Brake system and vehicle

Abstract

The invention relates to the field of vehicles, and provides a braking system and a vehicle. The braking system comprises an electronic braking control unit, an axle control module, a braking executing mechanism and a load sensing device. According to the braking system, through independent control of the low attachment side and linkage adjustment of the high attachment side, it is ensured that the speeds of the wheels on the two sides are consistent, the problems that a traditional braking system is prone to deviation and out of control are solved, and braking safety is improved. Load signals collected by the load sensing device provide accurate basis for braking force calculation, and the electronic braking control unit dynamically adjusts the braking force of each wheel according to the load signals, so that the braking force is accurately matched with the vehicle load, too strong empty braking or insufficient full-load braking is avoided, and the braking consistency and effectiveness under different working conditions are improved. Through comprehensive analysis of wheel speed information and load signals, braking force distribution better fits the wheel adhesion capacity, the ground adhesion force is fully utilized on the premise that braking stability is guaranteed, the braking distance is shortened, and the method is suitable for heavy-load and high-speed braking scenes of the multi-axle rubber-tyred vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and provides a braking system and a vehicle. Background Technology

[0002] In the current commercial vehicle sector, air braking systems and rubber-wheeled vehicles commonly employ two-stage, dual-pipe air-controlled braking systems. Simply put, the main function of this braking system is to control wheel braking via air from two sets of air pipes, with each system responsible for one axle, thus ensuring vehicle stability and safety. While this design is effective, it has certain limitations in practical applications. Due to the complexity of the piping and the large number of control units, the system has numerous potential points of failure, making maintenance and repair both difficult and time-consuming, undoubtedly increasing the burden on vehicle owners and operators. Therefore, simplifying the air circuit principle, selecting new equipment, and optimizing functional design to solve these practical problems have become a common pursuit in the industry.

[0003] Traditional braking systems are not only complex in their wiring, but also have many limitations in structure and function. As mentioned earlier, while this two-stage, dual-pipe pneumatic braking system can meet basic braking requirements, its complex piping increases potential points of failure and complicates maintenance. To address these issues, many manufacturers have attempted minor improvements such as reducing the diameter of the air lines or increasing the reliability of the equipment, but these measures have limited effectiveness and do not fundamentally solve the problems. Summary of the Invention

[0004] This invention provides a braking system to address the shortcomings of related technologies, such as complex piping, numerous fault points, and difficult maintenance.

[0005] This invention also provides a vehicle.

[0006] A first aspect of the present invention provides a braking system, comprising: At least one electronic brake control unit; Multiple axle control modules are communicatively connected to the electronic brake control unit, and the multiple axle control modules respectively correspond to multiple axles of the multi-axle rubber-tired vehicle; A braking actuator is provided at each wheel and connected to the axle control module of the corresponding axle; A load sensing device is used to collect the air spring pressure of each of the axles and send it as a vehicle load signal to the electronic brake control unit. The electronic braking control unit is used to calculate the target braking force based on the received braking command, the vehicle load signal and wheel speed information, and send the braking control command to the axle control module; When the vehicle is detected to be on a split road surface with a large difference in the coefficient of friction between the left and right wheels, a modified independent control strategy is executed. The modified independent control strategy includes: adjusting the braking force of the low-friction side wheel on the low-friction side of the split road surface according to the independent control principle; and establishing and adjusting the braking pressure of the high-friction side wheel on the high-friction side according to the braking state of the low-friction side wheel and according to a preset proportional relationship or delay time.

[0007] According to one embodiment of the present invention, the braking system adopts an asymmetric control architecture for multiple axles of the multi-axle rubber-tired vehicle. The asymmetric control architecture includes: setting one or two axles at the front of the vehicle and one or two axles at the rear of the vehicle as a centralized control unit, and setting the remaining intermediate axles as independent control units.

[0008] According to one embodiment of the present invention, the braking system further includes an electrically controlled brake master valve, which has an electrical signal control path and a pneumatic control signal control path, wherein the electrical signal control path and the pneumatic control signal control path constitute dual redundancy.

[0009] According to one embodiment of the present invention, the braking system includes a dual braking control circuit, wherein a bidirectional check valve is provided in the dual braking control circuit so that in the event of a failure in either circuit, redundant control can be achieved by utilizing the other circuit through the bidirectional check valve.

[0010] According to one embodiment of the present invention, the braking system further includes a safety braking control circuit and an emergency braking control circuit, wherein the safety braking control circuit and the emergency braking control circuit have redundant control functions.

[0011] According to one embodiment of the present invention, the load sensing device is a pressure sensor disposed on the air spring of the vehicle running system; The electronic braking control unit is configured to: when the load signal of one axle fails, use the load signal of the adjacent axle to replace it; when the load signals of all axles of the vehicle fail, calculate according to the load signal under preset heavy load conditions.

[0012] According to one embodiment of the present invention, the electronic brake control unit communicates with the axle control module via a CAN bus or Ethernet to transmit the brake control commands and diagnostic data.

[0013] According to one embodiment of the present invention, the axle control module is a single-channel module. After receiving the instruction from the electronic brake control unit, the single-channel module controls the inflation / deflation pressure regulating valve to output the target braking pressure to the brake actuator.

[0014] According to one embodiment of the present invention, the braking system further includes a maintenance terminal installed on the vehicle. The maintenance terminal is connected to the electronic brake control unit and / or the axle control module via Ethernet for performing program updates, online debugging, and data downloads on the braking system.

[0015] According to one embodiment of the present invention, the braking actuator includes a brake air chamber; The braking system also includes pressure sensors located at each wheel to detect the brake cylinder pressure in the brake chamber and to feed back the detected pressure value to the electronic brake control unit.

[0016] A second aspect of the present invention provides a vehicle including the braking system described above.

[0017] According to the braking system provided in the first aspect of the present invention, the modified independent control strategy, tailored to the characteristics of split-plane roads, ensures consistent wheel speeds on both sides through independent control of the low-adhesion side and coordinated adjustment of the high-adhesion side. This completely solves the problem of traditional braking systems easily veering off course and losing control under such conditions, significantly improving braking safety. The load signal collected by the load sensing device provides accurate data for braking force calculation. The electronic brake control unit dynamically adjusts the braking force of each wheel accordingly, ensuring precise matching between the braking force and vehicle load. This avoids excessive braking when the vehicle is unloaded or insufficient braking when fully loaded, improving braking consistency and effectiveness under different conditions. The comprehensive analysis of wheel speed information and load signals makes the braking force distribution more closely match the wheel's adhesion capability. While ensuring braking stability, it fully utilizes ground adhesion, effectively shortening the braking distance compared to traditional braking systems, and is particularly suitable for heavy-load, high-speed braking scenarios in multi-axle rubber-tired vehicles. The combination of independent control and coordinated adjustment avoids wheel lock-up and slippage on the low-adhesion side while fully utilizing the braking potential of the high-adhesion side wheels, reducing tire wear and excessive wear on braking components, and extending the service life of tires and the braking system. In response to the characteristics of multi-axle rubber-tired vehicles, such as a large number of axles and complex load distribution, the one-to-one layout of the axle control module is combined with the centralized scheduling of the control unit to ensure that the braking force of each axle and each wheel is coordinated and consistent. This avoids vehicle braking jerking and instability caused by excessive or insufficient local braking force, and improves the overall braking comfort and coordination.

[0018] According to the vehicle provided in the second aspect of the present invention, the modified independent control strategy of the braking system effectively solves the problem of vehicle deviation during braking on split-road surfaces. The load adaptive adjustment function enables the vehicle to achieve stable braking performance under different load conditions, significantly improving the braking safety of the vehicle in complex road and working conditions and reducing the risk of accidents. The precise calculation of the electronic brake control unit and the rapid response of the axle control module enable the braking force to be applied in a timely and demanding manner, making full use of the wheel adhesion capacity. Compared with traditional braking systems, the braking distance of the vehicle is significantly shortened, which is especially suitable for heavy-load and high-speed braking scenarios of multi-axle rubber-tired vehicles. The precise control of the braking system reduces tire wear and brake component wear caused by wheel lock-up and braking deviation. The load adaptive adjustment avoids unnecessary wear caused by excessive application of braking force, extends the service life of components such as tires, brake pads, and brake chambers, and reduces the vehicle's maintenance and operating costs. The smooth operation of the braking actuator and the uniform distribution of braking force avoid the jerking and deviation during braking, improving the driving comfort of the vehicle. The modified independent control strategy ensures the vehicle's stable posture during braking on split-road surfaces, reducing the driver's workload and improving the driving experience. The braking system can be adapted to multi-axle rubber-tired vehicles with different numbers of axles and different loads. Through parameter optimization, it meets the braking needs of various vehicles, enabling vehicles to adapt to various application scenarios such as urban roads, mountain roads, and complex road conditions. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0020] Figure 1 This is a schematic structural diagram of the braking system provided by the present invention.

[0021] Figure label: 100. Electronic brake control unit; 200. Axle control module; 300. Brake actuator; 400. Load sensing device. Detailed Implementation

[0022] The embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of the invention.

[0023] like Figure 1 As shown, a first aspect of the present invention provides a braking system, comprising: At least one electronic brake control unit 100; Multiple axle control modules 200 are communicatively connected to the electronic brake control unit 100, and the multiple axle control modules 200 respectively correspond to multiple axles of the multi-axle rubber-tired vehicle; Braking actuator 300 is installed on each wheel and connected to the axle control module 200 of the corresponding axle; The load sensing device 400 is used to collect the air spring pressure of each axle and send it as a vehicle load signal to the electronic brake control unit 100. The electronic brake control unit 100 is used to calculate the target braking force based on the received braking command, vehicle load signal and wheel speed information, and send the braking control command to the axle control module 200; When the vehicle is detected to be on a split road surface with a large difference in the coefficient of friction between the left and right wheels, a modified independent control strategy is executed. The modified independent control strategy includes: adjusting the braking force of the low-friction side wheel on the low-friction side of the split road surface according to the independent control principle; and establishing and adjusting the braking pressure of the high-friction side wheel on the high-friction side according to the braking state of the low-friction side wheel and according to a preset proportional relationship or delay time.

[0024] According to the braking system provided in the first aspect of the present invention, the modified independent control strategy, tailored to the characteristics of split-plane roads, ensures consistent wheel speeds on both sides through independent control of the low-adhesion side and coordinated adjustment of the high-adhesion side. This completely solves the problem of traditional braking systems easily veering off course and losing control under this condition, significantly improving braking safety. The load signal collected by the load sensing device 400 provides accurate basis for braking force calculation. The electronic brake control unit 100 dynamically adjusts the braking force of each wheel accordingly, ensuring precise matching between the braking force and the vehicle load. This avoids excessive braking when the vehicle is unloaded or insufficient braking when fully loaded, improving braking consistency and effectiveness under different operating conditions. The comprehensive analysis of wheel speed information and load signals makes the braking force distribution more closely match the wheel adhesion capability. While ensuring braking stability, it fully utilizes the ground adhesion, effectively shortening the braking distance compared to traditional braking systems. This is especially suitable for heavy-load, high-speed braking scenarios of multi-axle rubber-tired vehicles. The combination of independent control principles and coordinated adjustment avoids wheel lock-up and slippage on the low-adhesion side while fully utilizing the braking potential of the high-adhesion side wheels, reducing tire wear and excessive wear of braking components, and extending the service life of tires and the braking system. In response to the characteristics of multi-axle rubber-tired vehicles, such as a large number of axles and complex load distribution, the one-to-one layout of the axle control module 200 is combined with the centralized scheduling of the control unit to ensure that the braking force of each axle and each wheel is coordinated and consistent. This avoids vehicle braking jerking and instability caused by excessive or insufficient local braking force, and improves the overall braking comfort and coordination.

[0025] Please continue reading Figure 1The braking system provided in the first aspect of the present invention achieves efficient and safe braking of multi-axle rubber-tired vehicles through precise load sensing, intelligent braking force calculation and a road-specific control strategy.

[0026] The electronic brake control unit 100 is the core control module of the braking system, possessing data processing, command generation, and strategy execution functions. It receives braking commands generated by the driver's operation (such as brake pedal signals), vehicle load signals transmitted by the load sensing device 400, and wheel speed information collected by the wheel speed sensors. Through integrated analysis using built-in algorithms, it calculates the target braking force required for each wheel. The control unit can monitor the road surface conditions in real time, determining whether the vehicle is on a split-plane road surface with a large difference in the adhesion coefficients of the left and right wheels based on data such as wheel speed differences and braking force feedback, and then switches to a corrective independent control strategy.

[0027] Multiple axle control modules 200 establish stable communication with the electronic brake control unit 100. Each module corresponds to one axle of a multi-axle rubber-tired vehicle and receives braking control commands from the control unit. Each module has a built-in pressure regulating valve that precisely adjusts the pressure output to the brake actuator 300 according to the commands, enabling on-demand application of braking force. The axle control module 200 has a signal feedback function, transmitting data such as braking execution status and actual pressure values ​​back to the electronic brake control unit 100 in real time, forming a closed-loop control system.

[0028] Brake actuators 300 are installed on each wheel and connected to the control module of the corresponding axle. They employ a brake chamber structure, using air pressure changes to drive the brake pads to engage or disengage with the brake disc, thus achieving braking or releasing the brakes. The actuators are highly responsive, quickly responding to pressure adjustment commands from the axle control module 200 to ensure timely application or release of braking force, adapting to different braking intensities.

[0029] The load sensing device 400 is a pressure sensor installed on the air springs of each axle. It collects the pressure data of the air springs in real time and converts it into a vehicle load signal. The signal is transmitted to the electronic brake control unit 100, which serves as an important basis for calculating braking force, enabling the braking force to be automatically adjusted according to changes in vehicle load, adapting to different operating conditions such as empty vehicle and fully loaded vehicle.

[0030] When a split road surface is detected, the electronic brake control unit 100 immediately activates a corrective independent control strategy: The wheels on the low-adhesion side are controlled independently, adjusting their braking force based on their own wheel speed, load, and other information to prevent wheel lock-up due to low adhesion coefficient.

[0031] The braking pressure of the high-adhesion side wheel is established and adjusted in conjunction with that of the low-adhesion side wheel, according to a preset proportional relationship (such as increasing proportionally according to the braking force of the low-adhesion side) or a delayed time (such as gradually increasing after the low-adhesion side brakes stabilize), to ensure that the speed of both wheels is consistent and to prevent the vehicle from veering off course.

[0032] During strategy execution, the control unit continuously monitors the wheel speed and braking pressure of both wheels, dynamically fine-tunes parameters, and maintains braking stability and braking efficiency.

[0033] According to one embodiment of the present invention, the braking system adopts an asymmetric control architecture for multiple axles of a multi-axle rubber-tired vehicle. The asymmetric control architecture includes setting one or two axles at the front of the vehicle and one or two axles at the rear of the vehicle as a centralized control unit, and setting the remaining intermediate axles as independent control units.

[0034] In one embodiment of the present invention, one or two axles at the front of the vehicle are integrated into one control unit, and one or two axles at the rear are integrated into another control unit. Each control unit is managed by a main axle control module 200. After receiving braking commands from the electronic brake control unit 100, the main module distributes the braking force of each axle according to the force characteristics and motion requirements of the front and rear axles. The axle control modules 200 within the control unit work collaboratively through an internal communication link to ensure balanced distribution of braking force, adapting to the front guidance and rear stability requirements during vehicle steering and braking.

[0035] Apart from the central control units at the front and rear, each of the remaining intermediate axles is equipped with an independent control unit, and each axle has its own dedicated axle control module 200. Each independent control unit directly receives instructions from the electronic brake control unit 100 and independently adjusts the braking force based on its corresponding axle load, wheel speed, and other information to meet the requirements of uniform load distribution and stable braking for the intermediate axles. The independent control units do not interfere with each other and can flexibly adjust the braking response speed and braking force according to their respective operating conditions.

[0036] The electronic brake control unit 100 sends differentiated braking commands to the centralized control unit and independent control units based on the overall vehicle operating conditions (such as vehicle speed, load distribution, and braking intensity). The centralized control unit focuses on ensuring directional stability and steering agility during vehicle braking, while the independent control units focus on ensuring uniform distribution of braking force and timely response. During braking, the centralized control unit and independent control units exchange data through the electronic brake control unit 100 to dynamically adjust the braking force distribution and ensure coordinated braking of the entire vehicle.

[0037] The division between centralized control units and independent control units can be flexibly adjusted according to parameters such as the number of axles and wheelbase of the vehicle. This not only adapts to the complex layout of multi-axle rubber-tired vehicles, but also simplifies the control links and pipeline connections and reduces failure points through a combination of centralized and decentralized approaches.

[0038] According to one embodiment of the present invention, the braking system further includes an electrically controlled braking master valve, which has an electrical signal control path and a pneumatic control signal control path, and the electrical signal control path and the pneumatic control signal control path constitute dual redundancy.

[0039] In one embodiment of the present invention, the electrical signal control path uses electronic signals as the transmission carrier. The electrically controlled brake master valve has a built-in signal receiving module that receives braking commands (such as braking intensity and braking type) sent by the electronic brake control unit 100. After the signal is amplified and verified, it drives the electromagnetic actuator inside the master valve to adjust the on / off state of the air passage and the pressure. The electrical signal path has a fast response speed and can achieve precise stepless adjustment of braking force, adapting to various scenarios such as conventional braking and gentle braking.

[0040] The pneumatic control signal path uses pneumatic pressure signals as the transmission medium and runs independently and in parallel with the electrical signal path. The electro-hydraulic brake master valve has a built-in pneumatic control module that receives pressure control signals from the pneumatic circuit and drives the valve core to actuate based on changes in pneumatic pressure, thereby regulating the pressure in the pneumatic circuit. The pneumatic control signal path has mechanical backup characteristics, is unaffected by electrical faults, and is suitable for scenarios such as emergency braking and electrical system failures.

[0041] Under normal operating conditions, the electrical signal control path is the primary control path, while the pneumatic control signal control path serves as a backup. Both paths synchronously monitor braking commands, maintaining consistent pneumatic output pressure to provide dual protection. When the electrical signal path fails (e.g., signal interruption or electromagnetic actuator failure), the pneumatic control signal path automatically switches to primary control, seamlessly taking over braking control to ensure uninterrupted braking function. Conversely, when the pneumatic control signal path fails, the electrical signal path independently assumes braking control, ensuring unaffected braking performance.

[0042] The electronically controlled brake master valve has a built-in fault detection module that monitors the working status of the two passages in real time. When any passage is abnormal (such as signal distortion or pressure deviation), it immediately sends a fault signal to the electronic brake control unit 100 for timely warning and maintenance.

[0043] According to one embodiment of the present invention, the braking system includes a dual braking control circuit, wherein a bidirectional check valve is provided in the dual braking control circuit so that in the event of a failure in either circuit, redundant control can be achieved by utilizing the other circuit through the bidirectional check valve.

[0044] In one embodiment of the invention, two braking control circuits operate independently and in parallel, both connected to the air supply system and the braking actuators 300 of each axle. Each circuit includes an independent inflation line, pressure regulating components, and control valves. The lines are distributed along the sides or top and bottom of the vehicle to avoid mutual interference. The air parameters (such as pipe diameter and pressure rating) of the two circuits are completely identical to ensure balanced output pressure.

[0045] A two-way check valve is connected in series at the junction of the two circuits, located between the air supply system and the brake actuator 300. The check valve has bidirectional conduction and unidirectional shut-off characteristics. Under normal operating conditions, both circuits supply air to the brake actuator 300 simultaneously. The check valve allows bidirectional gas flow, achieving gas flow superposition and ensuring braking response speed. When a circuit fails (such as pipeline leakage or valve failure), the check valve automatically shuts off the faulty circuit, allowing only the normal circuit to flow, preventing pressure loss in the faulty circuit from affecting the operation of the normal circuit.

[0046] During normal braking, both circuits supply air synchronously, distributing the air flow according to a preset ratio to ensure that the brake actuator 300 quickly establishes the target pressure. If an abnormal pressure is detected in one circuit (such as a rapid pressure drop or inability to establish pressure), the bidirectional check valve immediately activates, cutting off the faulty circuit. The normal circuit automatically increases its air supply flow to compensate for the pressure loss in the faulty circuit, ensuring that the brake actuator 300's pressure meets braking requirements. After the fault is cleared, both circuits automatically return to synchronous operation.

[0047] The piping for both circuits is made of corrosion-resistant and high-pressure-resistant materials, and the piping layout avoids areas of the vehicle that are prone to wear and collisions, reducing the risk of failure. Each circuit is equipped with an independent pressure detection component to monitor the circuit pressure in real time and feed back status information to the electronic brake control unit 100, facilitating fault warning and location.

[0048] According to one embodiment of the present invention, the braking system further includes a safety braking control circuit and an emergency braking control circuit, the safety braking control circuit and the emergency braking control circuit having redundant control functions.

[0049] In one embodiment of the present invention, the safety braking control circuit is a normally energized circuit, comprising an independent control command line, a solenoid valve, and an air supply line. The circuit is independently connected to the electronic brake control unit 100 and the air supply system, and normally remains energized, while the brake actuator 300 is in a non-braking state. When a serious vehicle malfunction (such as electrical system failure or vehicle loss of control) causes the circuit to lose power, the circuit is automatically triggered, the solenoid valve actuates, and the air supply system supplies air to the brake actuator 300, applying pure air safety braking to rapidly reduce the vehicle speed until the vehicle stops.

[0050] The emergency braking control circuit is an independent manual or automatic triggering circuit, comprising an emergency braking valve, an independent air supply branch, and brake lines. The circuit can be manually triggered by the driver operating the emergency braking button, or automatically triggered by the electronic brake control unit 100 detecting an emergency condition (such as a serious brake system malfunction or collision warning). Upon triggering, the independent air supply branch rapidly supplies air to the brake actuator 300, applying emergency braking with a braking intensity higher than conventional braking to ensure rapid vehicle braking.

[0051] The two circuits operate independently, with their control links, air supply, and actuators remaining uninterrupted. During normal braking, both circuits are in standby mode. When the safety braking circuit is triggered, the emergency braking circuit serves as a backup, further enhancing braking force. When the emergency braking circuit is triggered, the safety braking circuit remains on standby to prevent brake failure due to emergency braking circuit malfunction. The electronic brake control unit 100 monitors the operational status of both circuits in real time. If either circuit malfunctions, a warning signal is immediately issued to prompt the driver to take timely action.

[0052] The solenoid valve in the safety braking control circuit is normally closed, automatically opening to supply air in the event of power failure. The emergency braking control circuit is equipped with a mechanical emergency trigger mechanism, which can be triggered mechanically even if the electrical system fails. The braking actuator 300 of both circuits is shared with the conventional braking actuator 300, but has an independent pressure input channel to ensure the reliability of redundant braking.

[0053] According to one embodiment of the present invention, the load sensing device 400 is a pressure sensor disposed on the air spring of the vehicle running system; The electronic brake control unit 100 is configured such that when the load signal of one axle fails, the load signal of the adjacent axle is used as a substitute; when the load signals of all axles of the vehicle fail, the load signal under the preset heavy load condition is used for calculation.

[0054] In one embodiment of the present invention, the load sensing device 400 is a pressure sensor installed on each air spring of the vehicle running system. It collects the pressure data of the air spring in real time, converts it into a vehicle load signal, and sends it to the electronic brake control unit 100. The sensor is connected to the air spring in a sealed air circuit, which provides high detection accuracy and can capture dynamic changes in load, making it suitable for load transfer scenarios during vehicle operation (such as turning and climbing).

[0055] When the electronic brake control unit 100 detects a load signal fault (such as signal interruption or data abnormality) in a certain axle, it automatically activates the fault replacement logic, using the load signal of the adjacent axle as a substitute. The substitute signal is weighted and calculated, taking into account the location of the faulty axle and the overall load distribution of the vehicle, to ensure that the replaced load signal is close to the actual load and does not affect the accuracy of the braking force calculation.

[0056] When the load signals of all axles of the vehicle fail, the electronic brake control unit 100 automatically switches to the load signal under preset heavy load conditions for calculation. The preset heavy load signal is determined based on the vehicle's maximum design load, ensuring that the braking system can apply sufficient braking force even without actual load data, avoiding insufficient braking force due to the lack of load signal, and ensuring braking safety.

[0057] The electronic brake control unit 100 verifies the received load signal in real time, determining its validity by comparing it with signals from adjacent axles and considering data such as vehicle speed and braking status. During fault handling, the electronic brake control unit 100 sends a fault warning to the maintenance terminal, indicating the specific faulty axle and signal status for timely repair.

[0058] According to one embodiment of the present invention, the electronic brake control unit 100 communicates with the axle control module 200 via a CAN bus or Ethernet to transmit brake control commands and diagnostic data.

[0059] In one embodiment of the present invention, the electronic brake control unit 100 establishes a communication link with each axle control module 200 via a CAN bus. The bus adopts a two-wire differential transmission method, which has strong anti-interference capability and is suitable for the complex electromagnetic environment of the vehicle. The CAN bus transmits brake control commands (such as braking force and braking response speed) and diagnostic data (such as module operating status and fault information). The transmission rate is adapted to the real-time requirements of brake control, ensuring that commands are issued quickly and data is fed back in a timely manner. The bus supports multi-node communication and can connect multiple axle control modules 200 simultaneously, simplifying wiring and reducing communication failure points.

[0060] When vehicles have higher requirements for communication speed and data transmission volume, Ethernet communication is adopted. The electronic brake control unit 100 and the axle control module 200 establish a star-shaped communication network through an Ethernet switch. Ethernet supports higher transmission rates and can transmit large amounts of diagnostic data, real-time video, and other information, adapting to the intelligent needs of the braking system (such as remote monitoring and online upgrades). Ethernet communication has good scalability, allowing for flexible addition of communication nodes and adapting to the complex layout of multi-axle rubber-tired vehicles.

[0061] The communication link features fault detection and automatic switching. When a segment of the CAN bus or Ethernet fails, the system automatically switches to the backup communication path to ensure uninterrupted communication. Communication data employs a checksum and retransmission mechanism to prevent data transmission errors and ensure the accuracy of braking control commands and the integrity of diagnostic data. The electronic brake control unit 100 monitors the communication status in real time. When abnormalities such as communication delays or data loss are detected, it immediately issues a warning and reduces braking response sensitivity to ensure braking safety.

[0062] The communication link works in conjunction with the braking control logic. After the electronic brake control unit 100 sends commands to the axle control module 200 via the communication link, it receives execution feedback from the module in real time and adjusts the command parameters according to the feedback to form a closed-loop control. Diagnostic data is transmitted to the maintenance terminal via the communication link, providing a basis for fault diagnosis and system optimization.

[0063] According to one embodiment of the present invention, the axle control module 200 is a single-channel module. After receiving the instruction from the electronic brake control unit 100, the single-channel module controls the inflation and deflation pressure regulating valve to output the target braking pressure to the brake actuator 300.

[0064] In one embodiment of the present invention, the single-channel module integrates a command receiving unit, a pressure regulating valve for charging and discharging, a pressure detection unit, and a fault diagnosis unit. The command receiving unit receives braking control commands from the electronic brake control unit 100, the pressure detection unit monitors the pressure output to the brake actuator 300 in real time, and the fault diagnosis unit monitors the working status of internal circuits, valves, and other components of the module. The pressure regulating valve for charging and discharging is the core actuator of the module, possessing precise pressure regulation capabilities and enabling rapid switching between charging, pressure holding, and discharging according to commands.

[0065] After receiving the command from the electronic brake control unit 100, the single-channel module's command receiving unit parses the target pressure value in the command and drives the inflation / deflation pressure regulating valve to operate. During the inflation phase, the pressure regulating valve opens the air intake channel, supplying air to the brake actuator 300, and the pressure detection unit provides real-time pressure data feedback. When the pressure reaches the target value, the pressure regulating valve switches to the pressure holding state. When braking ends, the pressure regulating valve opens the exhaust channel, releasing the gas inside the brake actuator 300 and completing the brake reset. Throughout the process, the fault diagnosis unit continuously monitors the module status and immediately sends a fault signal to the electronic brake control unit 100 if an abnormality occurs.

[0066] The single-channel module features standardized dimensions and mounting interfaces, adaptable to the installation requirements of different axles, facilitating replacement and maintenance. The module's pressure adjustment range and response speed can be flexibly adjusted according to the axle's load characteristics and braking demands, adapting to the differentiated needs of various axles in multi-axle rubber-tired vehicles. The module's power supply and communication interfaces are unified, ensuring strong compatibility with the electronic brake control unit 100, allowing for rapid integration into the braking system.

[0067] Although each axle corresponds to a single-channel module, the module's fault diagnosis and feedback functions enable the electronic brake control unit 100 to promptly detect faulty modules and distribute the braking force of the axle corresponding to that module to other normal modules (applicable to the centralized control unit) or trigger redundant braking circuits to ensure that the braking function is not interrupted.

[0068] According to one embodiment of the present invention, the braking system further includes a maintenance terminal installed on the vehicle. The maintenance terminal is connected to the electronic brake control unit 100 and / or the axle control module 200 via Ethernet for updating the braking system program, online debugging, and data downloading.

[0069] In one embodiment of the present invention, the maintenance terminal is a device with a human-machine interface, which establishes a stable connection with the electronic brake control unit 100 and the axle control module 200 via Ethernet, and can access the braking system network via wired or wireless means. The terminal is equipped with a high-definition display screen and operation buttons, making it convenient for operators to view data and input commands, and its hardware performance is adapted to the needs of large data transmission and program processing.

[0070] The maintenance terminal can download the latest system program and control algorithm via Ethernet and push update commands to the electronic brake control unit 100 and the axle control module 200 to achieve online upgrades of the module programs. During the update process, the terminal displays the update progress in real time and monitors the update status. If the update fails, it can automatically roll back to the original program to avoid module failure. Program updates support batch updates and single module updates to adapt to different maintenance needs.

[0071] Operators can view the operating parameters (such as command signals, pressure data, and fault codes) of the electronic brake control unit 100 and the axle control module 200 in real time through the human-machine interface of the maintenance terminal, and adjust control parameters (such as braking response speed and pressure regulation accuracy). During the debugging process, the terminal provides real-time feedback on the system response after parameter adjustment, which helps operators optimize the braking system performance and adapt it to the actual operating conditions of the vehicle.

[0072] The maintenance terminal can download operational data from the braking system, including braking frequency, braking force distribution, fault records, and load changes. The data is stored in a standardized format and can be exported to external devices for analysis. The terminal can also generate data reports that visually display the braking system's operating status and performance trends, providing a basis for preventative maintenance.

[0073] The maintenance terminal has access control functionality, ensuring that only authorized personnel can perform critical operations such as program updates and parameter adjustments, preventing system failures caused by accidental operations. The terminal's communication data is transmitted using encryption to guarantee data security and prevent malicious intrusion and data tampering.

[0074] According to one embodiment of the present invention, the braking actuator 300 includes a braking air chamber; The braking system also includes pressure sensors located at each wheel to detect the brake cylinder pressure in the brake chamber and to feed back the detected pressure value to the electronic brake control unit 100.

[0075] In one embodiment of the present invention, each wheel's brake chamber is equipped with a pressure sensor. The sensor is sealed to the air passage of the brake chamber and detects the brake cylinder pressure within the chamber in real time. The sensor's detection range covers the working pressure range of the brake chamber, providing high detection accuracy and capturing dynamic pressure changes, adapting to all stages of the braking process: inflation, pressure holding, and deflation. The sensor's signal output terminal is connected to the electronic brake control unit 100, transmitting the detected pressure value in real time.

[0076] After receiving the pressure data from each wheel, the electronic brake control unit 100 compares it with the preset target pressure value. If there is a deviation between the actual pressure and the target pressure, it immediately adjusts the inflation / deflation pressure regulating valve of the corresponding axle control module 200 to quickly bring the actual pressure back to the target value. For multi-axle vehicles, the electronic brake control unit 100 also evenly distributes the braking force of each axle based on the pressure data of each wheel to ensure coordinated braking of the entire vehicle.

[0077] When the pressure sensor detects abnormal brake cylinder pressure (such as excessively high or low pressure, or excessively slow pressure rise / fall), it immediately sends a warning signal to the electronic brake control unit 100. The electronic brake control unit 100 then takes appropriate protective measures based on the abnormal situation, such as reducing the braking force on the affected wheel, triggering redundant braking circuits, or issuing an alarm to the driver, to prevent brake failure or wheel lock-up due to abnormal pressure.

[0078] The pressure sensor features a waterproof, dustproof, and vibration-resistant encapsulation design, adapting to the harsh working environment around wheels and preventing damage from mud, water splashes, and vibrations. The sensor's connection wiring uses wear-resistant and aging-resistant cables, with wiring avoiding rotating wheel components to reduce wear risk and extend service life.

[0079] A second aspect of the present invention provides a vehicle including the braking system described above.

[0080] According to the vehicle provided in the second aspect of the present invention, the corrective independent control strategy of the braking system effectively solves the problem of braking deviation on split-road surfaces. The load adaptive adjustment function enables the vehicle to achieve stable braking performance under different load conditions, significantly improving the braking safety of the vehicle under complex road and working conditions and reducing the risk of accidents. The precise calculation of the electronic brake control unit 100 and the rapid response of the axle control module 200 enable the braking force to be applied in a timely and demanding manner, making full use of the wheel adhesion capacity. Compared with traditional braking systems, the braking distance of the vehicle is significantly shortened, which is especially suitable for heavy-load and high-speed braking scenarios of multi-axle rubber-tired vehicles. The precise control of the braking system reduces tire wear and brake component wear caused by wheel lock-up and braking deviation. The load adaptive adjustment avoids unnecessary wear caused by excessive application of braking force, extends the service life of components such as tires, brake pads, and brake chambers, and reduces the vehicle's maintenance and operating costs. The smooth operation of the brake actuator 300 and the uniform distribution of braking force avoid the jerking and deviation during braking, improving the driving comfort of the vehicle. The revised independent control strategy ensures vehicle stability during braking on open-road surfaces, reducing driver workload and enhancing the driving experience. The braking system is adaptable to multi-axle rubber-tired vehicles with different numbers of axles and different loads. Through parameter optimization, it meets the braking needs of various vehicles, enabling them to adapt to various application scenarios such as urban roads, mountain roads, and complex road conditions.

[0081] The vehicle provided in the second aspect of the present invention achieves safe and efficient braking of a multi-axle rubber-tired vehicle by integrating the above-described braking system.

[0082] The electronic brake control unit 100 of the braking system is installed in the vehicle's electrical control compartment. It establishes a communication connection with the vehicle control system and axle control module 200 via wiring harnesses, facilitating signal transmission and subsequent maintenance. Multiple axle control modules 200 are distributed according to the axle, each fixed to the corresponding axle's frame position, close to the brake actuator 300, shortening the air path length and improving pressure regulation response speed. The brake actuator 300 is integrated near the wheel hub of each wheel, with the brake chamber precisely engaging with the wheel's brake disc and brake pads to ensure reliable braking action. The load sensing device 400 is installed on the air spring of each axle, with the sensor sealed to the air spring's air path to prevent air leakage from affecting detection accuracy.

[0083] During vehicle operation, the vehicle control system transmits real-time vehicle operating status data (such as vehicle speed and steering signals) to the braking system. The electronic brake control unit 100 of the braking system, combined with the load signals and wheel speed information it collects, comprehensively judges the braking demand. When the driver operates the brake pedal or the vehicle triggers automatic braking, the electronic brake control unit 100 quickly calculates the target braking force and sends instructions to each axle control module 200. The module adjusts the air pressure of the brake actuator 300 to achieve braking. When traveling on a split-level road, the braking system automatically switches to a modified independent control strategy to ensure vehicle braking stability. When the vehicle load changes, the braking force is automatically adjusted according to the load signal to adapt to different operating conditions such as empty vehicle and fully loaded vehicle.

[0084] The parameters of the braking system (such as braking force adjustment range and response speed) are optimized and matched according to the vehicle's axle count, load, and maximum speed to ensure that braking performance is compatible with vehicle performance. The layout of the braking system's air circuits and wiring harnesses is coordinated with the vehicle's chassis structure, avoiding moving parts and easily worn areas to reduce the risk of failure. The maintenance terminal is integrated into the vehicle's cockpit, allowing operators to view the braking system status in real time, perform program updates, and conduct online adjustments.

[0085] The vehicle is equipped with a brake system fault warning device. When problems such as abnormal pressure, communication interruption, or sensor failure occur in the brake system, the driver is alerted through audible and visual alarms, and the fault information is stored in the control unit. The redundant design of the brake system (such as control strategy redundancy and actuator response redundancy) is linked with the vehicle's safety system to ensure that the braking function can be partially or completely preserved even if a single component fails, thus ensuring vehicle driving safety.

[0086] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A braking system, characterized in that, include: At least one electronic brake control unit; Multiple axle control modules are communicatively connected to the electronic brake control unit, and the multiple axle control modules respectively correspond to multiple axles of the multi-axle rubber-tired vehicle; A braking actuator is provided at each wheel and connected to the axle control module of the corresponding axle; A load sensing device is used to collect the air spring pressure of each of the axles and send it as a vehicle load signal to the electronic brake control unit. The electronic braking control unit is used to calculate the target braking force based on the received braking command, the vehicle load signal and wheel speed information, and send the braking control command to the axle control module; When the vehicle is detected to be on a split road surface with a large difference in the coefficient of friction between the left and right wheels, a modified independent control strategy is executed. The modified independent control strategy includes: adjusting the braking force of the low-friction side wheel on the low-friction side of the split road surface according to the independent control principle; and establishing and adjusting the braking pressure of the high-friction side wheel on the high-friction side according to the braking state of the low-friction side wheel and a preset proportional relationship or delay time.

2. The braking system according to claim 1, characterized in that, The braking system adopts an asymmetric control architecture for the multiple axles of the multi-axle rubber-tired vehicle. The asymmetric control architecture includes setting one or two axles at the front of the vehicle and one or two axles at the rear of the vehicle as a centralized control unit, and setting the remaining intermediate axles as independent control units.

3. The braking system according to claim 2, characterized in that, The braking system also includes an electrically controlled brake master valve, which has an electrical signal control path and a pneumatic control signal control path, and the electrical signal control path and the pneumatic control signal control path constitute dual redundancy.

4. The braking system according to claim 1, characterized in that, The braking system includes a dual braking control circuit, which is equipped with a bidirectional check valve so that in the event of a failure in either circuit, redundant control can be achieved by utilizing the other circuit through the bidirectional check valve.

5. The braking system according to claim 1, characterized in that, The braking system also includes a safety braking control circuit and an emergency braking control circuit, which have redundant control functions.

6. The braking system according to any one of claims 1 to 5, characterized in that, The load sensing device is a pressure sensor installed on the air spring of the vehicle running system; The electronic braking control unit is configured to: when the load signal of one axle fails, use the load signal of the adjacent axle to replace it; when the load signals of all axles of the vehicle fail, calculate according to the load signal under preset heavy load conditions.

7. The braking system according to any one of claims 1 to 5, characterized in that, The electronic brake control unit communicates with the axle control module via a CAN bus or Ethernet to transmit brake control commands and diagnostic data.

8. The braking system according to any one of claims 1 to 5, characterized in that, The axle control module is a single-channel module. After receiving the instruction from the electronic brake control unit, the single-channel module controls the inflation and deflation pressure regulating valve to output the target braking pressure to the brake actuator.

9. The braking system according to any one of claims 1 to 5, characterized in that, The braking system also includes a maintenance terminal installed on the vehicle. The maintenance terminal is connected to the electronic brake control unit and / or the axle control module via Ethernet for updating the braking system's program, online debugging, and data downloading.

10. The braking system according to any one of claims 1 to 5, characterized in that, The braking actuator includes a brake air chamber; The braking system also includes pressure sensors located at each wheel to detect the brake cylinder pressure in the brake chamber and to feed back the detected pressure value to the electronic brake control unit.

11. A vehicle, characterized in that, Includes the braking system as described in any one of claims 1 to 10.

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