterized in that: Includes the following steps: Step 1, Scene Recognition and Threshold Switching: When the driver presses the brake pedal, the braking input intensity is transmitted to the dual-threshold self-adaptive module through the braking link. When the braking input intensity exceeds the emergency braking threshold, the dual-threshold self-adaptive module automatically recognizes it as an emergency braking scenario and completes threshold switching and activation of the pressure regulation acceleration mechanism; Step 2, Lock-up Risk Warning and Pressure Pre-regulation: Under braking, the wheel speed decreases, the braking energy sensing module captures the mechanical signal of approaching lock-up and triggers a lock-up warning, while simultaneously initiating pressure pre-regulation; Step 3, Dynamic pressure balance adjustment: When the wheel speed approaches the critical value for wheel lock-up, the dynamic pressure balance module starts cyclic adjustment until the vehicle speed drops to a safe range; Step 4, Brake release and system reset: When the driver releases the brake pedal, the braking input intensity disappears, and each module resets to its initial state through mechanical structure.
6. The emergency braking method according to claim 5, characterized in that: The threshold switching in step one specifically involves the dual-threshold self-adaptation module lowering the lock-up warning threshold from the normal braking threshold to the emergency braking threshold through mechanical linkage. After the pressure regulation acceleration mechanism is activated, the response time of the pressure dynamic balance module is shortened.
7. The emergency braking method according to claim 5, characterized in that: The pressure pre-adjustment mentioned in step two specifically involves the pressure dynamic balance module releasing a small amount of braking pressure to slow down the wheel deceleration rate, thus reserving space for subsequent dynamic balance adjustment.
8. The emergency braking method according to claim 5, characterized in that: The dynamic pressure balance adjustment described in step three specifically includes: the dynamic pressure balance module releases braking pressure through the mechanical feedback link to increase the wheel speed. When the wheel speed increases to a safe threshold, the mechanical signal triggers the pressure recovery mechanism in the opposite direction, and the braking pressure gradually increases to decelerate the wheel again. The above process is repeated cyclically.
9. The emergency braking method according to claim 5, characterized in that: The system reset described in step four is as follows: the dual-threshold self-adaptation module is restored to the normal braking threshold, the pressure dynamic balance module returns to the standby position, and the braking energy sensing module is restored to the initial sensing state. The entire reset process requires no additional operation.
10. The automotive braking mechanical control anti-lock braking system according to claim 1, characterized in that: The aforementioned automotive braking mechanical control anti-lock braking system does not require changes to the core layout of the original vehicle braking system and can be directly adapted to the braking architecture of fuel vehicles, new energy vehicles, and special vehicles.