A pneumatic braking system and working method suitable for high-speed tracked vehicles

Abstract

This invention relates to a pneumatic braking system and its operating method suitable for high-speed tracked vehicles, belonging to the field of high-speed tracked vehicle braking technology. It solves one of the technical problems of existing high-speed tracked vehicle braking systems, namely, high operational load, inability to adapt to unmanned driving requirements, low braking reliability, high modification costs, and poor compatibility. The invention includes a pneumatic supply unit, a dual-circuit control unit, an electronic braking control unit, an integrated brake chamber, and a mechanical execution unit. The invention provides pneumatic assistance to the braking system through the pneumatic supply unit, replacing the traditional purely mechanical operation method, significantly reducing the driver's brake pedal operating force, alleviating the driver's physiological burden, and improving the convenience and comfort of braking operation.

Description

Technical Field

[0001] This invention relates to the field of high-speed tracked vehicle braking technology, and in particular to a pneumatic braking system and its working method suitable for high-speed tracked vehicles. Background Technology

[0002] Tracked armored vehicles and other high-speed tracked vehicles serve as core carriers for special operations and national defense equipment. The performance of their braking systems directly determines the vehicle's driving safety and ease of operation, making it a key component of the vehicle's core technology system. Currently, most existing high-speed tracked vehicles use a purely mechanical brake linkage system to operate the brakes. This braking method has many technical defects and can no longer meet the new demands of vehicle development.

[0003] From the driver's perspective, the braking force transmission of a purely mechanical braking system relies entirely on a rigid mechanical connection. The driver needs to apply a great deal of pedal force to achieve vehicle braking. For some models, the brake pedal force required to achieve full braking even exceeds 40 kg, which is far beyond the comfortable range of human operation. Long-term operation will bring great physiological burden to the driver, easily causing driver fatigue, and may even affect the braking effect due to insufficient pedal force, posing a safety hazard.

[0004] In terms of vehicle intelligence development, with the application and promotion of unmanned driving technology in the field of special vehicles, the demand for unmanned driving of high-speed tracked vehicles is increasing. However, the existing purely mechanical braking control method has no electronic control interface and cannot communicate and coordinate with the vehicle control system. It is difficult to realize the drive-by-wire braking operation in the unmanned driving mode, which contradicts the development trend of unmanned and intelligent high-speed tracked vehicles and has become an important technical obstacle to the intelligent upgrading of vehicles.

[0005] Regarding the reliability of braking systems, some existing mechanical braking systems do not have independent braking circuits or circuit protection designs. When a single braking component or transmission structure fails, the entire braking system is prone to failure. Furthermore, there is a lack of effective emergency braking linkage mechanisms. Under conditions such as high-speed driving and complex road conditions, braking system failure will lead to serious safety accidents.

[0006] In terms of system modification costs, existing improvement solutions for tracked vehicle braking systems often require significant modifications to the original vehicle structure and braking actuators, as well as the addition of a large number of supporting equipment, resulting in high modification costs. Furthermore, the modified systems have poor compatibility with existing models, making it difficult to quickly promote and apply them to existing models, which makes it difficult to popularize and upgrade the braking system technology.

[0007] In summary, the existing braking systems of high-speed tracked vehicles suffer from problems such as high operational load, inability to adapt to the needs of unmanned driving, low braking reliability, high modification costs, and poor compatibility. There is an urgent need to propose a new braking technology solution that can solve the above-mentioned technical defects while taking into account the existing vehicle mechanical structure, and achieve operational optimization, intelligent adaptation, and improved reliability of the braking system. Summary of the Invention

[0008] Based on the above analysis, the present invention aims to provide a pneumatic braking system and its working method suitable for high-speed tracked vehicles, in order to solve one of the technical problems of existing high-speed tracked vehicle braking systems, such as high operating load, inability to adapt to unmanned driving requirements, low braking reliability, high modification cost, and poor compatibility.

[0009] On one hand, the present invention provides a pneumatic braking system suitable for high-speed tracked vehicles, including a pneumatic supply unit, a dual-circuit control unit, an electronic braking control unit, an integrated brake chamber, and a mechanical actuator unit. The output end of the pneumatic supply unit is connected to the input end of the dual-circuit control unit, providing stable and clean pressurized gas for the entire system. The dual-circuit control unit divides the pressurized gas into independent service braking circuits and parking braking circuits, and the two output ends of the dual-circuit control unit are respectively connected to the corresponding input ends of the electronic braking control unit. The two output ends of the electronic braking control unit are respectively connected to the two air inlets of the integrated brake chamber, and the electronic braking control unit is connected to the vehicle control module of the high-speed tracked vehicle via a CAN bus to realize electronically controlled regulation of the brake air pressure. The power output end of the integrated brake chamber is connected to the mechanical actuator unit to convert the pneumatic force into mechanical braking force, thereby realizing pneumatic braking of the high-speed tracked vehicle.

[0010] Furthermore, the air pressure supply unit includes an air source, a shut-off valve, a dryer, and a first pressure reducing valve connected in sequence, with the output end of the first pressure reducing valve connected to the input end of the dual-loop control unit.

[0011] Furthermore, the air source has an adaptable structure. For high-speed tracked vehicles equipped with an existing pneumatic system, the air source draws air directly from the vehicle's existing pneumatic system. For high-speed tracked vehicles without a pneumatic system, the air source is an independently configured air pump booster device.

[0012] Furthermore, the dual-loop control unit includes a dual-loop protection valve, which has one input terminal and two output terminals; the input terminal of the dual-loop protection valve is connected to the output terminal of the air pressure supply unit.

[0013] Furthermore, the dual-circuit control unit also includes a parking brake circuit assembly and a service brake circuit assembly, which are respectively connected to the two output terminals of the dual-circuit protection valve; the parking brake circuit assembly constitutes the parking brake circuit, and the service brake circuit assembly constitutes the service brake circuit.

[0014] Furthermore, the parking brake circuit assembly includes a second pressure reducing valve and a parking air storage unit connected in sequence. The input end of the second pressure reducing valve is connected to the first output end of the dual-circuit protection valve, the output end of the second pressure reducing valve is connected to the input end of the parking air storage unit, and the output end of the parking air storage unit is connected to the first input end of the electronic brake control unit.

[0015] Furthermore, the service brake circuit assembly includes a service air storage unit.

[0016] Furthermore, the input terminal of the vehicle air storage unit is connected to the second output terminal of the dual-circuit protection valve, and the first output terminal of the vehicle air storage unit is connected to the second input terminal of the electronic brake control unit.

[0017] Furthermore, the service brake circuit assembly also includes a brake control master valve and a brake pedal.

[0018] Furthermore, the second output terminal of the vehicle air storage unit is connected to the air inlet of the brake control master valve, and the air outlet of the brake control master valve is connected to the air pressure control port of the electronic brake control unit; the brake control master valve is mechanically connected to the brake pedal, converting the pedal force applied by the driver into corresponding control air pressure.

[0019] Furthermore, the electronic brake control unit includes an electronic parking brake module and an electronic service brake module. The input terminal of the electronic parking brake module is connected to the output terminal of the parking brake circuit of the dual-circuit control unit, and the output terminal is connected to the parking brake air intake chamber of the integrated brake chamber. The input terminal of the electronic service brake module is connected to the output terminal of the service brake circuit of the dual-circuit control unit, and the output terminal is connected to the service brake air intake terminal of the integrated brake chamber.

[0020] Furthermore, both the electronic parking brake module and the electronic service brake module are connected to the vehicle control module via a CAN bus.

[0021] Furthermore, the electronic parking brake module has a built-in electromagnetic pressure regulating valve, which controls the parking brake air pressure by adjusting the opening and closing of the electromagnetic pressure regulating valve.

[0022] Furthermore, the electronic brake control unit also includes a parking brake switch, which is bidirectionally connected to the electronic brake control unit and the vehicle control module via a CAN bus to enable the issuance of parking brake commands and status feedback in manual driving mode.

[0023] Furthermore, the electronic service brake module has a built-in electromagnetic pressure regulating valve, which supports both electromagnetic control and pressure control modes, and achieves linear adjustment of the service brake air pressure through the electromagnetic pressure regulating valve.

[0024] Furthermore, the outlet of the brake control master valve is connected to the control port of the electromagnetic pressure regulating valve.

[0025] Furthermore, the integrated brake chamber includes an independent parking brake chamber, a service brake chamber, and a power output end. The air inlets of the two chambers are respectively connected to the corresponding output ends of the electronic brake control unit. The power output end can be driven by the parking brake chamber and / or the service brake chamber. The power output end is hinged to the mechanical actuator. The switching between parking brake and service brake modes is achieved through the filling and releasing of gas and pressure regulation.

[0026] Furthermore, a first piston and a first push rod are provided in the parking brake chamber. One end of the first push rod is fixedly connected to the first piston, and the other end extends out of the parking brake chamber and into the service brake chamber. A second piston and a second push rod are provided in the service brake chamber. One end of the second push rod is connected to the second piston, and the other end extends out of the service brake chamber. The first push rod can push the second piston and the second push rod to move in the direction that causes the second push rod to extend out of the service brake chamber.

[0027] Furthermore, the power output end is the extended end of the second push rod.

[0028] Furthermore, the mechanical actuator is the original braking mechanical structure of the high-speed tracked vehicle.

[0029] Furthermore, the mechanical actuator includes a brake linkage system and band brakes symmetrically arranged on the left and right sides; one end of the brake linkage system is hinged to the push rod of the integrated brake chamber, and the other end is respectively connected to the left and right band brakes, directly reusing the original structure of the vehicle to realize the transmission of braking force.

[0030] On the other hand, the present invention provides a working method for a pneumatic braking system suitable for high-speed tracked vehicles, which realizes pneumatic braking of high-speed tracked vehicles based on the above-mentioned pneumatic braking system.

[0031] Furthermore, it includes both manual driving braking control mode and unmanned driving braking control mode. The two modes share the same pneumatic braking system hardware structure and achieve seamless switching through the issuing end and transmission method of braking commands.

[0032] Furthermore, both the manual driving braking control mode and the unmanned driving braking control mode include system inflation preparation, parking brake control, service brake control and emergency braking control procedures. The parking brake control and service brake control have no fixed execution order. The emergency braking control is triggered when the service brake circuit fails, and emergency braking force is output through the parking brake circuit.

[0033] Furthermore, the system inflation preparation process is as follows: the air pressure supply unit is turned on, and the high-pressure gas enters the dual-circuit control unit after being filtered and stabilized by the air pressure supply unit in sequence, and inflates the air storage units of the service brake circuit and the parking brake circuit respectively. At this time, the electronic brake control unit does not operate, the integrated brake chamber has no air pressure input, and the vehicle is in the initial parking brake state.

[0034] Furthermore, in the manual driving braking control mode, the parking brake control process is as follows: the driver operates the parking brake switch to issue a braking command, the electronic brake control unit analyzes the command and adjusts the parking brake air pressure, and the parking brake is canceled or executed by filling and deflating the parking brake chamber of the integrated brake chamber.

[0035] Furthermore, in the unmanned braking control mode, the commands for parking brake control and service brake control are directly sent from the vehicle control module to the electronic brake control unit via the CAN bus; the electronic brake control unit parses the desired brake air pressure command sent by the vehicle control module, adjusts the air pressure output of the corresponding brake circuit, and realizes the drive-by-wire operation of parking brake and service brake.

[0036] Furthermore, the emergency braking control process is as follows: when the service brake circuit fails, the braking command is transmitted to the electronic brake control unit via the CAN bus. The electronic brake control unit switches to the parking brake circuit to output air pressure, and outputs braking force through the parking brake chamber of the integrated brake air chamber to drive the mechanical actuator to realize the emergency braking of the vehicle.

[0037] In another aspect, the present invention provides a high-speed tracked vehicle, including a vehicle body and the pneumatic braking system for high-speed tracked vehicles described above.

[0038] Furthermore, the air pressure supply unit, dual-circuit control unit, and electronic brake control unit of the air pressure braking system are all fixedly installed on the vehicle frame. The integrated brake chamber is hinged to the brake bracket of the vehicle body. The mechanical actuator is drivenly connected to the vehicle's running mechanism. The vehicle control module is located inside the vehicle body and is signal-connected to the electronic brake control unit of the air pressure braking system.

[0039] Furthermore, the vehicle body is a tracked armored vehicle, the running gear includes tracks, drive wheels and load-bearing wheels, and the belt brake of the mechanical actuator is connected to the drive wheels for transmission, thereby braking the tracks by braking the drive wheels.

[0040] Furthermore, the vehicle body is also equipped with a control panel, in which the brake pedal and parking brake switch of the pneumatic braking system are embedded. The control panel is connected to the vehicle control module to realize braking operation and command feedback in manual driving mode.

[0041] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects: (1) The present invention provides air pressure assistance to the braking system through an air pressure supply unit, replacing the traditional pure mechanical operation method, greatly reducing the driver's brake pedal operation force, reducing the driver's physiological burden, and improving the convenience and comfort of braking operation; at the same time, the braking force and pedal force are linearly matched, improving the controllability of braking operation in manual driving mode.

[0042] (2) This invention realizes the wire-controlled design of the braking system by connecting the electronic braking control unit with the CAN bus signal, and constructs two braking control modes: manual driving and unmanned driving. The two modes share the same hardware structure and can be seamlessly switched through the command issuing end and transmission method. It perfectly adapts to the development trend of unmanned and intelligent high-speed tracked vehicles and fills the gap in the existing technology that cannot coordinate the braking needs of manned and unmanned driving.

[0043] (3) The present invention adopts a dual-circuit control unit design, which separates the driving and parking brake circuits through dual-circuit protection valves. When one circuit fails, it does not affect the normal operation of the other circuit. At the same time, it is equipped with a parking emergency braking mechanism after the driving brake fails, thus building a dual safety guarantee, greatly improving the redundancy and reliability of the braking system, and eliminating the safety hazards of traditional braking systems.

[0044] (4) The mechanical actuator of the present invention directly reuses the original braking linkage system and band brake of the high-speed tracked vehicle. It only adds modular pneumatic and electronic components to the air circuit and control part. The amount of modification to the original mechanical structure of the vehicle is minimal, the modification cost is low, and the air source is an adaptable structure that is compatible with various high-speed tracked vehicles without pneumatic systems. It has strong compatibility and is easy to promote and apply to existing models.

[0045] (5) The present invention integrates the parking and driving brake chambers through an integrated brake chamber design, eliminating the need for additional independent brake actuators, making the system structure more compact and the operation more reliable; at the same time, the pipeline connections and signal connections between the modules are clear, and the modular design facilitates the installation, maintenance and component replacement of the system, improving the practicality of the system.

[0046] (6) The pneumatic braking system of the present invention is highly compatible with the body structure of high-speed tracked vehicles. The braking command transmission path is short and the response speed is fast. The electronic braking control unit can realize precise and linear adjustment of braking air pressure, effectively solving the problems of slow response and insufficient control precision of traditional mechanical braking, and improving the stability and accuracy of vehicle braking.

[0047] In this invention, the above-described technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of this invention will be set forth in the following description, and some advantages may become apparent from the description or be learned by practicing the invention. The objects and other advantages of this invention can be realized and obtained from what is particularly pointed out in the description and drawings. Attached Figure Description

[0048] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Throughout the drawings, the same reference numerals denote the same parts.

[0049] Figure 1 This is a schematic diagram of the structure of a pneumatic braking system for high-speed tracked vehicles according to the present invention.

[0050] Figure label: 1-Air source; 2-Stop valve; 3-Dryer; 4-First pressure reducing valve; 5-Dual circuit protection valve; 6-Second pressure reducing valve; 7-First gas cylinder; 8-Parking brake switch; 9-Electronic parking brake module; 10-Second gas cylinder; 11-Electronic brake module; 12-Brake control master valve; 13-Brake pedal; 14-Brake chamber; 141-Parking brake chamber; 142-Service brake chamber; 15-Brake linkage system; 16-Right-side band brake; 17-Left-side band brake. Detailed Implementation

[0051] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which constitute a part of the present invention and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.

[0052] Example 1 A specific embodiment of the present invention, such as Figure 1As shown, a pneumatic braking system suitable for high-speed tracked vehicles is provided, comprising a pneumatic supply unit, a dual-circuit control unit, an electronic braking control unit, an integrated brake chamber, and a mechanical actuator.

[0053] The output of the pneumatic supply unit is connected to the input of the dual-circuit control unit via pneumatic communication, providing stable and clean pressurized gas to the entire system. The dual-circuit control unit divides the pressurized gas into independent service brake and parking brake circuits. The two outputs of the dual-circuit control unit are connected to the corresponding inputs of the electronic brake control unit via pneumatic communication. The two outputs of the electronic brake control unit are connected to the two air inlets of the integrated brake chamber via pneumatic communication, and the electronic brake control unit communicates with the vehicle control module via a CAN bus to achieve electronic regulation of the brake air pressure. The power output of the integrated brake chamber is connected to the mechanical actuator, converting the pneumatic force into mechanical braking force, thus achieving pneumatic braking of the high-speed tracked vehicle.

[0054] The pneumatic braking system in this embodiment 1 adopts a modular architecture design, integrating pneumatic transmission and electronic control technology. It breaks through the control limitations of traditional pure mechanical braking, can be directly matched with the original structure of high-speed tracked vehicles, and does not require major modifications to the vehicle body, thus exhibiting excellent versatility.

[0055] To address the technical problems of large fluctuations in the output air pressure of the air pressure supply unit and the potential for wear or blockage of subsequent pneumatic components due to impurities in the pressurized gas, the air pressure supply unit in this embodiment 1 specifically includes an air source 1, a shut-off valve 2, a dryer 3, and a first pressure reducing valve 4 connected in sequence via air pressure. The output end of the first pressure reducing valve 4 is connected to the input end of the dual-loop control unit via air pressure.

[0056] Gas source 1 is a high-pressure gas output terminal, and its outlet is connected to the inlet of shut-off valve 2 by air pressure.

[0057] The shut-off valve 2 is a gas circuit on / off control component. When it is under maintenance or during installation, closing the shut-off valve 2 can cut off the gas circuit and prevent high-pressure gas from leaking out and interfering with the original pneumatic system.

[0058] The outlet of the shut-off valve 2 is connected to the inlet of the dryer 3 by air pressure. When the dryer 3 is working, it filters the high-pressure gas to remove impurities such as water vapor and oil, ensuring the cleanliness of the gas entering the subsequent units.

[0059] The outlet of the dryer 3 is connected to the inlet of the first pressure reducing valve 4 by air pressure. The first pressure reducing valve 4 reduces the pressure of the high-pressure gas delivered by the air source 1 and stabilizes it at a preset high pressure value to avoid damage to precision components such as the dual-circuit control unit and the electronic brake control unit due to excessive air pressure.

[0060] The outlet of the first pressure reducing valve 4 serves as the total output of the air pressure supply unit, stabilizing the air pressure at around 1 MPa and continuously supplying stable and clean pressurized gas to the dual-circuit control unit, reducing the risk of damage to subsequent braking components due to excessive pressure.

[0061] The components of the air supply unit are arranged longitudinally along the frame of the high-speed tracked vehicle, resulting in a compact layout that saves installation space.

[0062] The pneumatic braking system for high-speed tracked vehicles in this embodiment effectively prevents impurities from clogging the air passages and wearing down components such as the pressure regulating valve through the filtering effect of the dryer 3, thus extending the overall service life of the system; and ensures that the output air pressure of the air pressure supply unit is constant through the pressure stabilizing effect of the first pressure reducing valve 4, thereby reducing the problem of unstable braking force output caused by air pressure fluctuations.

[0063] To address the technical problem that the air supply unit has a single air source configuration, which cannot be adapted to high-speed tracked vehicles with or without existing pneumatic systems, resulting in high system modification costs and poor compatibility, the air source 1 in this embodiment is preferably an adaptable structure, adopting corresponding air intake / supply methods for different vehicle models.

[0064] For high-speed tracked vehicles equipped with a pneumatic system, air source 1 draws air directly from the vehicle's existing pneumatic system. The outlet of the existing pneumatic system's air tank is connected to the inlet of shut-off valve 2 via air pressure, enabling the reuse of pressurized gas. For high-speed tracked vehicles not equipped with a pneumatic system, air source 1 is an additional pressurization device such as an air pump. This air pump is fixedly installed in an unused position on the chassis, and its outlet is connected to the inlet of shut-off valve 2 via air pressure. Driven by the vehicle's engine or onboard power supply, it enables the autonomous generation of high-pressure gas.

[0065] By adopting an adaptable air source structure, the system can meet the needs of high-speed tracked vehicles with or without existing pneumatic systems, greatly improving the system's compatibility and versatility. In addition, there is no need to change the connection relationship of other components of the air pressure supply unit; adaptation can be completed simply by replacing or reusing air source 1, making the operation simple.

[0066] To address the technical problem that a single circuit failure can lead to the failure of the entire braking system, as well as low braking redundancy and reliability, the dual-circuit control unit of this embodiment includes a dual-circuit protection valve 5, and a parking brake circuit assembly and a service brake circuit assembly, which are respectively connected to the two output terminals of the dual-circuit protection valve 5 via air pressure. The input terminal of the dual-circuit protection valve 5 is connected to the output terminal of the air pressure supply unit via air pressure.

[0067] The dual-circuit protection valve 5 is fixedly installed in the middle of the frame. Its air inlet is the total input of the dual-circuit control unit and is connected to the output of the first pressure reducing valve 4 through air pressure to receive stable and clean pressurized gas.

[0068] The two outlets of the dual-circuit protection valve 5 are independent pressure output terminals, namely the first output terminal and the second output terminal. The first output terminal is connected to the parking brake circuit assembly through air pressure, and the second output terminal is connected to the input terminal of the service brake circuit assembly through air pressure, so that the pressurized gas is delivered to the two independent brake circuits respectively.

[0069] The dual-circuit protection valve 5 has an internal dual-chamber independent pressure protection structure. During operation, it independently monitors the air pressure of the two braking circuits. When one of the braking circuits experiences a sudden drop in air pressure due to a fault such as air leakage or component failure, the dual-circuit protection valve 5 automatically cuts off the air passage of the faulty circuit, ensuring that the air pressure supply of the other normal circuit is not affected. This achieves independent on / off and pressure protection of the driving and parking brake circuits, greatly improving the reliability of the braking system and driving safety.

[0070] To address the technical problem of mismatch between the air pressure output of the parking brake circuit and the parking brake demand, and the tendency for insufficient air pressure and flow to cause parking brake failure after multiple parking brake operations, the parking brake circuit assembly in this embodiment includes a second pressure reducing valve 6 and a first air cylinder 7 connected in sequence by air pressure. The input end of the second pressure reducing valve 6 is connected to the first output end of the dual-circuit protection valve 5, the output end of the second pressure reducing valve 6 is connected to the input end of the first air cylinder 7, and the output end of the first air cylinder 7 is connected to the first input end of the electronic brake control unit.

[0071] Specifically, the second pressure reducing valve 6 reduces and stabilizes the input air pressure at a preset parking pressure value according to the parking brake's pressure requirements. This ensures that the parking brake's air pressure output matches the braking force requirements, reducing the risk of brake component damage due to excessive air pressure and parking brake failure due to insufficient air pressure. The output end of the second pressure reducing valve 6 is connected to the air inlet (i.e., input end) of the first air cylinder 7 via air pressure. The first air cylinder 7 is fixedly installed on the side of the vehicle frame and stores pressurized gas after being stabilized by the second pressure reducing valve 6, providing air pressure and flow replenishment to the parking brake circuit. The outlet of the first air cylinder 7 serves as the output end of the parking brake circuit assembly and is connected to the first input end of the electronic brake control unit via air pressure. When the electronic brake control unit issues a parking brake action command, the first air cylinder 7 can quickly release high-pressure gas, ensuring a rapid response to the parking brake action and reducing the problem of insufficient air pressure and flow caused by multiple parking brake actions. This allows for continuous and stable execution of multiple parking brake actions, improving the reliability of the parking brake.

[0072] To address the technical issues of poor ease of operation and low controllability of manual parking brake operation due to the lack of a dedicated command input interface for parking brake in manual driving mode, resulting in untimely command issuance and no status feedback, the parking brake circuit component in this embodiment includes a parking brake switch 8. The parking brake switch 8 communicates with the electronic brake control unit and the vehicle control module via a CAN bus.

[0073] The parking brake switch 8 is embedded in the control panel inside the cab of the high-speed tracked vehicle for easy driver operation. Its signal terminal establishes a two-way communication connection with the electronic brake control unit and the vehicle control module via the CAN bus. In manual driving mode, the driver toggles the parking brake switch 8 to issue a command to apply or cancel the parking brake. The command signal is transmitted to the electronic brake control unit in real time via the CAN bus. Upon receiving the command, the electronic brake control unit immediately executes the corresponding air pressure adjustment action, and simultaneously feeds back the action execution status, parking brake chamber air pressure, and other signals to the parking brake switch 8 and the vehicle control module via the CAN bus. The parking brake switch 8 displays the current parking brake status via an indicator light, and the vehicle control module monitors and records the parking brake status in real time.

[0074] This solution provides a dedicated parking brake command input interface for manual driving mode through parking brake switch 8, which conforms to the driver's traditional operating habits and improves the ease of operation; bidirectional transmission of commands is realized through CAN bus, the command is issued in real time without delay, and the braking status feedback is timely, which improves the controllability of manual parking brake.

[0075] To address the technical problems of poor air pressure supply stability in the service brake circuit and the inability to achieve precise matching between pedal force and braking force in manual driving mode, resulting in high operating load and low braking force control accuracy in the service brake operation, the service brake circuit assembly in this embodiment includes a second air cylinder 10, a brake control master valve 12, and a brake pedal 13.

[0076] Specifically, the input end of the second gas cylinder 10 is connected to the second output end of the dual-circuit protection valve 5 via air pressure, receiving and storing pressurized gas to provide a continuous supply of air pressure and flow to the service braking circuit, ensuring the continuous and stable execution of the service braking action. The first output end of the second gas cylinder 10 is connected to the second input end of the electronic brake control unit, and the second output end of the second gas cylinder 10 is connected to the input end (i.e., the air inlet) of the brake control master valve 12, realizing the supply of pressurized gas to the brake control master valve 12.

[0077] The output port (i.e., air outlet) of the brake control master valve 12 is connected to the air pressure control port of the electronic brake control unit. The brake control master valve 12 is fixedly installed in the driver's cab and hinged to the brake pedal 13 via a push rod, rocker arm, or other mechanical devices. The brake pedal 13 is embedded below the control panel, conforming to ergonomic design. In manual driving mode, the driver applies different amounts of pedal force to the brake pedal 13. The brake pedal 13 transmits this force to the brake control master valve 12 through a mechanical structure. The brake control master valve 12 outputs a control air pressure linearly proportional to the input pedal force. This control air pressure is transmitted through pipelines to the air pressure control port of the electronic brake control unit, providing the electronic brake control unit with a basis for adjusting the braking force.

[0078] To address the technical problem of mutual interference between the driving and parking brake air pressure regulation and the inability to achieve precise signal interaction with the vehicle control module, the electronic brake control unit in this embodiment includes an electronic parking brake module 9 and an electronic brake module 11. The input terminal of the electronic parking brake module 9 is connected to the output terminal (i.e., the first output terminal) of the parking brake circuit of the dual-circuit control unit, and the output terminal of the electronic parking brake module 9 is connected to the parking brake air intake chamber of the integrated brake chamber. The input terminal of the electronic brake module 11 is connected to the output terminal (i.e., the second output terminal) of the driving brake circuit of the dual-circuit control unit, and the output terminal of the electronic parking brake module 9 is connected to the driving brake air intake terminal of the integrated brake chamber. Both the electronic parking brake module 9 and the electronic brake module 11 communicate with the vehicle control module via a CAN bus.

[0079] Specifically, both the electronic parking brake module 9 and the electronic brake module 11 are fixedly installed in the middle of the vehicle frame, close to the integrated brake chamber, shortening the air path length and reducing air pressure loss. The air inlet of the electronic parking brake module 9 is connected to the output of the first air cylinder 7 via air pressure, receiving pressurized gas from the parking brake circuit. Its outlet is connected to the parking brake inlet chamber of the integrated brake chamber via air pressure, achieving independent delivery of parking brake air pressure. The air inlet of the electronic brake module 11 is connected to the output of the second air cylinder 10 via air pressure, receiving pressurized gas from the service brake circuit. Its outlet is connected to the service brake inlet of the integrated brake chamber via air pressure, achieving independent delivery of service brake air pressure. The signal terminals of both the electronic parking brake module 9 and the electronic brake module 11 communicate bidirectionally with the vehicle control module via a CAN bus, receiving parking and service brake commands from the vehicle control module respectively, and simultaneously feeding back their own operating status and output air pressure signals to the vehicle control module, achieving independent electronic control and independent feedback for the two modules.

[0080] In this embodiment, the electronic brake control unit is divided into an independent electronic parking brake module 9 and an electronic brake module 11, which realizes independent adjustment of the air pressure of the driving and parking brakes, avoids air pressure and signal interference between circuits, and improves the accuracy of brake control.

[0081] To address the technical issues of the electronic brake control unit's single air pressure regulation method, inability to achieve precise and linear adjustment of brake air pressure, and inability to simultaneously meet the dual control requirements of manual and autonomous driving, the electronic parking brake module 9 of this embodiment incorporates an electromagnetic pressure regulating valve, and the electronic brake module 11 incorporates an electromagnetic pressure regulating valve. Furthermore, the electronic brake module 11 supports both electromagnetic and pressure control.

[0082] Specifically, the air inlet of the electromagnetic pressure regulating valve built into the electronic parking brake module 9 is connected to the first air cylinder 7, and the air outlet is connected to the parking brake air inlet chamber 141 of the integrated brake air chamber 14. The electronic control terminal of the electromagnetic pressure regulating valve is connected to the CAN bus to receive command signals from the vehicle control module or the parking brake switch 8. By controlling the magnitude of the energizing current of the electromagnetic coil, the valve core opening of the pressure regulating valve is adjusted to realize the on / off of the air pressure in the parking brake air chamber and precise pressure regulation.

[0083] The electromagnetic pressure regulating valve built into the electronic braking module 11 has an air inlet connected to the second air cylinder 10 and an air outlet connected to the service brake air inlet 142 of the integrated brake chamber 14. The regulating valve is equipped with both an electronic control port and a pneumatic control port. The electronic control port is connected to the CAN bus to receive command signals from the vehicle control module, and the pneumatic control port is connected to the output of the brake control master valve 12 to receive control air pressure signals.

[0084] In manual driving mode, the electronic braking module 11 adopts a pressure control mode, which automatically adjusts the opening of the pressure regulating valve according to the control air pressure delivered by the brake control master valve 12, so as to realize the linear adjustment of the service brake air pressure.

[0085] In autonomous driving mode, the electronic braking module 11 switches to electromagnetic control mode. According to the command signal issued by the vehicle control module, the electromagnetic coil current is adjusted to achieve precise electronic control adjustment of the service brake air pressure. The two control modes can be seamlessly switched according to the command of the vehicle control module.

[0086] To address the technical issues of complex system structure, large installation space, and cumbersome braking mode switching caused by the need for separate actuators for parking and service brakes, this embodiment's integrated brake chamber 14 includes two independent parking brake chambers 141 and service brake chambers 142, as well as a power output end that can be driven by the parking brake chamber and / or the service brake chamber. The air inlets of the two chambers are respectively connected to the first and second output ends of the electronic brake control unit. The power output end of the brake chamber 14 is preferably a push rod, the end of which is hinged to the mechanical actuator.

[0087] Specifically, the brake chamber 14 is an integrated structure, fixedly installed on the vehicle's brake bracket. Inside, it comprises two independent, non-communicating parking brake chambers 141 and service brake chambers 142. The air inlet of the parking brake chamber 141 is connected to the air outlet of the electronic parking brake module 9 via air pressure, and the air inlet of the service brake chamber 142 is connected to the air outlet of the electronic brake module 11 via air pressure, enabling independent input of pressurized gas.

[0088] Two reciprocating push rods are axially arranged in the brake chamber 14. The parking brake chamber 141 houses the first push rod, one end of which is connected to the first piston in the parking brake chamber, and the other end extends into the service brake chamber, where it can push against the second piston. The service brake chamber 142 houses the second push rod, one end of which is connected to the second piston in the service brake chamber, and the other end extends outside the chamber, with its final end hinged to the mechanical actuator. Related guide and support devices are not shown.

[0089] The parking brake chamber 141 is equipped with a first return spring. When compressed, the first return spring pushes the first piston and the first push rod toward the service brake chamber 142, ultimately pushing the second piston and the second push rod in the direction that extends the second push rod. The service brake chamber 142 is equipped with a second return spring. When compressed, the second return spring pushes the second piston and the second push rod toward the parking brake chamber 141, that is, pushing the second push rod in the retracting direction.

[0090] In the initial state, the force of the first return spring pushes the first piston, causing the first push rod to extend. Because the first return spring has a stronger force, it can push the second piston, causing the second push rod to extend, which in turn drives the mechanical actuator to achieve parking brake operation. When the parking brake is released, the electronic parking brake module 9 inflates the parking brake air chamber 141. The gas pressure overcomes the force of the first return spring, pulling the first piston back to its original position. The first push rod retracts, and the second push rod retracts under the spring force of the second return spring, thus releasing the parking brake.

[0091] In the non-parking / service braking state, the elastic force of the second return spring pushes the second push rod to retract, placing it in a non-braking state. When the electronic braking module 11 inflates the service brake chamber 142, the gas pressure overcomes the elastic force of the second return spring, pushing the second piston and causing the second push rod to extend, thereby driving the mechanical actuator to achieve service braking. The magnitude of the service braking force is linearly proportional to the input air pressure. By controlling the inflation and deflation of the air pressure in the two chambers and adjusting the pressure, the parking brake and service brake modes can be switched.

[0092] In addition, the brake chamber 14 is also equipped with a release bolt. In the event of a failure of the air source, the first reset spring can be compressed by rotating the release bolt to release the parking brake and allow the vehicle to move.

[0093] In this embodiment, the brake chamber 14 integrates the parking brake chamber 141 and the service brake chamber 142, eliminating the need for an additional independent brake actuator, simplifying the system structure and significantly saving installation space; at the same time, the two chambers are independent of each other, avoiding mutual interference of air pressure, and ensuring independent and stable execution of parking and service brakes.

[0094] To address the technical challenges of significantly modifying the original vehicle structure for the mechanical actuators of the braking system, which results in high modification costs, difficult construction, and limited applicability to existing models, this embodiment utilizes the original braking mechanical structure of a high-speed tracked vehicle. This structure includes a brake linkage system 15 and two symmetrically arranged right-side band brakes 16 and left-side band brakes 17. One end of the brake linkage system 15 is hinged to the push rod of the brake chamber 14, while the other end is connected to the right-side band brake 16 and left-side band brake 17 respectively.

[0095] In this embodiment, the brake linkage 15 is the original vehicle's multi-link transmission structure. Its input end is hinged to the push rod of the brake chamber 14, receiving the linear force transmitted by the push rod. Its two output ends extend to the left and right sides of the vehicle, respectively, and are connected to the brake input ends of the original vehicle's left-side band brake 17 and right-side band brake 16. The right-side band brake 16 and left-side band brake 17 are respectively installed at the drive wheels of the vehicle's left and right travel mechanisms, serving as the original vehicle's braking actuators. When the push rod of the brake chamber 14 performs reciprocating linear motion, the brake linkage 15 converts the linear force into a rotational force, transmitting it to the right-side band brake 16 and left-side band brake 17. Under the drive of this force, the two brakes grip the drive wheels, achieving braking of the drive wheels, which in turn drives the vehicle's tracks to brake, completing the overall vehicle braking action. The transmission ratio of the brake linkage 15 is consistent with that of the original vehicle, and wear-resistant bushings are provided at the hinge points between the push rod and the linkage to reduce wear during transmission.

[0096] Compared with existing technologies, the pneumatic braking system for high-speed tracked vehicles provided in this embodiment has at least the following advantages: it directly reuses the vehicle's original braking mechanical structure, requiring minimal modification to the original mechanical structure and resulting in low modification costs. It fully utilizes the original braking linkage system (such as braking linkage system 15) and band brakes (right-side band brake 16 and left-side band brake 17) of the high-speed tracked vehicle, adding only pneumatic components such as an electronic parking brake module, an electronic braking module, and air cylinders to the air circuit section. This eliminates the need for significant modifications to the vehicle body structure, facilitating rapid adoption on existing vehicle models. Furthermore, the dual-circuit protection valve 5 divides the air source into two independent circuits, supplying the service brake circuit and the parking brake circuit respectively. Failure in one circuit does not affect the normal operation of the other, improving the redundancy and reliability of the braking system. The brake chamber 14 contains both a parking brake chamber 141 and a service brake chamber 142. Switching between parking brake and service brake is achieved through pneumatic control, resulting in a compact structure, reliable operation, and avoiding the need for additional actuators. It realizes the wire-controlled braking system of high-speed tracked vehicles, and meets the braking force requirements of both manual and unmanned driving through an electromagnetic pressure regulating valve.

[0097] Example 2 Another embodiment of the present invention provides a pneumatic braking control method suitable for high-speed tracked vehicles, which realizes pneumatic braking control of high-speed tracked vehicles based on the pneumatic braking system in Embodiment 1, including a manual driving braking control mode, specifically including: S1. Inflation preparation; S1.1. Connect the gas source 1. The high-pressure gas passes through the shut-off valve 2, dryer 3, first pressure reducing valve 4 and dual-circuit protection valve 5 in sequence. S1.2 In the parking brake circuit, gas fills the first gas cylinder 7 through the second pressure reducing valve 6. At this time, the electronic parking brake module 9 does not operate and has no output air pressure, and the vehicle is in the parking brake state. S1.3 In the service brake circuit, the gas is filled by the second gas cylinder 10. At this time, the electronic brake module 11 does not operate and the brake control master valve 12 has no output pressure.

[0098] S2, Parking brake cancelled; S2.1. Move the parking brake switch 8 to send the parking brake cancellation command to the electronic parking brake module 9; S2.2, the electronic parking brake module 9 analyzes the command and converts it into the desired pressure of the parking brake chamber 141; S2.3 The electromagnetic pressure regulating valve in the electronic parking brake module 9 opens to inflate the parking brake air chamber 141. When the air pressure reaches the desired pressure, the electromagnetic pressure regulating valve closes, the push rod retracts, and the parking brake is canceled.

[0099] S3, Parking brake; S3.1. Move the parking brake switch 8 to send the parking brake command to the electronic parking brake module 9; S3.2, the electronic parking brake module 9 interprets the command, opens the exhaust port of the parking brake chamber 141, exhausts the air from the parking brake chamber 141, and realizes parking brake.

[0100] S4, Service Brake; S4.1 The driver applies pedal force to the brake pedal 13, which actuates the brake control master valve 12, and the brake control master valve 12 opens. S4.2 When the outlet pressure of the brake control master valve 12 is balanced with the pedal force, the brake control master valve 12 is closed; S4.3 The pressure at the air pressure control port of the electronic braking module 11 pushes the internal electromagnetic pressure regulating valve to open, and the pressure at the air pressure control port increases, which in turn increases the pressure in the service brake air chamber 142. S4.4 When the pressure at the outlet of the electronic brake module 11 is balanced with the pressure at the air pressure control port, the electromagnetic pressure regulating valve is closed, and the air pressure in the service brake chamber 142 corresponds to the service braking force. At this time, the second push rod outputs the braking force.

[0101] S5. Emergency braking when the service brake fails; S5.1 When the service brake fails, the parking brake switch 8 is activated to send the parking brake command to the electronic parking brake module 9. S5.2, the electronic parking brake module 9 interprets the command, opens the exhaust port, exhausts the parking brake chamber 141, and extends the push rod to achieve emergency braking.

[0102] The order of S2-S5 above is not sequential.

[0103] Compared to existing technologies, this embodiment 2, through the characteristic design of the inflation preparation step, realizes the pre-inflation of the braking system's air pressure and the setting of the initial parking brake state, providing an air pressure foundation for subsequent braking operations; through the characteristic steps of parking brake cancellation and parking brake application, it achieves precise control of the parking brake under manual operation, with command transmission combined with mechanical switches via CAN bus, resulting in fast response and precise control; through the characteristic steps of service brake application, it converts the driver's pedal force into corresponding air pressure, realizing air pressure-assisted braking, significantly reducing the operating load, and precisely matching the braking force with the pedal force, improving the controllability of braking operations; through the characteristic steps of emergency braking in case of service brake failure, it utilizes the parking brake circuit to achieve emergency braking, constructing a dual safety guarantee for the braking system and avoiding safety accidents caused by service brake failure; the overall step design conforms to the driver's traditional operating habits, requiring no additional operating training, improving the system's practicality and ease of operation.

[0104] Example 3 To address the technical problems of existing high-speed tracked vehicles' purely mechanical braking systems lacking electronic control interfaces, failing to achieve drive-by-wire braking in unmanned driving mode, and lacking seamless switching between manual and unmanned driving modes, another embodiment 3 of the present invention provides a pneumatic braking control method suitable for high-speed tracked vehicles. Based on the pneumatic braking system described in Embodiment 1, it achieves pneumatic braking control for high-speed tracked vehicles in an unmanned driving braking control mode. This includes steps essentially the same as in manual driving mode: inflation preparation, parking brake cancellation, parking brake, service brake, and emergency braking in case of service brake failure. The order of these braking steps is not important; the difference lies in that the core commands are issued by the vehicle control module via the CAN bus. The specific operation is as follows: S1. Inflation preparation; S1.1 Connect the gas source 1, and the high-pressure gas passes through the shut-off valve 2, dryer 3, first pressure reducing valve 4 and dual-circuit protection valve 5 in sequence; S1.2 In the parking brake circuit, gas fills the first gas cylinder 7 through the second pressure reducing valve 6. At this time, the electronic parking brake module 9 does not operate and has no output air pressure, and the vehicle is in the parking brake state. S1.3 In the service brake circuit, the gas is filled by the second gas cylinder 10. At this time, the electronic brake module 11 does not operate and the brake control master valve 12 has no output pressure.

[0105] S2, Parking brake cancelled; S2.1 The vehicle control module sends a command to cancel the parking brake to the electronic parking brake module 9 via the CAN bus; S2.2, the electronic parking brake module 9 analyzes the command and converts it into the desired pressure of the parking brake chamber 141; S2.3 The electromagnetic pressure regulating valve in the electronic parking brake module 9 opens to inflate the parking brake air chamber 141. When the air pressure reaches the desired pressure, the electromagnetic pressure regulating valve closes and the parking brake is canceled.

[0106] S3, Parking brake; S3.1 The vehicle control module sends a parking brake command to the electronic parking brake module 9 via the CAN bus; S3.2, the electronic parking brake module 9 interprets the command, opens the exhaust port, exhausts the parking brake air chamber 141, and realizes parking brake.

[0107] S4, Service Brake; S4.1 The vehicle control module sends the desired braking air pressure to the electronic braking module 11 via the CAN bus; S4.2 The electronic braking module 11 analyzes the desired braking air pressure, energizes the electromagnetic coil of its internal electromagnetic pressure regulating valve, pushes the electromagnetic pressure regulating valve to open, increases the outlet pressure, and increases the pressure in the service brake air chamber 142. S4.3 When the air outlet pressure of the electronic brake module 11 is balanced with the electromagnetic force, the electromagnetic pressure regulating valve is closed, and the air pressure of the service brake chamber 142 corresponds to the service braking force.

[0108] S5. Emergency braking when the service brake fails; S5.1 When the service brake fails, the vehicle control module sends the desired pressure command to the electronic parking brake module 9 via the CAN bus; S5.2, the electronic parking brake module 9 interprets the command and controls the electromagnetic pressure regulating valve to adjust the air pressure of the parking brake chamber 141 to the desired pressure, thereby adjusting the braking force.

[0109] The order of S2-S5 above is not sequential.

[0110] Compared with existing technologies, this embodiment 3 achieves wire-controlled braking command issuance through the integration of the vehicle control module and the CAN bus, breaking the hard-connection limitations of purely mechanical braking and adapting to the unmanned driving requirements of high-speed tracked vehicles. Through a step-by-step design consistent with manual driving mode, it achieves seamless switching between manual and unmanned braking modes without requiring additional adjustments to the system structure, improving the system's intelligent adaptability. By directly issuing the desired braking air pressure during the service braking step, it achieves precise wire-controlled adjustment of braking force, with braking accuracy far exceeding that of traditional mechanical braking. By adjusting the parking brake chamber pressure to the desired pressure during the emergency braking step, it achieves precise control of emergency braking force in unmanned driving mode, avoiding problems such as vehicle slippage and lock-up caused by over-braking. The overall working method, through precise control of the electronic module, achieves automated and intelligent braking operation in unmanned driving mode, meeting the technical requirements for the unmanned development of high-speed tracked vehicles.

[0111] Example 4 This embodiment provides a high-speed tracked vehicle that is adapted to the dual braking control requirements of manual driving and unmanned driving, including the vehicle body and the pneumatic braking system for high-speed tracked vehicles in Embodiment 1.

[0112] Specifically, the vehicle is a tracked armored vehicle with two symmetrically arranged running gears on the lower part, each including tracks, drive sprockets, and load-bearing wheels. The drive sprockets are coaxially mounted at the end of the vehicle frame and are the core components for power input and braking of the running gear. The tracks are fitted over the drive sprockets and load-bearing wheels, enabling the vehicle to move on tracks. The vehicle body houses the frame, brake brackets, and a control panel in the driver's compartment. The frame serves as the load-bearing foundation for the entire vehicle, the brake brackets are fixed to the frame near the running gear, and the control panel is located directly in front of the driver's position, integrating various operating elements and display instruments for vehicle movement and operation, and is connected to the vehicle's overall control module for signal transmission.

[0113] The core units of the pneumatic braking system are precisely fitted and installed to the vehicle body, and are connected for transmission and signals. Specifically, the pneumatic supply unit (air source 1, shut-off valve 2, dryer 3, first pressure reducing valve 4), the dual-circuit control unit (dual-circuit protection valve 5, second pressure reducing valve 6, first air cylinder 7, second air cylinder 10, brake control master valve 12), and the electronic brake control unit (electronic parking brake module 9, electronic brake module 11) are all fixedly mounted on the vehicle frame via brackets. The components are arranged compactly along the longitudinal direction of the frame, without occupying the core operating and driving space of the vehicle body.

[0114] The integrated brake chamber, namely the brake chamber 14, is hinged to the brake bracket of the vehicle body. Its push rod is connected to the mechanical execution unit as the power output end. The mechanical execution unit directly reuses the original brake linkage system 15, the right band brake 16, and the left band brake 17 of the vehicle body. One end of the brake linkage system 15 is hinged to the push rod of the brake chamber 14, and the other end is respectively connected to the right band brake 16 and the left band brake 17 of the left and right travel mechanisms of the vehicle body. The right band brake 16 and the left band brake 17 are respectively fitted and wrapped around the outer rim of the left and right drive wheels to form a friction braking engagement.

[0115] The air-pressure braking system's brake pedal 13 is embedded below the control panel, while the parking brake switch 8 is embedded in the central operating area of ​​the control panel, arranged alongside other control switches to suit the driver's manual operation habits. The vehicle control module is located inside the vehicle body and achieves bidirectional signal connection with the electronic parking brake module 9, electronic brake module 11, and parking brake switch 8 via a CAN bus. It also communicates with the control panel to complete the unified issuance of braking commands, status acquisition, and feedback.

[0116] The braking principle of this vehicle is based on the dual-mode control logic of the air pressure braking system: In manual driving mode, the driver applies pedal force through the brake pedal 13 on the control panel, which is converted into control air pressure through the brake control master valve 12. This drives the electronic brake module 11 to adjust the air pressure of the service brake chamber 142. The brake chamber 14 push rod moves, which drives the left and right band brakes to engage the drive wheel through the brake linkage system 15, thus achieving service braking. When the driver moves the parking brake switch 8 on the control panel, the command is transmitted to the electronic parking brake module 9 via the CAN bus, which adjusts the air pressure of the parking brake chamber 141 to cancel or activate the parking brake. The working status and air pressure data of the braking system are fed back to the control panel display through the vehicle control module, so that the driver can monitor them in real time.

[0117] In autonomous driving mode, the vehicle control module directly sends the desired braking air pressure command to the electronic parking brake module 9 and the electronic braking module 11 via the CAN bus. The electromagnetic pressure regulating valve adjusts the dual-chamber air pressure of the brake chamber 14, driving the brake linkage system 15 and the band brake to complete parking and service braking, achieving drive-by-wire operation. When the service brake circuit fails, the vehicle control module automatically triggers the emergency braking mechanism, adjusting the air pressure through the parking brake circuit and using the band brake to brake the drive wheel, ensuring vehicle driving safety.

[0118] Compared with the prior art, this embodiment has at least the following advantages: 1) The pneumatic braking system is deeply integrated with the tracked armored vehicle body, fitting the vehicle's structural layout, resulting in low modification costs and strong adaptability; 2) The vehicle control module achieves full linkage control of braking commands and status, with excellent intelligence and controllability; 3) It is compatible with both human and unmanned driving modes, making it highly scalable; 4) Dual-circuit protection + emergency braking mechanism significantly improves vehicle braking safety and reliability.

[0119] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A pneumatic braking system suitable for high-speed tracked vehicles, characterized in that, The system includes a pneumatic supply unit, a dual-circuit control unit, an electronic brake control unit, an integrated brake chamber, and a mechanical actuator. The output of the pneumatic supply unit is connected to the input of the dual-circuit control unit, providing stable and clean pressurized gas to the entire system. The dual-circuit control unit divides the pressurized gas into independent service brake and parking brake circuits, and its two outputs are connected to the corresponding inputs of the electronic brake control unit. The two outputs of the electronic brake control unit are connected to the two air inlets of the integrated brake chamber, and the electronic brake control unit is connected to the vehicle control module of the high-speed tracked vehicle via a CAN bus to achieve electronic control regulation of the brake air pressure. The power output of the integrated brake chamber is connected to the mechanical actuator, converting the pneumatic force into mechanical braking force to achieve pneumatic braking of the high-speed tracked vehicle.

2. The pneumatic braking system for high-speed tracked vehicles according to claim 1, characterized in that, The air pressure supply unit includes an air source, a shut-off valve, a dryer, and a first pressure reducing valve connected in sequence. The output end of the first pressure reducing valve is connected to the input end of the dual-loop control unit.

3. The pneumatic braking system for high-speed tracked vehicles according to claim 2, characterized in that, The air source has an adaptable structure. For high-speed tracked vehicles equipped with an existing pneumatic system, the air source draws air directly from the vehicle's existing pneumatic system. For high-speed tracked vehicles without a pneumatic system, the air source is an independently configured air pump booster device.

4. The pneumatic braking system for high-speed tracked vehicles according to claim 1, characterized in that, The dual-loop control unit includes a dual-loop protection valve, which has one input terminal and two output terminals; the input terminal of the dual-loop protection valve is connected to the output terminal of the air pressure supply unit.

5. The pneumatic braking system for high-speed tracked vehicles according to claim 4, characterized in that, The dual-circuit control unit also includes a parking brake circuit assembly and a service brake circuit assembly, which are respectively connected to the two output terminals of the dual-circuit protection valve; the parking brake circuit assembly constitutes the parking brake circuit, and the service brake circuit assembly constitutes the service brake circuit.

6. The pneumatic braking system for high-speed tracked vehicles according to claim 5, characterized in that, The parking brake circuit assembly includes a second pressure reducing valve and a parking air storage unit connected in sequence. The input end of the second pressure reducing valve is connected to the first output end of the dual-circuit protection valve, the output end of the second pressure reducing valve is connected to the input end of the parking air storage unit, and the output end of the parking air storage unit is connected to the first input end of the electronic brake control unit.

7. The pneumatic braking system for high-speed tracked vehicles according to claim 6, characterized in that, The service brake circuit assembly includes a service air storage unit.

8. The pneumatic braking system for high-speed tracked vehicles according to claim 7, characterized in that, The input terminal of the vehicle air storage unit is connected to the second output terminal of the dual-circuit protection valve, and the first output terminal of the vehicle air storage unit is connected to the second input terminal of the electronic brake control unit.

9. A pneumatic braking control method suitable for high-speed tracked vehicles, characterized in that, The pneumatic braking system based on any one of claims 1-8 enables pneumatic braking control of high-speed tracked vehicles.

10. A high-speed tracked vehicle, characterized in that, Includes the vehicle body and the pneumatic braking system suitable for high-speed tracked vehicles as described in any one of claims 1-8.

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